Rudder

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Engineering

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[January to December, 1920]

THE RUDDER

EDITED BY

ARTHUR F. ALDRIDGE

The rain it poured,
The sea it roared,
The sky was draped in black.

The old ship rolled,
She pitched and bowled
And lo«t her charted track!

"Oh dear, oh dear!
Sir, will it clear?"
Loud wailed a dame on deck.

As they heaved the lead
The skipper said,
''It alius has, by heck!"

— Author Unknown.

VOLUME XXXVI

0«@

NEW YORK

THE RUDDER PUBLISHING COMPANY

1920

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'• i

Copyright 1920

BY

The Rudder Publishing Co.,

New York, U. S. A.

All Rights Reserved

Pbbm or

9 Murray St.
New York

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?"E RUDDEP

VoL XXXVI

JANUARY, 1920

v.

P^o. 1

. !<

American Liner Philadelphia Refitting at Tietjen & Lang's Yard

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Piece Work

T^O THE REAL WORKER it means a Fat Pay
^ Envelope Every Saturday at the Submarine
Boat Corporation. Especially for Good

Riveting Gangs Ship Fitters

Riveters Drillers and Reamers

Holders-on Regulators

Heaters Erectors

Passers and other Trades

The fairest basis of reward for labor is piece work. Production on an hourly
basis treats the conscientious worker and the slacker alike. But piece work
renders a just discrimination.

The day rate as set by the Wage Adjustment Board states that Riveters should
receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and
so forth. Our piece workers in these departments average from 15 to 20%
higher. The piece work pay is what you make it.

Unskilled but Ambitious Men are Wanted to Learn

the Various Trades

If you desire to become a Shipworker you can learn quickly,

efficiently and thoroughly at our training school.
GOOD PAY WHILE LEARNING. $.46 to .56 per hour.

TRAIN SCHEDULE

NEW YORK, N. Y., Ub«ty St., Janv Cmtrml R. R. BAYONNE, N. J. Cr.«ii»UI. Station. Lahlch Valtef

L«a«« «!l3. «:M, «:M. 7iS> A. If. Lmtm 7:W A. If.

JERSEY CITY, N. J. Jaduon At*., itmy Central R. R.

L«aT««:35.td«.8:l«A. M. ELIZABETH, N.J. EUxalMth Statton, Jcnv GMtral

NEWARK, N. J. Br«Ml St.. Jenv Central R. R. "• *' '^'" ''" ** **'

Lmt* 6,30. M*. *i5», 7,W. fcl« A. M. ELIZABETHPORT. L«.tw tdS a. M.

Alao tak* TroUar Marlml "Part
Newark".

COME TO EMPLOYMENT OFFICE OF

SUBMARINE BOAT CORPORATION

NEWARK BAY SHIPYARD - PORT NEWARK, N. J.

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THE

Published on the
24th of the Month

RUDDEP

Edited by
Arthur F. Aldridge

Copyn'sht 1920, by The Rudder Publishing Co., New York. NOTICE— Th* eonunts of thit magmxin*, iatludlng mU artiehs, iUustrmtioHS, f!ans and designs, mr* tovtred
copyright, mad thtlr rtproduction is mbsolutth forbidden without the consent mnd permission of THE RUDDER PUBLISHING COMPANY.

Volume XXXVI

January, 1920

No. 1

Mariner, Diesel Electric-Driven Trawler

By S. H. Wilson

THE Mariner, built at Storey's Shipyard at Essex,
Mass., for F. L. Davis, is a Diesel electric-driven
trawler, the pioneer vessel of this method of pro-
pulsion, and she bids fair to revolutionize the motive
power of vessels of all types and sizes.

The recently built battleships of the United States
are electrically driven, power being generated by steam
turbines. The California, the latest to be launched, is
called an electric ship because every piece of machinery
on board is run by electricity. The development of this
style of propulsive power has so far been very satisfac-
tory, so that naval architects have been studying the
method and its application for yachts and small com-
mercial vessels.

The Mariner is fitted with two Diesel engines of
240 h.p., built and installed by the New London Ship
& Engine Company at Groton, Conn. These engines are
connected to an electric generator and the current from
this generator drives a 400-h.p. electric motor which is
connected with the propeller shaft.

After the Mariner was launched at the Essex Yard
it was towed to Groton, where all the machinery was
installed. Trials were made in New London Harbor
which were very satisfactory. Then a run of a few hours
was made on Long Island Sound, and everything proving
satisfactory the Mariner started for her home port,
Gloucester.

The engines were wide open when the Mariner started
on this trip and were not touched until the vessel tied up
in Gloucester. The run was made outside over Nan-
tucket Shoals and the actual running time was about
21 hours, the engines running at full power for the entire
period.

The Mariner is 150 feet in length over all, about 142
feet on the water-line, 24 feet breadth and 14 feet ex-
treme draught. The crew's quarters are in a raised deck
forward and occupy 30 feet of space fore and aft. The
chain locker and fresh water tank of 2,100 gallons
capacity are under the forecastle, while further aft are
two fuel tanks of 7,000 gallons capacity. The fish hold

Main Engines, 240 B.H.P. — ^Looking Forward

379697

Main Engines, 240 B.H.P.— Looking Aft

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January

Main Contractor Panola

Main Motor and Cknerator, Looking Forward

occupies 36 feet space fore and aft and at the after end
are two more fuel tanks of 10,000 gallons capacity. The
engine space occupies 32 feet and aft of this space are
quarters for four engineers and a galley storeroom and
engineers' storeroom.

At the forward end of the deckhouse is the pilot
house with the captain's stateroom adjoining it and aft
of the engine hatch is a dining room and galley 20 feet
long and fitted with a range, sink, ice chest, and dresser.

The main power plant consists of two eight-cylinder,
240-b.h.p. Diesel engines, turning at 350 r.p.m., each
direct connected to an electric generator. The current
from these generators will drive a 400-h.p. electric motor,
running at 200 r.p.m., which in turn is direct connected to
the propeller shaft. The auxiliary power plant consists
of a small auxiliary generating set made up of a 15-h.p.
Fairbanks-Morse Type "Y" engine driving a lo-K.W.
125-volt generator by means of a silent chain. This
auxiliary unit will be required only when in port and
both of the main generating units are shut down. This
auxiliary engine uses the same fuel as the main engines.
There is also a small motor-driven emergency air com-
pressor which can be used in the cases of emergency to

fill the air-starting bottles. Further there are two 200-
gallon fire and blige pumps electrically operated.

The arrangement of machinery shows the main engine
placed at the forward end of the engine room, although,
of course, the position is independent of the rest of the
machinery, and can be placed either in the forward or
after ends of the engine room. The main engine units
are placed with the generators forward adjacent to the
main engine, and the switchboard is placed on the star-
board side of the vessel, at the forward end of the engine
room so that all electrical leads to and from the engine
and generators are as short and direct as possible. The
main thrust bearing is placed adjacent to the main engine,
and with this arrangement it is only necessary to lift
a section of line shafting in order to be able to draw the
tail shaft into the boat and remove it.

The official trial of the Mariner was held on Saturday,
November 29, 1919. Dock trials had been held previ-
ously, but this was the first real test at sea, and the ship
lived up to the expectations in every way. The first test
was more of an endurance trial during which the engines
were operated at increasing powers, finally working up to
full power and speed, which was maintained for several

Main Switchboard

Auxiliary Air Compressor

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Auxiliary Lighting Set, 16-li.p. FairbankB-Morse Engine, 10-k.w. Generator

hours. Speed of vessel on this trial was something over
10 knots at aBout iftS turns of the propeller. The ship
ran very steadily, and the general absence of vibration
was very noticeable. In fact at no part of the ship except
in the immediate vicinity of the engine room there was
nothing to indicate the presence of any power in the
vessel. The fuel consumption at full power amounted
to approximately 30 gallons per hour, and on the basis
of fuel tank capacity of 17,000 gallons gives a radius of
action of about 6,000 nautical miles.

After full power test various maneuvering trials were
held, and the flexibility of the arrangement was demon-
strated. With one engine shut down entirely and condi-
tions adjusted to load the other engine up to full power,
a little over three-quarter speed was attained. The
economy of such an arrangement is at once apparent.
Since the fuel consumption was cut in half and the speed
reduced only about 25%, thus giving a radius of action
at this speed of nearly 9,000 nautical miles; an achieve-
ment for a boat only 150 feet long.

Quick reversing trials were also held. It should be
noted the control of the main engine is carried up tu
the pilot house, and there all operations are controlled
by a device similar to the ordinary trolley car controller.
Electrical instruments are fitted adjacent to this con-
troller in the pilot house showing the conditions at all
times so that the captain can see at a glance just what
generator units are running, load they are carrying, and
what the main propeller engine is doing. The average
of several trials starting with the ship going full speed
ahead took two seconds to start the propeller in reverse
direction. Furthermore it required about 15 to 18 seconds
starting with the ship going full speed ahead, when the
propeller had been reversed and the main engine was
developing full power and speed astern. In case circuit
breakers are accidently tripped they can be automatically
reset in the pilot house, thus avoiding lost time in requir-
ing the engineer to reset the breakers in the engine room.

During these quick reverse trials the main Diesel
engines run on the governors at all times similar to a
stationary outfit. The engineer does not know unless he
happens to glance at the switchboard what load the
engines are carrying. The electrical apparatus does not
indicate the changes in load or reversal of speed in con-
nection with the main engine, and the only indications
the engines give that the load has been sufficiently thrown
off or on in maneuvering, are slight changes in the sound
of the engines due to slight change of speed. The
ordinary observer in the engine room, unless he was

Main Seeiatance Boxes on the Trawler Mariner

watching the electrical instruments, would never know
that the boat was being maneuvered or whether the main
engine was running.

The two 240-h.p. engines weigh 49,000 tb, the two
generators weigh 30,645 It), the motor weighs 31,587 lb,
the switchboard 240 tb, cable for the motor 2,873 tt>, and
cable for the generators 535 tb.

It will be very interesting later to learn how
economically this vessel can be operated. Its trials were
so successful that it would indicate that if the operation
of the vessel works out as well as those who have devel-
open the scheme think, there will be many radical
changes in the propulsion power of all types of vessels
from the small yacht to the big freighter or passenger
steamer.

The houseboat burned in the fire at Lawlfcy's Yard
recently was for J. Harrington Walker of Detroit. The
yacht was ready for launching and should by this time
have been in southern waters. Work has be^n started
on another yacht of similar design, drawn by Gielow &
Orr. The houseboat is 120 feet long and will be equipped
with two Winton engines of 120 h.p. each.
* * *

The Valk & Murdock Company of Charleston has
been reorganized and in future will be known as the
Charleston (S. C.) Dry Dock & Machine Company.
The capital is $2,500,000. W. R. Bonsai is president and
Charles Valk- vice-president. The plant, which is to
be enlarged, is well suited for building and repairing.
A machine shop, foundry and boiler shop are to be
added.

Electrically Propelled Trawler Mariner on Trial Trip at ^M^^ London

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The Own-Your-Own-Home Movement

in Shipping

IN 1914 in all New York City there were only three
buildings owned and occupied by shipping interests.
Today there are seventeen built, building or to be built.
These properties represent an investment of well over
$20,000,000 and they include some of the finest examples .
of architecture in the country.

With the exception of some of the recently an-
nounced projects practically the entire lower tip of
Manhattan will be given over to the shipping industry
and its allied interests. Battery Park, with its unre-
stricted view of every craft that enters and leaves New
York Harbor, will be bordered on both of its land sides
by buildings given over to the commerce of the sea.
The sweeping curve of State Street, from the South
Ferry Building to the Custom House, and the straight
and broad length of Battery Place will be fringed with
structures devoted to the varied branches of shipping,
so that the first sight to greet the incoming voyager
will be long Hnes of massive buildings in which the
affairs of the merchant marine are carried on.

"Number One, America" is the name that has
already been spoken of as characterizing the remodelled
structure at the foot of Broadway which will be the
new home of the International Mercantile Marine Com-
pany. A-s the first building of the first street of the first
city of the land the I. M. M.'s new quarters will have
a distinction all its own. It replaces the Washington
Building,- which dates back into . the early eighties of
the last century and which was one of the first sky-
scrapers erected in New York. When completely
rehabilitated next year, the dull red brick and brown
stone walls will have been replaced by a white stone
structure of classic dignity and proportions, the first
shining landmark for all incoming visitors as their

steamers pass up the river.* For them, therefore, it will
be "Number One, America."

The plans adopted provide for the entire remodelling
of the interior, as well as of the exterior; and the floor
plans, including the location of the elevators, will be so
arranged as to devote a much larger area to office rooms
than the building now on this site. The ne^\4y arranged
building will have five entrances, two on Broadway, one
on Battery Place and two on Greenwich Street. The
International Mercantile Marine Company will have its
passenger booking offices on the ground floor at the level
of Broadway. This apartment will be over 160 feet in
length and two stories in height. The counter space for
the booking of passengers on the Company's liners will
be more than 125 feet long. The executive officers will
be located on the second floor, including a large board
room for directors* meetings. The third-class ticket
offices will be on the Greenwich Street side. The floors
immediately above the executive offices will be arranged
to accommodate the company's other departments,
freight, steamship, operating, auditing, etc. The remain-
ing floors will probably be available for general leasing.

Just a little further up Broadway will be the new
home of thej Cunard interests. In size of ground cov-
ered, height of building and amount of expenditure
involved this structure will be on a considerably larger
scale than any of the shipping buildings. In the twenty-
one-story building which will occupy the plot bounded
by Broadway, Morris and Greenwich Streets, will be
the New, York offices of the Cunard Steamship Com-
pany, Ltd., the Anchor Line, the Anchor-Donaldson
Line and the other allied and subsidiary lines of the
Cunard Company. This is the largest realty project in
New York City since the cessation of building brought

Cunard Building Section Looking South. This Building Will Be Completed Next Year and WiU Be the Most Elaborate Shipping Building

In tht World

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The Grace Bnllding on Hanover Square. One of the Best Examples of
Italian Benaissance Architecture in New York City

about by the war. Negotiations for the acquisition of
the plot were begun during the war itself and were
consummated February 21, 1918, nine months before the
success of the AlHed cause. Building plans are now
completed and have been filed and operations are well
und^r way. Acquisition of the plot itself involved some
$5,000,000 and it is expected that more than twice that
sum will be expended in addition to complete the struc-

PoraeM House, at Whitehall and Pearl Streets, New York, the Home of

the Fnmess-Wtthy Interests, Built of Italian Marble in an 18th

Century English Style of Architecture

ture. The base area is 48,400 square feet, which is
about 2,000 square feet less than the base area of the
Equitable Building, the largest office building in the
world.

The Cunard Building, which is being erected by the
Twenty-Five Broadway Corporation, derives its name
from its chief tenant. The twenty-one stories will have
floor space varying from 26,000 to 30,000 square feet
each, with a total floor area of more than 700,000 square
feet, including basements. Of this, the Cunard Company
will occupy the first basement and the first three floors,
leaving more than 500,000 square feet available for
general renting purposes.

According to the contracts the building is to be com-
pleted and ready for occupancy by May i, 1921. If
building conditions, however, approach the normal the
building should be completed by October of 1920, at
which time the tenants may be able to occupy space.

ftfTi-ii -'.11-

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"Number One. America." Which Will Be the New Home of the Inter-
national Mercantile Marine Company When Alterations Are Made

More than two years have been spent in the study
of the problem and the preparation of plans and the
building is intended to embody the best possible practice
and experience in every detail relating to a modern office
building of the best type. There will be twenty-eight
high-speed passenger elevators and the freight elevators
will be totally distinct from the passenger service, with
separate approach. A feature of the building will be that
there will be no inside offices for rent. The structure
is of fireproof, skeleton steel construction, the Broadway
front to be entirely of stone and the remaining fronts
of stone and brick.

A striking feature will be the great hall provided
for the passenger department of the steamship lines.
This room will be the largest of its kind in the country,
and probably in the world, devoted to ocean traffic and
compares with thel terminal waiting rooms of the great
railway companies. The hall will have a 1

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*s- 1-1 -^^ ' — ir«-^ -^v^^'' '

^ 'it! « 33 33 5.! St;4%^.
3 -* _« m 13:1 3 . ' '• f=^

Kerr Steamship Company's New Home, a Twelve-Story Limestone
Bnildlng at 38-46 Beaver Street

185 feet, a width of 74 feet and a height of 65 feet.
These figures represent a height greater than the average
six-story dwelling, three times the width and nearly
double the length, covering nearly six city blocks.

Like the site of the International Mercantile Marine
building the Cunard's new structure will be located on
ground of historic interest, the two buildings, together
with the Bowling Green Building, which lies between
them, occupying the site of the first Dutch city of New
Amsterdam. Where the I. M. M. Building will stand the
British headquarters were situated during the Revolution
and previously Washington, in 1776, had made his
quarters in the Kennedy mansion on the same site.

Another building in course of erection is one that
will be occupied by the Kerr Steamship Company and
its allied interests. This will be a twelve-story limestone
front office structure on the site from Nos. 38^46 Beaver
Street, just east of the Consolidated Stock Exchange's
Building at the south-east comer of Broad and Beaver
Streets. The lot, including a narrow strip extending
to South William Street, has an area of 7,715 square feet
and the building will have a total floor space of about
90,000 square feet. The investment ini lot and building
is $1,300,000. It is expected that the building will be
ready for occupancy about May i, 1920. Entrance will
be at the east side of the Beaver Street front. An
architectural feature will be an octagonal lobby between
the entrance and the elevator hall. The first floor and
the basement will be reserved for the passenger lines
and the expansion of this business that is expected to

follow plans for its further development. The Kerr
Company will occupy the eighth to the twelfth floors
and the remaining floors have been rented as entire
floors to the Kerr subsidiaries, including the American
Ship & Commerce Corporation, American Ship & Com-
merce Navigation Company, Cramp Shipbuilding Com-
pany and a marine insurance company.

An extensive project, plans for which have not been
completed, is that of the Munson Steamship Company,
now at 80 Beaver Street, for a twenty-five-story office
building. This is to be erected on the sites of buildings
at 71-73 Wall Street, at the comer of Pearl Street, and
the seven-story office building adjoining. The two prop-
erties together cover an area of approximately 12,500
square feet. The Munson Company recently also
acquired the HoiFman Building at 82 Beaver Street. It
is planned to have the building ready for occupancy
early in 192 1.

Norton, Lilly & Co. are taking possession of their
new quarters in the eighteen-story building at 26-28
Beaver Street, a structure erected about seven years
ago, which they bought last year for about $750,000.
Leases in force at that time prevented early occupancy,
although the company has been greatly crowded in its
present quarters in the Produce Exchange Annex.

The Twent7-0ne- Story Building for the Cunard Company, Which is Grow-
ing Fast, Facing Bowling Green on Broadway

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Norton, Lilly & Co. will probably occupy about six
floors in the building.

A. H. Bull & Co., 17 Battery Place, have bought the
six-story building at 40 West Street, and will remodel
it primarily for their accounting department. They are
general agents for the A. H. Bull Steamsliip Company,
the Bull-Insular Line, Inc., Bull-Insular Steamship Com-
pany and the Bull Insular Line. Their chief services
are to Porto Rico and the West Coasts of Africa.

A shipping building completed during the war is
Fumess House, at Whitehall and Pearl Streets, the
home of the Furness-Withy interests in New York.
This seven-story structure is an Italian marble reproduc-
tion of an Eighteenth Century English^ style and is a
handsome specimen of architecture. In addition to the
Prince Line, the Houlder Line and other shipping com-
panies, the subsidiaries include the Fumess Shipping
Agency, the Economic Marine Insurance Company, the
South Durham Steel Company, the Easington Coal Com-
pany and the Tilbury Coaling Company.

Harris, Magill & Co., steamship brokers and owners,
operating lines from Norfolk, Savannah and Galveston,
now occupy the eight-story building at 33-37 South
William Street, which they bought last Summer.

Marine insurance interests have also been prominent
recently in the general movement towards securing
quarters of their own. The old Delmonico Building on
the point of the wedge between Beaver and South
William Streets, has now become Merchant Marine
House. The property was bought in August, 1917, for
$750,000 by the American Merchant Marine Insurance
Company. The structure, eight stories in height, with
an extension, is now tenanted solely by marine insurance
underwriters and brokers.

Willcox, Peck & Hughes, insurance brokers,
early in this year bought the Seligman Building, 3-5
South William Street, at a reported price of $i,6(X),ooo.
The building is occupied wholly by insurance companies.

The property at 5 and 7 South William Street, four
stories in height, is owned and occupied by Chubb & Son,
underwriters. The cost is said to have been about
$250,000.

Others now owning their own buildings are the Im-
porters & Exporters Insurance Company, at 51 Beaver
Street, and the Merchants and Shippers Insurance Com-
pany at 14-16 South William Street; 53. Beaver Street
is owned by a combination of seven insurance companies.

Of the buildings owned by shipping interests before
the war the red brick Hamburg-American Building at
45 Broadway has passed from German ownership and
is now in the hands of the American Government, hous-
ing many of the offices of the Shipping Board.

The other pre-war shipping buildings are the Mari-
time Exchange and the Grace Building. The latter
structure, at 7 Hanover Square, is considered one of
the best examples of Italian Renaissance architecture
in New York City. It has been enlarged since the begin-
ning of the war by an addition on Water Street, carrying
out the lines of the main building, the construction cost
of the two having been $650,000. On the main floor
of the building W. R. Grace & Co.'s Bank is situated.
This institution, which was organized in 191 5, is a mem-
ber of the Federal Reserve System and of the New
York Clearing House and has assets of over $12,000,000.
From the steamship department on the third floor nine-
teen ships, totaling 38,000 tons, are administered. The

The Great Hall of the Canard Building, in Wlilch Will Be the Passenger

Department. This Hall is to Be 185 Feet Long, 74 Feet

Wide and 66 Feet High

company, which was founded in 185 1 and established in
New York in 1868, has now extended its activities
throughout the world, embracing merchandising, export-
ing, importing, shipping, banking and large industrial
establishments. The house now has 157 branches in 28
different countries, employing more than 30,000 people,
of whom 825 are connected with the New York ofiices.

The Maritime Exchange Building, a six-story struc-
ture, at 78-80 Broad Street, was bought by the Exchange
in 1902 at a cost of $340,000. The entire interior of
the Popham Building, as it was then known, was rebuilt.
The Exchange occupies the gp-ound floor and the re-
mainder of the building is rented to members covering
all branches of the shipping business. The Exchange
was organized in 1873 ^i^d incorporated in 1874. Until
1883 its quarters were at 66 Beaver Street, from which
time it was quartered at the Produce Exchange until
it moved to the present location. The Exchange serves
as a clearing house for shipping information and the
transaction of business. The maximimi membership of
1,200 allowed by the by-laws has been reached and mem-
berships are now quoted at about $400. Many of the
larger shipping houses have from six to ten members
in the Exchange.

From the outline here giveni it will be seen that the
own-your-own-home movement has had a marked im-
petus since the b^inning of the war. Nor is it believed
that the movement is over, reports indicating that addi-
tional activity in this direction may be looked for in
the near future.

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A Deeper Channel for Newark Bay a

National Necessity

NEW YORK is the largest port in this country. It
is so large that it is no longer regarded as the
premier port of the State of New ^^ork, or the largest
port on the Atlantic Coast. It is the port of the Nation.
It is just as important to the large Middle West industrial
centers, to the grain-growing States, to the coal and iron
producers as it is to its own native State. Its supremacy
must be maintained at any cost.

It is the most congested port in the world rnd ih's con-
gestion has been increasing steadily since the beginning
of the war, so that today from one hundred to one hun-
dred and fifty cargo carriers, mostly flying the American
flag, are idly swinging at their anchors at different parts
of the harbor and up the Hudson River waiting for a
berth where they can discharge their cargoes and fill up
again from the huge pile of merchandise and materials
that is waiting shipment to fore'gn countries.

These vessels are costing their owners or the taxpayers
of the country, if they are Shipping Board vessels,
thousands of dollars each day. Many schemes have been
suggested to solve the trouble, but for one reason or
another no definite action has been taken on any. One of
these is to dredge Jamaica Bay and for the city or some
private corporation to build piers there. Another now
developing is for the city to build piers on Staten Island.
The Cunard Steamship Company, a British corporation,
appreciating that competition will grow keener every

month, is planning to build a terminal at Weehavvken
which will be fed by the railroads that run through New
Jersey and so save the delay and cost of lighterage across
the Hudson River.

Now one wonders why the simple proposition before
Congress was never thought more seriously of before and
the more one studies this plan the more enthusiastic one
grows about it. Back of that piece of land known as
Constable Hook, which separates New York Bay from
Newark Bay, which is formed by the meeting of the
Passaic and Hackensack Rivers, is a huge piece of land
fronting on the water, fed by six railroads, which at a
very small outlay, comparatively, can be made one of the
finest terminals in the world. The proposition to do this
is now in the hands of Congress and should that body ac-
celerate its speed a trifle an appropriation could be made
before next March. With this appropriation it would not
be a very long or difficult engineering problem to dredge
a 31-foot channel, and with that channel Port Newark
Terminal would offer attractions to capitalists who would
help to develop the National Port of New York and make
it the leading port not only of this country, but of the
world.

There is a channel at present 21 feet deep, but that is
not deep enough to enable moderate-sized freighters to
get into Newark Bay. The Rivers and Harbors Com-
mittee of the House of Representatives has adopted a

New York Harbor, Showing lU Crowded Water Front. In the Circle Is the Port Newark Terminal, Fed by Six Big BaUroads. Hondreds of

Ships Conld Be Accommodated There

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resolution requesting the Board of Engineers to re-
examine the Newark Bay project with a view to a 31- foot
channel 750 feet wide.

This part of the harbor is fed by the Pennsylvania,
Central of New Jersey, Erie, Lehigh Valley, Lackawanna,
and Reading Railroads. This means that in the huge
yard which can be built cars filled with precious freights
from all parts of the country can be cared for. These
cars can be placed alongside the steamers as they are
moored at the piers to be built and loaded without the
delay or cost of lighterage.

It may read like a dream, but a little careful study
will show how feasible it is. With this terminal properly
developed it will be possible for a steamer to dock with-
out waiting for days and weeks at anchor in the harbor.
The crew of that steamer by their work in bringing the
freighter home will have earned a rest. They will be
released for a few days as soon as the steamer has docked
and another crew will at once board the vessel to unload
and then to load it with a new cargo. This work done
in three or four days, the ship's crew will return and
take the vessel to sea again, thus saving all the loss
caused by long delays and tedious work.

The freight trains loaded with their many tons of
merchandise will be able to run alongside the ships and
modem machinery will unload them quickly and place
their freights safely in the holds without the cost and
trouble of lighterage across the rivers. The cost of this
lighterage is $32 to $35 a car. The cost of handling
direct from car to ship or from ship to car is $8 to $10
a car.

Two years ago the land on the west side of Newark
Bay was salt meadows, undeveloped and waste. The
Submarine Boat Corporation leased from the Port New-
ark Terminal one hundred and thirteen acres and erected
a shipbuilding plant with twenty-eight ways from which
more than one hundred 5,000-ton freighters have been
launched. The United States Government purchased one
hundred and thirty-three acres and this is now occupied
by the United States Army Supply Base. There are now
two hundred acres of land owned and developed by the
City of Newark immediately available for occupancy.
Other acreage is now being developed by the City of
Newark. The total area of this property is 1,075 acres.
It is three miles from Bergen Point to Port Newark
Terminal, eleven miles from the Narrows and by way
of comparison it is eleven miles from the Narrows to
33d Street, North River, New York.

There is at present a City Channel 400 feet wide and
21 feet deep at mean low water, 9,050 feet long. The
total length of docks is 7,435 feet. The City of Newark
has already spent $3,500,000 in the development of the
terminal and what is needed now is for the Government
to appropriate sibout $7,000,000 to make a channel 35
feet deep from the Kill-Von-Kull up to the terminal.

When this channel is assured the Federal Ship Build-
ing Company will build dry docks and be in position to
build vessels up to 20,000 tons. The Submarine Boat
Corporation will be able to turn out much larger vessels
than it is now building. The Ford Motor Company will
erect a plant on property it owns at the junction of the
Passaic and Hackensack Rivers and other big plants will
be erected.

It is, however, as a relief to the congested conditions
of the Port of New York that this channel is most needed
and to impress the Congressmen and others of the im-

port Newark and Vidnlty, Showing the Plan for the 36-Foot Channel

portance of this work the City Commissioners of Newark
and the Newark Traffic Club recently arranged for an
inspection of the harbor and of the site by all those
interested.

The committee of the Traffic Club of Newark on
meadow development and the deepening of Newark Bay
Channel is as follows:

W. C. Mueller, chairman, A. Preston Jump, vice-chairman,
C. W. Feigenspan, treasurer, N. G. Campbell, secretary, J. Floyd
Andrews, Hon. Alexander Archibald. B. L. Birkholz, Curtis R.
Burnett, F. H. Carberry, David Grotta, A. V. Hamburg, Arthur
Hamilton, C. H. Hershey, A. A. Hoffman, John Howe, R. C.
Jenkinson, Hamilton Kean, Uzal H. McCarter, Dr. Henry Mos-
kowitz, J. F. McGann, Charles Milbauer. Franklin Murphy,
James R. Nugent, H. B. R. Potter, Hon. Thomas L. Raymond^
Robert L. Ross, Louis Schlesinger, Thomas C. Sheehan, DeWitt
Van Buskirk, B. S. Whitehead, C. T. Williamson and John
Eustice, president ex-officio.

This committee recently stated its case in the follow-
ing declaration:

It is the unanimous opinion that the object is one that can
be accomplished, and that it should be and must be, as it is a
prime necessity for the welfare and development of Newark
and contiguous municipalities; and not only so, but more than
this — that Newark, by reason of its location on the west bank
of Newark Bay, its geographical and topographical advantages
— the nature of the land fronting on Newark Bay and the Passaic
and Hackensack Rivers, and extending thousands of acres back
of them, offering cheaper and more convenient development than
possibly any other section of the country — is a State and
National asset of immense value; that it is naturally and should
be actually the eastern gateway between the American Continent
and the rest of the world, through which a large part of the
expanding commerce of this nation should flow, and through
which it must move if it is to be handled with the minimum of
cost an<f maximum of facility and speed; that therefore the
improvement along the lines indicated is a very essential factor
in the future welfare and development of the State of New
Jersey and the whole llnited States. ' ' .

The Traffic Club of Newark confidently looks for the desired
and effective cooperation and support to be rendered willingly
and cordially until the last great physical obstacle to the full
and complete utilization for the benefit of the whole nation of
the great natural advantages of Newark Bay and its tributaries
shall have been permanently removed.

Walter E. Edge, former Governor and now United
States Senator for New Jersey, several members of the
Rivers and Harbor Committee of the House of Repre-
sentatives and many Congressmen visited the City of
Xewark on Friday, December 12th, and remained there
as guests of the city until the following Sunday, seeing
and listening. The Rivers and Harbors Committee of the
House was represented by a round dozen of its twenty-

rContinued on page 36)

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American Ships the World's Best

By Henry C. Wiltbank

(( A MERICAN shipyards are building vessels in-
£^ ferior to those turned out in Great Britain.
These ships are of such poor quality that even American
insurance companies are refusing to accept them as risks.
Repair costs on them are running so high that it is an
impossibility to operate them at a profit, even at an
abnormally high level of freight rates."

This is Great Britain's answer to the competition of
American ships. Outclassed in quantity-production and
speed of delivery, unable to secure materials as cheaply,
and with only about io% advantage in construction
prices and that being cut down rapidly, British ship-
builders are seeking some means — any means — of coun-
teracting the advance of the American shipyards. This
accounts for the charges of inferiority appearing with in-
creasing frequency in the British press and in statements
by men identified with British shipping. The effort is
to spread the impression among prospective European
buyers that American-built ships are faultily constructed,
and at the same time to throw a flattering light upon the
product of the British yards.

The favorite method is to recount the performances
of the wooden steamers thrown together for the Shipping
Board in war times and to print lists showing the fre-
quently occurring casualties to this type of tonnage.

If criticism stopped there the truth would be little
strained, if at all ; but when it goes on to include, both by
implication and directly, the steel tonnage turned out in
American yards, truth is trodden under foot to supply
propaganda of a particularly vicious character.

Let it be freely admitted at the outset that the in-
ferior quality and efficiency of the wooden steam tonnage
form a fair target for criticism. But let it be remem-
bered at the same time that this tonnage was built at
the request of Great Britain as a vital factor in winning
the war, that it served its purpose and that its production
was hailed with gratification by both the British press
and people. The ships were built of wood because steel
was not to be had in the quantities needed, and they were
built of unseasoned wood because there was no time for
seasoning. Speed, not quality, was the factor and any-
thing that would float was desirable, without view to its
future fitness. What little wooden shipping is being
built in the United States now is not of that character
and what steel tonnage is being constructed is fully equal
to Great Britain's best.

In fact, if the character of the war-built shipping is
to be assailed, it might be pointed out that not all of
this type produced by Great Britain is above reproach
and that British repair yards have had their share of it
to attend to. That it did not reach the high level of
inferiority of the Shipping Board's war product, how-
ever, is largely due to the fact that more — ^vastly more —
time was taken to produce it. And if the question of
the records of the two governments in the matter of
ship construction is taken into consideration, the views
of an eminent British shipbuilder are of interest. Sir
George Hunter, chairman of Swan, Hunter and. Wig-

ham Richardson, Ltd., on a recent visit to Montreal,
declared :

"Government shipbuilding has been a ghastly failure
in Great Britain. The government has spent millions
on shipyards, but not one of them is ready for building
ships yet. They tried to persuade the trade unions to
take over their yards; and it was open to the workers
to run them as they liked, on a cooperative plan if
desired ; but the trade unions were not prepared to run
the risk, and naturally the government was not ready
to guarantee them, though everything short of that they
were prepared to grant."

The two governments, then, proceeded along directly
opposed lines — errors o£ omission on the part of Great
Britain, errors of commission on that of the United
States; but it was patently the response of American
shipyards to the cry of Lloyd George for "Ships, ships,
more ships," that did more towards winning the war,
although the weapons forged were not flawless.

Differences in the construction methods of the two
countries are interestingly set forth in an article on
"American Versus British Shipbuilding" by "A Naval
Architect", appearing in the Liverpood Journal of Com-
merce last fall.

An American shipbuilder, who was questioned by the
writer, is quoted as saying, when asked what impressed
him most about British shipyards and shipbuilding
methods, that he marveled that ships could be constructed
rapidly and cheaply in yards hopelessly obsolete so far
as their equipment was concerned and which were run
in such haphazard fashion. Apart from a few well-
equipped yards, the remainder appeared to him to be
little more than mud-banks, where everything was com-
pressed into very little space and where steel plates were
put together and slid into the water. Efficiency under
such conditions seemed impossible. There was scarcely
a sufficiency of bare necessities, and trimmings were
entirely absent. To all outward appearances modem
aids to shipbuilding were altogether neglected and the
industry seemed in a very primitive state, far removed
from the theories surrounding scientific ship construc-
tion.

"But," says the British writer, "and the American
shipbuilder admitted it was a very large 'but' indeed,
these 'so-called' shipyards produced ships in seemingly
endless succession. Every berth always seemed fully
employed, and 90% of the space in the yards appeared
to be covered by these berths. The ships were built
with wonderful rapidity, not as isolated advertising per-
formances, but as regularly as clockwork. Moreover,
the cost of production was low, although, in his opinion,
it might very well be decreased by the introduction of
better appliances and some of the methods commonl>
employed on the other side of the Atlantic.

"To one used to British yards those on the other
side of the Atlantic appear to have run riot, and the
elaboration of detail suggests a mad craving for method
which outweighs every other consideration. The pro-

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■WElfit

RUDDER

13

duction of ships seems to be of secondary importance
compared with the construction of costly gantrys, the
installation of the latest machinery of every type, the
erection of first-class offices, shops and stores and the
setting up of apparently complicated systems of costing
and estimates.

"Land is usually plentiful in the region of American
shipyards and consequently the general layouft of the
plant is made regardless of the acreage involved. Rail-
way lines run all over the place. Everything is stored
under lock and key and all work seems to be carried
on under cover. There is none of the apparent disorder
and crampedness of the average British shipyard ; in fact,
the whole savors more of a succession oi well-ordered
cleanly warehouses and shops. Somewhere far away
are the building slips and finishing-ofF berths. The casual
visitor might easily go around the yard and miss this
comparatively small part.

"The most striking feature of most American yards
is the relatively small space devoted to ship construction
itself. The number of berths always seems hopelessly
inadequate to the size of the yard and for the ntunber
of men employed. In Great Britain no one but a mad-
man would attempt to create an establishment such as
is maintained in an American shipyard completing only
a few ships per annum."

It is the opinion of the writer that a critical survey
of the cost involved in fitting out the slips would un-
doubtedly show that the actual saving in time and labor
obtained by the elaboration of mechanical devices is not
equal to the extra charges involved. Referring to the
system of estimating and compiling return costs, he says
that it is possible to control the spending departments
with a fair degree of accuracy ; but he declares that "the
number of men employed on the work in a yard turning
out, say, six s,ooo-ton ships per anniun, would probably
exceed the number similarly employed in any yard in
Great Britain, with very few exceptions.

"In how many yards in our own country," he adds,
"is any scientific attention paid to the detail expenses
involved in running each separate department? This is
a particular instance in which the Americans score, and
score heavily. They know what a certain job should
cost, and if the return cost is high, then the foreman
concerned must account for it. Moreover, this is not
done six months after the ship is delivered, but generally
before she leaves the yard, so that, if necessary, matters
in argument can be settled by reference to the actual
work concerned."

The cost of an estimating department, he points out,
is trivial and such a department pays for itself many
times over if conducted in a thorough manner. "That
is one lesson our shipbuilders could well take to heart,"
he continues. "Now is the time to inaugurate such a
reform, since it would be able to get well into stride
before the hard times coming result in the weeding out
of the inefficients. There is a big fight ahead and only
the best prepared will survive. Thick-headed obstinacy
must not stand in the way of needed reforms. Our yards
should be better equipped with mechanical appliances
and they should be run in a scientific manner."

Turning to the "failings" of American shipbuilding,
the British writer states that in this country the industry
suffers in the first place from the too prominent attention
of the share-dealing capitalist. "We have yet to learn,"
he goes cmi, "that the American yards will be financially
stable in the years to come. The expansion due to war

demands, if capitalized in the usual American way, will
prove too great a burden when the demand for tonnage
decreases and orders are only obtained on a competition
price basis."

Apart from labor questions, the writer says in con-
clusion, other important factors enter into the relative
merits of the shipbuilding industry in the two countries.
"British yards," he states, "are relatively badly equipped
and badly organized, while we turn out our vessels under
haphazard conditions — ^at least that is the American view.
On the other hand we consider the American yards
overcapitalized, overorganized and possibly incapable of
avoiding the rocks ahead.

"Whichever view is correct, or whatever intermediate
stage represents the ideal, it is quite certain that the
yards in this country could profitably adopt some of the
American ideas concerning up-to-date equipment and
better organization."

The charges of overcapitalization and speculative
weakness have been made against American shipping
from British sources before. It is therefore interesting
to note the opinion of J. C. Gould, a prominent British
shipowner and operator. Mr. Gould, who has been one
of the chief critics of the American merchant marine,
has only recently returned to England from a trip to
this country in the course of which, he says, he thor-
oughly investigated shipping and shipbuilding conditions.

"Strangely enough," he states, "the American public
is not interested in the ownership of a mercantile fleet,
practically all the privately-owned vessels being owned
by large corporations or export houses, the number of
joint stock companies being limited to not more than
four or five. I am reliably informed that the general
public does not subscribe for shipping issues, the element
of uncertainty and risk being regarded as too great to
be faced and because of the better returns on other
and better known securities and investments."

While Mr. Gould's estimate of the number of stock
companies interested in shipping is somewhat short of
the mark, the fact remains that the speculative interest
of the public in shipping is far less in this country than
in Great Britain.

Mr. Gould's views on American ships are in line with
the opinions now being so frequently expressed in Great
Britain. American vessels do not compare favorably with
similar ships built in British yards, he says, adding:

"The speed and haste with which so many of the
vessels were built has resulted in a great number of
ships which do not measure up to anything like the stand-
ard of foreign tonnage and the navigation laws are
diametrically opposed to sane administration of shipping.
It is generally admitted that the wooden ships have ceen
a failure. It is not admitted that the steel ships have
been a success. Repairs, an item not lightly regarded
by British owners, and upkeep expense of the American
ships are practically beyond belief."

It IS in this interweaving of statements regarding
American wooden and steel tonnage that the real menace
of the British criticism lies. While repair bills on Ameri-
can ships have been large this has been overwhelmingly
due to the necessity for patching up the wood steamers.

Under the heading, "American Ships Inferior," the
Liverpool Journal of Commerce quotes the views of A.
E. Raebum, Director General of the British Ministry of
Shipping in the United States, which, it says, were repro^
duced from American newspapers.

(Continued on pftg« 45)

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Hood-The Last Word in British Naval

Construction

By Frank C. Bowen

IN last month's European Notes it was mentioned that
the British battle cruiser Hood was about to leave
her builders* yard, and a detailed description of this
extraordinary vessel is now released for publication.

It is usually said that every warship must of necessity
be a compromise, but in the case of the Hood it is
difficult to point to any feature which has been sacrificed
to others. This does not include economical construc-
tion, for there are numerous rumors as to her enormous
cost which are only mentioned with bated breath. A
question in Parliament on the subject only produced a
half answer. The result of this expenditure is a vessel
which is without question the world's finest warship,
which will make an excellent fleet flagship, but which
for many years will be unable to fit into any tactical
organization. She is, in fact, the fusion of the battleship
and battle cruiser principles, being nothing less than an
improved Queen Elizabeth with the speed of the Repulse.

To accomplish this, enormous dimensions were, of
course, necessary, and her overall length of 860 feet is
surpassed only by the American Saratogas. Her breadth
is 104 feet, her maximum draught well over 30, and her
designed displacement 41,200 tons.

In the engine room she is fitted with geared turbines
of a total horsepower of 144,000, giving a designed speed
of 31 knots at sea. They are of the Curtis pattern,
with modifications by her builders, Messrs. John Brown
& Company of Clydebank. Her fuel consumption has
not yet been published, but the fact that her oil stowage
is 4,000 tons only, does not suggest that she will have
nearly such a large full speed radius as her older sisters
of the Repulse type. The number of water-tube boilers
is another detail of which information is still withheld.

Her main armament is the same as that of the Queen
Elizabeth type with the exception of improvements in
guns and mountings (made as a result of war-time ex-
perience), and turrets shaped to give an extraordinarily
high elevation. The secondary armament consists of
twelve 5. 5-inch guns, a calibre introduced into the British
Navy in the two cruisers Chester and Birkenhead, which
we took over from Greece, and which has proved ex-
tremely satisfactory. These are mounted in casemates,
five ^ side on the upper deck, and one on the superstruc-

BritiBli Battle Cruiser Hood, 860 Feet Long, Speed 31 Knott, and Bfoonts
Eight 15-Incb Onns

ture behind a shield. On the after end of the super-
structure four 4-inch anti-aircraft guns are mounted
in such a way that three can bear on either broadside
and reinforce the anti-torpedo armament.

The most striking features of the ship lie in her
protection, every lesson learned at Jutland having been
taken full advantage of in the enormous weight which
has been expended on external armor and internal sub-
division. The result is a ship which, should she ever
go into action, is likely to be able to stand more hammer-
ing than any vessel now afloat. Her main belt tapers
from a maximum thickness of twelve inches, above
which the secondary battery is protected by five inches
of steel.

Whether this latter feature is advantageous is likely
to keep naval theorists arguing for quite a long time to
come. The general tendency of British opinion lately has
been either to keep a shell right out, or else to hope that
it will go right through both unarmored sides of the
ship without exploding, after the fashion set in the
American Pennsylvania.

The turrets, which are very roomy, are protected
by plates ranging from 15 to 11 inches, and they rest
upon 12-inch barbettes. Protection from air bombs is
afforded by the forecastle deck which for the whole of
its length from the stem to the third turret is of hard-
ened steel with a maximum thickness of 2 inches. Below
this the main deck is i^^ inches on the flat and 2 inches
on the slopes. The conning tower is an enormous
erection standing well clear of the tripod foremast with
an excellent all-round view. Front and sides are 11
inches and the back is 9 inches thick. A small armored
director tower is fitted aft.

In appearance she is very much like the Repulse but
of simpler outline, her enormous length making two
very sizable funnels appear stumpy. Both fore and
main masts are tripod, with very short topmasts.
Between the funnels there is a large searchlight platform.

For our enormous outlay we have a wonderful
vessel for which it will be difficult to find very much
use. When the armistice was signed, the construction
of three sisters, Howe, Anson and Rodney, had pro-
gressed so little that the contracts were cancelled and
they were scrapped on the stocks to make room for
liners. Had they been completed they would have formed
a wonderful squadron, but they would have been ab-
solutely unjustified by the probable trend of the world's

European Notes

The famous and still unsolved mystery of the Marie
Celeste is brought to mind by the news received on the
morning of writing that a three-masted schooner, the
Marion C. Douglas, has been found abandoned off the
Scillies and brought in by local boatmen. Ship and cargo
were undamaged and none of her boats appeared to be
missing, but nothing has yet been heard of her crew
or of what made them desert her.

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15

Two of the German liners which were surrendered
10 the British under the terms of the armistice have
been practically destroyed by fire within a few days of
one another, within a few miles of one another, and
just after completing the same voyage. Prinz Hubertus,
a 7,523-ton ship which as the Cap Blanco used to run
between Hamburg and the South American ports, and
which w^as put under the management of the P. & O.
Line to bring wheat from Australia and pick up time-
expired soldiers at Bombay on the way home, caught
fire in the London Docks on the afternoon of November
2 1 St. The outbreak was soon got under control by fire
floats and land engines, but a few hours afterwards it
burst out afresh in another place and on this occasion
all that could be done was to get her out of the way of
other ships and warehouses and let her bum herself
out on a mudbank. It is very doubtful if anything can
be done with the shell that remains. In the forenoon of
the 27th it was discovered that the cargo in the fore
hold of the Swakopmimd, in a neighboring dock, was
well alight. By dusk this was extinguished, but practically
all the grain and copra remaining on board was destroyed
and the ship damaged. She was originally a Hamburg-
American steamer of 5,000 odd tons, and after her
surrender was allotted to the New Zealand Shipping
Company for management. The present extraordinary
run of fires on board British steamers is beginning to
attract a lot of attention and there is quite a general,
though unsubstantiated, suspicion of arson.

* * *

The action of the Portuguese Government in pleading
Government Privilege in resisting a claim for salvage
services made by three Mersey tugs for getting the
steamer Porto Alexandre off a bank in that river has
caused a lot of ill feeling. The question of the service
having been rendered does not seem to have been raised
— the ship being government owned she was outside the
jurisdiction of the court and that ended the matter. It
is to be hoped that the authorities at Lisbon do not
intend to dodge paying for the services which saved a
valuable ship altogether, but in the meantime they are
under suspicion, and, as the judge remarked when he
stated that the wording of the law left him no alternative
to finding for them, they must not be surprised when
Portuguese ships are left on the mud to shift for them-
selves. The law was made before governments used
their ships for commercial purposes and should be

amended at once.

* * *

Practically every big British company is now follow-
ing the American example and is converting its steamers
to bum oil instead of coal. The White Star, Red Star
and Cunard have started on the Atlantic trade and all
the Royal Mail Steam Packet Company's South Ameri-
can ships are to be altered as they come in for refit.
The services on which the passengers will feel the great-
est benefit from the change are the Far Eastern and
Australian, where the noise and dirt of coaling at Malta,
Port Said and other ports causes very considerable
discomfort. Even the linguistic passenger who invari-
ably explains that the monotonous chant of the native
laborers is not nearly as complimentary to the superin-
tending officer as that gentleman thinks it is, does not
make up for the inconvenience. In these trades the
lead has been taken by a comparatively small company,
the old-established Bibby Line, but it is practically cer-

tain that their bigger and richer rivals will be forced
into line. i^, n^ n^

Permission has been granted for a limited number
of commercial travellers to be given transportation in
such British warships as are proceeding to foreign sta-
tions in the near future, but once they arrive in their
area they are to shift for themselves. The question
of how these gentlemen are to be accommodated on
board warships in full commission does not seem to
have occurred to the civilian supporters of the scheme
who have given it Admiralty sanction, and even when
a naval member of the House of Commons raised the
point he was given no definite assurance that officers
would not be turned out of their cabins to make room
for them. Meanwhile the Liverpool Journal of Com-
merce has come forward with a comprehensive scheme
for the conversion of certain mine-sweeping and patrol
sloops at present laid up into "Commerce Encourage-
ment vessels" which shall be run by the Board of Trade
for no other purpose than the encouragement of British
overseas trade in a variety of ways. As it stands the
scheme w^ould mean practically no expense to the gov-
ernment, but there is little likelihood of it being carried

into effect until it is too late.

* * *

The British Navy is advertising the sale by tender
of a number of the coastal power boats which made
such a wonderful name for themselves on the Flanders
Coast and in the Baltic, and which can be converted
into private racing or fast day-cruising boats with very
little difficulty. The invariable custom in the United
States Navy of publishing an idea of the appraised value
of any vessel whose sale is advertised is not followed
in the British Admiralty and at least one case is known
of a prospective purchaser who thought he would get
an idea of a reasonable price to offer by calling upon
Messrs. Thornycroft, the designers and builders for
these vessels, and making inquiries. They were most
polite in giving him every information, and went so far
as to give him the benefit of their experience in con-
verting a number which were left on their hands when
contracts were cancelled after the armistice. They g^ve
him the benefit of their experience so unreservedly that
he decided that their ideas were certainly better than
his, and next season is booked to race one of the Thorny-
croft standard conversions. The presence of these fast
boats in British waters next season will do an immense
amount of good to the sport, and it is very probable
that at least one of them, specially adapted, will be
among the defenders of the British International Trophy
against Miss America and her consorts.

Flfty-Elght-Foot Coastal Power Torpedo Boftt, With Tubes and Depth
Charge Bemoved and Fitted as a Bacer. It Makes 37 Knots

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Mr. Sutphen Comes Back Very Keen for

American Ships

HENRY R. SUTPHEN, vice-president of the Sub-
marine Boat Corporation, has returned from a
two-months' business trip to Europe. He visited England,
France and Italy, and comes back full of enthusiasm
about the future of American shipbuilding and shipping.

Mr. Sutphen visited many of the leading shipbuilding
plants while abroad and he has returned convinced that
the shipbuilders of this country can outbuild the world.
He says American ships are better designed, better built,
and production is much faster than in the foreign yards.

*'I found," said Mr. Sutphen, "that the British yards
were rushed with work. They have contracts that will
keep them busy for at least two years and orders will
be placed as the present vessels are completed. I did not,
however, find where they were accepting contracts and
promising quick delivery at $150 a ton as has been so
often reported on this side of the Atlantic. On the con-
trary I found that prices were every bit as high as they
are in this country for vessels built in the regular ship-
yard way and much higher than we can build ships of
standardized design by the fabricated method of pro-
duction.

"The shipbuilders are accepting orders on the cost
plus basis, which means high prices, and they are not
promising deliveries. Labor has tied up production in
Great Britain even more than it has in this country. The
British labor unions are opposed to the use of machinery.
They still think that the use of machinery instead of
helping them does them great harm and keeps men from
work. They cannot see that their very lives depend on
production and so one sees very little of modem machin-
ery such as pneumatic riveters, pneumatic drills, etc.,
used in the shipyards, and the large part of riveting,
drilling, reaming, etc., is still done by hand. This, of
course, from our point of view, is a slow way to do big
work and it naturally hurts the builders, the country
and the men. Why, in our yards we leave them far
behind in riveting.

"There is a most pronounced prejudice against
American-built ships. The British are absolutely positive
that our vessels are crudely designed, poorly constructed,
and that they cannot possibly last and compete against
their vessels in the competition for the world's trade.
In a measure we, on this side, are to blame for the
criticism one hears abroad, because at home our ships
have been harshly criticised and all defects caused by
the rush during the period of the war have been grossly
exaggerated. On the other side much has been made of
these criticisms and there has been carried on a very
thorough propaganda against the American-built ship.

"I found, though, that the British shipping man is
very much alive to improvements both in machinery for
the propulsion of his ships and machinery for auxiliary
purposes ; and his ships are designed, built and equipped
to be most efficient and at the same time economical
to operate.

"At home we are trying to impress operators that
the geared turbine is superior to the reciprocating
engine. It has been tried here and its worth fully proven,
but there are some who still insist on the reciprocating
engine. On the other side the geared turbine is being
installed in all the new ships. All foreign-built ships

are oil burners, the coal burner is a thing of the past,^
and to help the oil-burning ships the British Govern-
ment has for a long time been establishing oil bases ia
all parts of the world, so that the vessels do not have
to carry fuel to make round trip voyages and conse-
quently much oil-bunker space is devoted to storing
cargo, which brings money to the operator.

"The water-tube boiler, too, is now in its ascendancy
and the modem up-to-date ship is fitted with these
boilers, which have proved so good in the eighty vessels
built at the Newark Bay Plant which are now trading
all over the world. We have the most glowing reports-
of these boilers from the officers of the ships and from
the American Bureau of Shipping.

"The world needs ships. That is shown whichever
way one turns. Just now the depreciation of foreign
exchange hurts not only the American shipbuilder but
all American trade. That will possibly prevent many
contracts being made at the present time, but it will
not be long before things are adjusted and then we will
have a period of busy times in the shipbuilding industry
which will allow our yards to be operated to their limit
and bring much trade to this country."

Submarine Boat Corp.

The Submarine Boat Corporation up to the time of
going to press had launched ninety-nine of the cargo-
steamers. This is an accomplishment the corporation
and all its able assistants may well be proud of and to-
celebrate appropriately it was arranged that on Satur-
day, December 27th, three vessels should be overboard
from the Newark Bay Plant, and another December 29th,.
making the total at that time one hundred and three.

The hundredth vessel was to be named Haslehurst
and the sponsor is Mrs. Henry R. Carse, wife of the
president of the corporation. The second vessel to be
launched is named Suwied and for this Mrs. Charles
H. Hampton will be sponsor. Mrs. Charles Lanier II
will christen the third vessel, to be named Tashmoo, and
Mrs. C. Edwin Michael will be sponsor to the fourth,
to be named Virginia Bridge, on December 29th.

The first launching at the Newark Bay plant was on
May 30, 19 1 8. The Agawan was launched in less than
eight months after the contract to build the plant was
signed and in those eight months the site of the huge
shipbuilding yard was changed from a salt meadow to
its present condition and about 16,000 men were at work
at that time. Since last January the work has been
speeded up wonderfully and the further they go at
Newark Bay the greater headway they seem to gather.
In twelve months eighty-three vessels will have been
launched.

The original contract called for one hundred and fifty
vessels, of 50,050 D. W. tons but the Emergency Fleet
Corporation has cancelled the order for thirty-two
vessels so that only eighteen more are to be launched
for the United States Government. The thirty-two
will, however, be built and be disposed of to other
interests.

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Flying Without Wings

Made Possible by the Helicopter
By Robert G. Skerrett

THE helicopter, the wingless flying machine, is an
assured fact. Such is the positive assertion of Dr.
Peter Cooper Hewitt and Professor Francis Bacon
Crocker of New York City.

These men have made this possible through their
joint labors to fit us to meet the Teutons had the enemy
endeavored to attack our Atlantic seaboard from the air.
The story of this achievement is one full of astonishing
promise; and we shall see before the tale is ended that
yachtsmen and mariners generally have reason to be
interested.

In 1917, Dr. Hewitt and Professor Crocker joined
hands, and, aided by the financial support of a few
patriotic citizens, began their epoch-making experiments
at Ampere, N. J. Their work was upon a scale that would
supply data for the building of helicopters both for
general service and for national defense. The immediate
object was to construct a machine that could mount freely
aloft — one that could be directed by the pilot. At the
same time the desire was to dispose of several mooted
engineerii^ questions. Inasmuch as the helicopter lifts
itself by its screws alone, without the aid of planing
surfaces, the fundamental problem of the scientists was
to develop a suitable type of propeller.

These engineers could not merely pick and choose
from among the scores of screws turned out by manu-
facturers, for the very simple reason that the airplane
propeller is quite unsuited for application to the heli-
copter. The propulsion of the helicopter introduces
phenomena of a distinctive character. It might be just
as well to make the differences reasonably clear at once.

The helicopter's screws must serve the twofold pur-
pose of the propellers and the supporting wings of an
airplane: i.e., they must Hft as well as drive onward
the entire weight of the craft. Their further function
is to regulate the descent so that the machine can settle
nearly straight downward, and at speeds susceptible of
the nicest graduation. In fact, it is probably not misstat-
ing the art to say that the evolution of a suitable propeller
has heretofore been one of the greatest obstacles to the
production of a successful helicopter.

The airplane propeller is a relatively inefficient instru-
ment for gripping the air and thus driving or drawing a
flying machine forward. It functions akin to a person
climbing a sharp gradient of yielding sand — the advance
is not commensurate to the power expended. The reason
for this is that the rapidly revolving screw creates a
tremendous commotion in the air, both in front and

Trftnfferring Mail From PMslng Ships in Midocean by Means of the Helicopter

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A United Stfttes nayal saiHPluie being launched from the cfttapnlt of
an annored cruiser Kone of the cumbering apparatus needed for this
service wonid be required if the seaplane were replaced by a helicopter

behind it, and the propeller therefore goes forward into
a disturbed element which reduces its propulsive effort.
Accordingly, an airplane must forge ahead at great speed
in order that its screws may get the needful hold on the
air which it has already disturbed. To transform a
measure of this motion into a suitable sustaining force,
the designer must have recourse to widespread wings
which, meeting the air, induce a buoyant impulse or
reaction.

The primary problem of the two scientists was to use
low-speed screws and to devise exceptionally big pro-
pellers so that it would be possible to draw upon a very
large area of thcj atmosphere. In short, to obtain the
desired measure of lift upon a moderate expenditure of
engine power. The largest airplane propellers are about
ten feet in diameter, and they churn the air at a rate of
1,200 to 1,500 r.p.m. As Professor Crocker says: "We
wanted screws that would do the needful work when
making only 100 r.p.m., or even fewer turns. This meant
that we should have to depend upon propellers many
times bigger than any in aeronautical service. It was
evident that we could not realize this if we merely magni-
fied the airplane screw.

"The propeller finally agreed upon measured from
tip to tip exactly fifty-one feet! Our propeller is a two-
bladed affair, and each blade is secured to the outer halves

Getting a flying machine back aboard a ship is a ticklish undertaking
at best, and especially so if there is a seaway running and the parent
craft is rolling

of a tubular steel arm a little more than twenty-five feet
long. By reason of this, the blades actually sweep
through the air at considerable velocity, though making
relatively few revolutions a minute, and thus their some-
what modest surfaces become highly effective lifting and
propelling agents. The blades are patterned after the
scientifically developed airplane wing. Therefore, the
screw we evolved is a combination of propeller and air-
plane wing, and bears little resemblance to the screws
commonly employed in aviation.

"We found that the two screws used exerted an
extraordinary thrust or lift. The average airplane pro-
peller does not give more than 7 lb per horse-power, and
the thrust of the best of them is about 10 lb. We were
able to obtain in excess of 20 tb per horse-power; and
we did this when the screws were making only 70 r.p.m."

The machine was not speeded up at a higher rate
because wartime exigencies had obliged the use of shaft-
ing of which there was some doubt as to its ultimate
strength. Ordinarily, there would be no trouble in ob-
taining materials of the desired physical qualities. Even
so. Dr. Hewitt and Professor Crocker secured the
engineering data they desired, and with these figures at
their disposal they are today confident that they can go
forward with the design and construction of flying craft
for various services. Indeed, that is their intention.

Left — A close up of one of the blades of the helicopter's lower propeller. The blade is 15 feet long, 30 inches wide, and modeled after an airplane

wing. The ribs and the upper and lower surfaces are of thin aluminum
Center — A full-length picture of Helicopter No. 1, showing all of the vital parts of the machine
Bight — The two 100-h.p. electric motors are mounted on the foundation designed to carry two aviation engines. This foundation is pivoted so

that it will reveal any tendency of the screws to turn it about its own center. The entire apparatus is arranged to bear upon platform

scales, and the thrust or lift of the screws is indicated by the hand of the big dial

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19

Professor Francis Bacon Crocker, who was head of the Department
of Electrical Engineering, Colombia Uniyersity, for twenty-live years

The demonstrating machine, or, as its builders call
it, Helicopter No. i, was made full size andi was
primarily used for testing the value of the motive features
and to prove that the screws could exert sufficient lift
to sustain a completely equipped aircraft of the type in
question. The apparatus consists of two propellers, one
above the other, and rotating in opposite directions; of
vertical shafts, one inside the other; and of a platform
below supporting these parts and the prime movers —
two electric motors, which were installed for trial pur-
poses only. As the propellers move oppositely, but both
exert their thrust upward, each neutralizes the other so
far as any careening tendency is concerned. This serves
to promote a strong lift of marked stability. This factor
is further amplified by the low position of the motors

Note from right to left — Thomas A. Edison, Dr. Peter Cooper Hewitt,
and one of Dr. Hewitt's technical assistants. Note one of the two 100-
h.p. electric motors Jnst back of Mr. Edison and the big scale dial to the
left which indicated the lift exerted by the propellers. The concentric
propeller shafts are seen rising behind Dr. Hewitt

and the platform, which in a navigable helicopter would
be housed within the fusilage. Two eccentric steel tubes
transmit motion to the screws somewhat like the drive
of an automobile torpedo.

When Helicopter No. i was assembled last year,
neither Professor Crocker nor Dr. Hewitt was sure that
the machine would not wobble when acquiring speed.
By way of precaution they led four wire stays from the
top of the shafting to a like number of posts 4)lanted in
the ground. As they had hoped, they found to their
delight that these measures were unnecessary, for the
heicopter steadied itself like a spinning top when its pro-
pellers were turning. This stability became still more
pronounced as the screws reached the higher speeds.
The motor platform was arranged so that it could move
freely about its center. This was done to reveal any
force which the screws might exert to this end. How-
ever, the investigators found that this impulse was well-
nigh negligible. ThiS! meant that the fusilage of a heli-
copter aloft would not be set spinning by the propulsive
mechanism, but, on the other hand, that the oppositely-
moving and nicely-balanced propellers would neutralize
any disposition of this nature. It was equally plain that
such a machine could be steered without trouble.

A nasty problem for the salvors. A ship beached in shallow water,
exposed to the open sea, and hard to reach by the rocket gnn. A hell-
copter coold carry out a line withont any trouble and assist materially
in other efforts to save the people aboard and their belongings

The skeptical will reasonably want to know how an
apparatus of this sort, purposely fastened down so that
it could not rise, could be of service in disclosing what
a similar machine would do if called upon to leave the
ground. By means of standard platform scales, which
r^stered the thrust or lift of the screws, it was possible
to measure the force so exerted at different speeds of
revolution and with the propeller blades set at various
angles to the air. A large indicator dial gave the results
at every moment. The experimenters purposely used
electric motors instead of airplane engines to operate the
helicopter, because these motors made it practicable for
them to carry on their researches progressively — begin-
ning at the very lowest and gradually working up to top
speeds. They wanted to know just what was happening
at every stage, and this order of procedure put them in
possession of cumulative information of the utmost value.
There were no gaps to be filled with speculative calcula-«
tions. They could, of course, have employed airplane
engines, but that would not have enabled them to obtain : :.
accurate power readings at all times. t ^ : :

However, the investigations carried on by the two "

scientists covered the substitution of internal combustion
engines on free or dirigible helicopters. To^is end, ^

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Bringing & teftpUne aboard after a reconnoitering flight. For this
parpoBO a special crane, designed to meet the shifting stresses of a sea-
way, is required and the utmost care is needed in placing the aircraft
once more upon the car of the launching apparatus. These operations
are made a great deal more difficult if the weather as at all stormy

Dr. Hewitt designed a remarkably simple gearing which
is able to reduce the high-speed drive of the gas engine
to the low speed desired on the part of the propellers.
That is to say, with the engines making 1400 r.p.m. the
screws would turn at the rate of only a hundred or even
as low as fifty times a minute. Further, the gearing is
such that a number of engines can be employed and
easily placed symmetrically around it. This will permit
of the carriage of a spare engine which may be brought
into play to meet an emergency.

According to Professor Crocker, "The actual lifting
force exerted by the propellers of Helicopter No. i, when
making but 70 r.p.m., was 2,550 lb — the motors develop-
ing at the time a combined effort of only 126 h.p. This
thrust; was considerably greater than the lift needed to

The Coast Guard life savers might be spared much of their hazardous
work in reaching a wrecked ship if relief were made available by way
of the air. The helicopter promises to be invaluable in this field of service

raise the total weight of a fully equipped and loaded
flying craft.'* The best of existing airplanes require much
greater engine power to obtain the same results.

There was another reason than the one already given
why Helicopter No. i was not allowed to soar. The in-
vestigators were keenly alive to the fact that any accident
that might injure either a free apparatus or its pilot, no
matter how slight, would produce prejudice very hard to
overcome, and accordingly they steered clear of this
danger. They were aware that a mere mishap in launch-
ing his aerodrome — not an engineering defect in his
craft — had discredited Professor Langley's historical
work and set back for some years the development of
the airplane. Thanks to these precautions, the mysteries
of the helicopter have been cleared away and we are on
the eve of a momentous departure in aviation. Because
of the results obtained, the way is substantially clear for
work aloft. As Dr. Hewitt expressed it: "We realized
all we hoped for and achieved a great deal more than
we expected."

(Continued on page 40)

The Kavy's Trans-Atlantic Seaplane, the KC.4. After Being Launched in the Water From a Marine Railway. The Helicopter Would Not CaU for
a Launching Apparatus of Any Sort, and Could Bise and Alight Verttcally Upon Either Land or Water

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Transports Becoming Merchant Ships

By Joe L. Murphy

FOLLOWING closely the assumption by the Morse
Dry Dock & Repair Company of Brooklyn, N. Y.,
of the Huron contract, involving the most extensive
repair and alterations yet attempted by American ship
repairers, came the contracts for the conversion of the
S. S. Susquehanna and the S. S. Katrina Luckenbach,
jobs calling for a large volume of work and a heavy
financial outlay.

These two ships, lying at piers in the Morse yard,
with the Huron, Pastores, Panaman, Arizonan, Ken-
tuckian and Ancon, form an impressive array of troop
transports. The conversion of these ships from the
vestiges of war to fittings and equipment for their return
to the marts of trade constitutes in each instance a big
task, and this work tends to make the Morse yards a
• veritable bee hive of industry.

The story of the Susquehanna and the Katrina
Luckenbach is the story of all the former troop-carriers.
The jobs are much alike. Tiers of standee bunks, mess
halls, hospital wards and surplus life rafts are removed,
and finer woodwork replaces the plainer, but stronger,
walls against which thousands of our soldiers had jostled
in their eagerness to sight a submarine.

The 8blp Alejandrlna on the 30,000-Ton Floftting Dry Dock of the Morse
Dry Dock & Repair Company

The Susquehanna, formerly the German passenger-
ship Rhein, of the North German Lloyd line, will be
turned over to the Phelps Brothers by the United States
Shipping Board following the completion of her altera-
tions, which will give her accommodations for i,ooo
steerage passengers between the United States and
Mediterranean ports. She is 520 feet long and of 10,058
gross tons. She is the third ex-German vessel to be sent
to the repair yards. Unlike the majority of other former
German ships she will not be an oil-burner.

The histories of these troop transports, while they
vary in their actual war-time experiences, are alike in
the respect to their seizure by the United States. On
the Huron, as on most of the others, there were broken
cylinders, cracked valves, cut steam lines and all the

The St. Michael, Showing Her Smashed Stem After Her Collision With
the Adriatic in a Fog Off the Statue of Liberty

wanton destruction that could be wrought by mauls and
sledges. She was commissioned, however, and then her
more thrilling life began. Once she was in convoy
with the S. S. Lincoln, and as that ship steamed on
the port side of the Susquehanna, it was torpedoed,
sinking in fifty-two minutes. At other times, the Sus-
quehanna opened fire at the sight of enemy submarine
periscopes.

A signal honor is enjoyed by the Pastores of the

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Mess Halls, Standee Bunka and Other Fittings Town Out to Bfake Way
for Commerce

United Fruit Company. With the Tanadores, also of
the Fruit Company, and later grounded and lost off the
coast of France, the Pastores, the Havana and the
Saratoga carried the first convoy of Yanks across a sea
infested with greedy U-boats. During her transport
service she carried approximately 48,000 officers and
men.

Then, the Panaman of the American-Hawaiian line ;
in her trips she carried 14,000 American soldiers without
the loss of a single man, and 2,900 American Govern-
ment horses, of which she lost only nine. These records
do not surpass in brilliance the records of other ships
in the impressive array in the Morse Company's Brook-
lyn yards. They are cited to show that the conversion
of these honored ships is worthy of more than passing
notice.

Of 8,074 gross tons, the Katrina Luckenbach does
not suggest a job of magnitude. Yet, the nature of the
work bing done on her is such as to make her the scene
of unusual activity. In the process of tearing out and
rebuilding, the Kclrina Luckenbach is undergoing a
variety of charges ranging from a new towel rack for
the stevedores to the enlarging of the ship's saloon.

Coincident with the recent collision of the St.
Michael and the Adriatic in the fog off the Statue of
Liberty was the timely aid rendered by the Morse Com*
pany. Her crew transferred and the St. Michael reported
sinking, the Adriatic stood by with her passengers, among
whom, was Sir Thomas Lipton, the sportsman, who
was leaving for Europe to return to this country for
the yacht championship cup race in April.

At the first call for help a fleet of tugs, including
several from the Morse fleet, sped to the scene of the
collision. Lines were flung aboard the freighter as soon
as it was seen that the Adriatic was undamaged. The
St. Michael was damaged at the stern below the water
line. Morse repairers worked on her as she lay at
Pier 6, Bush Terminal.

The coming to the Morse yards of the sailing ship,

Alejandrina, afforded an opportunity for the new 30,000-
ton floating dry dock of the Morse Company to perform
a distinctive feat in lifting this ship, which for more
than twenty years had never been on dry dock. Coming
from Puntas Arenas, the most southerly town on the
globe, the Alejandrina had set out on the say-so of a
deep-sea diver who had submerged to inspect her hull.
A little over twenty years ago, the Alejandrina, then
the Adrina, British built and owned, was reefed in the
Straits of Magellan. Her owners and underwriters gave
her up as lost and for two decades she lay reefed, a
plaything for the winds and seas.

With the breaking out of the European war, a demand
was made on the world's tonnage, and South American
salvers attempted the recovery of the ship. For four
months they worked when the tide and the light of a
new moon favored, and at last they got her off, and
patched her up. With more than 7,000 bales of wool,
she came to New York after a voyage lasting ninety-
two days. She was to go to Long Island for cargo
discharge, but the height of her masts prohibited her
passing the Brooklyn Bridge. She berthed in Brooklyn,
and came to the Morse Company's yards following the
discharge of her cargo.

After a general tuning up, the Alejandrina was placed
on dry dock, and though her underbody was scraped and
painted, there was little else done to her outside hull,
which seemed to be in a remarkable state of preserva-
tion after nearly a quarter of a century of dozing on a
wind and sea-swept reef.

Despite the press of its ship repair work, the Morse
Company succeeded in getting into commission the sixth
and last section of its new floating dry dock, and with
all six sections working, the dock is now capable of
fulfilling the claims that it can lift ships 725 feet long
and of 30,000 tons.

Bark Fan], From Hamburg for Flilladelphla» Battered by a Storm and
Forced to Put Into Halifax. The First German Vessel to

Visit That Port Since 1914

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Big Races on Next

Season's Program

THREE international yacht races are scheduled for
next season. The New York Y. C. will defend the
America Cup against the Shamrock IV representing the
Royal Ulster Y. C. and owned by Sir Thomas Lipton.
The series of races for this trophy may be sailed off
either Sandy Hook or Newport. The Royal Motor Y. C.
of England has accepted the 'challenge of the American
Power Boat Association for a race for the British Inter-
national Trophy and it is possible that three high-powered
racers will be sent abroad after this prize. The Royal
Canadian Y. C. has challenged the Indian Harbor Y. C.
for a race for the Manhasset Bay Challenge Cup. In
addition to these international events the Indian Harbor
Y. C. has challenged the Eastern Y. C. of Marblehead
for a race for the William H. Childs Trophy for sloops
of the R Class. These races all indicate that some
yachtsmen will be kept very busy during the summer of
1920 and they will furnish lots of entertainment for those
yacht owners who like to witness exciting contests on the
sea.

Just when the America Cup series will- be sailed has
not yet been determined, but plans are being perfected
for the defense of the Cup and the American yachtsmen
thoroughly appreciate that in Shamrock IV they have a
competitor for which they must have a very wholesome
respect.

The two defenders, Resolute, built by Herreshoff,

and Vanitie, built by Lawley, from designs by William
Gardner, will be put in the best possible condition and
will battle together for the honor of defending the Cup.
Charles Francis Adams II will sail the Resolute and he
will be supported by the same crew of amateurs who
handled that yacht in 1914 and 1915. There is no doubt
about that yacht being in prime shape for racing and
being well handled. Another syndicate of members of
the New York Y. C. has been formed to take over the
Vanitie, make some changes that will increase that yacht's
speed, give her new sails and other necessary gear and
fittings and see that every inch of her speed is secured
to try to beat the Resolute. Just what changes will be
made has not yet been determined but it is very probable
that Vanitie will carry a larger and more lofty rig than
wl)en she last raced and this it is thought will much
improve her sailing qualities.

The Cup Committee has not yet announced when the
races will be sailed. The challengers asked for days in
June, but that month is too early to sallow for proper
tuning up of either defenders or challenger and it is very
probable that the first race will be sailed the end of July
or the first of August. It is very probable that the com-
mittee and those in charge of the challenger will, after
the yachts have been properly tuned up, agree on some
day to begin the racing.

The .Shamrock, Sir Thomas Lipton's 7S-metre yacht,

Tozaway, 62-Foot Orniier Bnilt by the Consolidated Shipbuilding Corporation for J. H. Nnnnally, Now Crniilng in the Son]

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is to be brought across the Atlantic next April and will
be used as a trial yacht for the challenger and the tuning
up will be on Long Island Sound.

Sir Thomas Lipton has a new steam yacht. His old
Erin was torpedoed during the war when she was used
as a hospital ship. Sir Thomas was unable to secure
another steamer in England because the war had used
up all the big pleasure craft, so he came to this country
and purchased the Warrior, which was last owned by
Alexander Smith Cochran. The Warrior left a few
weeks ago for England and she will return later towing
the Shamrock.

Warrior is a Watson-designed yacht. She was built
by the Ailsa Shipbuilding Company at Troon, Scotland,
in 1904, for F. W. Vanderbilt. She has been owned by
H. P. Whitney and Mr. Cochran, who has sold her to
Sir Thomas. Warrior is 282 feet over all length, 238 feet
4 inches on the water-line, 32 feet 9 inches breadth, 14
feet 3 inches draught and is driven by two sets of triple-
expansion engines.

The power boat race will be held in British waters.
The challenge on behalf of Gar Wood was sent last
September and the letter of acceptance was received
November 25th. The races will be held in sheltered
waters between the Isle of Wight and the mainland and
the first race will be on August loth. Teams of three
boats are allowed to each competing nation. After a
challenge from one nation has been accepted other nations
can enter the contest. The racers are limited to 1 1 metres,
a little less than 40 feet in length. This length is the
only restriction. There is absolutely no limit to type or
model of boat or to power, but every part of the boat,
and its engine and equipment must be manufactured in
the country it represents. Each competitor must carry
a crew of not less than two men citizens of the country
the boat represents and the helmsman must be an amateur
and member of the club in which the boat is enrolled.
The length of the course must be not less than 30 nautical
miles. The winner is the team that first wins two heats ;
not necessarily with the same boat.

The British International Trophy, as it is now called,
was originally the Harmsworth Trophy. It was brought
to this country in 1907 by the Dixie, owned by E. J.
Schroeder. The Dixie was designed by Clinton H. Crane
of the firm of Tams, Lemoine & Crane, and was built
by Smath & Mabley. She was equipped with an eight-
cylinder Simplex engine of 130 h.p.

The trophy was successfully defended in turn by
Dixie II, Dixie III, and Dixie IV. In 1912 Maple
Leaf IV won from Ankle Deep, Baby Reliance II and III.
In 1913 Ankle Deep and Disturber III tried to win the
cup again for America, but Maple Leaf IV was again
successful with an average speed of 48.39 knots.

Commodore Pugh has a Disturber IV, built to race
in 1914, but the war put a stop to all sport. Gar Wood
is having a challenger named Miss America built by
Chris Smith at Algonac. Commodore Pugh still has
Disturber IV, Commodore A. L. Judson has Whij>-po'-
Will Jr., Commodore Walker of the Cleveland Y. C. is
having a new boat built and another new boat is being
designed by Fred Lord. It is very probable that others
will be built and take part in the trials which will be
held to select the American team.

The Manhasset Bay Challenge Cup will bring together
jsloops of Qass P. There are many very fast sloops

The Lady Baltimore, 77-Foot Cmlier Owned by E. F. Hatton of Bay

Shore and Fitted With a Fair of Eight-Cylinder Sterling

Engines. Speed 21 Milea per Hour

in this class and in Eastern waters last Summer some
were sailed ywith the so-called Marconi rig and proved
to be very fast. This race should attract a fleet of these
yachts to Ix)ng Island Sound.

Mr. Nunnally's New Toxaway

One of the most attractive express day cruisers at
Miami this season will be J. H. Nunnally's new Toxa-
way. She was designed, built and powered by the
Consolidated Shipbuilding Corporation, Morris Heights,
and delivered early in November.

While the Toxaway is really a day cruiser it has
accommodations for four, exclusive of the crew; has a
cruising radius of 500 miles, and is capable of doing
better than 2^ miles per hour. This boat is 52 feet long,
with a breadth and draught of 1 1 feet and 2 feet 9 inches
respectively.

One of the interesting features of this new boat is
the deckhouse, entered by doors on the port and star-
board sides. An athwartship seat is located aft; for-
ward is the helmsman's position where the steering
wheel, control levers, compass and chart case are located.
A drop-loaf mahogany dining room table is arranged
to occupy the center of this cabin which, when used,
converts the deckhouse into a dining saloon. Steps down,
forward, on the starboard side, lead to galley, the equip-
ment of which is modem in design, including large ice-
box arranged to fill from deck. Forward of the galley
the crew's quarters are arranged, fitted with pipe berths
and seats with drawers under on either side. Aft of
the deckhouse the engines are located.

Two eight-cylinder 200-h.p. Speedway Model M
gasolene engines make up the propelling machinery which
is capable of driving the boat at a speed of over 27 miles
per hour. A copper gasolene tank of 400 gallons capacity
is located under the deckhouse between watertight
bulkheads.

Next aft is the owner's luxurious quarters, entered
from cockpit by means of sliding hatch and companion-
way. Cockpit is of the self-bailing type, deck finished
bright, accommodating four on the athwartship seat aft
and four or five wicker chairs. Built-in berths are
arranged on either side of the owner's cabin, with lockers
over fitted with artistic leaded glass doors; large ward-
robes are located forward on either side^ The interior

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finish of the mahogany in this room is exquisite; the
natural figuring* in the panels is far in advance of what
is usually seen in boats of this type. Forward, the
owner's toilet room is arranged finished in white enamel
with fixtures of the latest design, including! bath.

The upho)stery throughout the boat, hangings,
cushions, carpets, etc., lend a great deal to the fascination
of this little speedster.

The advanced design of the Toxaway giving the
maximum of speed and comfort in fifty-two feet has
filled a long felt want of many yachtsmen, and her
appearance at Miami this season has attracted an un-
usual amount of attention.

New Engines for Alacrity

Alacrity, the beautiful steel cruising yacht originally
built for W^ A. Bradford, by the Pusey & Jones Com-
pany of Wilmington, was later sold to J. H. Blodgett
of Boston, who lent her to the Xavy Department for
use throughout the war. After being turned back from
the Navy Department, Alacrity was purchased by Ken-
neth B. \'an Riper oi the New York Y. C. and some
radical changes have been made in her interior arrange-
ments and in her power plant.

The Alacrity was originally powered with a pair of
six-cylinder Craig gasolene engines, rated at 200-250 h.p.
each. These engines are now being replaced with a pair
of six-cylinder Winton gasolene engines, rated at ap-
proximately 225 h.p. each. The yacht was designed by
Cox and Stevens. She is 118 feet long by 15 feet 6
inches breadth and 5 feet 6 inches draught. Her gross
tonnage is loi, and net 69. She has a cruising speed of
16 miles, and her maximum speed is 18 miles an hour.

New Steel Yacht

- A 1 50- foot steel power yacht has been designed by
5^abury & De Zafra, Inc., for the yachtsman who
formerly owned a steam yacht of fair size. This shows
the tendency of the times and indicates that yachtsmen

in future will own vessels driven by gasolene or heavy-
oil engines and they will have a vessel economical to
run and with accommodations equal to those found in
a steam vessel at least 40% larger. This means economy
in every department. Not only in the engine and engine
force but in the deck force as well. With the increased
cost of coal and of fire-room labor the more economical
heavy-oil engine is fast coming into* its own. This yacht
will have a plumb stem and shows all the graceful lines
and characteristics of Seabury design.

The general dimensions of the yacht are 150 feet
length over all, 140 feet length on the water-line, 21 feet
breadth and 5 feet draught. The motive power will be
two EHesel type heavy-oil engines of 200 h.p. each.
These will drive the yacht at 12 knots cruising speed
and the cruising radius will be 1,500 miles without
re- fuelling.

Death of General T. L. Watson

General Thomas Lansdell Watson died at his home
at Black Rock, Conn., on December nth. General Wat-
son as a boy had wanted to go to West Point, but physical
disability kept him out of the army. It did not, however,
prevent him joining the Connecticut National Guard, of
which he was Brigadier-General from 1890 to 1896. He
was very much interested in yachting, and was fleet cap-
tain of the Atlantic Y. C. when Fred T. Adams was
commodore. He was at one time president of the New
York A. C.

A 47- foot water-line schooner is being built by Frank
C. Adams, East Boothbay, Me., for a member of the
New York Y. C. from designs by John G. Alden. At
this yard, also from Alden designs, are building a knock-
about trading schooner and an auxiliary schooner yacht.
The trading schooner, which is for use in southern
waters, is 107 feet length over all, 84 feet on the water-
line, 22 feet breadth and 12 feet draught. It will be
equipped with a 65-h.p. Acme engine. The sloop is 50
feet length over all, 39 feet on the water-line, 13 feet
breadth and 7 feet 3 inches draught.

Alacrity, Owned by Kenneth B. Van Riper,

to Be Fitted With Two Biz- Cylinder Winton Enginea of 226 H^. Each

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Merchant Marine

SENATOR WESLEY L. JONES, of Washington,
.Chairman of the Senate Committee on Commerce,
has notified the National Merchant Marine Associa-
tion that he has set January I2th as the date on which
his committee will open hearings on general ship-policy
legislation. Senator Jones has made several attempts
to get the committee together for this purpose, but the
concentration of attention on the League of Nations
debates has prevented attendance at hearings.

The committee has before it the Greene Bill, passed
by the House, and the Jones Bill, introduced in the
Senate several weeks ago. Both these measures aim to
set forth a general shipping policy. In addition to these
there are a number oi special bills dealing with immedi-
ate conditions which the committee will consider. It
is expected that the committee will begin with officials
of the Shipping Board and the Emergency Fleet Cor-
poration and that they will be followed, in order, by
ship operators, shipbuilders, labor organizations, farmers,
shippers. Chambers of Commerce and other organiza-
tions interested in shipping.

Representatives of the National Merchant Marine
Association, of which Senator Ransdell of Louisiana is
president, will present the recommendations of the
association. These are that the larger Government-
owned vessels shall be sold to Americans only and that
such of the smaller vessels as are not wanted by Ameri-
cans be sold without restriction as to flag; that the
Shipping Board be directed to dispose of all its vessels
within a period of two years at current market prices,
any unsold vessels to be allocated for operation, as far
as practicable, among purchasers of ships sold, and that
purchasers of the larger vessels be exempted from excess
profits taxes, provided they spend the amount of the
taxes in American-built tonnage.

On January 8th the Committee on Commerce will
hold a hearing on the Jones Bill for the amortization
of contracts for wooden vessels. In many instances the
construction of these vessels was started on a general
authorization from the Shipping Board to "go ahead and
build ships." The vessels were left in various stages of
completion and Congress has been asked to fix a definite
policy for the settlement of the contracts involved.

Judge Payne in a speech made recently before the
Southern Commercial Congress at Savannah gave his
views on the Government ownership and operation of
ships. He said:

The purpose of the Shipping Board is to establish a perma-
nent American merchai^ marine; ultimately resting on private
enterprise and private capital; supported by the grain and cattle-
growing farmers of the Mississippi Valley and the West and the
Northwest; by the cotton growers of the South; by the miners
of the East and West, and by the producing labor and capital
of our great manufacturing institutions.

If the American people are to maintain their present high
standards of living and retain even approximately their present
position in finance and trade, our annual surplus must be sold in
foreign markets, and we cannot do this without ships — ships
owned and controlled by Americans, flying the American flag
into every port of the world.

The war has given us ships. We now have 1,300 Shipping
Board ships, operating forty-one trade routes, carrying our

products under our own flag into the important world ports. By
the end of 1920 this number will be increased to some 2,250.
Sales of ships to Americans are being made, but the sales do not
keep pace with the new launch ings.

The problem of establishing a permanent merchant marine
presses for solution. No question of Government ownership is
involved. The question is not between public and private owner-
ship, but between American and foreign ownership. We want
an established American merchant marine; how it shall be owned
is less important. We desire that every ship now Government-
owned shall be sold to and be privately owned and operated by
Americans for Americans, but that will come later. Now the
chief thing in hand is to create a merchant marine. Ships alone
will not do this. Indeed, unless we have men, money and brains
in the shipping business, ships may become a liability rather
than an asset.

How, then, may a merchant marine be established? It can-
not be done in a day. It cannot be done by legislation alone. It
requires time, habit, growth and individual capacity, initiative and
enterprise. Many seem to think the Shipping Board can do this
by reducing the price of ships and instantly shipping men will
spring up and all our ships will be bought by private owners, and,
Presto! a merchant marine is a fact. This is a serious error.
A substantial reduction in price would undoubtedly sell some
three hundred of our best ships, but this would not touch the
problem. Ships cannot be sold in large numbers until the coun-
try is prepared to buy them. It is not now prepared.

We have only a few successful shipping companies; they„
however, insist that we reduce our prices and we would thereby
be able to sell the ships. That this is a fallacy is of easy demon-
stration, as is also their claim that there is a world market price
for ships.

There is no such market price. No other country has ships
ready for immediate delivery, hence there can be no world
market price. The demand for ships for present use cannot be
met by building ships for future delivery; the need for tonnage
is instant and pressing, and is now greater than ever before, and
cargo rates are higher. We alone have ships for sale, ready for
spot delivery. Our prices are based on a fair estimate of cost,
and a regular schedule of prices and terms is maintained, the
same to all persons. When can we build ships cheaper? Cer-
tainly there is no indication here or abroad that labor and ma-
terials are getting cheaper. How, then, can ships be cheaper?
England's costs are rising and she has no ships for sale; indeed,
she is in the market to buy ships. You ask, then, "Why don't
we sell our ships?" Because we want to sell to our own people
for use under our own flag, and our country has not yet begun
to think in terms of ships. We have not acquired the ship habit.
Who loans money on ships? Who of your acquaintances would
buy a ship mortgage? Are your neighbors sending their boys to
sea? These things must come to pass before we are a maritime
nation, prepared to buy over 2,000 ships.

The few American shipping companies now in the market
cannot and will not buy all our ships. To illustrate: We had
a conference recently with one of our largest ship-owners. He
had urged Congress to require us to reduce our price of $200 to
$225 per ton to $125 to $140 per ton. We asked him how many
ships his companies would buy at his prices. He replied, "About
one hundred." We then asked how many the entire shipping
interests of the country would purchase. He replied, "About two
hundred more." We then asked, "How does that leave the Gov-
ernment? We sell your three hundred of our best hand-picked
ships at 40% less than cost. We are left with more than eighteen
hundred ships of all sorts on our hands, which the Government
must operate in competition with the better ships of the private
owners. That will not solve the problem Your few companies,
with four or Ave hundred ships do not make a merchant marine
adequate to the needs of the country. Must the Government,
after selling you its best ships at much less than cost, less than
you can possibly build them for, keep the poorer ships and op-
erate them at this great disadvantage?" He admitted that hii
plan would not solve the problem, and that he was probably look-
ing at it from his own, rather than the Government's, point of

view.

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200-Foot Cargo Oftrrler Built From Designi by Oox ft Bteyens, Beady
for Launching

What, then, is the solution?

Congress should let it be understood that it will not compel
the Board to sell ships. Agitation to this end keeps conditions
unsettled and prevents sales. The hope that Congress will com-
pel us to sell the ships in a short time heads buyers oflF, hoping
for low prices.

The Shipping Board must be left to deal with the problem.
We are making a number of sales, and the demand at present
prices is increasing, but much time must pass before the ships
can be sold. No new enterprise involving billions of capital was
ever established in a day.

My conclusion is, it is not. possible to have a successful
America^n merchant marine until the country grows into the ship
habit.

(a) The American newspapers and magazines must arouse
the thinking men among manufacturers, investment bankers,
farmers and labor to the necessity for a merchant marine ; teach
the people to think and act in the language of shipping. They
must first understand, then they will act. Already great strides
are being made. Even now, we have three hundred firms or com-
panies operating Shipping Board ships. They employ on land
and sea nearly sixty thousand men in this service. We maintain
a recruiting service and schools to teach officers, engineers and
sailors bow to do the work, and fit them for the sea.

(b) Congress is giving the matter close attention, and be-
sides the Greene Bill, should pass a mortgage bill, substantially
like the one now before the Merchant Marine and Fisheries Com-
mittee, to guarantee investors a lien for the purchase price of
the ships, which will, in financial circles, have as much value as
a railroad mortgage, and investment bankers and the public may
freely invest in ship securities.

(c) American insurance is essential. Companies must be
encoura^^ed and new ones established that we be not dependent
on foreign companies for our ship insurance, as we are now.
This is of great importance.

(d) The American Bureau of Shipping must be developed
and strengthened, to the end that in all technical matters affect-
ing shipping we may be independent of any foreign institution.

Meantime, with the aid of individual operators, we operate
the ships with as much profit as unsettled conditions of the time
permit, but nevertheless with a profit, and the work of creating
an American merchant marine goes on.

These are the high lights.

To accomplish this great task all Americans of all classes
must pull together. The tales of the sea must become the gossip
of the nursery and of the fireside.

It is not possible for America to hide her head in the sand.

Will she attempt a splendid, but decaying isolation, or will she
go down to the sea in ships, and, using her own Panama Canal,
unite the Americas, the Orient and the Occident in friendly trade,
and lend her aid toward an enduring peace?

Shipping men generally differ with Judge Paynt.
They are opposed to the Government operation of ships
and think that the vessels in the fleet controlled by the
United States Shipping Board should be disposed of at
the best prices obtainable and not wait until competition
is keen and freights low.

There are at the present time more than two hundred
companies operating and managing vessels for the
Shipping Board. They are gradually extending their
operations and should in due time be very able to take
over all the vessels that have been built. There are one
hundred and twenty-one lines operating which use Gov-
ernment-owned vessels exclusively. The majority of the
operators of these lines have expressed the desire to
purchase the ships on easy terms and at fair prices.
They regard it as being necessary for payments to be
distributed over a period of ten or fifteen years ^ with
interest not to exceed 5% armually.

While they state that it is true the Government will
not realize the cost of ships, built during the war at
abnormally high costs, it is contended that it will be
cheaper for the Government to retire now and stand
the loss, rather than continue a system which they pre-
dict in the long run will result in a far greater expense
to the tax payers of the United States. While the Ship-
ping Board has not issued any statement of its profits
or losses, it is believed that, were a balance struck at
this time, a substantial profit on operation would be
shown, as the freight rates have been high and competi-
tion absent.

The American Steamship Owners' Association, the
National Merchant Marine Association, the Philadelphia
Bourse, the Merchants' Association and virtually all of
the representative organizations have recorded them-
selves as being in favor of the sale of the Government's
fleet to private interests. It is significant that no large
and prominent body has gone on record as being opposed
to it.

stem View of 1,300-D.W.T. Steel Cer^o Steamer. Plans on Page 28

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Designs

210-Foot Cargo Carrier

Cox & Stevens, who have recently been handling a
very large amount of steel tonnage of all sizes up to
10,000 d.w.t., have designed a steel cargo steamef of
1,300 d.w.t. for the Kingsley Navigation Company, plans
of which arc^ given herewith.

. This particular vessel is worthy of note on account
of her small size and ready adaptability to a miscella-
neous cargo. She will be very servicable for shallow
harbors and an excellent vessel for inland or for coast-
wise trading. She has three holds forward and aft
below the main deck and a long poop allows for the
storage of different classes of cargo separately.

She is laid out primarily as an oil burner but has
temporary coal bunkers and grate bars to replace oil-
burner fronts to be used if oil is not procurable.

This vessel, which is named E. D. Kingsley, is being
built by the Canadian Car & Foundry Company at
Ft. Williams, Ont.

She is 200 feet between perpendiculars and 32 feet
breadth and will displace 2,096 tons. Her grain capacity
is 69,000 cubic feet, her bale capacity 63,300 cubic feet
and her capacity for Oregon pine lumber with seven-foot
deck load, 77 fioo board feet. The fuel capacity in her
double bottoms is 158 tons and her fresh water capacity
42 tons.

She will be driven by a triple expansion steam
engine of 850 i.h.p. with cylinders 17, 25 and 43 inches
by 30 inches stroke. Steam is generated in Scotch boilers,
190 tb working pressure. The condenser has 1,200
square feet cooling surface. The circulating pump is
made by the Morris Machine Works, the main and
auxiliary feed pumps are by Davidson and the air, fire,
bilge, oil transfer, sanitary, fresh water, and evaporator
feed pumps are all Worthington. Cocn & Co. of San

Francisco furnish the oil-burning system and the generat-
ing set is by Engberg.

VLWf*.- te.wi*'^ lawaf^ •— *":<'s£?^_

Midship Section of .200-Foot Steel Cargo Steamer

The general dimensions are:

Length over all 200 feet

Length b.p. 200 "

Breadth 32 "

Depth at side 17 "

Draught, extreme 15 "

Speed loaded 10 knots

Profile of £. D. Kingsley, 200-Foot Cargo Steamer, Built From Designs by Cos ft Stevens

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45-Foot Shoal Draught Houseboat

The plans herewith show a 45- foot houseboat recently
designed for Mr. Arthur Block of Philadelphia, by J.
Murray Watts. Long experience in designing houseboats
for southern waters, and also experience in actually
navigating these houseboats, has allowed the designer
to evolve a type of boat eminently suitable for Florida
waters. The draught is kept down to 2 feet 6 inches
with full load and without the necessity of a tunnel
stem The liberal breadth of 14 feet allows heavy con-
struction to be carried on a moderate draught.

This boat is propelled by a four-cylinder, 30 h.p.
Buffalo engine, 6-inch bore and 7j^-inch stroke, with
all controls leading to the bridge deck. The amount of
room on a boat of this length is remarkable, the whole
of the top of the cabin and the after deck giving avail-
able deck room for passengers unobstructed, except for
the companionway. The general arrangement below
shows an owner's stateroom, 10 feet 3 inches long,
fitted with two double berths, a large wardrobe and a
bureau. Amidships is the main saloon, 12 feet long,
with two transoms, 3 feet wide on either side. These

transoms are upholstered in green silk velour, and with
the green Wilton carpet and the mahogany joiner work
give a very rich appearance to this room. The question
of storage is carefully looked after, there being two
large drawers under each transom, a dresser and glass
locker on the port side, a linen locker and wardrobe on
the starboard side, and a buffet at the forward end.
There is also room under the stairway for stowing away
suitcases and bags, after they have been unpacked.
Between the owner's stateroom and the main saloon is
the bath room, 7 feet long, with a full-size bath tub
and hot and cold running water. Separate doors are
used leading from main saloon and stateroom into the
bath room, insuring privacy. All these quarters are
brightly lit up with electric lights, with fittings over
the bunks and dome in the ceilings.

A feature of this design is the very large amount
of room allowed for the working part of the yacht.
The engine room, galley and crew's quarters are in one
large* compartment, 14 feet long, with full headroom
throughout. On the port side is a sink, a dresser and

(Continued on page 49)

45* Snifl^ Pfcaf T Hatiat*^^^

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Remunerative Space on American and
Foreign Passenger Vessels

THE wage ([uestion and number of men that must be
carried on American-owned vessels has been com-
pared and commented upon by numerous writers, but it is
seldom that comments are made on the comparative
amount of productive internal space on American and
foreign-owned passenger vessels.

If two passenger vessels of similar size and speed
are operated in competition and managed alike the one
carrying the largest amount of cargo and the greatest
number of similar class passengers over a named route
in a given period is very likely to be the most remunera-
tive for that period.

Assume there are two passenger and cargo vessels
named "A" and "B", alike in size, hull, machinery and
speed, each having 430,000 cubic feet of potential earn-
ing space available for division into cargo and passenger
space.

"A", owing to liberality of operating rules, as regards
number of crew and their accommodation and a more
careful planning of passenger quarters and accommoda-
tion has 330,000 cubic feet of space available for cargo
and 100,000 cubic feet of space available for passengers;
while "B" has only 300,000 cubic feet of cargo carrying
space and 91,000 cubic feet available for passengers it
is obvious that "B" will be working under a handicap,
so far as earning power is concerned, and will have to be
operated about 10% more efficiently and economically
than "A" to earn the same return on the investment.

Numerous passenger vessels operating and about to
be operated under the American flag can be likened to
the "B** vessel referred to. To illustrate this I have
selected one of the interned German vessels and have
graphically illustrated, by outline sketches marked "A"
and "B" the comparative remunerative cargo and passen-
ger spaces, as was, under the German flag, and, as is,
under the American flag.

It is the policy of the Shipping Board, whenever it is
possible to do so, to provide four-person staterooms for
seamen and firemen, two-berth staterooms for petty
officers and single-berth rooms for officers, and all of
these rooms have a larger area of floor and greater cubic
contents than is usual in foreign vessels.

In addition to this well-lighted and ventilated separate
mess rooms are provided for deck and engineer officers,
for deck and engineroom petty officers, for seamen, for
firemen and for steward's department. All of this is
costly so far as space is concerned and providing the
officers and men properly appreciate it and render more
efficient service the investment may prove a good one.
But, do the men appreciate it and will the added accom-
modation prove a good investment?

Another possible handicap that docs not show on the
sketches is the reduced number of passengers that will
be carried on many of the interned German vessels when
they have been reconverted into passenger vessels under
the Shipping Board's direction.

It is the policy of the Shipping Board to allot a larger
space to each stateroom than is usual on foreign vessels
of similar age and class and to eliminate inside state-
rooms. This policy is a commendable one providing the
passengers will appreciate it and pay an added percentage
for the extra space.

In other words, will the average first, second, and
third-class passenger be willing to pay more for his
passage on an American vessel than he will have to pay
on a foreign one? If he will not, then the return from
passengers will be less than on a foreign vessel of similar
size because American passenger vessels of the type I
am referring to will not be able to carry as large a
number of passengers of any class as their foreign com-
petitors.

The internal capacity of a vessel is fixed and it is

|4X/<iy#0|f^v

A, ninstratiiig PotentlAl Earning Space DaTotad to Cargo and
Paaaanf era Whan Veaaal Operated Under the Oerman Flag

A comparison of the two sketches is instructive. The
comparison shows that when vessel was operated undei
the German flag approximately 30,000 more cubic feet
of space was utilized for the carrying of remunerative
cargo and passengers than is now being utilized and the
operators of the vessel must either make up for this
loss by charging higher passenger and freight rates or
else accept the handicap that the loss entails.

Why these deductions?

The deductions are due partly to the necessity of
utilizing a portion of hold for carrying the additional
fresh water that the installation of hot and cold running
water in every first-class passenger stateroom requires,
and partly to the largely increased space required for
the accommodation of officers and crew.

S fflTiw rfyifg^

Sketcli B, ninitrating Oorreaponding Space When
Operated Under the American Flag

the Veiael la

only that portion of it which can be utilized for
passengers and cargo that is remunerative. Arc we
acting sanely when on vessels that will have to compete
against foreign vessels for passengers and cargo we are
so prodigal of space and conveniences that we handicap
the operators of the vessels by reducing the number of
passengers and available cargo space to a minimum ?

Our shipping laws handicap American passenger
vessels to some extent, but why voluntarily increase this
handicap and make it more difficult to operate American
ships profitably?

The real test will come when the days of active com-
petition return and each vessel's earning power and
operating cost is knozvn. At present little or nothing
is known about these things.

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The Fabricated Lifeboat

DURING the crisis of 1917, the United States Ship-
ping Board Emergency Meet Corporation sent out
au inquiry for 4,000 lifeboats, one order to be delivered
in one year. They found upon investigation that none of
the existing shops could handle this order. The fault lay
in the antiquated methods which did not permit rapid
production.

H. Alexander Johnson, who was at this time employed
by the Morse Dry Dock Company, then rebuilding the
interned German ships, learned of the situation and in-
vented the process known as the Johnson Fabricated
Lifeboat. A set of plans and a bid were submitted to
the Emergency Fleet Corporation at Washington. The
department heads, who had previously investigated costs
in boat shops throughout the country, were inclined to
be skeptical, but eventually the production engineers
were convinced that it could be done. A contract foi
1,500 Johnson Fabricated Lifeboats was awarded with
an option to take an increase of 100%.

The success of this method was demonstrated early,
and as a result an additional order for 1,000 Johnson
Fabricated Lifeboats was placed shortly thereafter,
through the War Priority Board, for practically all
other contractors had failed to make deliveries as
scheduled. On August 6, 1918, when the first boat was
due to be delivered, the Johnson Fabricated Lifeboat
was actually two months ahead of schedule, with 180
boats to its credit, and this in spite of an initial delay
of forty-one days in securing tools and material.

In this connection considerable credit must be given
to the broadminded manner in which General Uhlcr,
Captains Seely and Sargent, the heads of the United
States Steamboat Inspection Service, and their local
inspectors, Captains Rickmere and Tyler, rendered
valuable assistance in obtaining decisions on material
and drawings, for this boat was, of course, radically new.

Captain Seely, in fact, went even further than is custom-
ary in expressing approval, and stated that in his opinion
it was "The best lifeboat ever built."

Twenty-Six Acres of Johnson Fabricated Lifeboats

Now that the emergency which inspired the develop-
ment of this new idea is over and the United States
Shipping Board no longer needs its entire output, the
Fabri Boat Company is about to enter the purely com-
mercial field. After having furnished forty-six ship-
yards under Government control with their requirements
in lifeboats, and completed the largest and only thor-
oughly successful contract for the Emergency Fleet Cor-
poration, a new plant will be established in the vicinity
of New York to take care of the still existing and con-
stant demands of the private shipyards. With this in

(Continued on pajs^e 50)

Interior of the Assembly Shop

Suspension Test of 10,280 Lbs. on Keel, as Deflection

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33

RUDDER

January

THE««»

RUDDEP

{Title RegUtered U. S. Pat. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6165

Arthur F. Aldridge, President; Andrew Paterson. Vice-President and Business

Manager: James R. Thomson. Treasurer; Arthur deZ. Patten. Secretary

Enttrtdai New York Post Office as Secmd- Class Matter

One Year -
Six Months
Single Copy

SUBSCRIPTION RATES

$2.00
1. 00

.25

Thb Rudpkk can be procured or subscribed for at following Fordgn Agcndci:
THE ZNTEBNATIONAL 1VBW8 00., 6 BrMuns Building, Ohaneery Ian;

London, E. O.
BBEK^AKO'S, 36 Av d« I'OpwA, Paris, Franca
OOBDON it OOTOH. Sydn«7. Australia
Or at any BookftaU

Dig the 35-Foot Channel

The Port of New York is the gateway of the Nation.
There is no port at the present time that can compare
with it for its natural adaptability for shipping. No
other port in the country has so extensive a water front,
and no port is so well served by the railroads. Its
channels are deeper than are to be found elsewhere, and
its facilities for shipping are far ahead of all other ports
either on the Atlantic or Pacific Coasts.

At present its dock facilities are overtaxed ; and other
ports, taking advantage of congested conditions here,
are luring ship operators away, offering them berths
where they may load and unload quickly, and with
charges much under those at New York. Hundreds of
ships are awaiting berths in New York Harbor. They
have brought cargoes from far distant ports, and are
ready to unload and to take on supplies for foreign coun-
tries. The loss to ship-owners and operators by this
waste of time is incalculable.

The simplest solution of this trouble is to dredge a
35-foot channel through Newark Bay and into the Port
Newark Terminal. This channel is absolutely necessary.
Relief of congestion in the harbor is imperative. The
crowded condition of the big port, with its hundreds of
vessels lying idle, is a detriment to the commercial pros-
perity of this country.

More than ten million tons of shipping has been
launched this year up to December 20th. The total
number of vessels delivered to the Government by the
builders this year is 1717. Naturally, with ships growing
at this rate, the big port of New York is overcrowded.

On another page is an article which tells about this
Newark Bay channel, and maps illustrate the whole
scheme. It is no good trying to squeeze more piers
around the New York water front. Unfortunately, the
waterfront is not elastic.

The chief advantage of the Newark Bay scheme is
that it will develop a tract of territory that is served
directly by five trunk railroads. The port of Newark
has more than a thousand acres of water frontage avail-
able for wharves and docks. With the railroad connec-

tions the expense of lighterage is eliminated and the cost
of handling is cut in half. Is this saving worth considera-
tion in the days of keen competition?

This plan is now a local one. It is not promoted for
the aggrandizement of the State of New Jersey at the
expense of New York. We must have piers for our
ships. They cannot be had in New York, but they can
be built in New Jersey, on Newark Bay. Dig the 35- foot
channel at once. It is such an easy proposition that there
should be no delay, and then the other improvements
and developments can follow.

@®®

Transforming the Transports

The steamships New York and Philadelphia of the
American Line which were known as the Plattsburg and
Harrisburg during the war, when they were used as
transports, are being refitted in up-to-date fashion at
Tietjen & Lang's yard at Hoboken, and will soon be in
service again, plying between New York and Southamp-
ton. It is announced that the New York will sail on
February 5th and the Philadelphia on February 25th.
Two days after these two vessels were released by the
Government they were in the repair yard. Plans had
been prepared in advance for their rehabilitation, and
the big work began at once. There was no delay. The
I. M. M. were anxious to get the vessels, and wasted no
time.

The Von Steuben made her last trip for the Govern-
ment in September. She was turned over to the Army
Department in October, and in the latter part of that
month workmen were put on board to rip out the state-
rooms, etc., preparatory to refitting the vessel. On Novem-
ber 24th all work was stopped, and the vessel was turned
over to the Shipping Board, and it has been at the Army
Base idle since that time. Now plans are being made
for the refitting of the vessel. Bids for the work are to
be asked for. It will be at least thirty days before one
bid is accepted, and then some weeks before the work is
finished and the vessel put on service.

The Callao made her first trip in 1914 to Peru, under
the German flag. She was interned there during the war
until she was turned over to the Government for use as
a transport. She finished her work in the Government
service last September, and has been tied up at a pier in
South Brooklyn ever since. Crews are on board these
vessels, being paid regular wages and allowances for sub-
sistence. Dockage has to be paid, and the ships are idle
while plans are drawn and approved. One set of plans
have been drawn for the rearrangement of the Callao
and rejected.

It would be interesting to know how many of these
German ships are lying idle, and just what they are
costing the Government.

@®@

Floating Oil a Fire Hazard

The ship-repair yards at the Port of New York have
been leading a campaign to reduce the fire hazard due
to the discharge from vessels of fuel oil into the water
of the harbor, according to the Bulletin.

On December i6th the yards succeeded in having an
ordinance passed by the Board of Aldermen making it
unlawful for any person to discharge such oil. The
ordinance is now before the Mayor for his signature.

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J anuary

THE««»

33

Yachtsmen who sail on the Lower Bay were loud in
their complaints last summer about the oil on the water,
and protests were made to the Harbor Master and other
officials. The Harbor Master replied that he was well
aware of the condition of the waters, and what was going
on, but he said it was very difficult to catch any steamer
violating the laws. He pointed out that one-half of the
fine goes to the informer. This may stimulate some
amateur detectives.

tfie
New York Y. C.

It was expected that some announcement of the plans
for the races for the America's Cup might be made at
the meeting of the New York Y. C. which was held
in the club house on December i8th. The Cup Com-
mittee, however, simply reported progress. It has been
in correspondence with the Royal Ulster Y. C. relative
to the dates for the races, the course and some othei
small details and it will probably make an announcement
at the next meeting to be held on January isth.

As usual the officers and members of standing com-
mittees for the coming year were elected at the Decem-
ber meeting. All the officers were re-elected. Some
slight changes were made in the committees. They are
as follows:

Commodore, J. P. Morgan; vice commodore, Harold S.
Vanderbilt; rear commodore, George Nicihols; secretary, G. A.
Cormack; treasurer, Tarrant Putnam; fleet captain, Grenville
Kane; fleet surgeon, Dr. Samuel A. Brown.

The membership' of the diflferent committees was
unchanged. They follow:

Membership Committee. — W. Butler Duncan, chairman;
Henry A. Bishop, Harold S. Vanderbilt, Commodore F. L.
Sawyer, U. S. N. ; Leonard Richards, and Charles Lane Poor,
Secretary.

Race Committee. — H. de Berkeley Parsons, chairman;
Joseph M. Macdonough, Frederic O. Spedden, and Harold W.
Webb, measurer.

House Committee. — Samuel A. Brown, chairman; Charles
M. Billings, and Henry T. Maury, secretary.

Library Committee. — ^James D. Sparkman, chairman ; Charles
W. Lee and Henry Brevoort Kane.

Model Committee. — George Nichols, chairman; Frederick
M. Hoyt, and Henry N. Fletcher, secretary.

The Cover

The cover of The Rudder this month shows the
steamer Philadelphia in the yard of Tietjen & Lang,
Hoboken, being put in the finest possible condition again
in order to resume her work as a transatlantic passenger
steamer. The picture shows the vessel well and defines
her yacht-like lines.

The Philadelphia has had a remarkable career. She
was originally the City of Paris, owned by the Inman
Line and her running on the Manacles, and then being
successfully floated and repaired again will long be
remembered as one of the best marine engineering feats
on record. She has taken part in two wars. When she
was taken over by the American Line she was renamed
Philadelphia, and she served as well as the New York
of the same line as a scout cruiser in the Spanish War.
She returned to the service of the American Line after
that war and when this country entered the World War
she was itiade over for transport services and named
Harrisburg. The New York was named Plattsburg. No
amount of money is being spared to put these two boats

in commission by the American Line, and with modern
and improved fittings they will still be able to hold their
own with the modern steamer.

@®@

American Ships Dry

Judge Payne of the United States Shipping Board has
ruled that passenger vessels operated by or for the Ship-
ping Board will be dry. The particular case cited is that
of the Moccasin, which was scheduled to sail for South
America on December 27th. No liquor is to be served
on the Moccasin. These instructions apply to sixty pas-
senger ships which the United States Shipping Board
expects to put in operation during 1920.

Whether this will be a handicap to American ships
remains to be seen. Foreigners who are used to drinking
light wines cannot understand Prohibition. They want
wine with their dinners, and wine and other liquors will
be served on all foreign-owned ships as soon as they pass
beyond the three-mile limit.

©O©

Death of D. H, E. Jones

David H. E. Jones, head of the firm of John S. Elwell
& Co., agents for the Fabre Line, died at his home, 35
Eighty-Third Street, Brooklyn, on December 15th.

Mr. Jones was one of the pioneer steamship^men of
New York City and widely known as a steamship broker.
In 1918, by direction of the President of France, he was
made a Chevalier of the Legion of Honor. He has ren-
dered valuable service to the Allies, particularly France,
in connection with shipping, before the United States
enJtered the war. He then labored as zealously for his
own country.

Mr. Jones was born in New York City on May 6,
1861, and was in his fifty-eighth year. He had been ill
since December 7th, when he contracted a heavy cold.
This developed into pneumonia. He was a member of
the New York Produce Exchange and the Maritime Ex-
change ; also the Lawyers' Club, the Whitehall Club, the
Foxhills Golf Club and the Atlantic Y. C.

Mr. Jones was a director of the Seaboard National
Bank. He was elected president of the Crescent Athletic
Club in Brooklyn in 19 18, having been a member of that
organization for years.

He is survived by his wife, Mrs. Ruby W. Chase
Jones; a son, Howard E. Jones, and a daughter, Mrs.
Ruby E. Swanson. Funeral services were held at 10
o'clock, Thursday morning, December i8th, at 35 Eighty-
Third Street. Interment was private.

©©@

C. H. Gamble of Cincinnati has for some time been
studying the small one-design classes with a view to
booming yachting on the Lakes. He has finally selected
the knockabout built from designs by John G. Alden as
the best suited to his requirements, and twelve of these
boats are to be built in time for the coming season.

4c 4c 4c

President William G. Coxe of the Pusey & Jones
Company announces that his company has been awarded
contracts to build four 8,500-ton tankers for the Anglo-
Saxon Company of London. They will be built at
Gloucester, N. J.

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Needed Information

Designing

Q. — I have a 45-foot cabin cruiser I designed in 1914
and now that the war is over I intend to have a new
boat built as soon as I can get the plans ready. While
I am an amateur at designing and only do it for my own
pleasure I believe I have a fair knowledge of the prin-
ciples. My new boat will have the same displacement
and power as my present one and as the lines of my
old boat have proved so satisfactory, I intend to use
them as a starting point for the new boat's lines. I want
my new boat to be better and speedier than the old one,
but do not know how to change the lines and make
them better. Will you explain how an architect would
work on a problem like this? I have not been able
to obtain this information from books on naval archi-
tecture.— Charles M .

A. — ^An experienced architect would study the old
boat's lines and her action when under way and then by
making use of his knowledge and experience he would
first determine the changes likely to benefit and then
make them.

Som# architects, lacking in knowledge and experience,
would do just what you are evidently going to do, guess,
being guided largely by a liking for certain shapes of
lines and form. There is no rule which if followed will
with absolute certainty make the new boat's form better
than the old one's. While to a certain extent naval
architecture is an exact science there is no known form
of least resistance, and in addition to this very few
architects do what you are going to do: retain same
power, dimensions and displacement, and try to obtain
better results by improving one element of the design —
the form. Possibly because very few of them have the
coura|^e to do this. Providing you are not adverse to
spendmg a little time and money to obtain the improved
form you desire our advise is : First carefully study the
lines and determine for yourself, from this study and
your knowledge of boat's performance, just where an
improving change can be made, and having made the
decision make the selected changes and prove their ap-
parent accuracy by making the necessary calculations.
Next have scale models made of both the old and the
proposed new boat and having loaded them to their
proper trim have them carefully tested.

Curves plotted from data obtained by making these
model tests will accurately show the comparative resist-
ance of present and proposed boats. If the curves indi-
cate that resistance of the proposed new boat is less than
that of the old one you will know that your changes
have improved the form and that a boat built from the
changed lines will prove speedier than the old one.

You must, however, bear in mind that the comparative
tests must cover the whole possible range of speed,
from lowest to highest, under all kinds of conditions,
from smooth water up to the roughest the boat is likely
to be used in. You, of course, understand that the scale
of models must be alike and conditions and speeds pro-
portional to the models. Data of tests such as we suggest
would interest Rudder readers and if you decide to fol-

low our advise we ask you to let us print the old and
new lines and data you obtain from the model tests.

ft*®
Estimating

Q. — Can you give me any information about the usual
methods employed by shipyards and boatbuilders to esti-
mate cost of a job of work? Lately I have had several
opportunities to go over bids for doing repair work and
the difference in prices is so great (125% in one in-
stance) that I wondered if the firms really estimated or
merely guessed at their figures. — Edward H. H .

A. — ^Anyone familiar with ship repair and boat repair
yard methods would know that the variation you mention
is not unusual. A few weeks back we had an opportunity
to look over some bids for repair work on three ships.
On one job the high bid was $68,000 and the low bid
$3S,ooo; on another job the high bid was $20,000 and
the low one $5,000, and on another job the high figure
was $5,000 and the low one $1,750. The bids were all
submitted after inspection of the work and reading
detailed specifications, and the firms who submitted the
bids were Well-known established concerns.

So far as we can learn the variations in prices are
most frequently due to guessing at costs, which in its
turn is due to the lax and unchecked methods of estimat-
ing employed by many of the old-established firms.

Unless the heads of a firm have so systematized their
estimating that each man responsible for certain figures
is held strictly accountable for their accuracy there will
bc\ neglect and laxness. We think that the most satis-
factory method is to hold the heads of each department
strictly accountable for the accuracy of the figures they
submit and when a job of work is bein^ done to make
it the duty of each department head to carefully keep
cost of each item of work and check the actual against
their estimated cost. The more we study the problem
the more convinced we are that the large variation you
refer to is avoidable and can be eliminated by having
a universally standardized method of estimating costs.

The heads of departments and estimators should be
required to estimate on each job item by item. The final
figures should be gone over by the responsible head of
the company at the meeting of the heads of departments
and estimators, and each man should be told that actual
cost of work, item by item, will be kept and compared
with estimated costs and in cases where there is a wide
variation between actual and estimated cost figures an
explanation will be required.

The estimating department in many ship and boat
repair yards is a crudely-managed and poorly-organized
affair, when it should be the most efficiently-managed
and care fully- supervised department of the yard. Success
of a repair yard frequently depends up<m correct estimat-
ing.

»*•

Designing
Q. — How are the various lines
drawing of a vessel related to each

Digitized by

shown on a lines

January

RUDDER

35

their particular values as determined by the designer ? —
C. E. S.

A. — ^The lines shown on a lines drawing indicate the
shape of planes at various (indicated) positions. These
planes are generally taken at right angles to each other
because by having them at right angles the work of
enlarging the lines to full size is greatly simplified. The
lines that are not at right angles are the ones required
for "fairing" only.

On the profile drawing is shown the outline shape of
hull as seen from one side and on this drawing the water
planes and cross-sections show as straight lines^ and
buttocks as curved ones. Outlines of keel, stem, rabbet
and sheer show as they are shaped. On cross-section
view is shown the outline shapes of cross-sections at loca-
tions indicated by vertical straight lines on profile, and
on this plan the buttocks appear as straight vertical lines
and water planes as straight horizontal lines. The
diagonals appear as straight inclined lines drawn across
the cross-section outlines.

On the water plane view deck outline and shapes of
water planes appear as curved lines, buttocks as straight
horizontal lines, and cross-sections as straight vertical
ones. The diagonals do not appear on this view, but are
usually shown as curved line immediately above it. As
r^^rds the particular values of each line. They all are
of equal value for indicating the shape and location of
some particular part, but if by the question you mean
the value as r^ards the success of the whole form our
reply is you cannot consider the success or failure of
a vessel or boat as being solely depending upon the shape
of any one particular line, or of any series of lines, such
as the water planes.

The lines shown on a plan of the form of a vessel,
while they indicate the form with exactness, are neither
laid out geometrically nor capable of analysis by any fixed
rule that we know of. If this were possible the form of
leastj resistance would be discoverable and the prepara-
tion of vessel's lines would become a strictly geometrical
problem.

Years back Chapman tried to reduce the selection of
form to a geometrical problem and while he undoubtedly
did greatly advance our knowledge of the value of form,
his method is not used by modem designers and is con-
sidered of doubtful value. Scott Russel was another de-
signer of note who endeavored to simplify the designing
of form of a vessel by laying down rules for the shaping
of its lines but the wave form suggested by Scott Russel
has not proved satisfactory and while there is undoubted
merit in some of the originator's contentions modern
designers find that its defects are many.

The successful vessel is a combination of good form,
properly located centers, good propelling power (sail or
mechanical) correctly installed and properly proportioned
to the hull, and the whole efficiently handled.

Good form alone will not make a successful vessel,
though it helps, and it is for this reason that the services
of skilled architects, builders, captains and managers are
in such demand. They know how to achieve results
without experimenting at the expense of their customers.

By studying lines and proportions of existing success-
ful vessels it is possible to learn to distinguish between
the good and the bad in design ; experience is, however,
the great teacher.

A Bufialo Once More
Wins Reliability Test

JOSEPHINE, owned by Carl
J Reischel, Erie, Pa., and chartered
by E. H. Scott, won first place in
the 1 1 2-mile reliability cruise of the
Cleveland Yacht Club, thereby also
winning the famous Scripps Cup.

Josephine is powered with a 40-60
h.p. Bu£Falo Engine.

The Scripps Cup was offered
several years ago as the prize for a
reliability contest.

In every one of these contests up
to the present time a Buffalo Engine
has won first honors.

Which only goes to show that
Buffalos really do excel in reliability.

The Buffalo Book tells all about
the Buffalo line. Shall we send it >

The BuiTalo Gasolene Motor Co.

1311-23 Niagara St., Buffalo, N.Y.

Pleas« mntioii THB RUDDER when writinc to adrertisert

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^^^scon^n

THEa«»

RUDDER

January

WhqYourSafetqAdds
Cost to the Wisconsin

ONLY a power craft with a dependable engine c?-ii
be safe— and ihe Wisconsin is dependability to
the last ounce of metal.
This depend ability means added initial cost — fitting, ad-
Justin g» running- in, testing and rigid inspecting — high-
priced workmanship. But in the end you get a rnasier
motor, capable of meeting any emergency with surplus
power-^a motor whose very dependability gives it a
low ultimate cost. Write for specifications.
Wi««M»tui Motor Mff. Co., 5t«tJ«iiAr Dept. 303, Mttwiukee, Wii.

DISTRIBUTORS!

New York Br&rn;h; T, M. Fenner, 2t Parte Row,

Factory Reprettrntntlve,

Ciilifprrla OfBtHbutor: Eiirl P. Cooper Co., Loa Ani^ettiA, Cal

Northwest DlBtrfbulon Chfindlpr-Dunlap Co^

SeattI?, WAth.

DON'T FILL THIS IN

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ftmi b«M wlilfcat il U riakt OT irnag Wa ««M to yUca •tr*ar Oi^aial tka aiiwiirily vai

piBiri wkick «• kava mawlani. Wa «•■• CilaiHaa FraaiBiri la fin ika iln i il •
— 4i»a.A Writa if Ai. If la^y.

trv.

i;cZE?

CX)LUMBIAN BRONZE CORPORATION

EmcuU** OttoMi M Chufcfa StTMt. N«r York City

Construction

Q. — I want to get a 36-foot cabin cruiser built, but
the high prices demanded by some of the better-known
builders have discouraged me. A friend mentioned that
possibly one of the smaller shops might build the boat
for a price within my limit. Acting on this suggestion
I got in touch with one builder and found he had already
contracted to build a 38-foot boat for a price well within
my limit, but he refused to take another order saying
that one boat was all he could tackle this Winter.

During the last month I have written to ten owners
of small boat shops and to date liave received a reply
from one and this was neither a very satisfactory nor
businesslike one.

Is this an usual experience ? Can you supply me with
the names and addresses of boatbuilders likely to be
sufficiently interested in building such a boat to at least
reply to my letters? — Frank W .

A. — The builders advertising in Rudder are all reli-
able and we believe you will receive a prompt reply from
any of them you write to. Also in the Rudder Directory
you will find a list of boatbuilders. Your experience is
not an unusual one. For many years we have been trying
to get the owners of small boat shops to reply to inquiries
and make a little effort to keep up with the times and
act in a busineslike manner, and we must frankly con-
fess that results have been very discouraging.

Many owners of small bcKat shops don't seem to
realize that it is just such things as a failure to reply
to letters and a failure to keep in touch with matters
relating to the industry that is handicapping them. You
are only one of a number of prospective customers ready
to build fair-sized boats when a builder can be found
who will build for a price that is less than that asked
by the large plants.

The present day is the small shop owner's opportunity
because in a small shop the owner is usually a combina-
tion of foreman, workman and general manager, and the
shop is located where rent is low and labor can be ob-
tained at lower rates than are paid in large centers.
These things coupled with the fact that the average
owner of a small shop is content if he receives a lower
profit than the large plant enables the small shop owner
to overcome the handicap of having to pay a slightly
higher rate for the material he uses and still build at a
materially lower price than the large plant can. And it
is a fact that good boats can be built in small shops
providing the owners will be content to keep within the
limit of size he is used to building.

BRITT CRAFT

During the war eighteen boats built by Britt Brothers were
in Government service and noted for, their substantial construc-
tion, being able to meet every requirement of the service.

There are certain features in Britt craft that distinguish
them in any fleet, and the most noted is their complete and
finished appearance.

Owing to the demand for their product Britt Brothers
Corporation has been formed and a new plant is being built at
Point of Pines, Revere. Mass., where early this Spring they
will start to build in the new shop.

The new property contains nine acres and about i.ooo feet
water front on the Pines River. When complete it will be one
of the most modern boat shops in America and they will build
to individual designs up to 200 feet. Their Boston office is
located at 85 Devonshire Street.

They are now working out plans for a standardized house-
boat and an express cruiser, a type that has been in great
demand in the past, and which they will carry as a regular stock
line.

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Marine Plumbing Fixtures

I Known the World Over for Their Quality and Performance

"Florida*" Pamp Clo»et. Vitro-
Adjiniant p«d(»Ht«l bowl, 4" supply
ftud Wdctf!' puBQp. Pricfi, pump
vbitti Add fileiEel, [Duho^at]3r wooa-

wtifk , , . |iijin«.oo

h6H^

Plate S-208

Plate F-1080 (Patented)

••Winner" Pnmp Closet. Vitro-
Adamant bowl, 2^^ supply and
waste pnmp, rough, oak seat aud
cover 930.00

SANDS' PUMP
CLOSETS CAN BE
USED ABOVE OR
BELOW THE
WATER LINE.

Plate F-SriTO nmet) Plate P -2571 fOutlet>

SiAda "Thru-Hull" Cottuections m\e labor, He& f'n( ka ImT? cif-
ciilar openiini;. rarried in Hio^k for hulVa up to 2" in thkkaeas;
wilh fltraight tail pie^cC'.

tn Orltrint Spertfr ThttJtmwn ttf HuH.

Plate F-2!iT0 — "Granby*^

Eound Way Soa Cock with

"Alton" thru-litill connf'iistioii

rtud intake atTaiii^r* Nqn-rgr-

T»»ive compoaitioD tn^tsL

No, 1 — % " Inler t4*2B Outlet

No. 2—1 * Inlet, . . 6,00 Outlet
No. 3—1^'' tnlet. f».00 Outlet

No. 4 — 1^" Tnltft,,. , lt*00 Outl*^!
No. 6—1; * Inlet IT.OO Outl*t

Plate F-a^'iTl-^GraDhF" &e>
Cock with "Carlton'* Outlet
thru-hull ctiniirrtion. Non-cor-
rosive compDHition mistalH

$4,00
llkTO

ir.tfio

fltn?» ty%*' and 1\" inlet nnd outlet OO nppl Ira Lion

Plate S'20S

Tb& * 'Madison'* Vltio- Ada-
mant Lavatory, with over
lap fiUb rind integral back,
eujituo^ed puLnt^d bracketii^
self-ciaainir fnucels and
china iudex^ "Hot'^ and
*'Co!d**; chain stay with
chain and stopppr; waete
with bar «trnlner; cast brd^a
N^ P, trap, and w^ate to
bulkhead, with flanges 942.00
If with "Rex" pop-up

waste, add 96.00

If with N.P. brass compres-
sion faucet, deduct 91
Dimensions: Lavat'^i ^
20" across back; front u*
back 18"; basin 14x11".
back 6" high.

g

"Anfiflo"
Plate F.251Mt

"Anglo" Sea-
Valyes, straight
couplings and

locking plate, used
on supply and
discharge of the
Sands' "Win-

ner' ' Closet.
Pair 96.75

Plnte «ii-l50

The ' 'Qlenwood' ' Folding
Lair at 0 ry, with Viiro-Ada
mant roll rim Uppf^d oval
bafiin, N. P, copper lining^
ftofip and brush hold«ra, K*
P. brasii pump with combin-
ation swinj: Aupply faucet,
N. P. brasa tow^l rackj N.
P brp«a supply and waste
i-ouplingB. N, P. brasfi trim-
mings.
Quartered oak, polished

finish 952.00

Mahogany, polished finish.

957.0O

Dimensions —
Height 20", width
19", depth from
back to front
when closed 6".
when open 18".
oval basin 15" by
12".

Plate F-1617
AU BrMS Balk-
head Galley Pnmp

— 1%" cylinder,
reversible handle
with shut-off cock.
Polished .911.50
N.P.all over 18.00

Plate F-1U43 iPalentod)
"Huron" Pnmp Closet. VUro
Adamant oval hopper bowl^ 5^^ sup-
ply and waste pump; sutoniatk
loffl'ty handlf grip supply; back
Wtttpr <?h(*ck vah'i' ; pump white,
with N. P. triinTiiingF»; miihng^ny
woodwork ..,.'... 9155.00

I'latv >-I.»\y

Plate F-1617

Plate F-1528

Flat Bim Sinks, <J '. 10" and 12" deep.
Porcelain enameled inside or galvan-
ized all over. Fitted with open strainers.

Plat? F-401

"Manatee" 14"
Vitro ■ Adanaant
Dne Piece Lava-

tOTy» W. P. bTHHS

pnmp, chain slay^
chain and ruhbi^r
stopper, N- Fr
brsAS woste plu?
and strainer

931».50

12x12x6.. 95.25
3 3xiexfi. . 5.7n
12xlSxfi.. 0.K5
llxSOxfJ. . SJO

16x16x10. .90.00
24x16x10. ,ia,00
2Bx20xiO. .17*50
20x1 6x1 2.. 12,75
2^x20x12, .16.S0

Plug «traJn r-rn astd |1>25
Other Maes on application

Plate F-1640

New Style Doable
Acting Brass
Bilge Pomp, foot
attachment ; 5'
discharge and suc-
rion hose with
brB#H htTumer.
m^' disni.. 3 5'*
long . . . $4.50

louic . . 9«,00

tl" diam., '1^"

lonif ...912*00

rinte F-IDOO i Patented J

"Knockabout" Pnmp Closet. Vitro-
Uliimant hopper buwl, 2^/^" supply
und wiisti^ pump, rough, polished trim
mingn, oak woodwork, ,,.,-.. 900.00

A. B. SANDS & SON' COMPANY

22-24 Vesey Street

New York. N. Y.

Ptftte F-4»l

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** America's Standard Four-Cycle Engine'^

Th* «r*al Papylarlty cf K«i
V«ry Sallsfyliifl S«nrl««

Coailder the tact that Kermatb Enffinct are
Standard Bqutprntnt with more than sixty
per cent of all the hoathullders la the world,
and yoa will agree that here is an engine
that a man can buy with a (eellagot security.
Every Marine Engine manufacturer may lie
assuiiied to build as well as be knows bow.
It Is a question o( the maker's txftritnce and
ability and imteg-rity and kntwUdf*.
Kerinath Engines have been on the market a
H^rit* for Booklet Giving InttrtsHng Facts

•th KnfliMS Is Ou« !• Ih«
They ttlv* ■••! OwiMrs

number of yenrs— and exery year the demand
for them increases— for really dependable
Marine Engines are not so very common.
Vibration cut down to the minimnm-^none
of the usual rack and strain on the engine.
Prices $400to $550— depending on equipment.
Look up the denier or builder who can sell
you a Kermatb— he is a man worth knowing.
You'll find him an expert on Marine Engines.
Ah0ut Marine £nti»ieS' Address: Deft. U

KERMATfl yX<k Co.

THE 8-FT. SHIPMATE RANGE

The Length of this Range can be Increased Indefinitely

The range is easily the first item in a galley

outfit. Why not have one that stands for liberal

outlay in manufacture and years of tests and ex-
perience ?

The SHIPMATE costs a little more than some,
but you get this back and more in extra strength,
durability and working capacity.
Made by
THE STAMFORD FOUNDRY COMPANY

Established 1830 StamfOfd, CoHH.

Si prega far menzione del

A Deeper Channel

(Continued from page 11)

one members. The chairman, Charles A. Kennedy of
Iowa, was prevented by illness from being one of them,
but the ranking minority member and former chairmari,
John H. Small of North Carolina, was there. The
majority members present were Richard P. Freeman of
Connecticut, Nathan L. Strong of Pennsylvania, Niels
Juul of Illinois, Amos H. Radcliffe of New Jersey, Caleb
R. Layton of Delaware, Earl C. Michener of Michigan,
and the minority members, in addition to Mr. Small,
who were on the trip were Thomas Gallagher of Illinois,
Thomas J. Scully of New Jersey, H. Garland Dupre of
Louisiana, Clarence F. Lea of California and William
E. Cleary of New York.

Besides the members of this committee the Con-
gressional party included Congressmen Ladislas Lazaro
of Louisiana, Charles P. Coady of Maryland, Moses P.
Kinkaid of Nebraska, and John J. Egan, James A.
Hamill, Daniel F. Minahan, Frederick R. Lehlbach,
Ernest R. Ackerman, Cornelius A. McGlennon and Elijah
C. Hutchinson, all of New Jersey.

The party was welcomed by Mayor Gillen at the City
Hall and dined together after the reception. Among
others who attended the reception and the dinner were
DeWitt Van Buskirk, member of the New York-New
Jersey Port and Harbor Development Commissioin, and
president of the Chamber of Commerce, of Bayonne;
Dr. Henry Moscowitz of the Traffic Club general com-
mittee of this city ; Mayor Torrance of Kearny ; John J.
Dye, general superintendent of the Butterworth-Judson
Corporation ; J. Floyd Andrews, in charge of the United
States Railroad Administration ticket office here ; Richard
C. Jenkinson, H. B. R. Potter of the Erie Railroad;
Michael H. Connelly of the American Car & Foundry
Company; David Grotta, president of the Newark Board
of Trade; Robert A. Osborne and Louis Kamm of the
Real Estate Board; Oswald G. Routh and a delegation
representing the Federation of Improvement Associa-
tions ; W. C. Mueller and Alexander Rennie of the Traffic
Club.

The party and several hundred others interested in
the port development left Newark on a special train at
10 :30 o'clock on Saturday afternoon and were taken
to the Newark Bay Shipyard, where they were received
by President Henry R. Carse, Vice-President Henry R.
Sutphen, General Manager B. L. Worden and other
officials of the Submarine Boat Corporation. The train
carried the visitors all around the yard so that they could
see the enormous work being done there and drew up at
the wet basin alongside the steamship Margus, a vessel
recently launched and now ready for commission. The
Margus was decorated with bunting and all hands
climbed aboard and scattered about the decks while the
Congressional party on the bridge were given a sight-
seeing trip of the harbor of the Port of New York.

The Margus steamed out of Newark Bay through the
Kill-Von-Kull, down the harbor through the Narrows
into the Lower Bay. Then it returned to Newark Bay,
keeping close to the Brooklyn shore on the way up the
Bay and each Congressman was able to see how all the
piers were crowded with ships and the huge fleet of
vessels waiting at anchor to find berths.

Luncheon was served on the way and when nearing
home Mayor Gillen called all hands together on the
main deck. He then briefly told th^_^bject of the trip

RUDDER quando scriveteDjgjtJzed by VnOOQ iC

January

THE«»>

RUDDER

39

and one by one introduced Senator Edge and the Con-
gressmen, who briefly gave their views. Mayor Gillen
said:

American commerce must go to the seven seas of the world
through Newark Bay and in Newark built ships. Today the
representatives from Congress are seeing for themselves the
conditions here. They realize that what we are seeking is not
a mere local thing, but a big, broad need of national significance.
They have seen many ships lying in the harbor waiting for
place and opportunity to unload. What we are asking for and
hope to accomplish with the help of the Government will open
the gateway so that there will no longer be this hampering of
the commerce of the world. We are going full blast, we are
busy and prosperous, and Congress should not hold up the
need for economizing, because to do so will continue the costly
hampering of the great business of the whole country. In that
great business the waters surrounding Newark constitute one of
the greatest strategic and most vital points in the entire system
of outgoing and incoming commerce of the country. It is like
the neck of a bottle and it must be widened if we and the whole
country, and countries across the sea, are to reap the fullest
possible benefits. This isn't a Newark problem, or even a prob-
lem of New Jersey or New York — it is a problem of all America.
What we have shown you today is a big national asset. It must
not be allowed to lie dormant. It must be utilized and to the
fullest extent of its wonderful possibilities. I am sure that
after this inspection trip today there will soon be in motion the
necessary steps to bring us nearer every day to realization of
that utilization.

Mayor Gillen thanked the visitors for coming to
Newark and making the trip down the Bay and then
introduced Senator Edge, who said in part:

I want to emphasize the fact that this project is in no sense
a local one. The problems it proposes to solve are in the vital
interest of the whole country. They are matters of ordinary
common sense, of business sense. The trade of this country and
of the world must be done at lowest cost in keeping with quan-
tity and character and therefore the country must take advantage
of the possibilities of the waterways in and around New Jersey.
New York and New Jersey must not antagonize each other, nor
are they doing so. They must mobilize their resources for the
great good of the whole country. I am convinced that the visiting
members of Congress have been assured by what they have seen
and heard that your project is no pork demand. If they grant
what you seek they will be giving to the nation and to the world
one of the most important elements in the world-wide demand
for American commerce, American goods of all kinds.

When John H. Small of North Carolina was intro-
duced by Mayor Gillen, he declared that, unbelievable
as it might seem, there are actually some Congressmen
who are so modest that they don't want to talk. Con-
gressman Small said:

This trip to Newark and over its waterways, however,
brings to mind so many large and important thoughts that it
is difRcult to repress expression. One activity upon which pros-
perity relies is the merchant marine. One compensation which
the world war brought was the building of ships in American
yards, with American brains and American labor, and a resulting
condition is that we are in position to compete with the whole
world. Shall we dip our flag to any other maritime country in
the world? Shall American ships, with American flags and
American seamen, be sent throughout the world? (Shouts of
vociferous "Yes" greeted this.) If there is anything in the
laws to prevent, wipe it out!

Congressmen Freeman of Connecticut, Layton of
Delaware, Lee of California, Minchener of Michigan,
Gallagher of Illinois, Qeary of New York, and Strong
of Pennsylvania also spoke and each man pledged himself
to do all that he possibly could to get the necessary
appropriation to dig the channel, which each man
declared was absolutely necessary.

©®®

Work on four wooden steamships has been started at
Orange, Texas. The first will be ready for launching
next April. ^

NINETEEN YEARS OF REAL SERVICE

Regal MARINE Engines

Built in one, two and
four-cylinder models.
In sizes 2 H. P. to 50
H.P. To operate with
gasoline, distillate or
kerosene.

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Regal Gasoline Engine Company

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The 20* Century

3. 3, 4 sad 6 CyWadtri

ie liP. la 300 IIP.

Marine Gasolene Engine

■Mut )ait wbftt tb« aaiM tapltot. It It the eafflM ol the Mth ceMaty. toae «•
the muy advantages ar« ' •«-•••

Meatneaa of Dealsn, Kaae of Operation, Slmplloltyof Conatnio*

tlony Absence of Vibration and Nolsesv loonomy of Fuei#

Moderate Revolutions and Ample Bore and Stroke

To ■am ap. the tOUi CnrrURT IRHnil embodies all tbe latest Improvemeeti. to>
Vatber with a standard of coastructloa that irill take others years to equal.

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THE NEW YORK YACKTMUNCH&ENGINECOe
Morris Heights, New Yoric

Sunders of Yachts, Launches and Business Boats of all deeoriptions.
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I Grand Central Depot

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CRAIG OIL ENGINES

Six**. ISO H.P. and up

Desirable for all
Types of Vessels

Serrice aad Economiet m pronouced that present un-
satisfactory practices are made practical successes.

JAMES CRAI6 ENBiNE & MACHINE WORKS

807 GARFIELD AVE. JERSEY CITY. N.J.

Catabllahad' 1898

r

SEND FOR LITERATURE ON THE FULL UNE

l^T'i

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VMUVg •IN » II CAP

of mecfium-duty motors for work or
pleasure. Quiet, compact ; easy 6ii gas,
oil and repairs. 1 to 6 cyl.; 3 to 75 h.p.
Also a guaranteed kerosene motor.

I The Friibie Motor Co.. CoboSL. Middfetow. Cobb. I

m,

, GOOD^

OMADE IN CHICAGO. U.S.A.. ^
.5y 7/fe Andmiifort Ending Co. j^

Cut al SinsLc^
Cylinder 2 H. P.

Dunn Marine
Motors

For esrtreine simplicity^ long'weflf
and gencTftl all -round tservice, our
motfirs beat them all. They do their
work eadJy under all conditions of
ditnate or weather. At the price
QUDt«d thifl motor 1b rurnUhGd comrJete
with suitable propeller, flliaH, tttuflint
boK. muffler, H^nffe-coupllnt;, coil vDarb-
pJuf, mlxinf va]v«^ nnd oil-cup.

We buMiI engines in si* njzeEi^from this
iineIecylinder2H.P.to w6cyIindfra4H.P.
We Cflti fliuve you money on the purchis«e
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belter still get your motor orcier^^il of uit.

DUNN MOTOR WORKS
Otfdensbufg, New York, V. S. A,

Koukokusha ni otegami onsashidashi no saiwa doso

Flying Without Wings

(Continued from page 20)

Perhaps it is not yet clear to the layman how a heli-
copter will move horizontally — we have so far described
only lift and perpendicular motion. It seems that experi-
ments show that it is only necessary to tip the hehcopter's
propeller shafting a few degrees in any direction to in-
duce movement along that line. Accordingly, by heeling
the screws forward the machine will speed ahead, while
by tilting them to the rear the craft will be driven just
as fast and easily stemward — something that is utterly
beyond the navigable scope of the airplane. To dodge an
obstacle or to avoid collision with another aircraft, the
helicopter has only to reverse its motion abruptly. Fur-
ther, once aloft, the helicopter can poise in the air, hover
at a given altitude ; and its horizontal travel can be cither
fast or slow — duplicating in these respects the powers of
a bird. Again, the descent is subject to the same precise
control; and it is authoritatively declared that a machine
of this type can be brought with extreme deliberateness
to the ground or come within two or three feet of the
earth and then rise once more at the will of the man
at the wheel!

Dr. Hewitt and Professor Crocker now purpose
a slow helicopter which will be equipped with all of the
features essential to manual guidance. The object of
choosing a slow machine — an4 slow in this case means
a much lower speed than is at all practicable with air-
planes— is to minimize the risks of the pilot, to permit
him to gradually familiarize himself with the new order
of craft, and, at the same time, to enable the scientists
to obtain further desired information.

Both of these authorities emphasize the fact that
their investigations were not of the laboratory descrip-
tion, as the term is ordinarily understood, because the
data obtained was in connection with an apparatus built
full size and quite capable of flying. They have thus
blazed the way for the practical, every-day, many-
carrying helicopter. They have demonstrated with
scientific accuracy and engineering completeness that an
aircraft of this sort can, so to speak, lift itself by its
own boot straps.

The helicopter as so developed is inherently stable
because the supportng effort is all above and the weight
is nearly all below — ^at least the major part of it, as is
the case with a balloon or parachute. The airplane, oo
the other hand, is essentially unstable, and must, per-
force of this, be provided with stabilizing devices. Dr.
Hewitt and Professor Crocker arc satisfied that the
dangers involved in flying a helicopter and the skill
required of the pilot will l^ a good deal less than in the
management of an airplane. This is only logical in view
of the rather radical differences in the getup, the pro-
pulsion, and the problems of control presented by the
two types.

The helicopter is designed to come down gradually
in an approximately vertical direction.. This will prove
of vital importance in "thick weather", and would make
any small free area a convenient and safe place for
landing. Just as one now starts away from the curb in
one's car, it will be possible for the pilot of a helicopter
to mount aloft or to alight within a street. This will
play an important part in adapting the flying machine
to pleasure and to commerce. To-day, an airplane can
get off the ground only after running far enough to
attain a speed of 30 or 40 miles an hour — this calls for

RUDDER nite goran no mane onkakisoe negaimasi^ry |/>

January

RUDDEP

41

a smooth stretch of something hke 1,500 feet. Similarly,
the returning heavier-than-air machine comes in contact
with the earth at a kindred speed, and it must have
plenty of room in which to check this momentum. When
alighting or leaving terra firma, an airplane, because of
its great speed of wing and lateral "tenderness", may be
careened disastrously by a gust of wind, or an unexpected
obstacle may cause an accident before the machine can
be brought to a standstill or swerve clear of it.

Owing to these requirements, aviation fields now are
pretty generally well outside of the municipal limits of
most places where the airplane is used for the trans-
portation of mail and passengers. As a result, the time
saved by the air flight is largely discounted by the sub-
sequent necessary journey overland to the objective. On
the other hand, the idea of alighting upon roof, tops is
by no means fanciful or likely to be perilous, if a heli-
copter is employed. Therefore, this type of aircraft
promises to be of especial value for operation in con-
nection with traffic between cities or between ship and
shore, or vice versa. Again, the hovering helicopter
is sure to be of the greatest aid in promoting aero-
photography, and in taking pictures from aloft as an
aid to the rapid surveying of large stretches of country
— particularly such tracts as are difficult or inaccessible
when approached on foot, etc.

The trans-continental flights, as well as aviation
performances generally during the past year, have
brought out the dangers of effecting a landing in times
of stormy or obscured atmospheric conditions. The air-
plane pilot, when aloft, is in a hazardous situation: he
must either remain high in the air or drive blindly
toward a landing place through snow, rain, or mist.
Rain, by the way, falling upon water, is said to veil the
surface so as to make it very difficult for an aviator to
determine his position in relation to it. Again, soft
ground which would nearly engulf a plunging airplane
might be quite firm enough to support a helicopter
settling upon it slowly ; or, on the other hand, the heli-
copter could be lifted out of a bad spot — in fact, it
could avoid a dangerous landing place after getting near
enough to it to discover its character. Thus, according
to our authorities, the new aircraft could "feel" its
way to a place of safety, and come to earth amid the
gloom of night in a manner peculiar to its distinctive
powers of locomotion. Landing by airplane after dark,
except where special lighting provision is made and the
groud cleared for the purpose, is something that a pilot
has every reason to dread.

Inasmuch as the inspiration for the work done was
a desire to help win the war, a good deal of considera-
tion was given to the helicopter as a military instrtmient.
As Professor Crocker points out; "The wings of an
airplane are more or less strongly silhouetted against the
sky background and can, on that account, be seen at a
considerable distance. The helicopter, on the contrary,
has no wings in the usual sense of the term, and its
narrow propeller blades move at a sufficient velocity to
make them well-nigh invisible except fairly close at hand.
The fusilage of the helicopter can be made much smaller
to serve its purpose than the like features of an airplane,
and this further helps to blend the new flying machine
into its aerial setting save at comparatively short range.
As you know, the airplane betrays its approach by its
noisy droning when afar. The helicopter, however,

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Phone: Beekman 2804

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Non-backfiring Two-Cycle Motors up to i8 H.P.
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because its propellers revolve at a much lower rate, can-
not be detected, until near by."

Undoubtedly, flying machines are going to figure ex-
tensively as mediums in maintaining communication
across water gaps, and they will be expected to arise
from and return to the decks of ships both for war and
peacetime services. Accordingly, safety when alighting
upon open waters and facility in getting clear of them
again is bound to increase in importance, because cir-
cumstances may force the aviator to settle upon the sea,
a lake, a bay, the broad reaches of a river, etc. Further,
he may be compelled to do this when the surface is
disturbed and waves are running somewhat high.

To-day, as all of us know, the seaplane is the only
type of flying machine that can drop upon the water and
rise from it again, but the biggest and most robust of
these can eflfect these operations only at much risk if
the surface is kicked up or boisterous by reason of
windy weather. Despite the fact that British naval sea-
planes were fairly rugged craft, and their wings were
fashioned as strong as the state of the art and the
materials at hand made practicable, still a very large
number of them were crippled or lost through careening
or being hit by a wave when alighting or when trying
to obtain the headway needful to lift them again into
the air. A sudden gust of wind, catching the flying
boat sidewise, not infrequently raised the wing and
buried the other in the water while the machine had
considerable motion. This wrench either snapped the
wing off or crushed it seriously, and at times actually
caused the craft to capsize.

But even if a seaplane were not hurt in coming in
contact -with the water or in getting clear of it, the
machine's great spread of wing surface aqd its weight
invite many difliculties when an aircraft of that type is
hoisted back onto a ship. Lifting is a more or less
ticklish undertaking; the wing structures are relatively
fragile; and the greatest care must be exercised to see
that the suspended seaplane is not swung against the
side of the mother vessel. This task is made still harder,
of course, if the parent ship be rolling in the open ocean.
This aspect of the problem bears directly upon the
employment of flying machines as a means of taking late
mail and valuable express parcels to a ship that may
be a hundred or more miles seaward, outward bound,
or, vice versa, hastening the delivery of like matter and,
possibly, carrying exigent passengers, to points ashore
some hours before the incoming steamer can reach her
dock.

A helicopter, under any of the circumstances just
described, because of its peculiar vertical control and
ifts power to settle or to rise as deliberately as an ele-
vator stopping at a given floor, can alight without hazard
on open waters, evert though rough, and fly away from
them by moving perpendicularly. Similarly, so we are
assured, this type of aircraft will be able to leave a ship
or return to it under conditions that would be quite out
of the question with the seaplane or an airplane. A
vessel would not have to be specially equipped with a
long take-off and landing platform, catapult, aviation
derricks, etc. — the helicopter would need only a very
moderate deck space to eflfect its departure and its return
in safety.

According to Professor Crocker: "The helicopter
has a distinctive advantage over other types of aircraft
because of its relative immunity against fire; it has no

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spread of combustible fabric, and inflammable materials
can be entirely avoided by using only metal in its struc-
tural get-up. The propeller blades are both light and
strong. This is realized by making them hollow and
sheathing them with thin aluminum. There is no doubt
in our minds that a helicopter of a given capacity can
be built much cheaper and quicker than an airplane of
the same weight-carrying power ; and our experiments all
go to prove that the helicopter will be a speedier, far
steadier, safer, and more flexible aircraft than any other
type of heavier-than-air machine. I say heavier-than-
air machine because, logically, that is the only compar-
able type. Our. conclusions are not guesswork, but
engineering certainty based both upon general aero-
nautical loiowledge and our full-sized achievements.
Our next step is to take to the air."

But the man in the street is commonly a hard-headed,
unbelieving creature. While ready to acknowledge the
professional eminence of Messrs. Hewitt and Crocker
he reasonably asks, "Aren't they prejudiced in favor of
their own work? Aren't they over confident — other
people have tried to make the helicopter a practicable
aircraft. Has any competent outsider agreed with
them?" Happily, we can answer these pertinent queries,
and do so positively.

Dr. Hewitt has recently returned from Europe where
he discussed with some of the leading aviation authori-
ties the performances of Helicopter No. i. Among the
men in England with whom he talked the matter over
was General Sir Sefton Branker, who is an outstanding
figure in the British air service — a man that was at the
top of that department during the war, and who is now
actively engaged in adapting flying to commercial pur-
poses. The general, before committing himself to a
definite expression, laid Dr. Hewitt's facts and figures
before his staff of aeronautical engineers, and what Sir
Sefton has put down, in black and white is certainly a
convincing tribute to the labors of our scientists and,
inferentially, a confirmation of America's amazing out-
look in the realms aloft.

According to this unemotional and thoroughly matter-
of-fact British technicist, he frankly admits that Heli-
copter No. I will be able to mount right up to the cal-
culated altitude and either hover there or travel along
horizontally at the estimated speed. So far, so good, but
then Sir Sefton says„ "Can your helicopter volplane to
earth like an airplane if its engines go dead?" To this
Dr. Hewitt replies, "I have not tried it and don't yet
know." That being the case the general impliedly ex-
presses a preference for the existing order of heavier-
than-air machines; he very naturally does not like the
idea of "pancaking" when the engines stall — dropping
like a stone sheer to the earth. Neither do Dr. Hewitt
and Professor Crocker view such a contingency with
indifference; and this is th^ way the hazard will be dis-
posed of, as Dr. Hewitt explains.

As he says: "The great lifting power of the heli-
copter makes it entirely practicable to install a reserve
engine to take the place of one that might go 'dead'
aloft, and this engine can be geared in and used the
moment it is needed. A badly working engine well-nigh
always gives ample warning of its condition, and the
pilot can instantly bring into service the emergency en-
gines, by way of precaution, or this can be accomplished
automatically. Further, total disablement of the motive
plant is far less likely now than heretofore. To-day,

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each cylinder of an engine is being equipped with its
own magneto, and thus an engine is really an aggregation
of independent but associated engines — to just this ex-
tent reducing the likelihood of a machine failing in its
entirety. Therefore, with the two, three, or four engines
aboard, the chances would be very remote, indeed, of the
whole driving apparatus coming to a stop."

The risk of "pancaking" with a properly equipped
helicopter of the type in question is a small one, even if
the craft should not be able to volplane — and this in-
ability has yet to be established. According to Professoi
Crocker's figures a two-engined helicopter could descend
at a safe speed with only one of its engines operating.
Thus the disablement of half of the propelling plant
would not invite disaster. Again, the helicopter so
crippled could settle to the earth gradually, and to a
large degree the pilot would be able to pick his landing
place. A volplaning airplane, on the other hand, with
its engines stalled, is in a very perilous position if forced
to alight where a considerable stretch of favorable
ground were not available. We have disquieting evidence
of this well-nigh every day in the week.

The curious layman, knowing something of how the
multiple screws of an airplane are arranged, may think
that the stalling of half of the motive power of a heli-
copter would induce an unbalancing propulsive effort,
thus tending to make steering and control a difficult if
not an impossible performance. Here is where the t)rpe
which we have been discussing differs notably from
other designs. The total driving force is exerted ver-
tically and centrally, one might say much like the up-
ward pull of an umbrella through its handle, and, there-
fore, symmetrically. For this reason, the power so ap-
plied through the two propellers, while it may vary in
magnitude, is at all times a stabilizing, steadying impulse.
That is to say, the parachute effect is a continuous one,
no matter at what speed the craft may be ascending,
descending, or moving horizontally through the air.
Because of this arrangement the helicopter will have
nothing to fear from "air holes," cross currents, gusty
winds, and those other atmospheric- circumstances that
hamper or imperil the man in an airplane.

Because the helicopter's gross lifting power is much
greater per horse-power than that of the best airplanes,
a machine of this type for a given engine installation
and fuel supply, will support more weight and carry it
farther. Therefore, the gain is an economic one that will
bear directly upon the employment of the helicopter in
commercial service. Dr. Hewitt and Professor Crocker
have in mind a still larger type than the machine already
built, which would be driven by two Liberty engines,
for instance, and be able to sustain aloft a total dead
weight of 14,000 tb ; i. e., it would have a net lift of at
least 6,000 lb in addition to the weight of the craft,
engines, two aviators, fuel, and other necessary load.

The advent of the helicopter reasonably promises to
make flying and motoring much more akin than they
have been up to the present time; and the new craft
will put us at the forefront of the art of aerial naviga-
tion. Such is another of the wonderful and berfeficent
results of our participation in the World War. Some-
thing has been wrought which will surely prove of in-
calculable value in the years to come.

The Todd Shipyards are building at the New York
plant two special fruit steamers for Phillip de Ronde.

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THEfl«»

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American Ships the World's Best

(Continued from page 13)

"As regards the ships that have been built by the
United States during the war/' says the paper, "Mr.
Raebum declared that Britishers generally felt that they
were inferior to those which had been turned out by the
British yards." The paper continues:

"The vessels that were built in American shipyards
during the war are generally regarded as being *punk'
ships," Mr. Raeburn said. "While it is true that there
are some very fine shipyards! now in the United States,
it would seem that the greater number of the vessels
will need frequent repairs, as they have been faultily
constructed. Operators will do well to get nine months
a year out of some of them, and the expense incurred
in keeping them seaworthy will be considerable, I am
sure."

Declaring that he does not want his remarks to be
construed as being critical or derogatory, as they are not
said in that spirit, Mr, Raeburn added:

"As to the future there is no doubt but that England
expects the United States to turn out ships that will com-
pare favorably with those built in other countries.
Mechanically the shipyards are splendid in a number of
instances and the workmen have performed laudable
feats."

Here again is the implication that while American
shipyards may do better in the future they are not now
constructing high-grade tonnage. If the British have any
evidence with which to back up this charge they have noi
presented it.

Another typical sample of the British criticism is
presented by the London correspondent of the same paper
heretofore quoted. This time it is the marine insurance
interests' point of view that purports to be given.

"I have on several occasions commented on the pecu-
liar fact," writes the correspondent, "that underwriters
have not shown too great eagerness to accept American-
built wooden ships in regard to insurance, and I have
also hinted that that policy was also showing itself in
relation to a number of the steamers which were turned
out by some of the United States shipbuilding yards.
The records of many of the wooden ships have amply
justified this attitude, and there is more than a suspicion
that many of the steamers are not all that one could wish
in view of the growing importance of the United States
mercantile marine. I met a well known shipowner the
other day who told me that on asking the master of one
of his ships why his latest passage across the Atlantic
had been so long (he was a day and a half late) said he
had lost time in looking after several American vessels
in distress!

"During the war I know that a great many United
States built vessels of all kinds were repaired at British
ports, and a good deal of astonishment was expressed by
those who were looking after or working on these jobs
at the class of work which had been turned out as
finished. The opinion was very freely expressed that
shipbuilders in the States had a good deal to learn yet.
In this connection one may point to the difficulty which
the United States Shipping Board is having with its
steamers. Accounts show that since January ist last over
$50,000,000 have been paid for the repair of steamers
built during the last four years. This will be an addi-
tional reason for the action of underwriters both here

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BRIGGS & BECKMAN

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and in America who have refused to accept American
insurance."

Once more, so far as the wooden steamers are con-
cerned, it may be conceded that the comment is justified.
That the facts apply also to the steel tonnage turned out
since the passing of war conditions is borne out by no
developments that have come to public attention in this
country, and it is believed that none have transpired.

British opinion is not unanimous, however. In fact,
there are some notable exceptions to the chorus of
criticism. J. B. Isherwood, one of the foremost English
authorities on ship construction, and a man familiar with
shipbuilding conditions in both this and his own country,
is one of these exceptions.

"The output in Great Britain is far from satisfac-
tory," he says, "although certain progress was made
during the second quarter of 1919, and it behooves
British shipyard workers to look after their laurels,
as they bid fair to lose their shipbuilding supremacy,
if not, indeed, their shipowning supremacy also.

"I do not hesitate to say that the American ship-
building program is one to be regarded with great con-
cern by Britishers. No one can survey what has been
accomplished by the American shipyard workers without
admitting that they must be taken into accoimt in the
future."

Americans who have returned from abroad recently
report that they have encountered criticism of American
ships. Among them is Henry R. Sutphen, vice-president
of the Submarine Boat Corporation. "While I was in
Great Britain," he says, "I was told on several occasions
that United States shipyards were turning out vessels
of poor quality. 'Well,' I said to them, 'that is rather
strange, isn't it, considering that these ships have been
built under the inspection of your own British institu-
tion, Lloyd's Register, and that Lloyd's in each case has
given them the highest rating?' And in each instance
the answer was that it had not been understood that
Lloyd's had classed the ships, but that if the vessels had
been rated 100- A i the charges of inferiority made
against them must be baseless.

"And in this connection," adds Mr. Sutphen, "I want
to say a word about the great aid Lloyd's Register has
given to American shipbuilders. Not only have Lloyd's
officials cooperated with us in every way possible, but
they have done much to improve the quality of tonnage
turned out and have gone out of their way to point out
better methods than tiiose employed in many instances.
The thanks of the shipbuilding industry are due to
Lloyd's."

When it comes to an intimate knowledge of the
quality of the output of the entire shipbuilding industry
of a country, those best equipped to pass judgment are
the classification societies under whose supervision
passes all work from the laying of the keel to the com-
pletion of the vessel and whose O. K. is necessary for
the use of all material employed. Every ship turned out
by an American yard has undergone the constant inspec-
tion of representatives either of Lloyd's Register or the
American Bureau of Shipping. Lloyd's is a British in-
stitution, but its verdict is no less favorable to AmericaH
shipping than that of the American Bureau. Both these
institutions have passed upon hundreds of steel steamers
completed since the armistice and in no case has any
vessel failed to receive the highest possible rating.
James French is Chief Surveyor of Lloyd's Raster

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RUDDER

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in the United States and Canada and the head of thai
institution in America. He says:

"Of the number of shipyards now in existence there
are a great many in addition to the old or established
yards before the war that will continue to build vessels.
These new yards have been laid out on the most modem
lines and have the latest equipment, including overhead
cranes, to expedite production. By the improved ship-
building methods and the mechanical appliances the
shipbuilders in this country are in a position to construct
vessels of the highest quality up to the largest high-cost
passenger vessels likely to be built for many years to
cxMne, and with the lower cost of material they should
be able to compete with their foreign neighbors. Indeed,
if the trade unions in this country would take a favorable
view of the shipbuilding industry and keep within
reasonable demands the cost of vessels here should be
less than that overseas.

"The period required by American yards for the
construction of a vessel, from the date of order to com-
pletion, is less than that of other countries, primarily
due to improvements in labor-saving devices. As an
instance the firm of Skinner & Eddy recently launched
an 8,800 deadweight ton vessel in fifty-five days from the
laying of the keel and had her ready for service within
two weeks of the launching. Foreign yards would take
at least from four to six months.

"Shipbuilding in America today has reached a high
standard of construction and compares favorably with
the best work of the shipbuilders of any other nation.
The methods adopted to intensify production, principally
owing to the lack of experienced workmen at the com-
mencement of the boom has materially added to this
development and has also kept down cost. In time the
present costs will be greatly reduced, as the efficiency
and output of the workmen increases. It is very well
known that many vessels have been fabricated at bridge
works throughout the country. There is really nothing
new in the term 'fabrication', because so far back as
the inception of the New York Shipbuilding Company
at Camden, N. J., Mr. Morse, then head of that concern,
commenced operations by fabricating ships in his own
plant to a certain extent, and as time went on that
company developed the system to almost 80% of the
entire hull, the remaining portion of the hull being
templated from the ship.

"There is no reason why the modem steel steamers
built in the shipyards of the United States should not
receive the same insurance as any other vessel of their
t)rpe. Since the armistice Lloyd's Register has classed
100- A I nearly six hundred steel vessels built in this
country. This is the highest rating obtainable and the
fact that no steel steamer rated in the period mentioned
has failed to receive this class is an evidence of the high
character of American construction."

American ships are superior to those of any other
nation, declares Stevenson Taylor, president of the
American Bureau of Shipping, in a statement analyzing
the attacks upon the quality of American tonnage. He
says:

The disparaging statements concerning the efficiency of the
ships turned out by this country during the recent war are not
only uncalled for^ but unjust. When a man is drowning he is
not particularly mterested in the quality of the apparatus or
means adopted for saving him, so long as he is saved. It illy
becomes him after his safety to criticise the quality of the life
preserver or whatever apparatus was used to effect his rescue. It

THE 1920 CATALOGUE

OF

DURKEE'S HARDWARE

FOR WET PLACES

Contains 1068 pages of every-
thing the average boat owner
wants to have information
about. Send 25 cents today
to cover cost of mailing. Cata-
logues are s6nt in the order
requests are received.

CHAS.
D.

DURKEE

6c col

INC. I

MANUFACTURERS OF MARINE HARDWARE

2 South Street, New York City

Faotorltts at Grasmora, Borough of Riohmond
Now York City

New Navy
Windlass

You can heave a line — Ic! the
chain run free — orfltoplt in-
stantly. The three operations
are controlled by one heaving
lever Hafl winch head (or
rope; wildcat for chain cable.
No complicated parta. For
BXichon up to 150 lbs.

It Pays to Buy Our Kind

For 70 yctrt ^ h^* itood For ttie t>ett mnd moit ccoiioro.ic*l Mvine
Haniw«r«> Equip your boat with 4tt Fittmgi. You LI get more out
of it, and more for h when you tclL

Get This Valuable Book

"Sea Cah SusanCioni ind 5un4ici/' New,
nJufed «di4loD. TcUi how to bot ih« Ccm^
cui ; vrhil ii V<>VBf Ground Tickle: ftva
himi QD St«^a Gear, SbiJt Be«nn«ft, Knote.
rtc. Fill (he pocket (4^ i 7K IB? p*t4.
Scui oisly « tticmpt of 5Ck.

Wilcox, Crittenden & Co.

120 SMth Hak St., MiddI«towm. Cms.

Koukokoilia ni otegami onsaihidashi no saiwa dos o RUDDER nite goran no mime onkakiioe negaimasu

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48

RUDDER

January

Decks Hard to Keep Tight?

Why not try

AND

ELASTIC SEAM PAINT
Will keep decks tight for upwards to
ten years. Yields with expansion and
contraction and will not track out.

Used on Govornment sobmarino chasers, also
over 20 S. S. Cos. on all of their steamships

ELASTIC COPPER PAINTS

Prevents Sea Growth

ELASTIC COPPER PAINT is made en-
tirely different from other SUBMARINE
PAINTS. It is an absolute preventive of
MARINE GROWTHS AND WORMS.

It is Made in Two Colors
Bright Red and Green

ELASTIC BOOTTOPPING

BeautifuU rich Bright Red and Green in
color. Will not chip or peel off and re-
tains its bright shade.

I Inquire of your dealer or

H. B. FRED. KUHLS,

65th SL and Srd Aye., Brooklyn, N. Y.

Wa arc Ihc Lmncit Marin* Paint Maflur.clarcra in ttaa WwU

WOO LS E Y'

COPPER B EST

PAINT

TOR WOODEN BOATS* BOTTOMS IN FRESH OR SALTWATER

GUARANTEED

Will AUnd for one rear if prop-
erlj applied, and keep the
bottom clPBr From miride
rrowthi. u Gr45B, Sdoti.
Bi]-atcleE» Etc.. atid prevent
boring br the deitroctive
t«redo worm .

BRtGHT RED AND 8RfGHr GRrtN

COPPER YACHT PAINT

MAKE THE SMOOTrtEST SAILING BOTTOM

WOOLSEVS SPAR VARNISH

GuaraDteed to itind under the most trjint
ctrctimataticea. asonyacht^H boata and vetieli
of any kind for either iostde or outside work,

Yecfit White Vechl mack Deck Paint

Cnfftnc Enamel Scaiti Compvund

Canoe Enamel

Lt. Sea Green and Co(>f»er Bronze Bociom Pelala

C. A. WOOLSEY PAINT
AND COLOR COMPANY

Jersey City, New Jdrtey, U, S, A<

Send /or mr '* New Marine Booklet" with C&hr
Spots and "'How to Paint a Boat* — Free,

Hg^

seems to me that most of the critics of our present fleet of ves-
sels come under the same category as the rescued man.

The dark days of the Spring of 1917 should be too fresh in
our memories to permit of wholesale criticism of the ships which
were hastily constructed in response to the wail of "Ships, ships,
and yet more ships" from our brothers across the sea, when
starvation and defeat were staring them in the face, owing to the
ravages of the vicious submarine attacks by our enemies.

New yards, untrained men by the thousands, congested mills
and railways are factors which cannot be expected to result in
an output of ships the equal of those built in yards managed by
experienced men in charge of skilled mechanics, with no particular
incentive as to speed of production. Conditions which existed
in the building yards were duplicated in the various manufactur-
ing concerns which for the first time were called upon to produce
great quantities of marine engines, boilers and auxiliaries. For
the main drive, owing to the impossibility of producing recipro-
cating engines in the great quantities demanded, it was necessary
to install large numbers of reduction gear turbines, a type of
marine propulsion which, while not entirely untried, had not
reached that stage of perfection which would induce shipbuilders
to adapt them in such wholesale quantities as was necessitated by
the emergencies of the war.

In the mad haste for the production of tonnage there were
instances where poor riveting and poor workmanship crept into
the construction of hulls ; some of the new types of engines may
have to be replaced by more reliable types; but the number of
these instances is small, when compared with the total output.
Hull defects have mostly been remedied as the necessities arose,
and defective engines can and will be replaced without a grr^at
deal of cost in comparison to the total expenditures. These con-
ditions can be charged directly to the emergencies of the war, and
we are extremely fortunate to have escaped with so few defects.
As to the wooden ship program, it must be understood that
this was undertaken at a time when it appeared to be impossible
to get sufficient steel for the requirements of the hour. Under
the conditions of inexperienced builders, untrained men, insuf-
ficient seasoned lumber and other handicaps it is remarkable that
we obtained as good results as followed. Under normal condi-
tions no one will contend that wood ships are as efficient as
steel ships for general ocean traffic, but such wood ships as were
constructed under the emergency have served their purpose well,
and so far as the general limitations on wood ships are concerned,
these ships are good. *

Another element which has tended to a large extent in in-
ducing this propaganda against the quality of all our ships is
the matter of crews which operated them. Here, as in the build-
ing, it was necessary to utilize unskilled men, both as officers and
seamen. Many of the defects which developed in the operation
of the machinery, and which have been charged to deficient parts
of the propelling agencies, have been directly due to improper and
unskilled care and management.

As soon as the armistice was signed the feverish haste of
construction stopped, and the quality of output immediately im-
proved. As by far the greater amount of our tonnage has been
completed and delivered under conditions which did not demand
such haste, and as the skill of the builders has steadily increased
after that date, I have no hesitation to state that with the de-
fects already remedied on the ships as first constructed, our
entire fleet is composed of as good ships as those possessed by
any other nation.

In my opinion we emerge from the war with a fleet of mer-
chant vessels superior to those of any other nation, for owing
to our long-neglected seagoing merchant marine in pre-war
years, we have but an infinitesimal number of old ships to lower
the average of the efficiency of our present enormous tonnage.

Stael Veiflels OUeeed by the American BnreM of Shipping Dnrluff

tht Ptrlod NoT«m1>«r 11, 1018, to Doeembor 8, 1019, Inc.

No. Vet. Month Groat Tonnage Net Tonnage

0 November 11 to 80, 1918 48.804 81,558

8 December, 1918 27.390 20,474

12 Januarx, 1919 59,408 40,598

1 Pebmarj, 1919 4.823 8,660

55 March, 1919 204.880 184,270

47 April, 1910 226,548 147,077

25 Ma7, 1919 116,218 75,877

48 June, 1919 227,096 164,446

55 Jul7, 1919 251.018 167.287

47 August. 1919 226.533 146.722

48 September, 1919 235.071 154,110

78 October. 1919 871.826 244.286

41 November, 1919 191.036 123.601

14 December 1 to 8, 1910. inc.. 78,850 40,998

481 ToUIt 3,264,868 1,404.480

Var god aberopa THE RUDDER nar annonsorerna tillskiifvas

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THE^

RUDDER

49

Here, then, at first hand from both British and Ameri-
can authorities, are the facts as to the quality of Ameri-
can tonnage. American ships have nothing to fear in
competition with British — the fear is on the other side.
American shipbuilding on an expanded scale has passed
the stage of experiment and is here to stay. No better
evidence of this could be furnished than the recent
report of the Atlantic Coast Shipbuilders' Association
that whether the Government goes on building ships or
not, the shipyards will continue constructing them.
Already contracts for private account aggregating nearly
a million gross tons are in hand and in some instances
the yards have work assured for two years to come.
That practicaly nothing is building for foreign account
need cause no concern. The remedying of the exchange
situation will right that condition by removing the handi-
cap of 20% increase in cost caused by the present posi-
tion of the American dollar in relation to the currencies
of other countries. On a par basis American tonnage
prices are only slightly above British and costs abroad
are increasing. In addition American shipyards have
the advantage of quantity production and speed output.
Only the labor factor remains and there are signs that
that is banning to readjust itself.

45-Foot Shoal Draught Houseboat

(Continued from page 29)

lockers, and also a four-hole Shipmate stove, with water
back. At the forward end is a very large refrigerator
holding about 300 lb of ice, thoroughly ventilated and
drained, carrying the provisions on tin wire shelves.

On the starboard side is a transom berth with lockers
under, and a pipe berth over, so that two men could be
carried if required. There is a toilet for the crew, and
the usual outfit of lockers, for their convenience.

The engine is at the after end of this compartment,
and is accessible throughout. The switchboard is on
the after bulkhead, and the work bench and tool lockers
on the starboard side.

A point of interest is the arrangement of sight oiler
for oiling the propellers of the bearing shaft, insuring
proper lubrication imder all circumstances. The supply
of fuel for the engine is carried in two tanks, located
under the deck seats, on deck, with a capacity of 200
gallons. Shut-off valves are fitted to these tanks on
deck, making a very safe installation andj also insuring
a good flow to the carburetor. The water tanks are
carried under the after deck, and are two in number,
with a capacity of 150 gallons. With this large capacity
of fuel, water and ice, the boat is enabled to take long
cruises without difficulty, making her a very valuable
type for trips among the Florida Keys and the West
India Islands.

The general dimensions are:

Length 45 feet o inches

Breadth 14 " o "

Draught 2 " 6 "

The destroyer Ausburn was launched from the
Squantum Plant of the Bethlehem Shipbuilding Corpora-
tion on December i8th. The vessel is named for Elec-
trician Ausburn, who lost his life on the transport
Antilles when he stuck to the ship sending out calls for
help after it had been torpedoed.

Smith's Spar Coating

Th« most perfect fiaisb tor ipars. deck hoaie*. decki and all work espoied to
excesfive cbangei in weather and temperature. It is pale, bas good body and
is easy working, brilliant and most durable.

VARNISH MAKERS FOR 93 YBARS

EDWARD SMITH & CO.
WMt Avonu*, ttli m4 7lli Sto., LMg Islaad Oily. N. V.

P. O. ■•■ 17M, N«w V«rli Olty
W*sl«rB Branch, t0«t-t0t4 toiHli M«ii|MI 9tr—U Okleag*

THE PAINT you have used so lone, always reliable when properly applied

go years the leader.

Tarr & Wonson's Copper Paint,

for wooden Vessels' bottoms, prevents boring ol
worms, and all marine growth.

RacingCompound,«°"'b'S2Sfj:§'iS',Sr^
Laczone,

Priming coat A.

riniAing coat B.

for bottoms of IRON and STEEL Vessels of every

description, to prevent corrosion and all Marine growth.

THE GREAT SPEED INCREASER.

Forsale everywhere. THEY EXCEL ON EVERY POINT

8 Highest Medals. IMaiMfffacliired only by TARR & VITONSON, LMtedL

Gold. Silver & Bronze. Beware of Imitations. GLOUCCSTCR. Mass.* U. S. A.

Tr|-#'r^f*r|r|-f>||^f«|r|] a handy pocket edition, ibowins afewways in
•■••"•*'^*- MS.a,yM.VILX€U. ^hich the International Code 0^2 r* PC/-
Gl^ncalo '• "»«<». viih •" the Code Flags In Colors and JrlCC^JC
l31^|jL<tJ.J their roeanine. The Rudder Pub. Co.. 9 Murray St.. N.Y. City

»

"New Jersey
Copper Paint

_^ THC BfST AND MOST USED (SPECIAL RED)

Yacht Copper and

Green Copper

for Yachts

YACHT WHITE AND YACHT BLACK

NEW JERSEY PAINT WORKS
HARRY LOUDERBOUGH, Inc.

JERSEY CITV, NEW JERSCV, U.S.A.

IRheumatisMakdGoutI

PROMPTLY RELIEVED 8Y^

BLAIR'S
PILLS ^.

GREAT ENGLISH ^p/
REMEDY.

■SAFE & EFFECTIVE 50 lc$M

DRUGGiars.

Please mention TH£ RUDD £R when writing to advertisers

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RUDDER

January

THE J. H. CUBTISS CO.

2 SOUTH STREET, NEW YORK

Marine Water Closets

r Yacht Pump
Closet

Very Htftbest Develop-
ment of Mirine Witer
Ctoaetia for tse itovc or
b«L<iw water line. 4-iach
cylmdtT, dJicharKcs con.
tent! it third stroke, suil-
■bk lor heavy work or
OTiVfier'a room. Will out-
wear any other cloflet; Che
tear makes it verj eaiy*
workinff.

GURTISS IMPROVED MOTOR
BOAT CLOSET

Dimensions: 18x18x11 in.
high to top of bowl; 2^ in.
cylinder. For above or
below water line.

The best little close ton
the market today, pog^sess^
ing many of the ad van-
taees of the large size toilet.
All brats and porcelain.
Oak teat and cover.

All prices subject to
market advances, which
are continually changing k

Price $30

n», 1

American-Built

Sextants

Since 1872 we have built Sextants and inttniments of precision.

Quantity production enables us to oflfer American-built Sextants

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

8«ud ftr BookUt 8 (4 StjUs: 7j^* and 6* Navigational Mat* and Motar Boat)

Brandis & Sons, Inc.

754-758 Lexington Avenue Brooklyn, N. Y.

How TO Reach Cub Showroom and Factory— 20 minutes' ride: Take the
Lezincton Avenue train at Brooklyn Bridce entrance, New York side, get out at
Reld AveniM Statloa, Brooklyn, walk East % block. Plione Bushwick2427

John Bibs & Co. HAWUTIOHAL

IHSTRIMENTS

128 PRONT STREET
NEW YORK

EMPIRE REPAIR & ELECTRIC
WELDING COMPANY

Electric Welding and Boiler Repairs

Shop. Foot of 35th Street
Brooklyn. N. Y.
Tel. ag4g Seuth Breehlyn

New York Office

44 Whitehall Street
■•wlino ttreen a«SO N. Y.

The Fabricated Lifeboat

(Continued from page 81)

view, the Fabri Boat Company has acquired the designs,
plans, templates, tools, etc., of the Johnson Engine Com-
pany, and of H. Alexander Johnson, together with the
material left over from the contract with the Pennsyl-
vania Iron Works Company, whose plant was used,
under a partnership agreement, in the construction to
date.

Before the Johnson Fabricated Life Boat came into
existence the total output of all the shops building life-
boats in the United States was less than 2,000 a year.
This was due in part to the fact that it was generally
a family job and the amount of capital invested in the
business was small. The greatest factor, however, was
the fact that all work was done by hand, from shaping
the forty-eight or more plates to the driving and punch-
ing of over 15,000 rivets. To construct one boat
required, in manual labor, from 250 to 300 man hours.
This condition had not changed for thirty years, or
since metallic lifeboats have come in use. On the other
hand, the Johnson Fabricated Lifeboat requires but 68
man hours. This is due to its standardization and pro-
cess of manufacture. (Patents applied for.)

Mr. Johnson's design is for a ship's lifeboat of
usual type, but arranged structurally to facilitate rapid
manufacturing in large quantities. The plating is in six
sections, three on each side, the end sections being 10
feet long and the middle sections 4 feet long, in the
24- foot boat, and 6 feet long in the 26- foot boat. As
the breadth and depth of the 24 and 26- foot boats arc
the same, the end sections can be the same on all size
boats, the only parts changing being the length of the
middle sections. With the material costs being the same,
it is evident that the labor saving — an average of nearly
200 hours at 85 cents per hour — results in decided
economies.

A 26- foot boat with full equipment as required by
law normally retails for $800. The Fabri Boat Company
is, however, signing contracts on a one to three-year
basis for the lifeboat requirements of American and
foreign shipyards, at a flat price for the different size
boats, which is 30% cheaper than any existing quotation,
or, for that matter, any quotation even before the war.
But even more important, to a great many shipbuilders,
than this exceptionally low price is the fact that the
Fabri Boat Company is in a position to deliver the
goods on time, a thing which builders of lifeboats imder
the old methods cannot guarantee.

In actual tests of the Johnson Fabricated Lifeboat,
conducted by the United States Shipping Board and the
United States Steamboat Inspection Service, the 26-foot
boat carried 65 men and showed 22 inches freeboard;
hung up by the ends it carried 10,280 tb of rivets on
the keel without showing strain, whereas an old-style
boat made of the same material broke under 5,200 lb.

The Vice-President and General Manager of the
company is H. Alexander Johnson ; a man who has spent
thirty years of his life in building, designing and operat-
ing ships and engines, and who eighteen years ago
founded the Johnson Engine Company, which has built
some of the most successful boats and engines in the
country.

The New York office of Fabri Boat Company, Inc.,
is in the Longacre Building, 42d Street:> ^

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ThEfl«»

RUDDER

51

M

WORLD RENOWNED-^ DAY-HIGH GRADE

ASK ANY
USER

^^=*BEST IN THE WORLD — ^all others are comparative

iBoarand Hall HwffI

Mantel j^a^ni^S' } Clocks, Ship's Bell Clocks, Auto Clocks. &c.

For Use on Steamships, Vessels, &c., &c, and
Suitable for Finest Residences, Yachts, Qubs, Automobiles, Motor Boats and

For Qeneral Presentation Purposes

9^rOn saU by Highest Clfiss^ Jewelers and Nautical Instrument Dealers in Largest Cities
Dealers In smaller cidee, not cairytng theee floe clock* In stock, can acU many from catalog

VJielsea Clock I^O. mcbGnri^aocte 10 state St., Boston, Mass*

Many Yachts and Clnb mrm asmg the •CHELSEA- Antomatic Ship's Bell Clock,
operating on a special SV» Inch Bell . . UNIQUE and NAUTICAL.

Etlablished
1897

SALES AND CHARTERS

There has been a great deal of activity recently in yachting
circles. Many sales and charters have taken place. This is
particularly true of yachts for use in Florida, and there will
be more and larger yachts in commission in Florida waters this
Winter than ever before. Next Summer, there also will, without
question, be a great demand for yachts, as a great deal of in-
terest has already been shown in the races which are to take place
next season for America's Cup.

Messrs. Tams, Lemoine & Crane report the following trans-
actions recently made through their office:

The 250-foot steam yacht Noma, which was built from
Messrs. Tams, Lemoine & Crane's designs several years ago
for the late W. B. Leads, has been sold by that firm for Vincent
Astor to Rodman Wanamaker. The Noma is now in South
Brooklyn, being thoroughly overhauled, after her two years of
war service. She bears the distinction of being one of the few
American yachts which are entitled to wear a star on their
stacks for having sunk a German submarine. The Noma will
be in commission early next season, after the extensive altera-
tions and improvements which are now being made to her
under Messrs. Tams, Lemoine & Crane's supervision, have been
completed.

The houseboat Gadfly has been chartered to a well-known
yachtsman. The Gadfly will be in southern waters this yeai.
She is owned by R. K. Cassatt of Philadelphia.

The houseboat RuflFhouse has also been chartered for use
in Florida waters.

The Altamaha has been chartered to a prominent yachtsman
for a portion of the season and will be at Miami.

The shallow draft houseboat Weona II has been chartered
to Charles A. Schieran.

The power yacht Degrasse has been chartered for Johnston
L. Redmond to Commander J. K. L. Ross. Commander Ross,
on the completion of this charter, had Messrs Tams, Lemoine &
Crane design for him a fast motor yacht for next season's use.

The power yacht Get There was sold for Frederick A.
Richards to Dr. John A. Harriss.

The 125-foot power houseboat Palisades was sold for G. W.
Perkins to Van Lear Black of Baltimore, Md. The Palisades
was rebuilt and re-engined under the supervision of Messrs.
Tams, Lemoine & Crane.

The 150-foot steam yacht Kasha was sold for the estate of
Geo. H. Macy to a prominent yachtsman.

The power yacht Rambler II was sold for W. D. Ellis to
V. Everitt Macy.

The sloop yacht Pontiac was sold for Henry Carson, Jr., to
Mrs. J. M. Forbes.

The 125-foot houseboat Palisades, one of the largest of the
shallow draft houseboats, suitable for use in Florida, has been
chartered for the entire Winter season for Van Lear Black
to Rodman Wanamaker. The Palisades will leave Baltimore in
a few days for Jacksonville, Fla., with headquarters at Miami
and Palm Beach this Winter.

The 90-foot power yacht Freelance was sold for A. C.
Thompson to Ogden Reid. The Freelance has been re-named
Porpoise.

The 90- foot power yacht Greyling was sold for Charles
Schedel to the Hinckley-Stevens Company. The Greyling was
built from Messrs. Tams, Lemoine & Crane's designs for C. H.
K. Billings.

The sloop yacht Neith was chartered for B. R. Stoddard to
E. D. Morgan.

The power yacht Gleam was sold for the Consolidated Ship-
building Corporation to Mrs. J. M. Forbes.

The steam yacht Elsa II was chartered for the estate of
Harriet L. Curry to a prominent Boston yachtswoman.

The 100- foot power yacht Indian was chartered for Joseph
Van Vleck, Jr., to R. T. Crane, Jr.

The power yacht Kalmia was chartered for O. C. Grinnell,
Jr., to Henry T. Sloane.

The loo-foot power yacht Kestrel was chartered for D. H.
Friedman to a prominent New Yofk yachtsman.

The houseboat Murelett was chartered for the season for
J. A. Nicholson to Mrs. George Lauder. Jr.

The houseboat Day Dream was chartered for J. W. Min-
turn to J. Steward Barney.

The houseboat Weona was chartered for W. J. Henry to a
New York yachtsman for use in Florida.

The houseboat Murelett was chartered for J. A. Nicholson
to J. W. Minturn. The Murelett is now in southern waters.

The houseboat Altamaha was chartered for McCoy Brothers
to F. C. Havemeyer.

The houseboat Murelett was chartered for J. A. Nicholson

(Continued on page 53)

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MIDDEP

January

SEABURY & dcZAPRA, Inc. ^ 150 Namu St, New York

CONSULTING NAVAL ARCHITECTS AND »%rw a^««w«»w m^^my a^^vv a va am

CONSULTING NAVAL ARCHITECTS AND
MARINE ENGINEERS - - VESSEL BROKERS

phone: BECKMAN 2804 cable: "SEAZA.** new YORK

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

JOHN G. ALDEN

Tack Broker and
NbtbI Arcliitect

114SlAtoStr««t
BoHon* Mam.
Tttl«pboB*,Maia3141

Phone SM7Tesant 79J9

A. H. Srenzinger

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT

Plant, Specifications and Estimatet Furnithed

For Alt Typea of Veaaeli

41 Union Square New York

TNOMAS D. BOWBB, M.B.

naval architect and bnginbbr yacht and vbssbl brokbr

Ofices. Lafayette Balldlae Cheitnat aed Fifth Streeta

Bell Fhoee FNILAOKLFNIA, FA. Cable I

r . ..

/I\r-. - '^

/ l\h :

ftVn • 1 J)g-n>^^W

m/^^

iv. v^ L/ ■ ■ y 1

NAVAL

frbdbric b. nook I

ARCHITECT AND YACHT BUILDER 1

BABT «IIBBNWI0N. R. I. Oakl« NIMB ^

WILLIAM GARDNER & CO.
NiYil Aichiticts, Engineen, Yackt & Vessel Bnken

YBclito» Launches and Vessds of All Klmb

No. 1 BROADWAY, NEW YORK

TdcphoM 3585 Rector

J. MURRAY WATTS CabU Add. Mamat •

Naval Architect and Cnsincer Yacht and Veaacl Broker

1 36 South fourth Street Philadelphia, Pa.

FREDERICK K. LORD

NAVAL ARCHITECT

Deaigner of Sail and Motor Boata

' T<L 48M RMior ISO BROADWAY, NEW YORK

Modem Model Yachts

Sailing and Power

Blue prints to work from.
Sawea to shape hulls to work on.

Lead Keek cast. Sails made.
Hottow and solid Spars. Fittingi.
Send for circular

Wm. RICHARDS Si?3M^*l£^'S^

Desiffning and Building
of all Types of Power
Boats a Specialty

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn. CO.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Copyright 1919. Rex W. Wadmaa, lac.

Place Your Order Now

rOR THE NEW BOAT-YOUR INVESTMENT
WILL BE SMALL COMPARED WITH OURS, TILL
BOAT IS READY EOR SHIPMENT. LETS
CO-OPERATE

•KANIATKLIS BOAT « OANOI OO.
SkMMatoles. N. V.

MARINE MODELS

Pattern Making, Inventions Developed

Special Machinery

THE H. E. BOUCHER MFG. CO.

150 LAFAYCTTC STRCCT, N. Y., U. S. A.

Naval Architects, C CiW §L CT F%/ F N Q ^* WilHam SL, New YoA

Engineers, Yacht Broicers V^v/A Ok 3ll-VLi^i3 tclcphoncs: i37s-i376

Compute particulars, pUms and photographs promptly submitted on recHpt of inqmrf. Siaie your requiremeuU.

Large list of yachts of all types for sale or charter.

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53

[ WJH jam H. Griffin "^r^"' Yacht Sailmakcr ]
[ J. W. Lathrop Co. '"^£;^."j gasolene Engines ]

(Gontinned from page 51)
to J. W. Dilworth. The Murelett has also been chartered for
use by J. H. McCullough in Florida, for the latter part of
the season.

The power yacht Kalmia was chartered for Henry T. Sloanc
to E. F. Sanderson.

The power yacht Arroya has been sold for A. M. Hunting-
ton to A. C. Buscher.

The power yacht Glad was sold for D. D. Cooke to a well-
known yachtsman.

The power yacht Florence M. was sold for A. R. Marquis
to S. A. Armstrong.

The yacht Claire was sold for B. C. Pfeiffer to C. W. Drew.

The well-known racing schooner yacht Virginia was sold
for L. F. Crowfoot to H. G. S. Noble. The Virginia will be a
welcome addition to racing on the Long Island Sound next
season. She has been in eastern waters for the past two or three
years.

The 70-foot schooner yacht Simitar has been sold for Miss
E. M. Sinclair to F. F. Carey, and will be raced in Long Island
Sound this coming season. It will be remembered that Mr.
Carey used to own and race the schooner yacht Cygnet, previous
seasons.

The Yankee has been sold for A. G. Bean to R. F. Chambers.

The power yacht M?irion was sold for J. A. Nicholson to
a prominent New York yachtsman.

The power yacht Carmina was sold for the Consolid-^ted
Shipbuilding Corporation to Van Lear Black.

The yacht Loiterer has been sold for the same company to
a Baltimore yachtsman.

TTie 50-foot power yacht Caprice was sold for C. A. Colman
to a New York yachtsman.

This firm's designing department is very busy, having on
their board several large yachts for various clients, as well as
a great deal of commercial work. During the war some sixty
steamers of various sizes were built from Tams, Lemoine &
Crane's designs in Canada, Pacific Coast, Gulf and Atlantic
Coast shipyards, for French, Norwegian, British and American
owners.

A particularly interesting boat, whose designs are now being
completed, is a 140-foot twin-screw Diesel-engined yacht.
* * *

A TEN-FOOT DINK
To increase the interest among yacht club members a com-
mittee of Larchmont Y. C. and several other clubs on Long
Island Sound have commissioned C. D. Mower to design a
simple TO-foot boat. Up to date fifty orders have been placed
by some of the foremost yachtsmen in the country. The com-
plete boat when built in numbers will cost $125.

In designing the boat Mr. Mower had in mind a form that
would be useful as a tender for a power boat or sailing yacht
and so constructed it could be hauled out on a beach with least
possible effort or damage.

To yachtsmen interested in a class or a boat of this type
C. D. Mower of 347 Madison Ave., New York City, will be
pleased to send quotations.

* * *

NILSON YACHT BUILDING COMPANY
The Nilson Yacht Building Company, Inc., of Baltimore,
Md., have extended their plant. They will have three marine
railways, and a modern machine shop is now being erected
on the property. Mr. L. J. Nilson is the general manager and
will be pleased to hear from his many friends.

* * *

NEW BALTIMORE AGENCY
The Frisbie Motor Company has recently completed arrange-
ments whereby it will be represented throughout the entire State
of Maryland by Unger & Mahon, Inc., with show rooms at the
corner of Pratt and Gay Streets, Baltimore.

This move has been made in the interest of Frisbie owners,
as the concern of Unger & Mahon is in a very good position
to take care of all repair requirements that may arise, operat-
ing a marine railway service at the foot of Light Street.

The Frisbie Motor Company would like to have all owners
of its motors who are located anywhere in Maryland call on
the new Baltimore distributors and become acquainted with
them.

* * ♦

NEW FOUNDRY

Fairbanks, Morse & Co. will start the erection in Beloit
next year of the most modern foundry in the world.

This great structure will, when completed, be 900 feet long,
550 feet wide, and will contain 495,000 square feet of floor space.
This structure, including storage of flasks, iron, sand, etc., which
will also be under the roof, will cover eleven acres of ground.
It will be located directly to the north of the present power
house, bordering the River Road.

The completed structure will have an ultimate capacity of
350 to 400 tons of grey iron daily.

This big foundry will eventually employ 1,500 additional
men; and 1,500 more men will be required in other departments
of the factory to meet the increased production that will result.
This means an addition of 3,000 wgrkmen for the great plant
on the hill, an increase of 75% in its industrial army. Fair-
banks, Morse & Co. alone will then employ 7,000 men.

Many months have been spent in planning this enterprise
(Continned on page 55)

Ved Henvendelser til Annoncerende bedes De reffercrc til THE RUDDER

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January

Books for t Mtrtictl Library

ADVANCE IN PRICES— Owins to Ihe increased cost of paper, printins and bind.
inSf we areobiised to advance all oyr new editions of former $1 books to $1 .25

BOAT HANDLING, ETC.
RuDDSs On Sbriis —

On Flags. Their Orisin and Uie. By A. F. Aldridge $o.ss

On Navigation Simplified. Br McAithur i.JS

HandT Jack Book of Navigation Tablet pnper .75

On S^hts. By Sheppard i-oo

On Yacht Sailing 5©

On Yacht Etiquette. By Patterson 1.00

Southward in the Roamcr. By U. C Roome 1.00

Art and Science of Sailmaking. By S. B. Sadler 6.00

Awnings and Tents, Constrirction and Design. By Ernest Chandler $,00

Boat-Building and Boating. By Beard i.3s

Boating Book for Boys i>5o

Book of the Motor Boat. By Verrill las

Book of the Sail Boat. By Verrill i-^S

British and Colonial Flags 60

Handbook of American Yacht RacingRnles a.oo

The Helmsman's Handbook. By B. HeckaUlI Smith 4.00

Kedge Anchor. By Patterson 1.00

Knots and Splices. By Capt. Jutsum 7S

Knots, Splices and Rope Work. By B. Verrill 1.00

Knota. By A. F. Aldridge 1.00

Know Your Own Ship 3*oo

Masting and KigRing. By Robert Kipping i.J5

Motor Boats, Construction and Operation i.so

Practfeal Boat Sailing. By Fraxar «.. i.oo

Racing Schedule Sheets 10

Sailing. By Knight 7$

Sailing Ships and Their Story. By E. Keble Chatterton s.so

Sails and Sailmaldng i.sS

Small Boat Sailing. By Knight fs.ss; by mail s.co

Small Yacht ByTL A, Boardman. . ... ......... . .$j.so: by m^ s.63

The Landsman. By Endgn L. Edson Raff, ist Bat Nav. Mil., N. Y. .so

Yachtsman's Guide 1919 $1.00; by mail i.ss

Yacht Sails. By PMteraon i.oo

SEAMANSHIP

Fy>re4nd-Aft SeaaaatUp So

Merchant Marine Manual >*oo

Modem Seamanship. By Knight $3.00; by mail 3.S5

Notes on Stowage. C H. HUlcoat 3-7S

Practical Seamanship. Todd ft Whall 10.00

Reed's Seamanship 3*oo

Seamanship. By Donne i.«$

Tail's New SeaoMiishipi stb Edition «. 300

SIGNALUNG
International Signala— A Pew Ways to Use the Code.

•Z? *9

Nautical TelegraplL Code. By D. H.

_ Bernard.

Night Signals' of World's

Signal Card

SignalUnff— Intematioaal Code Sisnals
Signal Reminder. By D. H. Bernard..

I.S5
I.SS

.75

1.00

•SO

BOATBUILDING

RVDDBB How TO SlBIM—

How to Build and Rig a Cruising Yawl

How to Build an iS-Poot Racing Cat

How to Build a Flattie or Sharpie ^ ••••••

How to Bolld an Ice-Yacht— with Building Plana of a Scooter

How to Build a Knodmboot

How to Build a Model Yacht

How to Build a Motor Lamwh • • • • •

How to Build a Racer for $30 |»pcr 790; Cloth

How to Bnlld a Rowboat

HowtoBttUdaSUpIn^

How to Build a Small CrvWag Ptower Boat

How to Build a Speed Launch lt "^ "^' "a: * " *

How to Build a 3a-Poot Cmlalag Launch. By H. L. Sfcenc.

How to Build V-Bottom Boats

How to Build a Viper

How to Design and Construct a Power Boat

How to Design a Yacht By C G. Davis.

How to Run a Boat Shop. By Desmond ....................

How to Run and Install a Gasolene Engine. By C Von Colin.
How Sails Are Made and Handled. By C G. Davia

Boatbuilders' bstimating raas

Boat Building and Boating. By Beard

Boating Book for Boys ..j......

Motor Boats. Conatraetion and Opoimtion............... ;.......

Steel Shipbuilders' Hsndbook An Encyclopedia. By C W. Cook

GAS ENGINES
Diesel Enginoi. Marine and Stationary. By A. H. Goldlagham..

nes, J
f Gas

Elements of Gas Engine Design

Gaa Engine HandboolL By Roberta, ytb
Gaa Eaglnea. By UeckiaMt ...........

Gaa Engine. By

Gas, Gaaolene and Oil Enginea. By __,

How to Run and Install a Gaaolene Englno.
Marine Gas Engines. By Claric..

Motor Boats, Construction and Operation

D. HIsooK....
By Von Culln.

OQ Engines. By A. H. Goldlagham

Questions and Answers from the Gas Eagfaio

Resistance of Ships and Screw Propnlaloa.. ,.

Valves and Valve Gears for Gaaolene, Gaa and

Gaa
Pkrt

on _

I, $s.so; Fsrt U,

1.00

1.00

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.75

.75

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DESIGNS
RuDDBB What To Builp Saaiia —

Cabin Plan Book Ii.oo Racer Book ...

Cpit Book pnpcr .50 Schooner Book

Power Cruiser Book i.oo Yawl Book ....

fi.oo
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ICE-BOATS
How to Build an Ice- Yacht— with Building Plana of a Scooter....

YACHT AND NAVAL ARCHITECTURE

Naval Architecture Simplified. By Chaa. Desmond

A Text Book of Laying Off. By Atwood and Cooper

Elemenu of Yacht Deiign. By N. L. Skene

Handbook of Ship Calcuuttiont, Constructibn and Operation

Laying Down and Taking Off. By Desmond.

Machinery's Handbook

Manual of Yacht and Boat Sailing and Yacht Architecture. Kemp

Naval Architecu' Pocket Book. By MacKrow

Naval Architecture. A Manual of Laying-Off. By Watson

Naval Architectuie. By Peabody

Naval Constructor. By Simpson

Practical Shipbuilding. By A. C Holma. 3d Edition

Practical Shipfitting. B7 Shl-Dk

Practical Ship Production. Bv Carmichael

Speed and Power of Shipa. a Vola. By Taylor

Tables for Constructing Ships' Unas. By Hogg

The Power Bost, lU Construction and Deaign. By Schock

Theoretical Naval Architecture. By Atwood

Wooden Shipbuilding. By Desmond

ELECTRICAL

Dry Batteries. By a Dry Battery Eipert

Electrical Circuiu and Discrams. By N. H. Schneider

Electric Wiring, Disgrams and Swhchboarda. By Newton Harriaon

Electric Bells and Alarms •«.

Induction Coils. By P. Marshall

Modern Primary Batteries

Practical Electrlca

Small Accumulators. By Marshall

Study of Electricity. By Schneider

MODEL YACHTS

How to Build a Model Yacht

Building Model Boats. By P. N. Haaluck

Machinery for Model Steamers. . . . .' ,

Model Engines and Small Boata. By Hopkins

Model Sailing Yachta. By Marshall

MARINE ENGINEERING

Calculus for Engineers. By Tjirkman

Elements of Mecnanlsm. Bv Schwamb

New Marine Engineers' Guide

Marine Propellers. By Bamaby

Marine Steam Turbine. By J, W. Sothem. 3d

Manual of Marine Engineering. By Sea ton. . .

Mechanfes' and Engineers' Podcetbook. By Charles H. Haawall.. 4.00
Practical Marine Englneerlnf. By Capt C W. Dyson, U. S. N.. 6.00

3f"o
7.30

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10.00

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NAVIGATION

Navigation Simplified. By McArthur.

American Practical Navi^tor. Bowdltoh tM**Sl

By Hastinf .

ition.

.s Vols.

American Nautical Almanac c
Navigation — A Short Course.
Navigation. By G. L. Ht
Modem Navigatkm. Bv I.
Self Instructor in Navigatkm.
Simple Rules and Problems in Navi
Elements of Navigation. By Hen

Epitome of Navlnatlon. By Norie

Navigation. By Jacoby • • l

Navigators' Pocket Book. By Cant Howard Patterson

Practical Aid to the Navlntor. By Stnrdj

Wrinkles in Practical Navigation. By Lecky

Book of SIgfate Taken la Actual Practtoe at Sea

Brown's Ster Atlas

Deviation and Devlaseope

Manual on Rules of the Road at Son

Pocket Course Book Chesapeake Bay

Pocket Course Book Long Island Sound

Pocket Course Book New England Waters

Pocket Course Book Ptortkind to Halifax

Pocket Course Book Race Rock to Boston light

PuoaLsr's.—

Dead Reckoning

Latitude by Meridian Altitude

Learners' Compass Card

Guide to the Xocal Inspectors' Examination — Ocean Going
— Steam and Sail

New York Pilot and Guide to the Local Inspectors' Ex-
aminatlon

Log Book

Multiplication Table

Seaman's Receipt Book

Tides

Handy Tack Book of Navlgatioa Tables IMper

Ex-Meridian, Altitude, Asbnuth and Star Finding Tables

Tsbles for Correetltig the Observed Altitude, etc. By S. Anfladsea

THE RUDDER

Single Copies, ssc; Monthly, a Year

Bound Volumes: 1910, 191 1, 1916, 1917, 1918

Covers for Binding

Prices Subject to Change.

I.SS

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.3«
.73

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3.00

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4.00
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ABOVB PRICBS INCLUDB DBLIVBRY ONLY WITHIN THB UNITBD 8TATB8. PUROHAStllS IN PORIION OOUNTIIItS MUST ADD tS PtR OINT TO AMOUNT

OF oNDiii TO ooviN DgLivMY. ^^ RuddCT PubllsWiij: Compaiiy, 9 Murray SU New York. N.T.

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55

liSllStesfesJ Your Motor ProWem

When you buy a motor you want reliability, economy of operation and durability.
You want to avoid breakdowns, loss of service and repair bills.

The Red Wing THOROBRED is built to answer these requirements. Sub-
stantial working parts, fine machining of all parts, scientific designing and
trouble-proof lubrication that does away with vibration and wear, big bearings —
accuracy that is not outdone in a Swiss watch. Those are some of the reasons
why every THOROBRED owner is a walking advertisement for Red Wing Motors. The man who owns one knows.
Our literature describing our five sizes sent free upon request. 10 to 40 H.P. They bum either kerosene or gasoline.

RED WING MOTOR COMPANY, Dept R. Red Wing, Minn., U. S. A.

Unit Po«*r Plaat •■•d*! *'P** TNOROBRlD

S«-«e N.P., 4 1-l«xS'*
PanilslMd with •r wHiMiit Unit P«w«r Plant

(Continued from page 58)
with the result that every protection for the safety and health
of the employees, every modern, scientific foiindry device, every
improvement in the casting of gray iron will be incorporated
in the Beloit plant.

Electric cranes will carry the raw materials to and from
the big cupolas. Electric grab buckets will unload the moulding
and core sand and coke. Electric magnets will grip the raw
pig iron and remove it from the cars. Electric cranes and con-
veyers will carry all molten metal from the cupolas to every
mould, whether for giant castings of lo.ooo pounds or for tiny
ones of a few ounces.

TO BUILD LARGEST TANKERS

The Newport News Shipbuilding & Dry Dock Company
has contracted to build for the Standard Oil Company of
New Jersey two tankers to cost $3,500,000 each.

These vessels will have a deadweight capacity of 20,500
tons and they are to be delivered early in 192 1. These vessels
are to make 11 knots and will carry 140,000 barrels of fuel oil.
The largest tanker at the present time has a d.w. capacity of
18,000 tons and was built in a British yard.

The Standard Oil Company has now a contract with the
Federal Shipbuilding Company at Kearny for five 10,000- ton
tankers. The Bethlehem Shipbuilding Corporation is building
six of 7,150 d.w.t. each. Four of these are building at Sparrows
Point and two at Fore River.

The Atlantic, Gulf & West Indies Steamship Lines have
placed contracts iPor eight tank steamers with four shipbuilding
companies. The Sun Shipbuilding Company will build two of
10,000 tons each. Two arc to be built at Newport News. The
A. G. W. I. will spend about $18,000 for these vessels.

TO SELL GERMAN SHIPS
The United States Shipping Board has decided to sell the
ex-German and ex-Austrian cargo vessels whfch were interned
at the outbreak of the war. There are thirty- four ships aggre-

gating approximately 210,000 d.w.t. No special price has been

fixed. The Board will receive bids for each vessel. The names
and d.w. tonnage of these ships are:

Deadw'ght

tons Speed

Amphion 8,970 1 1

Andalusia 7,475 9

Appeles 11,230 12.4

Arapahoe 3,000 13

Arcadia 6,915 9.25

Artemis 11,925 12.5

Black Arrow 7,050 1 1

Casco 7i90O 12

Chillicothe 3,500

General H. F. Hodges 4,065 10-75

Honolulu 8,150' 9

Huron 1 1,060 14. 5

Isonomia 6,020 10

Icsco 1^00 9

Midget 600

Minnow 300

Monticello 11,365 10

Montpelier 9,675 12

Meuse 6,890 10

Nipsic 2,500 9

Nyanza 7.978 10

Oconee 4,116 8

Osage 7,220 9.5

Pamee 7,200 10.8

Pecjuot 8,900 10

Qumnebaug 2,000 8.25

Rapahannock 12,674 12

Raritan 1,500 8.5

Tunica 7,653 9.5

Wabash 6,775 10

Wachusett 6,160 10

Yadkin 2,898 8.5

Yazoo 2,200 12

Yucca 4,630 8

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The Allen Dense-Air Ice Machine

contains no chemicaU.

...juHAfk

It is placed in the engine room* while the ice-making box and meat rooms
are at distant plaoas of the steamer

Steam Yachts— Atalanta, Constant, Riviera, Emeline,
Apache, Electra, Nourmahal, Josephine, Virginia,
Thespia, Dorothea, Alcedo, Enterprise, Felicia,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Rheclair, Aztec, Rambler,
Surf, Sultana, Emrose, Guinevere, Cyprus. Nearly
three hundred in daily service in the tropics on
men-of-war, steam yachts and mercantile steamers.

H. B. ROELKER

Designer and Manufacturer Screw Propellers

41 MAIDEN LANE. N. Y.

QUISTCONCK MADE A FORTUNE

J. H. Rosseter, formerly director of the Division of Opera-
tions of the United States Shipping Board, recently told the
Senate Committee on Commerce that the ships operated by the
Government made fabulous sums. The Quistconck, the first
Hog Island ship started out on a freight-carrying voyage,
earned $597,622 in a single trip of ninety-two days* duration
and a net profit of $461,151.

She went to Panama, then to New Orleans, then to Savona,
and back to New Orleans. The Quistconck was the last ship
to come in under the war rates. The offsets on the voyage
were depreciation $37,800 and interest $18,900.

Mr. Rosseter said that several ships under private manage-
ment made more than this. One vessel, managed by the Pacific
Mail as operating agents for the United States Shipping Board,
made a run to Calcutta from San Francisco in one hundred
and ten days and earned over $800,000. This was a Pacific Mail
ship taken by requisition by the Government and operated
under fixed rates by the Shipping Board. There was a profit
in this run of over $750,000, Mr. Rosseter said. Rates were
$66 a ton then to Europe, British rates were $88 this way,
and in certain licensed cargoes as high as $110.

"Profits," remarked Mr. Rosseter to the committee, "were
fabulous, unbelievable."

The witness said thhat losses due to sinkings and other
causes amounted to about $27,000,000, which was charged against
the Board's insurance division.

"DEAD RECKONING"
In every ship's log, in all books of instruction, in all work^
on navigation, and in innumerable other publications, we find
a special point made of the "dead reckoning" on board ship.
Why dead? It has been for a century or more a stumbling
blodc to investigators, and, as Daniel Defoe would have said,
"lexicographers have gone astray in this unknown channel."
One after another has attempted to arrive at some reasonable
explanation of it, but has had to abandon the task as hopeless,
for when they have marshalled all the facts at their disposal

it is always found that the operations which the word covers
are anything but dead. They are, indeed, very much alive!

Henry Harries, acting marine superintendent meteorological
office, thus explains the phrase in the London Morning Post:

"It was not until nearly the close of the Eighteenth century
that printed log books were supplied by the Admiralty. Long
before that officers were compelled to keep a journal, the form
of which was only gradually developed. Originally it was on
loose sheets of small size, and the columns, when introduced,
had to be ruled by hand. The log of the Dreadnought, 1679,
had twelve very narrow columns on a page. For want of space
the column for the latitude, 'deduced from the reckoning,' as
Riddle has it, was headed Ded. Latt.

"This abbreviation Ded., for 'deduced,' has become cor-
rupted into dead, which has for generations served to exercise
in vain the most learned savants on two continents to get at
its real and in the result perfectly simple meaning. There is
not a mariner who, on reading this explanation, will fail to
realize that deduce is the only word which correctly expresses
the method of obtaining his so-called dead reckoning. He
deduces his position from the account he has kept, just as
any tradesman deduces his profit or loss from his account."
* * *

GOLD CUP DATES

The American Power Boat Association's gold cup races will
be held on September 4th, 6th and 7th next year, it was an-
nounced by the Gold Cup Committee.

A plan to hold the races early in July was abandoned upon
the protest of the Mississippi Valley Power Boat Association
that it would conflict with a regatta at Minneapolis.

Gar Wood of Detroit, several times winner of the Gold Cup
event, announced that he would send two boats overseas to con-
test for the Harmsworth Trophy, off the Isle of Wight, during
the week of August loth. They will be the hydroplanes Miss
Detroit IV and the Miss America.

Mr. Wood also announced he would offer a $5,000 trophy
for a race confined to boats not over forty feet or under twenty-
six feet in length, to be held in connection with the Gold Cup
event.

BILGE PUMP

Ho. t.ftit Brass, S8. »o. 2. '?" .T" S6.

Fog and Ships' Bells
for all size crafts

Jingle Bells» PuUsi Gongs,
Cranks^ etc

8EVIN BAOS. MfG. CO.
Cast Hampton Connectkiil

Please mention THE RUDDER when writing to advertisers

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NEW CHANNEL AT MIAMI BEACH

By the cutting of a channel i,cxx) feet long, loo feet wide
and 12 feet deep from the Government Ship Channel to the
north end of the Gulf Refining Company dock at Miami Beach,
Fla., a harbor of sufficient depth to accommodate yachts of not
more than 9 feet draught has been created.

This new channel, which has been dug by the Gulf Refining
Company so that company barges can be brought to the docl^
connects with what is known as the Speedboat Race Course
and on which Carl G. Fisher annually holds a regatta. This
course lies along the west shore of Miami Beach, is practically
two miles long and more than half a mile in width. It is
virtually land-locked, thus aflfording safe anchorage under all
conditions. Miami, slightly more than two miles' distance,
across the bay, is easily accessible.

The course is entered from the Government channel imme-
diately it emerges through the peninsula on the bay side, and
leads north along the seawall, or bulkhead. The channel is
staked and lighted on the port entrance side. Ultimately this
channel and race course will be dredged to a depth of 20 feet,
while a great yachting basin will be laid out and maintained
by Mr. Fisher at the upper end of the course.

The City of Miami Beach, Mr. Fisher and residents of
Miami Beach invite all yachtsmen, especially those going on
and returning from cruises in southern waters, to stop in and
enjoy the freedom of the port.

4t * *

THE DREADNOUGHT

The packet-ship Dreadnought of Newburyport made the
shortest passage across the Atlantic ever accomplished by a
sailing vessel, and this pamphlet gives a detailed account of
the trip. It also describes the famous mutiny which occurred
on another voyage, and includes a short account of the packet
service in genersd.

The pamphlet contains several illustrations of well-known
packet-ships and a very rare deck plan of the Dover of 1828.
It has an attractive blue paper cover with a paper label. 23
pages; 8vo; price $1.00, postpaid. Address Book Dept., The
Rudder Publishing Company, 9 Murray Street, New York City.

TANKER FOR VACUUM OIL COMPANY

The Vacuum Oil Company has placed an order with the
Moore Shipbuilding Company, Oakland, Cal, for a io,ooo-ton
tank steamer. This vessel will be similar in design to the
tankers built by this firm for the United States Shipping Board.
The general dimensions are 425 feet length over all, 57 feet
breadth, draught 33 feet. She will carry 72,999 barrels of oil.

Every part of the tanker will be built by the Moore Ship-
building Company, including a triple-expansion reciprocating
engine and Scotch marine boilers. The tanker is to be deliv-
ered in June, 1920, seven months after the contract was signed.

This makes the third contract awarded the Moore Ship-
building Company by private corporations within the month,
the other two being freighters for the Matson Navigation
Company, of San Francisco, Cal. The freighters for the Matson
Company will cost in excess of $5,000,000 and are to ply between
San Francisco and Honolulu, and are to be especially adapted
to the Hawaiian trade. They will be the largest freighters
ever built on the Pacific Coast. When these freighters are
completed the Moore Shipbuilding Company is to build for the
Matson Navigation Company a fast passenger steamer, furnished
with the most modern equipment from bridge to keels and to
cost $4,500,000.

The new passenger vessel will accommodate 750 first-class
passengers and will ply between San Francisco and Honolulu.
No third-class passenger accommodations will be installed and
only 4,000 tons of freight will be carried.

HARLAN PLANT VERY BUSY
J. E. Powell, vice-president of the Bethlehem Shipbuilding
Corporation, announces that he has secured enough contracts
to keep the Harlan plant at Wilmington, Del., in full operation
throughout 1920 and a portion of 1921. The company has
offered $1,200 in prizes to the workmen at the yards for sug-
gestions towards reducing the cost of bolting up ships in an
eflfort to cut down overhead. The best suggestion in each
yard will win $100 and the most feasible from all the yards
will win $500.

The Rudder Marine Directory

A TRADE LIST of SHIPBUILDING, SHIPPING and MARINE INDUSTRIES

ITS VALUE TO BUTERS

The Equipment List for Purchasing Agents, which is the most important part of
this Trade Directory, consisting of 1060 classification headings, and under which the goods
manufactured will be classed, is a ready reference list for the purchasing agents of the
shipbuilding Plants and Shipping Companies.

The 1920 Edition of The Rudder Marine Directory will contain a list of names and
addresses of over 7,500 firms under the following headings :

211 Builders of Steel Ships— Their Officers, Engineers and Purchasing Agents.

661 ;; ;; wooden ships ;; ;; ;; ;; ;;

40 ** ** Composite Ships **
66 Concrete ohips

1899 Ship Owners and Operators and Steam Vessel Owners..

369 Ship Repair Plants. 45 Heavy Oil Engine Manufacturers.

162 Dry Docks. 26 Turbine Engine Manufacturers.

118 Marine Insurance Companies. 61 Naval Architects.

468 Boatbuilders. 1923 Vessel Owners.

298 Gasoline Engine Manufacturers. 124 Ship Brokers.

21 Kerosene Engine Manufacturers. 104 Ship Chandlers.

3700 Manufacturers of Ship Fittings and Equipment.
The size of The Rudder Marine Directory is made to conform with the recommendation of the National
Association of Purchasing Agents at their recent convention (6x9) and is substantially bound in blue cloth.

Price $5.00

THE RUDDER PUBLISHING CO.,

9 Murray Street, New York City.

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58

.RUDDER

January

1

llJJiili.

YOUR BOAT, ENGINE OR EQUIPMENT

in storage is not worth its keep and unless talcen care of will soon be worthless. A fifty-cent advertisement will turn

an old outfit into money, besides siving the purchaser an opportunity of making it useful and a help to the sport.

Advertisements 2c a word each insertion, minimum charge 50c. Heavy-face type, double price.*

Money must accompany copy. Forms close 10th of tlie month preceding.

[^ ^ ^e AA ^* ^'^' from photograph fumlghed by yon, prepare a half-tone plate of year boat, neasaring 3^ lacheslwlde

r^Or 9D»\3\3 by 1 Inch deep, and print same with a 50-word description.

For $ 10*00 half-tone plate 3^ Inches wide, 2K Inches deep and 100-word deacriptlon.

No. 2108. — ^FOR SALE — Highspeed cruiger, 87 ft. by 7 ft. 6 in. by
2 ft. Built 1916. 90 h.p. Sterling Motor. Toilet, wash basin, run-
ning waiter. Two berths in cabin. Lazy back seat in cockpit. Hand-

somely finished and in perfect condition. G. W. Ford Yacht Agency,
80 East 42d St., New Tork City.

AUXILIABT KEEL TAWL, ample freeboard, moderate orerhangs, roomy
cabin, w. c, 26x28x9x4 ft. Price $650.00. Tucker, 48 Tremont St.,
Boston, Mass.

No. 1266.— FOR SALE — Oruisins knockabout, 41^ ft. o. a., 26 ft. l.w.I.,

10 ft. beam, 6 ft. 8 in. drauflrht. 6,500 lb ouUide lead ballast,

double-planked. Designed by Crowninsnield, built by Lawley regardless

of expense. Roomy cabin finished in paneled mahogany; 6 ft. headroom.

Oalley with coal stove, toilet room, two berths in forecastle, large coek-

fit. In exceptional condition in every way, ineludinff brand new mast,
s sound and absolutely tight. For sale with or without power tender.
John O. Alden, 148 State St., Boston, Mass.

r HARRY W. SANPORD

YACHTS— SHIPS

501 firm AVE., at 42d ST., N. Y.

TCL. VANDCRBILT 969

Bnker for tke cematrmctlom, tmlm aad charter at all typaa at

yackts aad commorclal vasaala

FOR SALE — Leece-Neville 24-Volt Starting and Lighting System with
Willard Battery. In good condition. Bargain. Address: Frank
Pace, Larchmont, Norfolk. Va.

FOR SALE — Motor Cruiser. 36x9x2 Vi ft. Cedar-planked, copper-riveted

fastening, finished mahogany, double stateroom forward, large cabin,

galley and lavatory, six feet head-room, four-cylinder Palmer engine,

self-starter, bulkhead control, smart and economical in operation and
very able.

^ „^]SP boathouse 40x16 ft. with railway and power winch. Address
B. F. Hathaway. 192 Bamaby St., Fall River, MaSs.

CANADA'S EXCLUSIVE WHOLESALE AND RETAIL MARINE EN
QINE JOBBERS. Dominion's Largest Distributors. Free Illus-
trated Catalog showing 22 American Manufacturers' Makes. CANADIAN
BOAT AND ENGINE EXCHANGE, LIMITED, TORONTO.

The Complete Files and Records
of

STANLEY M. SEAMAN

YACHT BROKER
1900-1917

have been purchased by the

G. W. FORD YACHT AGENCY

30 East 42nd Street New York City

Corretpondence with hit former cUoits it aolicited.

Hagan el favor mencionar el RUDDER cuando etcriven

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to

February 1920

Sho

w

• •

THE

pudder

Trice 25 Cents

Piece Work

npO THE REAL WORKER it means a Fat Pay
^ Envelope Every Saturday at the Submarine
Boat Corporation. Especially for Good

Riveting Gangs

Riveters

Holders-on

Heaters

Passers

Ship Fitters

Drillers and Reamers

Regulators

Erectors

and other Trades

The fairest basis of reward for labor is piece work. Production on an hourly
basis treats the conscientious worker and the slacker alike. But piece work
renders a just discrimination.

The day rate as set by the Wage Adjustment Board states that Riveters should
receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and
so forth. Our piece workers in these departments average from 15 to 20%
higher. The piece work pay is what you make it.

Unskilled but Ambitious Men are Wanted to Learn

the Various Trades

If you desire to become a Shipworker you can learn quickly,

efficiently and thoroughly at our training school.
GOOD PAY WHILE LEARNING. $.46 to .56 per hour.

NEW YORK, N. Y., "b«ty St., Jtnay Coitnl R. R.
Lmit* t:13. M», t:4«. 7:53 A. M.

JERSEY CITY, N.J. JackMBAT*..JwM7 CutralR. R.
Vtm i-M, ttM, S:M A. M.

NEWARK, N. J. »«>««> St., J«M7 C«itna R. R.

L«i*« fcSt. fcM, fcM. 7!M. StU A. M.

AIM take Troltar MailMd "Pwt

Nawaric".

TRAIN SCaiEDULE

BAYONNE, N. J.

GiMBTllla StatlMi. LahlthValUf
L«iv«a7:MA.M.

ELIZABETH, N. J. BttebMb Statton. Janay CaamI
R. R., LaaTaa t:M A. M.

ELIZABETHPORT. Laavaa t>55 A. M.

COME TO EMPLOYMENT OFFICE OF

SUBMARINE BOAT CORPORATION

NEWARK BAY SHIPYARD

PORT NEWARK, N. J.

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Fifteenth Annual Power-Boat Show

Grand Central Palace, New York, February 20th to February 28th

Under the Auspices of the National Association of Engine and Boat Manufacturers

EXHIBITION COMMITTEE

JOHN J. AMORY, Chairman

JAMES CRAIG

President HENRY R. SUTPHEN, Ex-officio

CHARLES A. CRIQUI
IRA HAND, Secretary

Directory of Exhibits

The following is a list of the exhibitors at the show, telling where they are to be found and what is being shown.

Two full-page diagrams of the floors occupied have each space lettered or numbered. The blocks

in which boats and engines are shown are on the main floor. The spaces are on the mezzanine floor.

Main Floor (Diagram Next Page)

American Balsa Company, Inc. Block B-s The Bridgeport Motor Company, Inc. Block E
Will exhibit Lundin decked lifeboats and Welin quadrant Will exhibit the following engines: Model 40, single-cjrl-
daTits, a tunnel-stern steel river launch of sturdy construe- inder, 45^x5 in., two-cycle, 4j4 h.p., 500 r.p.m.; model 50, sm-
tion specially designed for use in shallow, fast-moving rivers, gle-cylinder, Sjixsji in., two-cycle, 6 h.p., 500 r.p.m. ; model
or where strong towing power is desired. The Welin davits 80, two-cylinder, 4%xs in., two-cycle, 9 h.p., 500 r.p.m.; model
mounted on a portion of ship's deck and the boats chocked 100, two-cylinder, 5^x5 J^ in., two-cycle, 12 h.p., 500 r.p.m.;
exactly as they are on board ship, so that the simple opera- model 142, two-cylinder, 55^x6j4 in., four-cycle, 14 h.p., 500
tion of these davits can be demonstrated. r.p.m.; model 243, three-cvlinder, 6^x754 in., four-cycle, 30
A small Balsa life raft is included in the exhibit, which h.p., 400 r.p.m.; model 363, three-cylinder, 7^/ixg in., four-
weighs but 40 !b, yet will support five persons in the water, cycle, 45 h.p., 375 r.p.m.; model 484, four-cylinder, 754x9 in.,

Many of the latest water sporting goods are constructed four-cycle, 60 h.p., 375 r.p.m.

of Balsa, the new buoyant material, which is one-third lighter Representatives, H. H. Brautigam, H. O. Cram,

than cork. They will show Balsina surf boards, large Balsa ♦ ♦ ♦

fish camouflaged in fantastic colors; the Balsa chair float, of C. N. Cady Company. Block G-2

horseshoe shape, in which the bather can float about while A complete line of marine engines,

comfortably seated; also Balsawaiian boards, copied after the ♦ » » '

original Hawaiian surf boats. The Carlyle Johnson Machine Company. Block K

* * * Will exhibit a complete line of their Model F reverse

Aeromarine Plane & Motor Company. Block M f,f^!! ,Zt\ ""^^^n.?} ^^r}.lTl F'''^''^^' -Ju^fl T" ""-^^

wru 1.-U-* X 1- J • J ^ 1. J Show their b. H. P. Bud E manne engme, with latest equip-

WiU exhibit one two-cylinder engine and two one-cylinder ment, as well as a complete line of friction clutches,

engines. One engine is cut m sections, showing the working * * *

parts in actual operation. Cape Cod Shipbuiijding Corporation. Block A-6

* * * (Successors to Cape Cod Power Dory Company)
Bruns, Kimball & Company Will exhibit a 20-ft. special Cape Cod dory launch, a i6-ft.

Will represent the following engine manufacturers at the ^^® ?°^ ^^^^^ ^^?t» 2-h.p. Palmer, a 17-ft. club sailing dory,

show: 21 14-it. heavy fishing boat suitable for an outboard motor, a

Sterling Engine Block E ^^"^*- Aat-bottom rowboat, a lo-ft. skiflF or tender.

Doman Engine .Block K rp^^*„*^*

Kermath Engine Block K ^^^ ^^^ Engine Mfg. Company. Block N

Hartford Engine Block K A full line of Clay engines.

Gray-Prior Engine Block K ♦ ♦ »

Wolverine Engine Block L Consolidated Shipbuilding Corporation. Block A2-3

Sterling will have the new G. R. valye-in-head model. (Formerly Gas Engine & Power Company and Charles L.

Kermath will display a new size 40-h.p., selling at $1,500. Seabury & Co., Consolidated)

Doman will display their new 6x7 type. Will exhibit the following: 40-ft. mahogany runabout,

Uray-Pnor will have one of their 36-h.p. medium-heavy cabin forward; 32-ft. stock mahogany runabout. 30-ft. coupe

models, as well as a sectional Hartford motor. yacht tender, 21-ft. yacht tender, and a full line of Speedway

Wolverine will display one of their famous heavy-duty engines, with the exception of heavy-duty motors,

machines. * * *

Sterling will be represented by Mr. Criqui, president of Columbian Bronze Corporation. Block L

the «)mpany, Mr Mutchler and Mr. Bruns^ ,,.,,. A line of propellers, struts, rudders, stufiing boxes, stern

Kermath will be represented by Mr. Farr, Mr. Kimball bearings and shaft logs will be exhibited as in former years.

and Mr. Lobenthal. , a u xi, ^ w xr- ,_ „ ^" addition to this we will have a bronze blade and hub of a

Doman will be represented by Mr. Bruns, Mr. Kimball 15-ft. diameter bronze propeller, illustrating the growth of

and Mr. Lobenthal. * j u %# o,. 1,. ^, ^^^ business in this class of material. The motor ship line of

Gray-Pnor will be represented by Mr. Shellmgton, Mr. equipment will also be displayed, several sizes of propellers.

Bruns Mr. Kimball and Mr. Lobenthal. complete shaft logs. etc.. being shown. ^ '

Wolverine will be represented by Mr. Bruns and Mr. The exhibit will be in charge of Mr. Wilbur H. Young,

Kimball. vice-president.

Digitized by VnOOQ iC

LEXINGTON AVE.

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DEPEW PLACE

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February

THE««ft

RUDDER

Delaware Marine Motors Company. Block C
A complete line of engines.

* 4i *

The H. C. Doman Company. Block K
Will exhibit the following: One-cylinder, 5x6 in. fish boat
engine; one-cylinder, 5x6 in. lifeboat engine; two-cylinder,
4>ix6 in. unit power plant; 4-cylinder, 4^x6 in. unit power
plant; four-cylinder, 6x^7 in. unit power plant.

4t 4t *

W. C. DiSBROw Jr. Block G-i

A complete line of marine engines.
41 41 41

The Elco Works. Block B2-3
Will exhibit the following: A new model of the Cruisette,
equipped with a 36-h.p. J. V. B. engine; a 50*ft. Elco stand-
ardized cruiser, equipped with a new type four-cylinder Stand-
ard engine of 75 h.p.; a 36- ft. Elco Express, equipped with a
loo-h.p. Elco engine having electric self-starter, lighting plant
and necessary equipment; a speed of 26 miles is guaranteed.

4t 4t *

Evinrude Motor Company. Block E
Will exhibit marine engines, centrifugal pumps, boats and

canoes.

Representatives in charge, C. J. Meyer, Oluf Mikkelsen,

H. Biersach, O. A. Dole and Hans Mikkelsen.

* ♦ ♦

Fairbanks, Morse & Co. Block F
Will exhibit the largest type of oil-injection engine ever
shown at an exhibition.

4t * 4t

Fay & Bo wen. Block A-i

Will exhibit the following: Two complete runabout
launches, one of which will be a 24x5-ft. Junior runabout,
with Model L-41 engine of four-cylinder 22 h.p., speed 16
miles an hour. A 30 ft. x 5 ft. 6 in. raised-deck runabout, with
Model L-63 engine, six-cylinder 50 h.p., speed 20 miles an
hour. A full and representative line of four-cycle gasolene
marine engines. These engines will be Model L-40, Model
L-41, Model LN-42, Model L-43, Model L-44, Model L-63,
Model L-64, and Model TG-45.

The LN-42 is a new design, just placed on the market.
Model TG-45 is also a new engine which they are just bring-
ing out. It is a slow-speed, heavy-duty engine, four-cylinder,
bore 6>4 in., stroke^ 8 in., weight 3,800 lb, r.p.m. 550, rated
55 h.p.

* * 41

The Frisbie Motor Company. Block E
Will exhibit the following: 5-h.p. single-cylinder, 4^x5 in.,
motor, equipment A, also slow-down attachment; 7-h.p. sin-
gle-cylinder, 6x6 in., motor, equipment B, kerosene attach-
ment; lo-h.p. double-cylinder, 4^x5 in. motor, equipment B,
Atwater-Kent ignition; i6-h.p. motor, double-cylinder, 6x6 in.,
equipment B, Atwater-Kent ignition; 25-h.p. motor, three-
cylinder, 6x6 in., equipment B, Atwater-Kent ignition; 30-h.p.
motor, three-cylinder, 4^x5 in., equipment B, Bosch DU mag-
neto, enclosed reverse gear; 40-h.p. motor, four-cylinder, 6x6
in., equipment B, Bosch DU magneto, enclosed reverse gear;
75-h.p. motor, six-cylinder, 6x6 in., equipment B, with Bosch
magneto, enclosed reverse gear and electric-starting and
lighting outfit.

W. E. Gibb, sales manager, will have charge of the exhi-
bition. The following representatives of the company will
also be present: Mr. Russell A. Frisbie, designer of the motor;
Mr. Kirk W. Dyer, treasurer; Mr. T. H. Travis, manufactur-
ing superintendent, and Mr. William Wamester. chief drafts-
man. They will be pleased to receive any engineering prob-
lem visitors may have to present during or after the show.
41 * 41

The Gray & Prior Machine Company. Block K
Will exhibit one of their 36-h.p. Gray-Prior Model D-4
marine engines, equipped with Leece-Neville two-unit electric-
starting and lighting system. The 36-h.p. Gray-Prior is one
of the handsomest engines ever turned out and well worth
a careful inspection.

They will also show a sectional view of the Hartford
two-stroke type.

Representative in charge, J. C. Shellington.

* 41 *

Gray Motor Company. Block G-i
Will exhibit a complete line of their two-stroke engines;
also the four-stroke type in larger powers.

Hall-Scott Motor Car Company, Inc.

Will exhibit a special type of high-power marine engines.

41 41 «

Hyde Windlass Company. Block H
Will exhibit a complete line of Hyde propellers, both tur-
bine type and No- Weed; also a large steering apparatus and
a special type davit.

* 4t *

International Shipbuilding and Marine Engineering

Corporation. Block A-4
Will exhibit a 32-ft. cruiser, complete with cruising equip-
ment, selling at $3,500, and a 32-ft. bridge-deck model, double
cabins, selling at $4,000. Both models are equipped with the
new 40-h.p. Kermath engine.

Representatives in charge, Mr. F. M. Hartman, vice-
president; W. J. Deed, naval architect; David Conner, super-
intendent.

* 4t *

The J. V. B. Engine Company. Block E
Will exhibit a 36-h.p. marine engine selling at $1,000,
and is the latest production of Joe Van Blerck.

* * 4^

J. W. Lathrop Engine Company, Inc. Block C
A complete line of Lathrop two-cycle and four-cycle en-
gines.

41 * ♦

Geo. Lawley & Son Corporation. Block B-i
Will show a special boat, built and finished in the usual
Lawley fashion.

41 * *

Luders Marine Construction Company. Block A-5
Will exhibit a concave V-bottom type, 50 ft. over all by
10 ft. breadth, having a speed of 35 miles; driven by two 300-
h.p. Sterling engines, turning about 1,500 r.p.m. The en-
gines are electrically started, and the whole outfit, engines,
boat and equipment, contains some unique features.

* 4t *

The G. H. Masten Company, Inc. Block J
A line of life preservers and boat equipment.

4t 4t 4t

J. W. J. MoxLEY & Son. Block J
Several styles of cruisers built by the firm.

4t 4t ♦

Manus Motor Works. Block B-6
Will exhibit their new heavy-oil engine in two sizes, a
jYj single-cylinder, and a two-cylinder 30 h.p. These engines
are built in one, two, three and four-cylinder models, up to
and including loo-h.p. sizes; also a Manus-powered lifeboat,
and the usual line of Manus engines, ranging from 3 h.p. to
10 h.p.

4t * 4t

Oluf Mikkelsen. Block E
A line of Evinrude motors, canoes and small boats.

* 4t 4t

New York Yacht, Launch & Engine Company. Block C
Will exhibit a complete line of Twentieth Century en-
gines and a new model developed this year. These engines
are successfully operated on kerosene and are of the heavy-
duty type.

4t 4t 4t

Niagara Motors Corporation. Block G-2
A full line of Niagara engines.

4t 4t 4t

Palmer Bros. Engines, Inc. Block C
Will exhibit the following engines: Model Q-i, 2j^-h.p.,
two-cycle, 3^-in. bore, 3^-in. stroke; model Q-2, 5-h.p., two-
cylinder, two-cycle, 394-in. bore, 3^-in. stroke; model C, sin-
gle-cylinder, 4-h.p., two-cycle, M. & B. ignition; model P-2,
two-cycle, 8 to 10 h.p., two-cylinder, J. S. ignition; model
NL-i, single-cyclinder, four-cycle, 3^-h.p., 454-in. bore, 454-
stroke; model NR-i, single-cylinder, four-cycle, 5-in. bore, 6-
in. stroke, 5-h.p.; model RW-i, with Palmer reverse clutch,
single-cyclinder, four-cycle, 6-h.p., 5^-in. bore, 6-in. stroke;
model RA-2, two-cylinder, four-cycle, with built in clutch,
4J/2-in. bore, 6-in. stroke; model NR-3, three-cylinder engine,
with built in clutch, four-cycle, 5-in. bore, 6-in. stroke, 1 5-h.p.;
model NR-4, four-cycle, four-cylinder, 20 to 24-h.p., 5-in. bore,
6-in. stroke; model F-4, four-cylinder, four-cycle, 6^-in. bore,

8-in, stroke, 32-h.p., Atwater-Kent ignition; model F-6, six-
cylinder, four-cycle, 6H-in. bore, 8 in. stroke, 50-h.p., Atwater
Kent ignition; model NK-2, two-cylinder, four-cycle, 7^-1

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February

bore, lo-in. stroke, 20 to 25-h.p.; model NK-3, three-cylinder,
four-cycle, 7^-in. bore, lo-in. stroke, 3S-h.p.; model NK-4,
four-cylinder, four-cycle, 50-h.p., 7J^-in. bore, lo-in. stroke;
model NK-6, six-cylinder, four-cycle, 80-h.p.

Representatives in charge, E. E. Palmer, C. A. Hatheway,
G. E. Geiser.

4t 4t «

Park-Loichot Engine Corporation. Block G-2
A complete line of the engines they represent in New
York.

4t * 4t

Peerless Marine Motor Company. Block G-2

Will show several sizes of Peerless engines.

* * *

Red Wing Motor Company. Block C

* * *

Engines to be exhibited: Model A, 14-20 h.p., bore 3^^ in.,
stroke 45^ in., cylinders cast in pairs, with gray iron crank
case, equipped with Dixie magneto, model R Schebler car-
bureter, built in Paragon reverse gear; model AA, 18-24 h.p.,
bore sH in., stroke 4n in., cylinders cast in pairs, with gray
iron crank case, equipped with Dixie magneto, model R
Schebler carbureter, built in Paragon reverse gear; model F
motor, 28-36 h.p., bore 41^ in., stroke 5 in., cylinders cast en
bloc, gray iron crank case, detachable cylinder head, equipped
with Dixie magneto, model R Schebler carbureter, built in
Paragon reverse gear, Leece-Neville two-unit twelve-volt
electric starting equipment; model B motor, 32-40 h.p., bore
414 in., stroke 5 in., cylinders cast en bloc, gray iron crank
case, detachable cylinder head, equipped with Dixie magneto,
model R Schebler carbureter, built in Paragon reverse gear.

Exhibit in charge of Verrier & Eddy Company, 254 West
34th Street, New York City, the New York representatives.

Red Bank Yacht Works. Block B-4

Will show several boats.

* ♦ *

Regal Gasolene Engine Company. Block C
Will exhibit the following engines and lighting plant:
2-h.p. model "Y" marine engine, one-cylinder; 20-h.p. model
"UC" marine engine, four-cylinder; 3o-h.p. model "EC" ma-
rine engine, four-cylinder; i8-h.p. model "JB" marine engine,
two-cylinder; ^-k.w. "Regalite" electric lighting plant.
41 * ♦

ScRipps Motor Company. Block G-i
Will show a full line of Scripps engines and their latest
model.

4t 4t ♦

C. C. Smith Boat & Engine Company. Block M
Will exhibit a partly finished hull of a racing boat to
show the method of construction. The boat will be equipped

with a Grant engine.

* 41 41

Sterung Engine Company. Block E
Will exhibit a model FH, 25-55-h.p. motor; a model FM,
eight-cylinder, 120-170-h.p. motor; a model F, 300-h.p. duel-
valve engine of the type that powers the Conejo, which has
a speed of over 31 miles an hour; a model D 12-15-h.p. en-
gine, intended for fishermen and small heavy cruisers and
work boats; also one of the model FC, six-cylinder, 130-145-

h.p. motors as built for driving electric generators and cen-
trifugal pumps; and one of the model E, 17-25-h.p. light
cruiser and runabout engines will also be in the exhibit. The
new dual valve-in-the-head Sterlings will be represented by
a model GR, eight-cylinder, 5^-in. bore, 6M-in. stroke, 300-
h.p. engine, equipped with a manganese bronze upper crank
case and various other features peculiar to Sterling motors.
A GR six-cylinder motor of the same bore and stroke, which
develops 225 h.p. at 1,500 r.p.m., will be shown, together with
a sectional mounting of one of these motors. These are the
overhead dual-valve Sterlings which have been developed the
past season, and which operate on a fuel efl&ciency not sur-
passed by any engine the world over. Tests were run on a
fuel consumption of .51 lb per b.h.p. hour, with water tem-
perature at about 70* This is equivalent to .122 gallons per
b.h.p. hour. ^

The company will b^ represented by Mr. C. A. Criqui,
president; Mr. J. L. Killean, sales manager, and by Mr.
Maurice E. Mutchler, advertising manager, Mr. Mutchler be-
ing in charge during the fore part of the exhibition.
♦ ♦ ♦

Toppan Boat Mfg. Company. Block B-4
Will exhibit the following : A 22-f t. dory launch, 9/12 four-
cylinder Universal engine. Completely equipped $1,000. An i8-ft
three-in-one power dory, 3-h.p. Palmer with reverse gear. This
boat can be used as a row boat, power or sail boat. Price $425.
A i6-ft. hydroplane, 9/12 Universal motor. Complete for $950.
A 12- ft. Toppan yacht tender, price $95.

Van Blerck Motor Company. Block F-1-2
Will exhibit one each of their four, six and eight-cylinder
Model "M" marine motors, and one four-cylinder commercial
motor.

Verrier, Eddy Company. Block C
Will exhibit the following Lathrop engines: 3-h.p. single-
cylinder two-cycle ; 4-h.p. single-cylinder two-cycle ; 5-h.p. single-
cylinder two-cycle; 6-h.p. It. model single-cylinder two-cycle;
7-h.p. single-cylinder two-cycle; lo-h.p. two-cylinder two-cycle;
i2-h.p. two-cylinder four-cycle; i6-h.p. two-cylinder four-cycle;
2i-h.p. three-cylinder four-cycle; 30-h.p. three-cylinder four-
cycle; 28-h.p. four-cyhnder four-cycle; 40-h.p. four-cylinder

four-cycle.

41 * *

Wolverine Motor Works, Inc. Block L
Will exhibit the following: One six-cylinder 11 -in. bore by
i2-in. stroke Wolverine four-cycle marine engine, equipped to
use kerosene oil as fuel. One three-cylinder 32-h.p. 7^-»n. bore
by 9-in. stroke four-cycle Wolverine marine engine, complete
with kerosene equipment, and one four-cylinder 35/40-h.p. gaso>
lene marine engine.

The system of ignition on these engines is high tension jump
spark, with batteries for starting and magneto and coil of latest
approved design.

The engines are of the closed base type and are equipped
with mechanically operated lubricators and Wolverine reversing
gears. Special features are simplicity of design and construction
and ease of accessability to all working parts, and the six-cylin-
der engine is equipped with electric self-starting device.
mm*

Wisconsin Motor Mfg. Company. Block B-7
Will show a runabout with silver trimmings and a line of
Wisconsin motors.

Mezzanine Floor (Diagram Next Page)

The A-C Electrical Mfg. Company. Space 34
Will show a cabinet or stand displaying V dynamo, 7-volt,
S amperes; K dynamo, 15- volt, 10 amperes; 4-L dynamo, i7-volt,
20 amperes; M dynamo, 40- volt, 20 amperes. 6-E switchboard,
6-volt Light and ignition; 6-B switchboard, 6-volt light and
ignition; 12-E switchboard, 12-volt light and ignition; 12-B
switchboard, 12-volt light and ignition ; 32-B switchboard, 32-volt.
Also display a full set of marine lamps, including search lig:ht,
and on the same display stand will be a full set of interior side
wall and ceiling lights for launch. These will all be fitted with
lamps burning. In addition will have in operation a complete
12-volt lighting and ignition system. A full line of governors
and spring bases, etc., and two of latest model direct connected
auxiliary lighting systems of 12 and 32-volt for general water
craft lighting.

The Allen Corporation. Space 13
Will exhibit Pronto Fire Extinguisher. This is the latest
and last word on fire extinguishers and the first practical outfit
so sell at a reasonable price.

m m m

American Bosch Magneto Corporation. Space 90

A complete line of magnetos.

m m m

Brooklyn Varnish Mfg. Company. Space 26
Display of Kauri waterproof spar varnish, yacht enamel and
deck paint; with photog^raphs of boats showing actual use of
same. Also moving water wheels showing waterproof qualities
of Kauri products.

Representatives: C. B. Andrews, J. G. Carl, R. B. Ander-
son, J. W. Wilson and D. C. Anderson

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February

Geo B. Carpenter & Co. Space 41
Will not have any exhibit of goods or appliances, but Mr.
Stanley Wood, who is in charge of the Marine Department since
his return from the A. E. F., and Mr. J. W. Sackrider, Admiral
of the Mississippi Power Boat Association, will be in charge
of the booth.

« « 4(

Champion Spark Plug Company. Space ^3
A complete line pi Champion spark plugs and spark plug
cleaners.

* * *

Chicacx) Varnish Company. Space 35
A complete line of their varnish products.

* * «

The J. H. Curtiss Company, Inc. Spaces i and 2
Will be on hand as for years past with a complete display
of bathroom requisites, yacht toilets and lavatories.

* ♦ ♦

Cutting & Washington Radio Corporation. Space 17

Will consist of the following: One 2-k.w. transmitter and
motor generator; one 5^1 -k.w. transmitter and motor generator:
one 3/10-k.w. transmitter and motor generator; one type 8B
receiver; one type gA receiver.

The last item is a new piece of apparatus and will be of
particular interest to those familiar with radio apparatus.

They will have sets in operation, using a phantom antenna,
and will thus be able to demonstrate to visitors the distinctive
quality of the note of Cutting and Washington apparatus, which
enables these sets to be distinguished from other makes. This
distinctive quality of note has enabled land stations here to pick
up messages from vessels equipped with their sets operating off
the French coast, which is rather unusual for the size of sets
on board the ships.

Visitors will note the simplicity and ruggedness of the ap-
paratus and the high quality of workmanship.

They sell sets outright and we have so perfected the ap-
paratus that it is practically as fool-proof as a ship's dynamo.

« * 4c

The Debevoise Company. Space 29

A full line of paints, etc.
E)e Lisser Manufacturing & EIxport Corporation. Space 84

Will exhibit a complete line of ball bearings and automatic
speed wrenches.

* * ♦

C. D. Durkee & Company. Space 92
A complete line of Eells anchor. Crescent anchor, Curtiss
yacht capstans, binnacles, compasses, ship telegraphs, lamps,
wicker furniture, Divin hood.

« * «

Eiseman Magneto Corporation. Spaces 78, 79, 80, 81

Will display the following: A standard large four-cylinder
magneto, type G4; also the type G4 equipped with their type
IS-2 im'pulse starter coupling. A smaller four-cylinder instru-.
ment, type GS4, equipped with the type IS-2 impulse starter.
A type G4/2-180 magneto, which is an instrument suitable for
firing two-cylinder four-cycle engines having a i8o-degree crank
shaft. A type GR4 magneto with dash coil, the combination
giving dual ignition, battery and magneto, the magneto being
itself a self-contained high-tension instrument. A larger six-
cylinder instrument, type GN-6. A type M4 G6 magneto-genera-
tor, whch is a self-contained high-tension magneto, on which is
mounted an electrically separate generator giving a possible out-
put of 12 amperes at 6 volts, and which readily takes care of
the current for both starting and lighting. This machine will
be shown in actual operation.

They will also show one and two-cylinder magnetos of
various sizes, a highly interesting bi-sected magneto, a show case
containing all the parts used in one complete magneto, a dis-
play of the Eisemann eyelet terminals and forming tool, and
also other miscellaneous articles such as couplings, etc.

All of the magnetos shows will be of the standard Eise-
mann waterproof type, in which the entire housing is cast in
one piece, and on which the electrical connections are all made
right inside of the instrument and are thus protected from
moisture.

* * *

Hubbard H. Erickson & Co. Spaces 60-62
A complete line of large hardwood steering wheels, a new
type windlass, cast bronze running lights, galvanized seamless
cowl ventilator, cabin lighting fixtures and heavy type spark
and throttle control. Also searchlights.

4c 4t 4t

Ericson Mfg. Company. Space 75
A complete line of Berling magnetos.

Edison Storage Battery Company. Spaces 30-31
A full line of storage batteries and other products for
marine use.

* * *

Fire Gun Manufacturing Company, Inc. Space 36
Will exhibit tetrachloride fire extinguishers, which arc
fully approved for power boat use.

m * *

Generator Valve Company. Space 39
A complete line of carbureters, check valves, whistles,
bilge pumps, strainers.

* ♦ *

Chas. H. Gillespie & Sons. Space 32
Will exhibit Monarch Bull Dog paint and varnish re-
mover and Monarch spar varnish.

Booth will be in charge of Mr. L. H. Kronfeld.
« « ♦

Higgins & Seiter. Space 44
A display of china and glass service for yachts.

4( * ♦

Ideal Engine Company, Inc. Space 82

Will exhibit marine lighting plants.

* * *

Knox Motors Associates. Space 58
Will show a Knox 40-h.p. valve-in-the-head marine
motor. Seperate parts of the motor will also be displayed
on an exhibition board. The 40-h.p. sells for $1,500 f.o.b.
factory.

« « *

L. O. KovEN & Bro. Spaces 43-45
Tanks for submarines, gasolene tanks, air whistle tanks,

exhaust manifolds, rudders, ventilating stacks, oily waste

cans, and other specialties.

Robert Menthe will be in charge.

* ^ *

The Leece- Neville Company. Space 24
A complete line of starting and lighting equipment.

4t 4c ♦

McCord Manufacturing Company. Space 77
A line of force-feed oiling equipment.

* 4c *

The Motor Meter Company, Inc. Space 86
We will exhibit our distance type model '*A" Boyce moto-
meter, for use in marine engines.

4c 4c *

Monarch Valve Company. Space 25
A full line of Monarch carbureters, check valves, strain-
ers, etc.

4c 4c 4c

Navy Gear Manufacturing Corporation. Space 12
Line of reverse gears, capable of taking care of from 5
to 450 h.p.

41 41 4c

National Life Preserver Company. Space ys
The National Life Preserver Company will exhibit the
famous Ever-Warm safety-suit in six sizes — for men, women
and children — on life-sized models, and will also have young
men and women giving actual demonstrations of putting the
suit on "in less than a minute." The suit will be shown in
detail also, with the patented closure and self-adjusting elas-
tic neckpiece, which makes the suit perfectly watertight; the
Kapok pads or lining which gives it the remarkable buoyancy
which enables the wearer to support and help rescue several
other persons, etc. In all this, the simplicity of the one-
piece garment will be made apparent. There will be ofHcial
records and illustrative proof of the approval by the United
States Navy and how the Ever- Warm safety-suit has saved
many lives in actual sea disasters. These will include data
of the President Lincoln tragedy, where the suits saved and
protected many lives, including the sick, who were afloat or
in boats for over sixteen hours, and similar instances, as of
the Aurania and other ships. It will be shown how the suit
has been and is being used by the thousands of fishermen,
motor-boat owners, steamship men, marine men generally,
yachtsmen, aviators, travelers and others. The slogan, which
has become famous with the suit, is "You cannot drown, you
cannot chill!" It keeps you afloat indefinitely, absolutely pro-
tected from exposure to cold, water, wind and spray.
Representative in charge, Andrew E. Puckrin.
Others in attendance, O. A. Youngren, J. A. Watt, M. A.
Clouser, O. F. Kaiet, Mortimer WarshgCW^W. 1

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February

RUDDEI)

Space 51

North East Electric Company.
A full line of their product.

* * *
Paragon Gear Works. Spaces 20-21

(Evans Stamping & Plating Company)
They will exhibit a few samples of Paragon reverse gears
— the gear that is known wherever boats and engines are
used. In addition they have some special announcements to
make when the show opens, and extend a cordial invitation
to all to call at their booth, where they will have a most at-
tractive display.

* * *

P. D. Motor Sundries Corporation. Space 40.
A complete line of their product.

* * *
Rochester Boat Works. Space 38

Will show plans and specifications of stock boats built
by the firm.

4t 4t 4t

Rudder Publishing Company, The. Space 28
The Rudder, the oldest magazine devoted to yachting.
Yachting embraces all departments of the pastime, power boat-
ing, sailing, racing, cruising, building, designing, navigation,
piloting, etc. The Rudder Publishing Company's complete
Yachtsmen's Library of books on marine engines, power boats,
navigation and boat handling, etc.

Representatives, Andrew Paterson, Arthur F. Aldridge.

:¥ * *

Splitdorf Electrlcal Company. Spaces 61-53
A full line of electrical equipment.

4t 4t 4t

Stromberg Motor Devices Company. Space 66
A complete line of Stromberg carbureters.
41 41 41
The Simms Magneto Company. Spaces 83-85

Will show waterproof and dustproof magnetos, as well as
magnetos of open construction.

They will have in attendance: V. W.
engineer; A. J. Poole, sales manager; L.
manager; A. E. Norris, sales engineer.

* ♦ ♦
Sinclair Refining Company.

Will exhibit Sinclair oils.

* * *

Edward Smith Company. Spaces 22-23
Nature of Exhibit: Varnish makers' and color grinders*
highest quality varnishes, coatings, enamels, etc., for motor
boats, yachts, vessels, canoes and all water craft, "Spar
Coating," "Aquatite," "I.X.L. No. i" (cabin interiors). "I.X.L.
Floor Finish" (protected decks), etc.

Representative in charge, Mr. E. A. Spink; also Mr. James
F. McBride, Capt. Gustav Lambert, Capt. A. V. Walters and
Mr. Chas. R. Wheeler.

* 41 41

Smith-Meeker Engineering Company. Spaces 30-31
A full line of the various types and sizes of the Edison
storage battery for radio, lighting and ignition, both on pleasure
and commercial vessels. Gasolene direct connected generating
units of J^-k.w. and i k.w., both in hand-control and full auto-
matic, as manufactured by the Matthews Engineering Co., of
Sandusky, Ohio. The hand-control direct connected 5 and 7^-k.w.
generating sets, as manufactured by the Winton Engine Works,

Kliesrath, consulting
F. Acker, asst. sales

Space 27

Cleveland, Ohio. Standard radio auxiliary control switchboards

as well as various types of yacht switchboards. Incandescent

and arc searchlights as well as a complete line of marine fixtures.

« 41 41

Smith & Serrell. Space 50
A complete line of Francke flexible couplings.

4t 4t 41

The Snow & Petrelli Mfg. Company. Spaces 67-69

Will exhibit a full line of Joes reversing gears, one-way

clutches and safety rear starters. The new feature of exhibit is

Joes "Husky" gear designed especially for heavy oil burning

engines and work boats. Ratio of reverse speed 85 per cent.

t * *

The Sperry Gyroscope Company. Space 91

A complete line of Gyro ship stabilizer, gyroscopic compasses,
roll & pitch recorder, marine searchlights, navigational equip-
ments.

Representative in charge, R. B. Lea.

4t 4t 4>

W. & J. Tiebout. Space 18 or 19
Will exhibit a general line of marine and motor boat hard-
ware. The exhibit will cover dry docks, shipyards and the whole-
sale trade. A line of interior fittings for cabins, staterooms, etc.
Also show some standard deck fittings, portlights, bells, chain,
shackles, anchors, fenders, flags, turnbuckles and the many fit-
tings that are necessary to the motor boat, either large or small.
Representatives in charge: John Tiebout Jr., Harry Mall,
Fred Korn, Joe Peneno, Charles F. Taylor, George V. Carlin,
John Gillespie and Charles Schult.

* * *
Valentine & Company. Spaces 47-49

Will exhibit a complete line of valspar, valspar enamels and

val enamel.

* 41 41

The Wheeler Schebler Carbureter Company. Space 56

Will exhibit a line which is siritable for marine purposes,

also some special instruments that they make for boat and ship

use. Also exhibit a few other models for the benefit of persons

interested in some of their models for pleasure and commercial

use.

* * *

E. J. Willis Company. Spaces 87-89
A complete line- of reverse gears, rear starters, electric light-
ing outfits, electric lamps, searchlights, steering gears and wheels
for speed boats, propellers, rudders^ boat meters, ships clocks,
horns, whistles, bells and complete line boat hardware.

Mr. Sam Kaplan, Mr. S. Baisden, F. Frericks will be in

charge.

* * ♦

C. A. WooLSEY Paint & Color Company. Space 16
A line of copper paints, yacht whites, adamant deck paint,
seanl compounds, spar varnish, etc. Display of large color cards
and signs distinctive of line, and distribute a variety of adver-
tising matter.

Percy Varley, sales manager, will be in charge of the booth
with assistants and be glad to welcome friends and customers
of the house, also furnish information regarding the application
of their products to those interested.

4t 4t 4t

R W. ZuNDEL Company, Inc. Spaces 74-76
A full Hne power boat accessories, such as our new loud
sounding electric horn, Perfex ignition, Hendricks and Wizard
magnetos, lighting outfits, bilge pumps, spark coils, alcohol and
kerosene cook stoves, etc.

MARCH FITTING- OUT NUMBER OF

WJDDER

will contain a complete description of the Show and an article on the
engines exhibited of unusual value to all prospective engine buyers

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February

.-.^^' ^

GASOLINE

MARINE

ENGINES

■^

'— — MWinin iwmwiii

I — «»«z:":.::":;::;""""i

^RE YOUR GUESTS GLAD

TO GET ASHORE?"

Or, do they say **good-bye" with
keen regret that their delightful cruise
with you is ended ?

^jt * *
Which is it— on your yacht?

« « «
No owner, however courtly and genial
he may be, can make his guests happy
if the yacht itself isn't right.

« ♦ ♦

In these high-strung, nervous days, an
outing on a substantial, smooth-running
yacht is wonderfully alluring. Who
does not love it? But, if every moment
on board means giving your nervous

system the ''third degree," if there is no
escape from the laboring throbs of the
engine, if the yacht itself vibrates in-
cessantly, where then is the joy of either
host or guests?

♦ « ♦
Engine power need not be violent. It
can be so steady, so velvety as to do its
work — even its hardest work — without
disturbing the most sensitive guest.
That's why yachts powered with Winton
gasoline marine engines are delightful.

« ♦ «
Five sizes, 80 to 200 H. P., six and
eight cylinders. May we send you full
information?

WINTON ENGINE WORKS

2118 WEST 106TH STREET CLEVELAND, OHIO

Dealers: New York — Rost, Angstman & Gricsc, Inc., 1778 Broadway.
New Orleans — A. Baldwin & Co., Ltd. Jacksonville, Fla. — Gibbs
Engineering Co. San Francisco — F. G. Bryant, 424 Ellis Street.
Seattle, Wash.— H. W. Starrctt, Sunset Engine Co.

Please mention THE RUDDER when writing: to advertisers

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THE

RUDDER

Edited by
Arthur F. Aldridge

Yachts

Commercial Boats

Engines

and

and

and

Yachting

Equipment

Accessories

Copyricht 1920, by The Rudder Publishing Co., New York. NOTICE— Tht eontemts of this magaxiut, includint all artiehs, iUuttrationt, plant and dttlgut, art covered by
copyright, and their reproduction it absolutely forbidden toithout the content and permittion of THE RUDDER PUBLISHING COMPANY.

Volume XXXVI

February, 1920

No. 2

Fifteenth Annual Power Boat Show

THE fifteenth annual exhibition of the National Asso-
ciation of Engine and Boat Manufacturers, which
will open in the Grand Central Palace on Friday evening,
February 20th, will be a record breaker in every way.
Never in the history of the association has there been
such a demand for space ; and Secretary Ira Hand, who
has managed ten of these shows, has been hard pressed
to find room for all who wished to be among the ex-
hibitors.

It is two years since there was a show of this kind.
The last was held in 1918 and naturally it was disappoint-
ing from an exhibitor's standpoint, because all interests

were then centered in the war. No show was held last
year, but this year the National Association decided that
the show was necessary, because the time had arrived
to bring together all interested in power boats, engines,
etc. That the National Association was right has been
proved before the doors of the show are opened.

When the notices of the show were sent to the mem-
bers they promptly responded, making application for
space, so that to have accommodated all with the room
each asked for would have meant finding a building with
double the capacity of Grand Central Palace. This was,
of course, impossible; and so the exhibition committee

Ding; A 61-Foot Otnlior, Ownod hj Xhiftiii Farniim, Doilgnod and Built hj Fellowi k Stowurt, Wilmington, Oal.

Siz-07lind«r 130-146 H.F. Sttrling Enginei; Spood 24 X.F.H.

Eqnlppod With Two Model F8

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la

February

i^^^p^^.

Knox 40-H.P. Valve-ln-tlie-Head Medium Duty Engine

had to cut down here and there and by so doing the
exhibition will this year be more representative than it
was ever before.

The show will be the most representative exhibition
ever held in this country, as it has drawn manufacturers
from California, Louisiana, Maine and all other sections
of the country.

Almost every type of engine built, and many that have
made records in war work as well as in commercial ways,
will be shown. There are heavy duty, medium duty, high
speed as well as outboard engines and all sizes between.
The old line engine men will show their latest productions
and there are a number of new engines that will be ex-
hibited for the first time, and some unusual features
are claimed by the new comers.

In the boat section the committee managed to allot
space for forty craft, and were then obliged to turn down
all further applications for space.

The boats cover almost everything that floats, from
a ID-foot Dink to a 50-footer. There will be outboard
dinghies, dories, speed boats, runabouts, cruisers of the
regulation type and the latest production in express cruis-
ers by the foremost builders.

After considerable figuring and cutting of comers
the lower floor was filled up chock-a-block, and the upper
floor then received .ittention. Here an appilling condition
presented itself, as there were two applicants for every
inch of space.

The various allotments were cut down and as far as
possible evtry one taken care of.

Wolverine Heavy Duty Engine

All the new wrinkles in hardware, magnetos, spark
plugs, self starters, paints and boat equipment will be
shown in endless variety and it will pay to spend con-
siderable time in carefully inspecting this section of the
exhibition.

Ira Hand has succeeded in arranging one of the largest
and most remarkable shows in the history of the sport.
It will be well worth going miles to see and no yachtsman
can afford to miss it.

Henry R. Sutphen is president of the National Associ-
ation and as such he is an ex-officio member of the ex-
hibition committee. Mr. Sutphen has had a wide experi-
ence with these exhibitions, having been chairman of the
exhibition committee for many years, and while in that
position has seen the show grow from a very small aflPair
until it is now the most popular exhibition of the winter.
The exhibition committee this year is John J. Amory,
James Craig and Charles A. Criqui.

The annual power boat show is not only an exhibition
of boats, engines and everything that goes with a boat or
engine but it makes a break in the long cold Winter when
yachtsmen get together and are able to talk about yachting
and plan for the coming season. The show is like a breath

MUnni Heavy Oil Engine

of salt air to them ; and as they see the new boats they
have a tingling to get afloat. The show is a great exhilara-
tor. It revives dormant interest among old time yachtsmen,
it stimulates longing among the young and rising genera-
tion and it makes converts from many who have never
been active in the sport, but who, when they see the attrac-
tive cruisers, become converts to the most healthful sport
in the world.

Fashions change in power boats and in fact in all
pleasure craft just as they do in women's hats and gowns.
Some yachtsmen are so fastidious about being up to date
that they have new boats each season, while others who
cannot aflford this luxury study the new models and new
engines, look for anything new in the way of accessories
and fittings, and try to bring their yachts as up to date as
possible.

So the show at the Grand Central Palace will be a
meeting place for all. Those interested in the sport and
in the industry will come from all parts of the country ;
and this year, because the war is a thing of the past and
because yachting is now booming in a very substantial
way, the gathering will be larger and more representative
than ever.

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February

RUDDER

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Perhaps the most interesting feature of the show will
be the exhibit of the Fairbanks-Morse Company, which
is a 200-h.p. semi-Diesel engine. This exhibit will be all
the more interesting when it is realized that it is the larg-
est single unit ever shown in an exhibition hall. It weighs
36,cxxD lb (18 tons), and the engineers who have charge
of its transportation and final placing in the exhibition
have been somewhat worried.

This year the show has been extended. In former
years it was purely an exhibition of comparatively small
craft and small engines, but many of the concerns who
specialize in small work or pleasure boats and in com-
paratively sniall engines also build large engines and large
boats and the accessories and fittings for these engines
and boats ; and in the show this year some of the larger
things will be seen. The Columbian Bronze Corporation
not only makes propellers for yachts, but also for cargo
steamers ; and in its exhibit will show one blade and the
hub of a propeller, and this part weighs 9,000 lb. The
Hyde Windlass Company will also exhibit some of the
large propellers it specializes in.

The largest yacht on the floor will be a 50- foot standard-
ized cruiser exhibited by the Elco Works which has a
large salooi^, an owner's stateroom furnished with a
double berth. This yacht is driven by a new type 7S-h.p.
four-cylinder Standard engine which gives a speed of
13 miles an hour. The Elco Works will also exhibit a

Cape Ood Power Dory

36-foot Elco Express which with a loo-h.p. Elco engine
makes 26 miles an hour. A new cruisette will be shown
in two styles, one a cabin yacht and the other an open
boat. The hulls of these two yachts and their power plant
are idlentical, but the purchaser may finish this hull in
any way he wishes without any change to the hull, decks,
engine installation, steering gear, etc. The new cruisette
is equipped with the new J. V. B. engine which develops
36 h.p. and gives a speed of 12 miles an hour.

The Consolidated Shipbuilding Corporation will ex-
hibit four boats, a 40- foot mahogany runabout with cabin
forward, a 32-foot stock mahogany runabout, a 30-foot
coupe yacht tender and a 21 -foot yacht tender as well as
a full line of Speedway engines with the exception of the
heavy duty types. The 40-foot runabout is a Sedan and
it is said to be the most handsomely constructed and
artistically finished boat ever turned out from the Morris
Heights plant.

The Luder Marine Construction Company of Stam-
ford will send down a day cruiser 50 feet long, 10 feet
wide, which will make 35 miles an hour. This boat has
accommodations for ten or twelve persons. It is of the
concave V-bottom type. It is equipped with two of the
new model dual valve-in-the-head Sterling engines of
300 h.p.

Lawley from Boston is to send to the show two of his

Toppan, Three-ln-Ona Dory

most attractive boats. Fay & Bowen will send three. The
International Shipbuilding & Engineering Corporation of
Nyack will show two 32-foot cruisers. This company is
specializing in standardized cruisers, which it will build
at moderate cost, and two of these yachts, the first built,
will attract some attention.

The Toppan boats, so well known everywhere, will be
at the show as usual. There will be a 22-foot smooth
planked dory launch, an 18-foot three-in-one power dory,
a 16-foot hydroplane and a 12-foot yacht tender. The
three-in-one dory can be driven with the i-h.p. engine,
sailed with a leg-o'-mutton sail and jib or rowed very
easily.

The Red Bank Yacht Works will exhibit a cruiser
and a runabout. The American Balsa Company will show
a large life boat and a tunnel stern boat built of steel.
The Wisconsin Motor Mfg. Company will have a novelty
in the way of a runabout with silver trimmings. With
silver at its present high price this should prove a big
attraction. The Wisconsin Company will also show its
fine line of engines.

Another life boat will be exhibited by the Mianus
Motor Works. This boat is powered with a lo-h.p. engine
which is installed in an airtight compartment. This boat
is completely equipped and will be placed on a steamship
for which it was built at the close of the show. This
company will also exhibit two-cycle engines and a new
heavy-oil engine. This will be shown in two types, a
30-h.p. double cylinder and a yyi-h.p. single cylinder.

The Albany Boat Corporation will have one or two
runabouts. The Cape Cod Shipbuilding Corporation will
show a 20-foot dory launch, a 16- foot lake and river boat
designed for inland waters, a 17- foot sailing dory, a 14-
foot boat for an outboard engine, a 12- foot flat-bottom
row boat and a lo-foot skiff.

The Aeromarine Plane & Motor Company will exhibit

(Continued on page 44)

New Bloc Ornisette, Oabln Model

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Victory Now Yacht Sebonac

rr^HE Victory, built by the Elco Works as a submarine
X chaser, is now owned by Thomas A. Howell, a mem-
ber of the New York and other yacht clubs, and is known
as the Sebonac. Sebonac is now in Southern waters, and
is to make an extended cruise among the West Indian
Islands, visiting the many sugar plantations.

Victory was built to show what could be done to
handle the submarines, and as an improvement over the
8o-footers built by the Elco works for the British and
the I ID- footers built for this country. In her trials the
new vessel showed remarkably well, being far superior
to the others in speed, in sea-keeping qualities, in accom-
modations and economically. Her trials made under the
supervision of representatives of the Navy Department
were very satisfactory, but the signing of the Armistice
ended the need of such vessels, and Victory was used as
a despatch boat in connection with the work done by the
Submarine Boat Corporation at the Newark Bay Ship-
yard.

Mr^ Howell was in need of a good fast boat. The
Elco management showed how the sub-chaser could be
transformed into a yacht very easily, and the purchase

was made. Irwin Chase, who designed the vessel, planned
a new interior arrangement, and in place of ammunition
rooms, officers' and men's mess rooms and other quarters
usually found on a naval vessel, the Sebonac has com-
fortable staterooms and quarters for a yachtsman who
wishes to make extended cruises.

The dimensions of the boat, 127 feet length over all,
125 feet load water line, 17 feet 6 inches breadth and
5 feet draught, were selected to make a craft somewhat
larger than the no- footer, in order that it might have
better sea-keeping qualities, good accommodations for
a larger crew and greater carrying power. The propor-
tions of breadth and depth to length are somewhat greater
than in the smaller boat, and the freeboard is also greater.

The lines of the underbody are the development from
a series of fourteen models. The particular model for
the Victory was towed at the University bf^Michigan
Naval Tank and showed exceptional low residuary resist-
ance at the designed trim and speed.

The main engines are built by the Standard Motor
Construction Company, and have the same cylinder
dimensions as the seven-cylinder units which were put

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Profile^ Deck and Accommodation Plans of Victory Before She Waa Changed Into a Tacht. This Type of Tacht May Become Popnlar With
Those Who Want Priyate Perries to Carry Them to and Prom Their Homes and the City

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15

in the 80 and 1 10- footers. The Victory has twin screws
with 440 rater b.h.p. on each shaft, at 460 r.p.m. Two
six-cylinder engines, 220 h.p. each, are set tandem on
each shaft. In reaHty these two engines are one and they
are set on one base. Just how satisfactorily these work
has been demonstrated in the many trials made by the
Victory. The four engines on two shafts are better than
the three-screw arrangement in the no- footer, both as
regards efficiency of propulsion and in the maneuvering
qualities of the boat. The maximum speed obtained in
the I lofooters with 700 h.p. was 16.3 knots. That same
power drives the larger vessel 18.8 knots, and with
880 b.h.p., the rated power of the engines, over 20 knots
was obtained. The propellers, specially designed by Mr.
Chase and cast by the Columbian Bronze Corporation,
are 4 feet diameter, while in the no- footers they are
3 feet diameter.

Especial attention was paid to the stowage of the gas-
olene fuel. A nest of cylindrical steel tanks are arranged
vertically in a watertight compartment just abaft the
engine room. The total capacity, of the tanks is 4,000
gallons, which gives a cruising radius of about 2,000
miles, which is exceptional for a boat of this type. By
arranging the fuel tanks .in a vertical position in small
cylindrical tanks, no swash plates are required, and by
using air pressure to transfer the fuel from the tanks
to the engine float boxes, no openings in the bottoms of
these tanks are required. In this way the two greatest
sources of danger are eliminated. The engine trunk ex-
tends over the fuel compartment, and good ventilation
and accessibility are obtained in this manner. The tanks
are provided with riser ipies, which serve the double
purpose of filling and discharge. They are led- to the
manifold and strainer on the engine room bulkhead, as
is also the filling pipe. Just above) these valves are the
respective air valves, so that the engineer in charge has
before him all connections which are at all likely to leak,
in plain sight and readily accessible. The strainer box is
so arranged that all fuel is strained both when the tanks

are being filled and when it is being drawn to the float
boxes. It is provided with a sight gauge, so that if any
water should be forced through the strainer it may be
noticed and drawn off before its lever reaches that of
the float box fuel valves.

The Victory used a little over three gallons of fuel
per mile at ISJ^ knots, and at 17.3 knots the fuel con-
sumption was four gallons per mile.

The plans published herewith speak for themselves.
In the Victory there were accommodations for thirty-
three men. The galley was accessible to both the officers
and men's mess rooms, which counts for the comfort of
the crew. A watertight door in the forward engine room
bulkhead provides a very desirable emergency exit. The
deck arrangement was such that there was ample space
for armament, lifeboat and rafts.

The lighting equipment consists of two individual
4j4 k.w. Standard lighting sets, with a storage battery.
The whole system is of one voltage, that is, no volts,
simplifying the wiring and switchboard arrangement as
much as possible.

The cover this month shows this vessel, now known
as the Sebonac, fitted as a yacht, with masts, and flying
the American yacht ensign and her owner's private signal
and his club burgess. Another picture herewith shows her
as the Victory, a submarine chaser fitted as a war vessel.

As a yacht the interior has been changed. There are
now two double staterooms, two single staterooms and
two bathrooms aft. Forward there are two single state-
rooms, a galley and accommodations for a crew of nine
men. The dining room is on deck under the pilot house,
and is in what was originally the chart room, As origin-
ally arranged the pilot house contained the steering wheel,
the compass and the engine telegraphy Under 3iis was
the chart room, which was fitted as the officers' mess
room, with settees, table, buffet, and on one side the chart
rack.

(Oontinaed on Page 40)

Vi^ory, m She Wm Wlien Built for Uie m % Submarine OliMer. The Ctoyer Pictorei Show This Vessel Fitted Ont ai a Tacht. She ia Now the

Sobonac, Owned by Thomaa A. Howell, and ia Omialng in Southern Watera

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The Trend of Yachting

By C. D. Mower

NOW that yachtsmen are giving thought to the build-
ing of new yachts to take the place of those turned
over to the Government for war service it will be inter-
esting to see what types are developed and what the gen-
eral trend of design will be. The day of the large steam
yacht is probably past, as the almost prohibitive cost of
building vessels of this type, coupled with the cost of
keeping them in commission, and the difficulties of the
crew question, put them beyond the reach of all but a
very limited number of yachtsmen of the millionaire class.
The large power yacht of from lOO to 150 feet in

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Lanal, a Houieboat of Modem Type

length, driven by internal combustion engines, will un-
doubtedly take the place of the older type of steam yacht,
as every point of comparison is in favor of the motor-
driven vessel. Perhaps the best argument in favor of
the motor yacht is that owing to the greatly reduced
space occupied by the machinery an owner can get in a
motor yacht of 150 feet the accommodation of a 200- foot
steam yacht, or in a motor yacht of about 100 feet length
he may have the comfort and accommodation of a 150-
foot steam yacht. This reduction in the size of vessel for
a given amount of owner's cabin accommodation means
a great reduction in the cost of building and maintaining
a yacht suitable to an owner's requirements, and there
is also the very important consideration of size of crew
required. Not only is the crew reduced by reason of the
smaller vessel, but in addition the motor yacht requires
a smaller crew than would a steam yacht of the same

size, owing to the smaller engineroom force required.
For example, one competent man can handle the engine
of a motor yacht where the steam yacht of the same size
would require a chief engineer, assistant engineer and
two firemen.

The Diesel type of motor, using the cheaper grades
of oil fuel, makes the operating cost less than the steam-
driven yacht and avoids the very objectionable feature
of frequent coaling.

The electric drive will undoubtedly be extensively
used in the near future, as it offers many advantages, and

Weemootah, a Modem Type Baiied-Deck Oralier

wonderful opportunities from an engineering standpoint.
This equipment consists of one or more units of direct-
connected generators driven by a medium high-speed
internal combustion engine, furnishing power to a slow-
speed electric motor, direct connected to propeller shaft.
One, two or more propellers may be used and all may be
controlled from the bridge as easily as an electric auto-
mobile is operated. With this power plant practically all
noise and vibration will be eliminated, and this will add
greatly to the comfort of the owner and his guests.

A power yacht of about 100 feet, if properly designed,
is as seaworthy as the largest steam yacht and fully able
to safely cross the Atlantic if necessary. This has been
proven by the safe transatlantic passages of the no- foot
sub-chasers, which were far from being of the best de-
sign for a seagoing vessel of their size.

The power yacht can be fitted with every comfort and

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Left — ^Dining Saloon of a Modem Houseboat. Center — ^Deck Vlerw of a Modem Cruiser.

Modem Houseboat

Rlgbt — Stateroom, with Adjoining Bathroom, on a

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17

Jo7«aie. » Modem Type Seagoing Power Tscht, 100 Feet in Lengtli

luxury of the large steam yacht and offers wonderful op-
portunities for interior decoration to suit the individual
taste of the owner, or in a style distinctively nautical.

The type of hull will vary to suit the owner's require-
ments and will range from the wide, shoal draught cruis-
ing houseboat, to the narrower and deeper type designed
for off-shore cruising, and in the latter type the naval
architect has an opportunity to design a vessel of hand-
some lines with a graceful sheer and well-balanced ends
that will be pleasing to the critical eye of the most ex-
perienced yachtsman, and such a vessel should create an
impression of staunch seaworthiness that was lacking in
the old type of American steam yacht, with little free-
board, low ends and lines too fine for off-shore work.

While boats of over 100 feet will take the place of
the lai^er steam yachts, their number will be small in

comparison with the cruising power boats ranging from
50 to 100 feet in length. This range of size will cover
the requirements of the average yachtsman and offers an
opportunity to meet an owner's requirements as to ac-
commodations and to suit the individual bank account.

The average modern 50- footer will accommodate an
owner's party of four for comfortable cruising, in addi-
tion to a crew of one or two paid hands, and from this
size upward the accommodations can be increased to suit
the individual owner.

The 50- footer seems to be about the dividing line
between the power "yacht," with a paid crew, polished
brass, varnished mahogany and the elegance of yachting,
and the power "boat," where we run our own engine, do
our own navigating, fry our bacon and eggs and wash our
own dishes ; and there are many who would not give up

Ooranto, a 150 -Foot Steam Tacht of the Old Type

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February

Plans of a 200-Foot SUam Yacht, Showing Spaco Used for Engines and Boilers

the joy of all that for the privilege of cruising in the big-
gest yacht in Lloyd's Register.

The auxiliary cruiser is a type that will gain in popu-
lar favor and there is now a noticeable tendency on the
part of men who have owned power yachts to return to
the sailing yacht, with auxiliary power, for their cruising.
This is a healthy sign, as yachting as a sport needs the
sailing craft, and the yachtsman who loves sail gets more
real pleasure out of one run under sail in a slashing
breeze, with the lee rail awash and the spray flying over
her for'ard, than he does in a season's cruising under
power.

The auxiliary offers greater accommodations than the
power craft of the same water-line length, as much less
space is devoted to machinery, but the engine is there and
ready for service when the wind fails, and the owner can

always be sure of making his port or keeping a dinner
engagement, as the case may be.

There has been some tendency to put off building
new yachts on account of the increased cost as compared
with the prices of former years, but it must be recognized
that the increase in the cost of yacht building is no greater
than it is in every other industry and is relatively less
than the increased cost of many things which we have
now grown accustomed to and accept without question.
The man who considers building should also not lose
sight of the fact that the selling value of yachts in the
secondhand market has increased in the same proportion
as the cost of new work, so that while the initial cost of
building a yacht of a given size is greater than in years
past, there is a corresponding increase in the selling value,

(Continued on Page 40)

Plans of ^ a 160-Foot Power Ornlser, Which Has Better Accommodations Than are Fonnd In the

Digitized b7v^t)OQ

The Hydrodrome Arrives

By Robert G. Skerrett

THE hydrodrome is the latest addition to nautical
craft. To put it popularly, it is a cross between the
flying machine and the hydroplane, but boasts character-
istics which are all its own. It marks the advent of a
type of high-speed vessel which may prove to have
numerous adaptations. The yachtsman, the practical-
minded man of business, and the technicist concerned in
the problems of coast defense and naval tactics will all
find plenty to interest them in this innovation in marine
architecture.

The hydrodrome, as exemplified in the HD-4, is the
outcome of ten years of research and the joint efforts of
Dr. Alexander Graham Bell and Mr. F. W. Baldwin. As
the result of their progressive studies in Dr. Bell's labora-
tory at Baddeck, Nova Scotia, the present boat has
attained the extraordinary speed of quite 71 miles an
hours. And what is more impressive, there seems no
reason why a velocity of fully a hundred miles an hour
should not be attained in the near future. Just fancy
speeding over the water at such a rate — simulating the
airplane in a measure, but without inviting many of the
risks inherent in that craft of the air. In brief, Dr. Bell
and Mr. Baldwin have called into being a near flying
boat and yet a vessel that stands quite apart from the
seaplane.

As the readers of The Rudder are well aware, the
purpose of the hydroplane is to realize high speed by
escaping to a goodly extent the resistance offered by the
water to a ship-shape hull driven through it. This end
is achieved by recourse to planing surfaces in the form
of pontoons or kindred gliding mediums, which lift tht
boat somewhat out of water and effect advance by a
skimming motion not unlike that of a richochetting oyster
shell. As a rule, the propulsive agency is a marine engine
actuating a submerged screw. From the very nature
of things, due to the angle of advance assumed by the
hydroplane at full speed, the propeller works more or
less at a disadvantage. The lift and thrust are the

product of the effort of the screw and the resistance of
the water impinging upon the frontal or under surface
of the planing area. The craft hugs the water and is
dealt a blow by every oncoming wave. In consequence,
riding in a hydroplane is pretty roughj going if even a
moderate sea be running. Exhilarating, no doubt, but
hard on the man whose teeth are not securely anchored
in his jaws.

The seaplane, when driven upon the water, presents
a pretty ticklish navigational task. There is the danger
that a sudden gust of wind may heel it over and invite
capsizing, or a wing may be smashed by the forceful
blow of an unfavorable wave upon which the craft may
not rise quickly enough. In other words, the flying
machine's fabric-covered wings are relatively fragile, and
once they are injured by contact with the water the
machine is not only crippled in its flying powers but it is
actually handicapped in making its way upon the surface
of the sea.

Fully alive to the limitations which characterize both
the hydroplane and the seaplane. Dr. Bell and Mr. Bald-
win set out to evolve a water-borne vessel which should
largely escape these drawbacks and yet possess properties
peculiar to both the air and the aquatic craft. To reach
their goal, as we shall see presently, the inventor and
the engineer have borrowed freely from the realm of
aviation. They have created a boat that just tip-toes
upon the water at full speed and then holds its hull well
aloft. They have given the world a startling demonstra-
tion of the sustaining power of extremely small areas
when traveling through or upon water at suitable angles
and velocities. Apparently, there is a closer kinship
between a flying machine's wing and an immersed plane
than has heretofore been generally recognized. We are
face to face with one of Nature's seeming paradoxes.

According to all books on physics, air and water are
radically unalike in that the former is elastic and highly
compressible while the latter is quite to the contrary.
For this reason, the reactions set up by a body moving

Th0 HD-4 Afloat and at Best. Only the outer longitadinal lectioii
«f tlie ontricger in contact -with the water is the pontoon. The rest of
the projecting stmctnTe is designed to support the port engine and to
exert a lifting moment by atmospheric reactions set np when the craft
is mnning aboye 20 mUes an hour

O Underwood & Underwood
A bow Tlew of the HO-4, showing the two main sets of hydrofoils,
which look like ladders

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The HD-4 being hauled up the marine railway. The ladder-like
itmctnres projecting from the forward end of the port outrigger and leen
to the left below the bottom of the craft, are the main hydrofoilf, which
bear two-thirds of the load when the hydrodrome is running at its higher
speeds

through the air are well-nigh universally assumed to be
decidedly different from those of a similar form traveling
through water. Again, because seawater is substantiali>
eight hundred times denser than air, it follows logically
that the resistance of the water should be correspondingly
greater than that of the light, elastic, and highly com-
pressible medium. The mind instinctively pictures the
need of a much more forcible thrust to drive a body
through the water than through the readily yielding
atmosphere. While such seems to be the case, Dr. Bell
has disclosed some astonishing contradictions, and he
has called these helpfully to his service in making possible
the performances of the HD-4. Before dealing with
these phenomena, it might be well to describe the general
make-up of the hydrodrome.

To begin with, the hull consists of a tubular main
body which is pointed at each end, and, broadly, this
structure resembles the modeling of a dirigible. Indeed,
the form was no doubt chosen purposely to invite a
minimum of resistance in its passage through the air
rather than because ofi its ease of propulsion upon the
water. Its shape, in short, harmonizes closely with cer-
tain wind-tunnel experiments made in France by M.
Gustave Eiffel in his study of aviation problems. The
hull is 60 feet long and is divided longitudinally by six
bulkheads. To these bulkheads are secured seven fore-
and-aft stringers, and the timbers are fastened aroimd
these stringers in a way to form continuous spirals from
bow to stem. Over the timbers are laid in straight lines
fore and aft a course of ^-inch sheathing. This plank-
ing is covered by canvas, applied spirally, and made fast
to the underlying woodwork by means of marine glue.

The HD-4 making a sharp turn at full speed. Observe that the craft
is not heeled over, and also that the bow or **preTenter set" of hydro-
foils is well clear of the water

The canvas is finished off with a coating of gray paint.
For the purpose of increasing the hull resistance to bend-
ing and torsional stresses, tihe boat is further strength-
ened by a system of fore-and-aft and diagonal steel
wires enveloping the frames.

Fifteen feet from the bow, and extending aft on
each side for a distance of sixteen feet, are two outrigger
hulls or pontoons, and these are connected to the main
body of the boat by means of cambered decks. These
decks, in turn, form supporting foundations for the two
airplane engines which are mounted on either side of
the .craft, above the hull, and abreast of the cockpit.
The cockpit, by the way, being the only opening into the
interior of the craft. As we shall appreciate presently,
the cambered decks overlying the pontoonsi are not idle
features — ^they were deliberately designed to exert a
lifting moment when the HD-4 is running with her hull
and her pontoons clear of the water. The pontoons,
however, function merely as stabilizing outriggers when
the vessel is at rest or before she acquires sufficient head-
way to lift these structures into the air.

At the forward end of the outriggers is enclosed a
5j4-inch heavy steel tube which extends unbrokenly
trough the hull from side to side; and to this sturdy
meml^r are secured the two main lateral sets of hydro-
foils which hanjg vertically downward and appear, at
first blush, like pendant ladders. There are two addi-
tional sets of hydrofoils, one at the bow and the other
a short distance forward from the tip of the stem.
The term hydrofoil has been adopted to describe the
aquatic counterpart of the aerofoil or flying-machine

(Continued on Page 41)

The hydrodrome at full speed and supported upon only the stem
and the two lateral sets of hydrofoils

Doctor Alexander Graham BeU (seated to starboard) and Mr. F.
Baldwin, at the wheel, in the cockpit of the ^9>4 |

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High-Tension Magnetos

By E. J. WiUiams

WITH the approach of Spring the power boat en-
thusiast is again coming into his own. If the old
craft is stowed away, he begins to give her the "once
over" ; and after final inspection his decision may be such
that he will wish to consider a new boat, or the possibility
of a new power equipment; and here is where his best
judgment, gained from past experience, should be brought
into play. If it is decided to overhaul, then again con-
siderable judgment should be exercised in the matter of
discarding old equipment, which marred the enjoyment
of a perfect operating craft.

In purchasing a new boat, it should be borne in mind
that its reliability depends upon the engine; and in turn,
the reliability of the engine is principally dependent upon
the kind of equipment, chosen conicidentally, for its
necessary operation. Very often inferior accessory en-
gine equipment is bought, chiefly through ignorance of
what will give the best results, or by considerinjg^ this
phase a secondary matter. The best of engines will fail
to give the highest satisfaction if handicapped by cheap
equipment, or accessories arranged in a slipshod manner ;
and will cost considerably more in the end — not consider-
ing" the loss of pleasure through unsatisfactory perform-
ance of the boat — than it would to have had proper ap-
paratus in the beginning. As an example, many an old
engine has been condemned as fit only for the junk-heap,
when, by the addition of perfect ignition, it has given
service which has been a surprise to its owner.

Ignition is one of the most vital accessories of the
gasolene engine. It has been a matter of evolution from
the original hot tube to the present-day high development
of the high-tension magneto. How well old enthusiasts
can recall the early marine gasolene engine with make-
and-break ignition! Make-and-break ignition in those
days was the "real thing"; and, in fact, for the small
single and double cylinder slow-speed type of marine
engine, it certainly cannot be denied but that it gives a
good account of itself today for plugging along 365 days
a year, without a murmur.

With the demand for higher speed in the marine field
it was discovered that make-and-break ignition was not
fast enough, and also that it was difficult to maintain any
degree of synchronism in the firing of multi-cylinder en-
gines; and the jump-spark system of ignition, which had
become popular in the automobile field, was resorted to.
This system was severely criticised and condemned by
motor boat owners in its early career, simply because it
was not as readily understood as make-and-break igni-
tion; and further, because it required separate adjust-
ments; secondary current was not kept properly insu-
lated ; and if coil or spark plug got wet, the system was
inoperative. A little education and time demonstrated
that it was a step higher in the development of ignition,
and yet it was not perfection. The number of wires from
timer to coils and coils to plugs (the source of current
supply), sometimes any old voltage the owner wanted to

Barling ICagneto and Impulit Starter Oonpllng

Kingston Magneto and Impnlie Starter

use; rusty vibrator springs and badly oxidized contact
points — all appeared to require detail to keep ignition up
to any degree of efficiency; and the ordinary operator,
not having the time, and sometimes no knowledge, to
correct these difficulties as they arose, let things go "the
best he know how," and condemned it.

Today there is no excuse for poor ignition equipment.
Top-notch ignition apparatus exists in the latest high-
tension magneto, eliminating erratic firing, due to numer-
ous wires and delicate adjustments, by concentrating the
whole electric ignition system into one small unit, result-
ing in perfect synchronous operation of the engine. One
of the arguments occasionally heard against utilizing
magneto ignition is that it could not be started directly on
the magneto, thereby requiring only a magneto as ignition
equipment; that it was necessary to resort to the same
extra equipment of the battery jump-spark system, with
the extra timer and coil for each cylinder, and Qp€;rating ^

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THEfl»*

February

Th« Impiil8« Starter OoapUng

through another set of spark plugs. As a matter of fact,
this phase of ignition was always taken care of and con-
sidered by the various magneto manufacturers by com-
bining a separate battery starting system embodied in the
magneto, thereby eliminating the necessity of a second
set of spark plugs which would be subjected to contact
with the interior of the cylinders and foul up during
idleness after starting.

Where objection was made to battery ignition as an
auxiliary means of starting, even this argument is now
overcome by the use of a magneto attachment known as
the impulse-starter coupling. This small apparatus,
which is so small that it is barely noticeable when the
magneto is attached to the engine, is arranged in the
form of a coupling on the magneto drive shaft and op-
erated by a spring. It is purely a mechanical device, and
its function is automatically to release and turn the mag-
neto armature fast enough when the engine is cranked
to produce a sufficently hot spark to ignite the gas in the
cylinder. It can, therefore, be readily understood that
with this mechanism a high efficiency spark is produced
which is not dependent upon the speed which the engine
is cranked. It is always ready to operate and requires
no adjustment. What more could be asked for, now that
all objections have been met?

This places within the reach of marine engine owners
an ideal ignition system, self-contained, without intric-
acies, and requiring no continual adjustments upon which
the proper operation of the engine is dependent. This
should also meet with ready appreciation, not only on
large engines, but those which are not easily accessible
for cranking, or permits the starting bar to move in a
small arc of movement.

To those who at present have their engines equipped
with battery jump-spark ignition systems, and from past
experiences loiow what they are liable to be "up against"

ImpnlM Starter Oonpling, Sectional View

Xieft — Interior Tiew of body. Center — Section throngh Impolie itarter.

Right— tinterlor Tiew of body

when again in commission, yet wish to retain the old
system, only one recourse is left to get satisfactory re-
sults, and that is to install a high-tension magneto, operat-
ing on a separate set of plugs.

From the writer's practical experience in the magneto
industry he has found that magneto ignition is the only
solution for most chronic ignition difficulties of the hydro-
carbon engine, whether it be in the automobile, stationary
or marine field. The symptoms attending the imsatisfac-
tory performance of an engine may not lead the owner
to believe that the ignition system is at fault, the indica-
tions leading him to believe diat the carbureter, valves or
engine as a whole is causing the difficulty experienced.

In numerous instances, by the adoption of a magneto,
it has, one might say, salvaged the power equipment as a
whole and maintained its operation for years after,
whereas it might have been discarded or disposed of as
worthless. This brings to light just one thing, and that
is the fact that the owner of a marine engine cannot
camouflage his ignition equipment and fool himself into
believing anything is good enough. One experience near
the lee shore, when a storm is brewing, is usually suffi-
cient to convince even the landluber that the best equip-
ment is none too good for an engine, especially if it is
balky just about then. Chances might be taken with an
automobile, where one can get out and walk, but where

Berling ICagneto, With Impnlf e Starter Integral With Magneto

it may be a case of swim for all hands aboard, it lends
a different view or aspect to the scene, with results which
may be far from pleasant, at least, if not the possibility of
the loss of life.

In addition to the enjoyment attendant with the pleas-
ure resulting with a marine engine equipped with perfect
ignition from a high-tension magneto, is the misfortune
of most owners to forget that he even has a magneto,
because it requires a minimum of attention. Lubrication
is about the only attention required, and this only spar-
ingly. When the engine is operated daily, only two or
three drops of light consistency machine oil — not cylinder
oil — in each of the oil wells provided, about once each
week will be sufficient. When the engine is used only
on week-end occasions, once every two weeks is often
enough. Of course, there is always to be found the ex-
ception to the rule, and this appears in the person of
the operator who knows he has a magneto and that it
should be lubricated, and persists in doing the reverse by
killing the instrument with kindness and over-lubricating
it until its proper operation is interfered with from the
interior swimming in oil. This state of affairs is just as
bad as no lubrication at all. No better advice can be
given than to follow the directions of the manufacturer.

(Oontinned on Page 43)

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30,000-Ton Dry Dock Works Well

WHAT is conceded to be the world's record in
dry docking achievement was accomplished re-
cently when the 30,000-ton floating dry dock of the Morse
Dry Dock & Repair Company of Brooklyn, N. Y., lifted
the United States Shipping Board steamer Minnesota,
the world's greatest deadweight carrier, with a cargo
capacity of 30,000 tons, excluding her reserve bunker
space.

The successful lifting of the Minnesota gave that
ship the signal honor of being the largest ship that has
as yet tested the strength of a floating dry dock. All
sections of the six-section, dock of the Morse company
were commissioned in the work of raising her hulk in
the air, and only 25 minutes of actual pumping time was
consumed.

Of twin-screw type, and 630 feet long, the Minnesota,
sister ship of the Dakota, was built in America primarily
as a cargo carrier for President James J. Hill of the
Great Northern Railway. She now has accommodations
for 2,400 steerage passengers.

The propelling machinery of the Minnesota consists
of two sets of three-cylinder vertical, triple-expansion
engines of the direct acting surface condensing type, with
cylinders 29 inches, 51 inches and 89 inches in diameter.

Her boilers, sixteen in number, are of the Niclausse
water-tube type, and were built by Stirling & Co. These
were constructed for a steam pressure of 250 tb per
square inch.

Centrifugal pumps circulating 7,000 gallons of water
per hour through the ship's condenser, are driven by
lo-h.p. motors. The ship's decks are supported by box-
shaped girders, dispensing with the portable pillars, which
is the usual practice. The Minnesota and the Dakota
were the first vessels fitted in this manner and so classed
by Lloyd's.

The establishment of such a notable record followed
close the lifting of another shipping Board steamer.
Eastern Cross, in 11 minutes' actual pumping time, and
the American Army transport Powhatan, in 22 minutes.
The speed attending the raising oof the Eastern Cross is
remarkable in view of the fact that only three sections
of the six-section dock were used and that the Eastern
Cross held 4,000 tons of general merchandise when she
was lifted. Only four sections of the dock were required
to raise the Powhatan, weighing 12,000 tons.

Exactly 1 1 minutes after the pumps started the opera-
tion of getting the Eastern Cross out of water, workmen
were busy erecting riggings and preparing to dismantle

The Ship Alejandrlna^ which rested on % reef in the Straits of Magel-
len, on the 80,000-ton floating dry doek at the Mone plant

Two modem eteamshlpi lifted and repaired almnltaneoaily. One
Boction of the Morie dock may hold a yessel while other eectLoni are
inbmerged ready for other yesBOls

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24

RUDDER

February

her broken rudder parts, which are clearly shown in the
accompanying picture.

The quick and most efficient "first aid*' treatment
administered to this ship was given in a time of urgent
need, for the vessel had sustained the broken rudder when
more than two days out at sea, with her general mer-
chandise bound for a European port. Her rudder ren-
dered useless, the ship was buffeted about by winds and
seas, and she made eight complete circles in a watch of
as many hours.

The rigging of a jury rudder was instrumental in
getting her back as far as Sandy Hook after she had
abandoned further attempt to reach Europe. Anchored
off Scotland Light, in Sandy Hook, Morse Company
tugs, Dewitt C. Ivins and Anson M. Bangs, reached her,
towing her to Brooklyn and the yards of the Morse Dry
Dock & Repair Company.

The ship's weight combined with her cargo totalled
close to 10,000 tons. While the new dry dock of the
Morse Company is capable of lifting vessels 725 feet in
length and of 30,000 tons, the raising of the Eastern
Cross by only three sections of the dock has amply
demonstrated that all six sections can give a large steam-
ship an outside hull inspection in almost a space of actual
pumping time.

As regards expediency, this big floating dry dock of
the Morse Company has given the port of New Yoric
docking facilities second to noije in the world, and a
distinctive advantage as pertains to the maintenance of
repair equipment to keep in commission a prosperous
American Merchant Marine. It proves conclusively the
claim of the Morse Company that large steamers can be
lifted in from 20 minutes to a half hour.

When the sailing ship Alejandrina came to the
Morse yards recently she occupied the big dry dock
simultaneously with a modern steamship. Thus with
two vessels, one bespeaking by her very looks the? van-
ished days of powerful sailing craft, pirates and treas-
ures, and the other communicating an impression of
modem ocean travel, the big dry dock was as a stage —
set to show the extremes of ocean navigation.

But 19 feet of doocking space remained unoccupied
as repairers worked on the Alejandrina and the steam-

T]i« Steamihip EMt«m Cross, lifted on the big dry dock in 11
minnUs after the pnmps were started

ship sharing the same dock. This was a little less room
than existed on another occasion when the United States
Shipping Board steamer Lake Fariston and the S. S.
Yarmouth, first steamship of the Black Star Line Cor-
poration, composed entirely of American negroes, occu-
pied the dock at one and the same time.

The massiveness of the dock is not altogether re-
sponsible for its sectional features. Built of six sections,
two or more sections may hold a steamer, while remain-
ing sections are submerged, ready to lift another ship.
Repair work is facilitated. Steamers come and go quickly.
What was once a matter of hours and days is reduced
to minutes.

As concerns its method of operation, the new dock
is an exact duplicate of the older dry dock of the com-
pany, which was the first electrically equipped dock in
the world, the first on which centrifugal pumps were
used for emptying it; the first on which alternating
current induction motors were used, and the first to be
equipped with an auxiliary draining system. In many

(Continued on page 43)

Largest deadweight cargo carrier, the Minnesota, entering the huge
dry dock at the Morse plant in Brooklyn

The Steamship Ifinnesota^ a SO,000-D.W.T. steamer, lifted on the
Morse dry dock in 26 minutes /^^ ^^ ^^ ^^1 ^^

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Designs

Gawthrop, Auxiliary Schooner

The auxiliary schooner Charles S. Gawthrop is one of
the latest of a type of vessel that is becoming very popular.
This vessel, built from designs by Tarns, Lemoine &
Crane, is equipped with Winton engines, and recently had
a very successful trial running from Wilmington to Dela-
ware Breakwater. She was built by the Jackson & Sharpe
plant of the American Car & Foundry Company at Wil-
mington.

The Charles S. Gawthrop is 230 feet 3 inches length
over all. Her moulded breadth is 39 feet and her moulded
depth is 24 feet 10 inches. Her gross tonnage is 1,488 and
her deadweight capacity 1,906 tons.

The vessel is a typical four-masted schooner, but she
is powered with two 6-cylinder 12-15-16 by 18 inches
Winton Diesel engines. Particular attention was paid to
the machinery installation. All the outboard work, such
as struts, wheels, etc., are of bronze. The struts, pro-
pellers, stem bearings and stuffing boxes were furnished
by the American Manganese Bronze Company. The fuel
capacity of the vessel is 30,000 gallons, which will give a
radius under power of about 7,000 nautical miles.

On her trial trip the machinery worked admirably and
the vessel averaged 9.12 knots. The development of the
heavy oil engine will gradually drive the out-and-out sail-
ing vessel from the seas. The auxiliary power is used
only when the vessel is becalmed and when working in
and out of harbors and even in the harbor work the saving
will be quite considerable because of the high cost of
towage at the present time.

The general dimensions of the Charles S. Gawthrop

are:

Length over all 230 feet 3 inches

Length between

perpendiculars ... 210 " o "

Breadth, moulded . . 39 " o "

Depth, moulded 24 "10 "

Gross tonnage 1488 tons

Net tonnage 1,227 "

D. W. capacity 1,960 *'

Draught 23 feet 5 inches

Fuel capacity 30,000 gallons

Radius under power. 7,000 nautical miles

I^^H- 0^-^d

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ProOto tad DMk Pl«n of the AnzlUarj Sehooner OliarlM 8. Qawthrop, Bvitt Ftom DttigiiB hf Tami, Lemoine ft Orene, end Equipped Witb

Winton Engiaee. Under Power on Her Trial TMs Veiiel Ayeraged 9.12 Knots

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February

OliarloB 8. Qawthrop, One of the Latest VesBeli Equipped With Heavy-
Oil Engines aa Auxiliaries

10-Ft. Sailing Tender

The accompanying plan shows a combination rowing
and sailing tender which has been designed by C. D.
Mower to be used as a tender for the new Victory one
design class boats.

The aim has been to build a boat that will row easily,
tow well and handle well under sail and be of simple con-
struction and built strong enough to stand hard service.

They will be fitted with hoisting rings so that they can
be carried on davits of a power boat and would make a
very handy tender for a power boat.

The boats will be built by the Sound Machine Shop,
Inc., of Mamaroneck, N. Y. Information as to price may
be obtained from C. D. Mower, 347 Madison Avenue,
New York City.

This class promises to be as popular as the Victory
Class of sloops and has already been named the Victory
sailing dinghy, because several of those who have the rac-
ing sloop have also placed orders for the dink. They
will race them, too, and they promise to furnish lots of
fun. Among those who have ordered are J. S. Morgan
Jr., H. S. Morgan, Commodore James B. Ford, Clifford
D. Mallory, Edmund Fish, James D. Sparkman, and
James W. Alker.

35-Foot L. W. L. Auxiliary Sloop

A 3S-foot l.w.l. sloop has been designed by J. Murray
Watts for an Eastern yachtsman. The plans herewith
show the vessel is of the deep keel t)rpe.

The arrangement plans show unusually good accom-
modations for a 3S-footer. There is a large main saloon,
with two berths and two transom lockers. Two state-
rooms, one to port and one to starboard. A 5-foot toilet
room between the stateroom and main saloon has a door
opening into each compartment. The galley is the full
width of the boat, and has an ice-chest holding 300 tb of
ice, a four-hole Shipmate range, and the usual sink and
lockers. The crew's quarters are forward and have tran-
som lockers and two pipe berths, also crew's toilet and
wash basin.

The auxiliary power consists of a three-cylinder
Standard engine, with electric starter and lighting outfit.
This engine is installed under the bridge deck aft of the
main cabin, with the flywheel under tfie companionway
steps. These steps are arranged to slide on a rod over to
the starboard side of the cabin, giving clear access for
cranking the engine should the electric starter balk. A
large flush hatch over the engine, set in the bridge deck,
makes adjustment and repairs easy.

There is a good-sized cockpit aft, with an Edson steer-
ing wheel. All the sheets are led to this cockpit, within
easy rpach of the man at the wheel. The engine controls
are also led aft, so that the boat can be handled by one
man.

The staysail has a club on its foot, and the sheet works
on a traveler, so that the jib sheets are the only ones
shifted in coming about. The rig is simplified to the last
degree for easy handling, the sails being well inboard, and
there being no topmast or topsails carried.

The boat is finished in mahogany throughout, with the
exception of the deck, which is teak and left bright for
holystoning.

As the boat will be used around Bar Harbor the
draught is no disadvantage. Twelve tons of lead are car-
ried on the keel, making the boat uncapsizable, as she can
heel over till the water is almost up to the narrow deck
house, and spill the wind out of her sails in any ordinary

S!i'- bout &

?F=~^ ^^

J\— —y

" ■--tf*'.*----

airMMtrtK^Hif

ac»W 1 Iff. Iff-

The Victory Dinghy. Owneri of the Victory Olasa of Sloops are Having These 10-Foot Boats Bnilt and Promise Lots of Fan.

They are Mower Designed

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THE*«»tt

February RUDDER !Z

squall. This boat makes an ideal type of little wind- by Nunes Brothers of Sacramento for use as a cargo ves-
jammer for a man who likes to sail his own boat, being sel and trading schooner around the Azores Islands,
very fast and able, and having at the same time comfort- The boat is owned by Manuel Cipriano & Co. of

able quarters below. Pico, Azores, and has proven to be a fast and able vessel

The general dimensions are : under sail. For auxiliary power she is equipped with an

Length over all 55 feet 6 inches i8-h.p. two-cylinder Regal engine, which gives her a

Length, l.w.l 35 " o " speed of 6 m.p.h. under power alone, which is sufficient

Breadth 14 "8 " to carry her along in calm weather and to take her in and

Draught 7 "10 " out of harbors.

She was built in the islands, and local woods used in
gfi|| her construction. Her keel is 8 x 16-inch yellow pine,

and she is planked with i^-inch thickness of the same

A AC T?/%/%4- 'T«.«i^;«-fc*v C/%Vk /%/%«-! A«- material, over frames which are 3x4 inches at heel and

65-Foot Trading Schooner ^ ^ ^ .^^^ ^^ ^^p ^,1 ^^^^^ ^^^ ^^^^^^i ^^^^^^ ^^^

The lines of an interesting schooner, Bom Jesus, are are of chestnut and red cedar, which grows on the islands
shown, the vessel being one which was recently designed and can be gotten in any necessary shape for boat con-

5 S- «'

aj-o-

&«..i».

1 4'-B'

.B»fr

7-ltf

8mll and Aficommodstion Plaai of a 86>Foot Water-lliw AnzUiMT Sloop to Bo BnUt for an Eastom Yachtsman From Doaigns \tj J. Murray Watta

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38

THEfl^

RUDDER

February

LinM of a 66-Foot Trading Schoonor, Doilg&ed by Nonof Broi. of Baerftmoito,

stniction. The kind of cedar is said to be excellent wood
for boat frames, being light, but very tough and durable.
The light weight is a great advantage in boats in that
clime, as it is necessary to pull them ashore in the Winter,
owing to the bad storms and rough coast line.

The sailing qualities of the vessel were a specified
feature with the owners, as they expect her to depend
largely upon her canvas on long trips, and she spreads a
total of 2,750 square feet. Most of her space has been
given over to freight stowage and she can pack a total
of over 50 tons

The accommodations for the crew have not been neg-
lected, however, ample quarters being provided in the
forecastle forward and in a small cabin at the rear. The
freight space is all in the center, where the vessel also
carries a ballast of about ten tons of rock, which makes

), for Um in tho Aiorot. Her Auxiliary Powor is a Begal Engine

her very steady under a full spread of canvas in a good,

stiff sailing breeze.

The general dimensions are :

Length over all 65 feet o inches

Length load water-line . . 52 " o "

Breadth 16 " 4 "

Draught, loaded 7 " o "

47-Foot L. W. h. Auxiliary Schooner

John G. Alden has designed a 47- foot water-line aux-
iliary schooner for a member of the New York Y. C,
which is being built by Frank C. Adams at East Booth-
bay, Me. The boat is very strongly and heavily built

Oonitruction Plans of a 47-Foot Wator-lino Audliary Schooner Now Building by Ftank O. Adamt, Eaat Boothbay, Mo. Doaigns by Jolin Q, Ald«i

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Sail PUn of the 47-Foot Water-line Schooner BnUdlnf for a Member of the New York T. 0., to Be EqiUpped With a 40-H.P. Frlshie Engine

Sectlone of the Alden Designed 47-Foot Water line Auxiliary Schooner

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30

RUDDER

February

AccommodaUoii Plans of the 47-Foot Water-line AnzUlary Schooner Designed for Omising in Labrador Waters

and designed for cruising in Labrador waters. She will
have about lo tons of outside lead ballast, and appproxi-
mately 4 tons of inside ballast. The auxiliary engine will
be a 40-h.p. Frisbie motor, located as shown on the plans.
The interior has been laid out with a great deal of care
and shows one double and two single staterooms, one of
the single staterooms having two berths. There is also
a separate engine room, captain's stateroom, and a large
galley the full width of the boat.

The bulwarks are 15 inches high at the stem, tapering
slightly aft, and a feature of the design is her fisherman
sheer. The rig is small for a boat of this power, but the
designer believes fair speed will be obtained in anything
but very light weather. For cruising along the coast a
boat of this size could easily be maintained by three paid
hands, although probably four will be carried for her trip
to Labrador .

The principal dimensions are:

Length over all 63 feet

Length water-line 47 "

Breadth, extreme 15 "

Draught 8 "

There is 6 feet i inch headroom throughout.

A Small Auxiliary Schooner

The accompanying plans from the hand of Charles D.
Mower show an interesting small auxiliary, fitted with a
schooner rig that will appeal to yatchtsmen who want a,
boat large enough to give comfortable living accommoda-
tions for two persons and one that can be handled without
a paid crew. The small rig makes her a one-man boat
and the engine will be fitted with deck controls so that
she is a real single-hander, either under sail or power.
The cabin plan is laid out to meet the requirements of an

owner who lives aboard with his wife for the entire
season. The sofas in the main cabin will be used for
berths, as the owner and an occasional guest can be put
up in the spare berth alongside the companionway steps.
The cabin has two large closets fitted with shelves, so that
ample space for storing clothes is provided. The galley
is large and well ventilated by deck hatch and port lights.
The toilet is aft of the main cabin in the starboard side.
The engine will be a two-cylinder i6-h.p. Frisbie, which
will give a speed of about 9 miles per hour.

An interesting feature of the design is the way the
side has been carried up to give full headroom under
a flush deck and carried aft to form the rail on either
side of the cockpit, instead of making a break in the
sheer line, as is usual in boats of the raised-deck type.

The boat will be painted black up to the lower guard
and white from guard to sheer line, so that she will not
look too high-sided.

SaU Plan of a Small Aoziliary Schooner Designed by Oharlei D. Mow^

o

February

RUDDER

31

LliMS of a 31-Foot 6-Incb Water-line Auxiliary Schooner, Which Will Accommodate Two Penoni Comfortably

The design is rather a novelty, but is interesting, as it
shows the ideas of a man who has owned a good many
boats, worked out by a designer able, and, as is not always
the case, willing to carry out and develop the individual
ideas of an owner. She is a boat that will go anywhere,
in any kind of weather, and always be dry and comfort-
able.

Her dimensions are:

Length over all 37 feet o inches

Length water-line 31 " 6 "

Breadth 11 " 6 "

Draught 5 " o "

Sail area 407 square feet

Oonitniotion, Section and Body Plant of the Mower Deel<ne4 Small AozUlary Schooner

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Arruigdment PUn of the Mower Doilgnod Small AnzUlary Schoonor

m

Profiles. Ontboard and Inboard, of the Hylda, J. EL. L. Bois's Omlser, Wblch is Equipped With Two Model FS Bix-Oylinder Sterling Engines

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February

RUDDER

33

Interior of J. K. L. Soss'i Ominr Hylda, Designed by Tarns, Lemolne k
Orane, Plans of Wlilch are Printed Herewith

Engine Boom of Hlyda, Showing Two Model FS Slx-Oylinder Sterling
Engines, Which Develop 130 to 145 H.P. Each

Hylda, a 45-Foot Cruiser

One of the most attractive of the small cruisers built
last year was the Hylda, owned by J. K. L. Ross of
Montreal. This vessel is a 45-foot round bilge cruiser.
It was designed by Tams, Lemoine & Crane and built by
Wood & McClure, at West Mystic, Conn. The yacht is
well and staunchly built, the frames being of oak and
the planking mahogany, copper fastened.

The crew's quarters are forward. Next aft is the
engine space, which is under the bridge deck. Fuel tanks
to hold 375 gallons are at the after end of the engine
space. N^ext is the galley, which is well fitted and which
connects with the saloon by a small passageway on the
port side of which is a toilet room and on the opposite
side a wardrobe.

The saloon is fitted with two transom berths and a
drop leaf table. Th6 saloon is entered by stairs from the
cockpit, which is 8 feet long and is fitted with a thwart
seat at the after end and a steering step on the port side.
The Hylda can also be handled from the bridge deck,
where all engine controls lead, and is a one-man boat.

The yacht is lighted by electricity, a 32-volt Delco

plant with storage batteries being installed. The water
tank capacity is 75 gallons.

The yacht is driven by two Model FS, six-cylinder,
130-145 h.p. Sterling engines, which drive twin screws
and give a speed of 23 miles an hour.
The general dimensions are:

Length over all 48 feet 4>4 inches

Length, water line 48 " o

Breadth 9 " 6

Draught 2 " 9 "

EASTERN Y. C. OFFICERS
The annual meeting of the Eastern Y. C. was held in the
Union Club, Boston, on January 13th. The following officers
were elected: Commodore, Herbert M. Sears, auxiliary schooner
Constellation; vice-commodore, Charles Francis Adams, cutter
Azor; rear-commodore, John S. Lawrence, sloop Squaw; secre-
tary, Henry Taggard; treasurer, Stephen W. Sleeper; members
of council at large, Frank B. McQueston, Arthur Winslow;
regatta committee Charles E. Hodges, Henry A. Morss, Caleb
Loring, John S. Harrold; committee on admissions, Robert A.
Lesson, Bayard Tuckerman Jr., E. N. Wrightington, Charles P.
Curtis Jr.; house committee, Francis A. Seamans, Parker H.
Kemble, Henry W. Belknap, Daniell K. Snow, Ames Nowell.

Bljda, a 48-Foot Baisod-Deck OrnlMr, Built by Wood k McOlnre, Wett Mystt<\ Ooon., for J. K. U Bois, Montroal^ Ftom Deilgns by Tuns,

Lemolno k Orane. With Storllng Engines It Makof 23 MUof an Hour

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34

RUDDER

February

RUDDEP

[Title Reciitered U. S. Pat. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6165

Arthur F. Aldridge. President; Andrew Paterson, Vice-President and Business

Manager: James R. Thomson. Treasurer: Arthur deZ. Patton. Secretary

Enttrtd at New York Post Office as Secmul-Class Maittr

One Year -
Six Months
Single Copy

SUBSCRIPTION RATES

$2.00

i.oo

.25

Tbk RuDDzs'can be procured or subscribed for at following Foreign Agencies:
THE INTEBNATIONAL NEW& 00^ 6 BrMins Bnlldlng, Oliuioery Lui«»

London, E. O.
BBBMTAHO'S, 36 Are d« rOpera» Parii, Ftance
OOBDON ft OOTOH. Sydney. Anstrallft
Or at any BookataU

Yachting Boom Has Come

After three years of inactivity, years of the wai,
yachting is again coming into its own. The boom has
come. Yachting is again to be the popular sport and
pastime. There is every evidence that this boom has
come to stay and to grow. Being a yachting magazine,
The Rudder hastens to help the boom and to do every-
thing in its power to make the revival of the best, the
cleanest and the healthiest sport as big as possible.

At any cost the yachtsman must have his yachting.
Perhaps he cannot afford to own and commission -a vessel
as large as he did before the war, but he is going to
enjoy his favorite sport just the same. He may have
to operate a smaller craft. Instead of a 200-foot steamer
he will have a lOO-foot power yacht, which will give him
just as much accommodation as the steamer did and be
more economical to run. He may have to be content
with a so-foot cruiser instead of one 100 feet long, but
he will have his sport just the same.

And so the outlook now for a big boom in yachting
is brighter than ever. Yachts are being built in many
of the yards. Old ones and more particularly those that
were used for war purposes have been sold by the Navy
at very reasonable prices. These are being overhauled
and fitted out with new engines in many instances and
they will be commissioned. All this makes the outlook
very bright. High prices have been a bugbear to the
majority, but we are getting used to them and we are
confident that they will not be as higH as they are now
much longer; and as they are reduced, yacht building
and the engine industry will boom.

The Rudder has in the past two years, or since the
-war began, followed a policy that has been commended
generally. When the yachtsmen went to the war and in
a very patriotic way turned their yachts over to the
Government to be used in the defence of the country,
there was no yachting to write about. The Ri^dder then
lent its influence to stimulate the building of ships, which
were needed so badly, and printed articles about the ships,
the work in the shipbuilding yards, and helped to create

an interest in. seamanship, so that there would be crews
ready to man the ships as soon as they were built. The
ships were buih, thousands of them, so that now the
United States can boast of a fine merchant marine.

Following this The Rudder paid much attention to
the many shipping problems that have presented them-
selves to the United States Shipping Board and to the
ship owners and operators of the country. Its articles,
particularly those by Mr. Henry C. Wiltbank, have at-
tracted attention all over the world and have been quoted
extensively. These articles and others have done a good
work.

Now the time has come for The Rudder to get back
to first principles. It always has been a yachting maga-
zine, except for the period of the war and during the
period of reconstruction. It is known wherever* vessels
sail or steam as a leading authority on all matters per-
taining to yachts, yacht racing or yacht sailing. It does
not matter whether the yacht be propelled by a gas
engine, a steam engine or by sails.

All its interests w-ill now be devoted to yachting in
the fullest sense of that word. The readers of The
Rudder will find in its pages articles of interest to all.
Those articles will be written by able authorities, and
every effort will be made to stimulate interest in the
sport and to put it back on the high plane it enjoyed
before the war.

The Tax on Yachts

The 10% tax on yachts is a hard burden to bear and
the only way to 'obtain relief is to keep on hammering
away at our United States Senators and Representatives
in Congress and to bring every possible influence to bear
on them.

The Legislation Committee of the National Associa-
tion of Engine and Boat Manufacturers,, of which George
F. Lawley is chairman, recently forwarded to Washing-
ton certain statistics and other testimony which had been
gathered from boat builders which showed the harmful
effect the tax had on the industry. At the same time the
committee made a request upon Representative J. W.
Fordney, chairman of the Committee on Ways and
Means, for a hearing on the subject.

Mr. Fordney replied as follows:

Great pressure is brought to bear upon the committee for
hearings on numerous items of taxation in the Revenue Act of
IQ18, and many have been assured that when hearings were
opened they would be afforded an opportunity to be heard. The
committee is endeavoring to follow a consistent policy, and in
so doing, does not see its way clear to grant hearings on the
various rates in the Revenue laws at this time.

I realize your anxiety in this matter, but wish to assure
you the relief you desire is not being forgotten. The whole
subject is receiving very earnest consideration and I sincerely
hope some beneficial changes can be accomplished, but, as has
been explained before, at this time current expenditures of the
Government are considerably in excess of revenue receipts and
the Treasury Department is opposing the repeal of any taxes
no\t' in force unless some new source of revenue can be found.

Give the Designers a Chance

The one-design classes are popular for several reasons.
By building several from the same plans the cost is, of
course, reduced considerably and a yachtsman is able to
get a much better vessel than he would have had for the

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February

RUDDER

35

same money had the yacht been built specially for him.
The price of the boats is usually maintained because in
a popular class there are always many who are anxious
to buy because they are assured good sport. Then, the
one-design class are educators. The boats are identical
in every detail and in order to win one must be a clever
sailor and must also keep his yacht in the best possible
racing condition. The one-design classes have done more
to develop keen and clever yachtsmen than anything else.
They, however, do not do much for the designer.
Should a designer get a commission to build several boats
of one design which are to be governed by special rules
he does not have to design the fastest boat possible, be-
cause with the speed relatively the same, the sport will be
just as interesting no matter what speed they can make.
What would be better for the sport generally is to develop
the existing regular classes or to promote a restricted
class. If a good restricted class were promoted, yachts-
men would place orders with different designers, with
the result that the keenest competition would result and
other elements besides skill in handling would enter into
the competitions. Such a class would do much to find out
who our most clever designers are.

Standardized Yachts

What has made yachting costly is that those who
have built or purchased yachts have always wanted
their own fads and fancies embodied in the design
and the arrangement. A designer may plan a good,
serviceable, well-arranged vessel, but when offered to a
prospective purchaser he will want a bathroom here, a
double-berthed stateroom there, lockers in other places;
and so the original plans are changed and naturally the
cost increases. These changes have often been made
after the builder has started work, and of course changes
mean increased costs. Of course when a yachtsman ex-
pects to spend several thousand for a yacht which is
really to be his summer home he wants certain accommo-
dations and arrangements just as he would were he build-
ing a house.

It is with the small craft, however, the small, compact
cruiser, that so much is spent unnecessarily; and it is
with vessels of this type that standardization would mean
so much.

Some years ago the Electric Launch Company at
Bayonne built seyeral hundred small boats for the War
Department. Because of the quantity produced the cost
was much lower than was usual for that type of boat.
This fleet of boats may be called the forerunner of the
standardized boat and it was only logical that Henry R.
Sutphen, then manager of the Electric Launch Company,
should have seen the possibilities of quantity production
in yachts and developed things along that line.

Several yachts of different types have been built by
the Elco Works, as the company is now called, but the
demand has not been great enough to materially reduce
the cost. The cruisette was one of these and if these
boats could have been turned out in fifties or hundreds
the cost would have been cut one-half.

Then came the war, and with it the order to build
the M. L.'s for the British. When Mr. Sutphen was
asked what his company could do, he timorously sug-
gested fifty boats, and when five hundred was asked
for he did a lot of thinking before undertaking the job.
How successful' that task was is now a matter of history.

When this country entered the war and ships were
needed the standardized ship, built by fabricated
methods, seemed possible to Mr. Sutphen and the result
has been the big work done at the Newark Bay and
other plants.

Now the war is over and it is only natural that the
company that has done so much in quantity production
should progress still further, and this time the yachtsmen
are to benefit and benefit very considerably.

The automobile builders have each one standard
type of chassis and to that chassis fit different bodies,
according to the requirements of the purchaser. These
bodies, too, are standardized. This system is to be ap-
plied to yacht building at the Elco Works and two of
the boats are to be exhibited at the coming power boat
show.

A new cruisette has been designed, built and tried.
The model is one that is adaptable to any use the pur-
chaser may wish. The hull, power plant, and installa-
tion, steering gear, decks, etc., are the same. This may
be termed the chassis and on it any form of upper
works the purchaser may require can be built. It may
be a cabin, a standing roof, an open boat for day out-
ings, or it may be a work boat. Any local mechanic can
convert the open model into the type wanted, or it may
be done at the Elco yard.

This whole idea is an innovation and it is thought
that many will take advantage of it, because it will en-
able them to have a good cruiser or an open boat 32 feet
long much cheaper than such a boat could be built for
under ordinary ways of building.

Now is the Time to Buy or Sell

The demand for boats just now far exceeds the
supply. Very few yachts have been built in the past
four years. Many of those well known before the war
were used by the Navy Department, and a large propor-
tion of those are not now suited for yachting imless
practically rebuilt. The demand for yachts of all types
is steadily increasing and the wise man will buy now
while he has the opportunity rather than wait until the
season is close at hand. Prices will then be higher and
the supply less than it is now.

Those yachtsmen who are contemplating building,
too, should place their orders at once. The work in
the yards is increasing every day and in some plants now
more orders cannot be taken until the Summer. The
wise man will order or buy now, whether it is a boat or
an engine.

Ding, a 51 -Foot OrniBer Owned by Dnstin Farnum. Designed and BuUt by

Fellows ft Stewart, Wilmington, Oal., and Eqoipped With Two Model F8

Bix-Oylinder 130-145 H.P. Sterling Engines; Speed 24 M.P.H.

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Internal Explosion and Internal Com-
bustion Marine Oil Engines

By Charles Desmond

AN internal explosion engine is one in which a prop-
erly proportioned and compressed mixture of air
and fuel is ignited and exploded inside the cylinder, or
cylinders, by means of an electric spark, hot tube, or
hot bulb; and an internal combustion engine is one in
which the properly proportioned and compressed air and
fuel is ignited spontaneously and burnt slowly by heat
generated by compressing the air.

Engines of the first type operate under what is termed
low compressions — 60 to no lb — when either gasolene,
kerosene, benzol, alcohol or light distillate is used; and
engines of the second type operate under high compres-
sion, about 500 lb, and use crude oil.

The working cycle of operations is alike in both types,
intake, compression, impulse and exhaust following each
other in succession, the cycle of operations being per-
formed in either two or four movements of piston, de-
pending upon whether engine is a two or a four-stroke
one. The difference in type is due to what occurs inside
cylinder during an impulse stroke; in the internal ex-
plosion engine the previously mixed air and fuel is ignited,
or "exploded," at or near to the beginning of an impulse
stroke, and in the internal combustion type of engine the
fuel is introduced into the cylinder after the pure air
is pre-heated, by compression, to a point that will cause
the fuel to ignite and burn when it is sprayed into and
mixed with the heated air. This spraying and mixing re-
sults in a more gradual burning, or consuming of the
"charge," and instead of the resulting impulse being like
a blow it is a gradually increasing pressure impulse.

Engines using gasolene fuel and electric igniters are
the most efficient of the marine internal explosion en-

40-H.P. OuUwten Orel Engine. Tlie illnstration shows water-cool-
ing system for main bearings, water-cooled thrast bearings, electric-
starting ping, thermometers indicating water temperatare, force-feed
Inbricatlng system, and reverse gear. The two cylinders are made in
sisef from 30 to 110 H.P.

gines, and Diesel engines using crude oil as fuel are the
most efficient of the internal combustion type.

These are the true and distinctive types, but between
them there is a type of engine, named by some makers
semi-Diesel, which operates under medium high compres-
sion— 100 to 260 lb — ^and uses distillate, gas-oil, fuel-oil,
or crude oil, the oil being sprayed into the cylinder dur-
ing the compression stroke and ignited by means of a hot
bulb or spark. The impulse in these engines is partly
explosive and partly combustive.

Before I proceed to explain some of the things that
make one engine more efficient than another, and the
good and bad features of engines of both types, I will
briefly describe the various fuels named above and the
characteristics of each.

Crude Oil is a mineral product obtained by pumping
or by natural pressure from wells or pockets some dis-
tance below the surface of the earth. Crude oil is a
physical mixture of different compounds of the element
carbon and the element hydrogen, with a small percent-
age of oxygen and a varying number of impurities, such
as sulphur, nitrogen and metallic salts. The percentage

Fairbanks-Morse 100-H.P. Hea^y Oil Engine

of each element and the specific gravity of the oil varies
in different localities ; and in addition to this, crude oils
may have either a parafine or an asphaltum base. Nearly
all our Texas and California oils have an asphaltum base,
and those from Pennsylvania and other Eastern and Cen-
tral States have a parafine base.

Crude oil being a compound mixture of hydro-carbons,
each of which has a different boiling point, it is possible
to separate the different hydro-carbons by heating, vapor-
izing and distilling the crude product. When crude oil
is heated in a closed still, the lighter products will vaporize
first, and if when these have passed off the heat is in-
creased sufficient to vaporize the next heavier product,
it will, in its turn, vaporize and then by still further in-
creasing temperature the next heavier product is vapor-
ized, and so on, until the distillates of different gravities
are properly separated. The separated products can now
be separately distilled and purified, and the resulting
products are the gasolene, kerosene, gas-oil, distillate,
fuel-oil, etc.

Remember that I have only mentioned the distillates
that can be used as fuel for internal explosion and corn-

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February

RUDDER

37

bustion engines. Each refined product has physical prop-
erties that seemingly belong to that one product and no
other, and the temperatures at which the oil will vaporize,
at which vapor given off by the oil will "flash" into flame
(named the flash point), at which the oil itself will "fire,"
or ignite (named the fire point), and at which the oil will
boil (named the initial boiling point), is not the same for
any two of the separated and distilled products named;
and in addition to this the gravity of each fuel is different.
The lower the temperature at which a fuel will distill,
the lower the flash, firing, and boiling points are, and the
more volatile the fuel is ; and as the order of distillation
is gasolene, benzol, distillate (from California and west-
em oils), kerosene, fuel oil and crude oil, this also is the
order of their relative volatility, or the ease with which
they can be vaporized and mixed with air.

It is, however, important to bear in mind that no mat-
ter how easy it is to vaporize and ignite any of the oil
distillates mentioned, none of them will actually explode
until mixed with a proper and sufficient amount of air, the
amount required varying with each kind of fuel.

As I have mentioned Specific Gravity I will briefly
explain its meaning.

Specific Gravity is the ratio of the weight of a solid,
or liquid, substance to that of an equal volume of fresh
water at 60° Fahrenheit. As volume of a liquid varies
with temperature, a standard temperature of 60° Fahren-
heit is maintained when determining the specific gravity
of liquids. The weight of a United States gallon of fresh
water at 60° Fahrenheit is 8.328 tb, and, of course, the
specific gravity of water is i.ooo.

If it is desired to ascertain the specific gravity of a
gasolene that weighs 5.976 lb per gallon, all that is neces-
sary is to divide the weight of the gasolene per gallon by
the weight of water per gallon.

5.976

= 0.7179, the specific gravity of the gasolene.

8.328

This means that the gasolene weight is 7179/1000 as
much as water. The specific gravity of crude oils varies
considerably, some of the lighter oils obtained from Penn-
sylvania being as low as 0.800, and some of the Texas
and California ones being over 0.900. The specific grav-
ity of the various distillates obtained from these oils
varies in like proportions.

Very often one reads that the gravity of a certain fuel,
such as a gasolene, is 65** Baume. This means that the
gravity is ascertained by an instrument named a Baume
hydrometer is 65°. A Baume hydrometer for liquids
lighter than water consists of a closed glass tube having
a weighted bulb at one end. On this tube is marked a
series of divisions, or scale, each dividing mark repre-
senting one degree Be.

When it is desired to ascertain the Be gravity of a
liquid the hydrometer is allowed to float freely in a test
glass full of the liquid, care being taken to have the liquid
a certain standard temperature (usually 60**). The hydro-
meter will sink in the liquid a ereater or less distance,
depending upon the liquid's specific gravity. The lighter
the liquid relative to water, the deeper the hydrometer
will sink. By reading the figure at the point where the
surface of liquid intersects scale the Be gravity of the
liquid is ascertained. For liquids lighter than water, such
as gasolene and oils, the scale begins at 10° Be ; in other
words, the Be gravity of water is 10**.*

* A different scale is used for liquids heavier than water.
(To be Continued)

A Buflalo Once More
Wins Reliability Test

JOSEPHINE, owned by Carl
J Reischel, Erie, Pa., and chartered
by EL H. Scott, won first place in
the 1 1 2-mile reliability cruise of the
Cleveland Yacht Club, thereby sJso
winning the famous Scripps Cup.

Josephine is powered with a 40-60
h.p. Buffalo Engine.

The Scripps Cup was offered
several years ago as the prize for a
reliability contest.

In every one of these contests up
to the present time a Buffalo Engine
has won first honors.

Which only goes to show that
Buffalos really do excel in reliability.

The Buffalo Book tells all about
the Buffalo line. Shall we send it ?

The Buffalo Gasolene Motor Co.

1311-23 Niagara St., Buffalo, N.Y.

Hagan el favor mencionar el RUDDER cnando escriyen

38

^^^^scon^A

RUDDER

February

Whii'y&urSafetqMds
Cost to the Wisconsin

ONLY a power craft wirh a dependabie engine can
be safe — and tlic Wisconsin is dcpeadability to
the last ounce of metal.
This dependabiliiy means added initial cost — fitting, ad-
justing, running -in, testing and rigid inspecting — high-
priced workmanship. But in the end you get a master
motor, capable of meeting any emergency with aurplua
power — a motor whose very dependability gives it a
low ultimate cost. Write for specifications,
WitcoBJiii Motor BHf. Co., Station A, Dept, 3^3, MUwiukee, Wii,

DISTRIBUTORS J

New York Branch j T* M. Penner, IX Park Row»

Factory Representative.

CAUforria DliitTlbiitor: Eicirt P. Caoper Co,. Lofl Angeles, Cal

Horthw«#t Oifttribuli?r;: Chiindler-DunUp Co,

Si;attl«^ WaBh,

"^BRBNNAN STANDARD MOTORS^

Medium and Haavy Duty, 16 to 100- H. P. %

When you buy a Brennan Motor you get a complete outfit ready
to run. The unusual size of the bearings, large valves and long stroke
insure power and continuous service under all conditions. Very eco-
. nomiral in fuel consumption.

Our New Model B Unit Power Plant is one of the finest engines
ever produced. No expense has been spared in developing it to the
^ smallest detail and we honestly believe its equal docs not exist. Let us ^
send you further detsils.
<a^ BRENNAN MOTOR MANUrACRJRIWQ COMPANY. SVRACUSg. N. Y.

MEDIUM HEAVY-DUTY TYPE

S-IN. STROKI

•• N.P. 4VIN. aoiii

KarosM*. DistOUto «r GaaoUa* FmI

WriU Us Y0ur Rtfuirtmtmts

TUB 0<AY k PRIOR MACBIWE CO.. Car. Wiadsar wU SaflIsM Sta.« Bartlsrt, Cmi.

I0l«7g N.P.

The Motor
that crossed
the Atlantic:'

SCRIPPS MOTOR CO.

632 Lincoln Ava.. Detroit. U. S. A.

^X

The

Harthan Propeller

HAS NO SUPERIOR for both
speed and cruiser work

SEND FOR PARTICULARS

McParland foundry & Machine Co.,

• Trenton, N. J., U. 8* A.

Si prega far menzione del

America's Cup Races

The first race of the series for the America's Cup
will be sailed on Thursday, July 15th, and the course
will be off Sandy Hook. This is the announcement
made by Sir Thomas Lipton, who is the representative
of the Royal Ulster Y. C, the challenger for the Cup.
The New York Y. C. has made no announcement yet.
After much correspondence with the Royal Ulster Y. C,
it has finally agreed with the challengers on the condi-
tions to govern the next series of races. It seems that
as soon as the Royal Ulster Y. C. received the papers
from the New York Y. C. it notified Sir Thomas Lipton
of the conditions agreed on and he at once made them
public. Until the New York Y. C. receives an agree-
ment from the challenging club no official announcement
will be made.

Now that the dates and conditions are agreed on
the work of defending the Cup will proceed. While
there has been some delay in arranging the terms of the
match the challenger and the defenders have not been
idle. Resolute and Vanitie will be tried out again. They
sailed races in 1914 and again in 191 5, and in each of
those years the Resolute proved to be the faster' boat.
Some yachtsmen think that Vanitie can be made to beat
the Herreshoff boat, and so Vanitie will be commissioned
and sailed as often as possible in order to develop the
best sailing qualities of the Resolute.

Charles Francis Adams will be the helmsman of the
Resolute. Robert W. Emmons 2d will be the managing
owner, and the amateurs who will assist in the handling
of the yacht will be those who have been on the yacht
in former seasons, with the exception of Rear-Commo-
dore George Nichols, who is to have charge of the
Vanitie. He will be assisted in that task by Sherman
Hoyt.

The Resolute is at Bristol and the Vanitie is at City
Island. Alexander S. Cochran, the owner of the Vanitie,
turned the yacht over to a syndicate of New York Y. C.
members who wnll defray the cost of racing the yacht
and will also have some changes made that may improve
its speed.

It is said for one thing that a higher rig will be put
on the yacht. That will mean a new mast and spars and
many new sails. An idea of the cost of this work is
shown in the price of sails today. A suit of Ratsey-made
sails, just working sails, no kites, for the Cup defenders
cost $12,000. Resolute has several suits, some of which
may be used, but if any material change is made in her
sail plan these will be useless.

Lots of good hard work will be done to get the yachts
in shape by July iSth. Two months is a very short time
to get a racing yacht in trim; and to have two months
means that racing will T)egin early in May. Just what
program will be arranged has not yet been determined,
but it is safe to say that the two aspirants for Cup honors
will be tried out as often as it is possible in the short
time they have for such work.

The challenger will be tried against the 75-metre
yacht Shamrock. That trial yacht is now being very
much improved under the supervision of William Fife
and will be sent across the Atlantic as soon as the weather
will permit.

RATHER TIGHT
A salesman of an engine firm recently remarked that mem-
bers of the firm were so tight, that twelve of them could sit
on a brick. C^ r^r^r^\r>

RUDDER quando scrivctc Digitized by VnOOQ IC

Kermath Engines are Everywhere Meeting
With a Growing Demand

ISN'T it a significant fact that
sixty per cent of the country's
boat builders should recommend
Kermath Marine Engines?

There must be reasons for such
expert endorsement. Certainly
these builders are going to be
careful as to which Engine they
standardize on. Their own rep-
utation must be upheld.

They tell us they feel safe in
recommending Kermath Marine
Engines to their customers
because they know these engines
can be counted on to keep running
just as long as oil and gas are
supplied — vibration is reduced,
thus ensuring long life. Kermath
Engines are sure to prove efficient
in operation.

These are some of the reasons
why Kermaths have been so
generally accepted as "America's
Standard Four Cycle Engine".

Make the acquaintance of the
livest dealer in your section. He
is a good man to know. You will
find him selling Kermath Marine
Engines and an expert in his line.

Kermath Marine Engines are
offered in a complete line, prices
ranging from $400.00 to $550.00
according to equipment included.

We will be glad to send you
copy of a new circular which
contains a lot of valuable marine
engine facts.

Address Dept. "M"

A Kermath
Always Runs'

KERMATH Mr< Co

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40

RUDDER

February

SHIPMATE RANGES

Larsest Size
No limit to length

Smallest Size
Body 18K inches Ions

'*Lay back and get your muscles up for ghosting
through the Doldrums /**

So they sang: on the old windjammers when
they came up with the calm latitudes. But hauling:
yards around and sweating: sheets and halliards g:ave
them rare appetites and there was no ** starvation
and ease" on the hooker that sported a SHIPMATE
in her g:alley. Now, as then, the SHIPMATE still
plays its part in turning: out meals for hung:ry sail-
ormen.

Made by
THE STAMFORD FOUNDRY COMPANY
Eatabiishcd 1830 Stamford, Conn.

.0 O'^'

Steer a Straight Course for
Dependable Marine Hardware

ASK your dealer for ^ Fittings. Tunc and deep sea service
^^^-^ have proved thai you can safely trust life, property and
pleasure to anything stamped ftt

^^ SINGLE POST

AUTO STEERER

is a product of that skillful workmanship always
charactoistic of the 4^ hoe. Similar in con-
struction to other A Steerersof the same type,
but lower in price. Model M is eauipped with
spark and throttle controls, wooden drum,
3-spoke spider, laminated maple,
stained imitation mahogany. Well
and accurately made. Especially
recommended for small boats.
Then we also make high-grade
Auto and Bridge Deck Si
for runabouts, aulc
boats and cruisers.

IT PAYS TO BUY
OUR KIND

Get This
Useful Book

**Sea Craft Soc^MtioBS and
SqppUm"-

287 piECt. Full of useful ideit.
Tellt how to box the compits and
whit is proper Ground Tickle;
Siret hints on Steering Geir.etc.
Sent only on receipt of 50 cts.

Wilcox, Crittenden & Co., Inc.

120 Soath Main St. Middletown, Conn.

Victory, Now Yacht Sebonac

(Continued from Pase 15)

The Sebonac, as the yacht is now known, on her trip
south has done even better than she did on her trial trips
as a submarine chaser. Her captairr reported that run-
ning from Charleston to Jacksonville at a cruising^ speed
of 15.2 knots she averaged 33 gallons of gasolene an
hour, which is a Httle more than 2 gallons per mile.
Thirty thousand gallons of fuel have been shipped to port
in the Caribbean to supply the Sebonac for her long
cruise.

Another vessel of this model and t)rpe is to be built
by the Elco Works at Bayonne at once, and there is
little doubt that it will be snapped up as soon as it is com-
pleted by some yachtsman who is looking for a yacht that
can be used as a fast ferry to carry him from his
country home to the city, and who also wishes to have
accommodations so that he can make extended cruises
when he wishes.

The Principal Dimensions

Length over all 137 feet o inches

Length l.w.l 125 *• o "

Breadth 17 " 6 "

Depth 10 " 7H"

Draught 5 " o "

Displacement, trial trim 90 tons

Freeboard, forward 9 feet 1 1^2 "

Freeboard, least 5 " 01/2 **

Freeboard, aft 5 " ii^^ **

Tons, per inch 3.3 tons

Power Plant — Twin Screw

Main engines 2 12-cyl., bore 10 in., stroke 11 in.

Auxiliaries 3 41^ K.W.

Propellers 2 48 in. D. x 63 in. P.

Fuel capacity 4,000 gallons

Speed 30 knots

Radius, full speed 770 miles

Radius, 12 knots 2,180 *'

Fresh water 900 gallons

The Trend of Yachting

(Cob tinned from Page 13)

and with the existing shortage of available secondhand
yachts, due to war conditions, there is a ready market for
the owner who may, for any reason, wish to sell.

It is the writer's opinic«i that the future has in store
the greatest boom yachting has ever known, and that it
will be along sane and healthy lines, that will put the
sport on a firmer foundation than it has ever before
known.

Charles Houch has been elected commodore of the Little
Neck Bay Y. C. to succeed Henry W. Medicus. A. Norman
Issertell is vice commodore and John F. Collins rear commodore..
Other officers are: fleet captain, Charles Schmidt; secretary,
Theodore M. Purcell; measurer, Russell B. Collins; fleet sur-
geon, Dr. H. B. Allen.

REED'S SEAMANSHIP

One of the most instnictiTe books in print.

It covers all branches of seamanship..

PRICE, fS.OO,

THE RUDDER PUBLISHING CO. 9 Murray St., New York

Konkokosha ni otegami onsashidashi no taiwa dose RUDDER nite goran no mane onkakisoe nei

iSaimaw Lv^

February

THEfl«B

RUDDER

41

The Hydrodromc Arrives

* (Oontinued from Page 20)

wing. That is to say, these shutter-like units have a
curved or cambered cross section, are made of steel,
and exert a rising or lifting impulse, when advancing
through the water, that is strikingly akin to the action
of the aerofoil when moving through the atmosphere.

The hydrofoils are mounted between strong steel
struts, and in length they diminish from the upper course
downward. The two side sets and the stem set are the
prime supporting members when the HD-4 is being
driven at a speed of 20 miles an hour and upward. The
after hydrofoils are attached to a revolvable vertical
shaft, and this horizontal motion suffices to turn the
narrow surfaces of the struts into a steering medium.
The boat does carry an air rudder, which can be seen
rising above the crown of the hull aft, and this is placed
where it will be in the wake of the back blast from the
airplane propellers. The rudder action, however, of the
after hydrofoils is probably ample enough for naviga-
tional purposes. The bow hydrofoils, known as the "pre-
venter set", help somewhat to lift the hull aloft while
acquiring headway, but at full speed these foils are well
out of the water. However, when driving into a seaway
these foils exert a buoyant moment and thus raise the
bow and keep the boat from diving or plunging through
a wave.

Normally, the boat is sustained and glides onwara
resting upon the triangularly disposed side and stem
groups of hydrofoils. This arrangement reduces the
twisting stresses which characterize a four-point support
upon a moving or uneven surface, and makes the
maneuvering of the craft a decidedly easy matter. In this
respect, control is akin and well-nigh as facile as that of
an iceboat. When racing along at full speed the HD-4
has a vertical, undulating movement that is as smooth
and comfortable as the motion of a Pullman car. When
making a sharp turn at her top pace, the craft does not
heel, strange to say, but holds an even keel without ap-
parent effort. Further, the vessel does not skid as one
might naturally expect her to do. It would seem that
the struts of the lateral hydrofoils function substantially
as multiple centerboards and effectually check leeway.

Because the hydrofoils are mounted after the fashion
of steps, one would expect jarring impulses as these
supporting surfaces are successively buried in entering
an oncoming wave. The action, nevertheless, is quite
devoid of vibrations or shocks. This smoothness of ver-
tical motion is obtained by the ingenious disposition of
the hydrofoils. That is to say, the foils are set diagonally
and not parallel to the undisturbed surface of the water.
In consequence, just before one foil is submerged, the
foil immediately above has its lower end in contact with
the water ; there is no break, therefore, in the rise of the
water from one supporting surface to another. Each set
of hydrofoils functions virtually like a single long foil,
and, whether emerging or submerging, these sustaining
units act continuously.

According to a recent report by Mr. F. W. Baldwin
with the main or side hydrofoils set at an angle of i}4*
against the water, and the rudder group set parallel with
the water, the boat's hull is brought up into the air when
a speed of 20 miles an hour is attained. At that pace,
the craft is supported upon approximately forty square
feet of hydrofoil surface. At 40 miles an hour, the craft
is lifted higher and is sustained by an immersed area of
ten square feet. This means that each square foot is

NINETEEN YEARS OF REAL SERVICE

4.CYCLE
MARINE

Engines

Built in one, two and
four-cylinder models.
In sizes 2 H.P. to 50
H.P. To operate with
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Ji^K.W. Generator.
Air Cooled, four-
cycle motor, direct
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Write for
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Regal Gasoline Engine Company

West Pearl Street Coldwater, Mich

The 20* Century

2. 3* 4 SMl 6 Cynadm 10 ItP. to 300 HP.

Marine Gasolene Engine

Itlfltb«

of tfa«]

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tton, Absence of Vibration and Noises, Economy of Puek
Moderate Revolutions and Ample Bore and Stroke

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tMher with a ttaadard of coaatroctioa that will take other* years to equal.

MANUrAOTUNCO SOLKLV SV

THE NEW YORK YACHT.UUNCH & ENGINE CO.
Morris Heights, New York

Sunders of Yachts, Launches and Business Boats of all desofiptioni.
High-class Worknnanship a Specialty

Oisign and Constnictlon Unsurpassed— JoinM Work Unequeled
Priees Phenomenall/ Low
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RUDDER

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CRAIG OIL ENGINES

8ls«», 160 H.P. mnS up

Desirable for all
Types of Vessels

Scrrice aid Econonies so iHronomced that present un-
satisfactory practices are made practical successes.

JAMES CRAI6 ENGINE & MACHINE WORKS

607 GARFIELD AVE. JERSEY CITY, N.J.

Catabllahad 1898

I SEND FOR LITERATURE ON THE FULL LINE

of medium-duty motors for work or
pleasure. Quiet, compact ; easy on gas,
oil and repairs. I to 6 cyl.; 3 to 73 h.p.
Also a guaranteed kerosene motor.

m Tht Fritbic Motor Co., ConoSt, Middlctown, Conn.

Cut of Sinffle
CrUndvr 2 H. P.

Dunn Marine
Motors

For extreme stmpHcity* long wear
and general all-round service, our
motors beai them all. They do their
work easily under all conditions of
climate or weather. At the price
£]uotpd this moior ia. furnUh«d comciletc
with suitbhlti propeller* shaft, stu^n^'
box, muffler. Hanee-coupline, cail ki?ui-k-
plug, mlx^ni^ valve, and gil-cup,

We buHd en^lneH in six sizes, from thia
itnijlecyliiidefaH.P.lo a BcyMnd&r24 H^P.
V/e can nnve you money on the purchase
pffl motor. Write us for our catoto{t:uc, or
better Bt^M set your motor Drdered of us.

DUNN MOTOR WORKS
OgdensbuTjE* New Yorkr V, S. A*

bearing a load of i,ioo tb. At full speed, i.e., 70 miles
an hour, the entire burden is carried by about four square
feet, each of which then holds up a matter of quite
2,470 tb ! Just think of it, a vessel weighing in the
neighborhood of 11,000 tb is being buoyed aloft by a
wetted surface of but four square feet. This is just a
step short of actual flying.

How, the curious will ask, has it been possible to
do this amazing thing? In brief, it is because Dr. Bell
and Mr. Baldwin have utilized the total lift exerted by
both the under and the upper surfaces of the hydrofoils.
As the wind tunnel demonstrated in the case of the
aerofoil, the under or impinging surface is less effective
than the upper one, where vacuum supplants the frontal
pressure of the nether area. That is to say, of the gross
lift, anywhere from two-thirds to three-quarters of the
vertical impulse is directly due to the induced vacuum.
In water, the corresponding phenomenon is probably
cavitation or eddy making — perhaps a combination of
both — and thus this denser medium supplies a sustain-
ing effort hundreds of times greater than that of the
atmosphere.

By employing an adaptation of the aerofoil modeU
the creators of the HD-4 have cunningly obtained a
maximum of lift with a very low factor of resistance to
travel through the sustaining medium. Likewise, the
decks above the pontoons, when aloft, furnish a measure
of support by reason of the partial vacuum induced over
their exposed surfaces ; and, finally, the horizontal struts
which bind the engines together above the hull are
wooden aerofoils, and their combined effective surface
of eighty-three square feet tend to buoy the boat in the
air. As a consequence, the two decks and these engine
struts function in a way to call into play an air-cushion-
ing condition which lessens or absorbs the shock which
the machine would otherwise feel when traveling rapidly
upon rough water.

The HD-4 originally carried two Renault airplane
engines, which developed about 250 h.p. each, and the
craft then made a speed of 53.7 miles an hour. She is
now equipped with two low-compression Liberty engines
developing a total of 700 h.p. With this power plant
making 1,500 r.p.m, the hydrodrome does quite 60 knots
an hour. No special attempt was made in building the
HD-4 to obtain extreme lightness. Complete she weighs
10,330 tb, and has been able to make more than 40 miles
an hour when carrying an added load of 3.384 lb. E^ch
of her present engines weighs only 800 lb; and it is
perfectly plain that the boat could easily carry twice
her present engine power without taxing her too heavily.
In this way, her maximum speed could be very sub-
stantially increased.

The primary purpose of the HD-4 was to provide a
high-speed craft capable of transporting heavy loads, and
to possess the power of traveling at velocities approach-
ing that of the flying machine without the risks and
some of the limitations which characterize the airplane.
Hydrodromes a good deal bigger than the HD-4 can be
built, and vessels of this sort could be usefully employed
upon wide stretches of water for the very rapid carriage
of passengers, express, and postal matter between points
now commonly reached much more slowly and often by
circuitous routes. Shallow water is all that the hydro
drome needs to hold her up ; and it is not necessary for
her to move along the usual channels.

As a sporting proposition, the HD-4 has blazed the
way for pleasurable thrills, and the yachtsman will readily

Please mention THE RUDDER when writing to ^^^^^^^^n\\\zed by VrrOOQ iC

February

THE««B

RUDDEP

43

picture many ways in which he could put a craft of that
sort to service to his infinite delight. Finally, the hydro-
drome introduces a new factor in coast defense. The
HD-4, with a special load of 3,000 tb of lead, has been
driven at high speed successfully through or over a
choppy sea for the edification of certain naval experts,
and, as a result, it is declared that the type will lend
itself to torpedo service. Skimming along at a pace of
70 miles an hour, and armed with a couple of short-
range, heavily charged torpedoes, a vessel so attacked
would certainly have her hands full trying to halt a
group of these hornets sweeping down upon her from
several lines of approach. They would be just as hard
to cripple as a low-flying airplane.

The very instructive pictures herewith, with the ex-
ception of one otherwise credited, are printed through
the courtesy of Wm. Washburn Nutting.

High-Tension Magnetos

(Continned from^age 22)

In choosing a magneto for the engine the writer does
not wish the reader to infer that any magneto he may run
across will give him satisfaction, whether it be some new,
unheard of freak, or untried make or principle, but rather
the product of well-known recognized manufacturers of
magnetos, the reliability of which has long since passed
the experimental stage. The marine engine owner least
of all can take the chance on an instrument, especially
when its reliability is an unknown quantity, and upon
which at some time his life may depend.

@®«

The Largest Dry Dock Lifts Minnesota

(Continued from Page 24)

respects the older dry dock has been the most successful
and efficient dry dock in the country, lifting in one year
three times the tonnage of any other dock in the same
amount of time.

The launch ings of the huge sections of the new docks
were events of more than passing notice. A channel of
sufficient depth was dredged in the main yard of the
Morse Company preparatory to the floating of the sec-
tions. These were slipped from the ways at the intervals
of several weeks.

Surpassing in eventful importance, however, was the
initial test of the dock's lifting power. The Black Arrow
was the first vessel raised. With only three sections,
this ship, 409 feet long, was lifted at the rate of a foot
a minute, and by only three sections. Later the twin-
screw steamer Patria, a French Liner, never before
docked on this side of the Atlantic, was raised.

The pictures printed with this article are through the
courtesy of the Morse Dry Dock & Repair Company,
Brooklyn.

}jow to ^uiid a Flattie or Sharpie

All ttraight work. The plans arc so simple any man or boy can
build a good serviceable flat-bottomed sloop capable of carrying
three or four men, and able to stand heavy weather. Lines and
plans of a 28 and a 33-ft. Sharpie that Z> * (tl OC

make ideal Houseboat Cruisers. JLTtCBspl.^J

THE RUDDER PUBLISHING COMPANY. 9 Mirny Street, New York City. N. Y.

TOPPAN BOATS

SAFE.-SEAWORTHy. -RELIABLE

ooM\%% f« TO 10 rr.

A LAO

powma AKiPrs 10. fA, \a, ib j

uiurrcHE« 2Q aiudT^o ft.

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Wrhe us your wants
TOPPAN BOAT CO., D«pt. B M«dford, Mass.

Modem Model Yachts

Sailing and Power

Blue prints to work from.
Sawed to shape hulls to work on.

Lead Keels cast. SaOs made.
Hollow and solid Spars. Fittings.
Send for circular

Wm. RICHARDS

86-90 Alezander Avenue

Ea<t 133d St. New York Gt7

BRIDGEPORT

''THE MOTO'R THAT MOTES''

Real Kerosene Motors

Non-backfiring: Two-Cycle Motors up to i8 H.P.
in both the Medium-Speed and Hig^h-Speed Types.
Heavy-Duty Four-Cycle Motors from 24 to 48 H.P.

The BRIDGEPORT MOTOR CO.. Inc.

113 KoMUth Street* Bridgeport, Conn., V. S. A

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February

Copyrisht 1919. Rex W. Wadman. lac.

HYDE

TURBINE TYPE

Propellers

SPEED-

EFnCIENCY-

RELIABILITY

Catalog and Prices
Free Upon Request

HYDE WINDLASS CO.

Bath, Maine, U. S. A.

ENGINES^

MISSOURI OIL

(Oil is oKecLper)

CHEAPEST POWER in the worid. These ei^ines will pay for
llicir cost in the first year's run.

WE GUARANTEE that they %vill run on less than ONE gallon of
kerosene, solar oil, or fuel oil per day of ten hours, i.e., with solar
oil @ $.05 a gallon, a 7-H.P. engine will run all day long for
THIRTY-nVE CENTS, or the 30-H.P. all-day run for $1.50.
EASY to start. EASY
ts nm. No batteries,
wires. switclics.spark
plMV. OriMISflCtOS.
NOT • coBvertvd ^ai
line •Bff^e, bat a RB>
•11 aBciBe.

Y«« caa Bake
• trip aroaad
Ik* world and
■ever kave a
dropotcaiollBc
1b fnt b«at.

Sgmd fte kuiUHm giwimg M* jil ii. * Pimhma Ta **<>^ N. 11th StrMt

Ijonv to mmld a Modcl Yuckt

BY HERBERT FISHER
Complete plans for buildine Model Sailing Yachts are shown In this book by the

latest method of construction.
A Chapter on Sails; A Chapter on How to Sail a Model Yacht;
Tender; Design of a 45-inch W.L. Sloop, a 40-inch W.L.
Sloop, a 36-inch W.L. Sloop, a 4lK-inch W.L. Sloop, a 43-
Inch W.L. Schooner and a 40.S-inch Sloop.

THE RUDDER PUBLISHING CO.. 9 Murray St., New York City, N. Y.

i Steering Gear; A Model

Price $1.25

Fifteenth Annual Power Boat Show

(Continued from Page 18)

a speed boat and a tender, which are equipped with
engines this company specializes in, as well as three en-
gines fitted with the piston valve, which can be removed
without removing the cylinder.

The engines will be of special interest because there
are many new ones and many of the well-known makes
have improvements that will recommend themselves to
the expert. The Hall-Scott Company will show a line of
marine engines which are very different from the aero-
plane engine made by this company. J. B. Van Blerck
will exhibit his new engine, which has already attracted
much attention. The Sterling Company will have a full
line of engines. Murray & Tregurtha will show their
latest engine, which is a development of the one shown
two years ago. The new York Yacht Launch & Engine
Company will exhibit a new 20th Century. The Delaware
Marine iVfotor Company will have its engines on view.

The Knox Motors Associates will show a 40-h.p.
valve-in-the-head marine engine as well as separate parts
of the engine, which is the latest product of this company,
whose experience dates back eighteen years.

All the engines and the boats arel on the main floor
while the accessories are on the second floor, and there
everything of use in a power boat may be found. This
part of the exhibition is more complete than it ever has
been and each exhibitor with his staff of experts will
explain the uses and the workings of all that they have.

There will be the usual educational features of the
show\ In this section there will be exhibits by the Light-
house Department, the Coast & Geodetic Survey, the
Naval Militia, the Sea Scouts of the Boy Scouts, the
Red Cross Life Saving Corps, the United States Volun-
teer Life Saving Corps, the West Side Y. M. C. A. Motor
Boat School, the New York Nautical College, the Society
of Automotive Engineers, the American Power Boat
Asssociation, the United States Power Boat Squadrons
and the Junior Naval Reserves.

The show will open on the evening of February 20th
and will close on February 28th, which is a day longer
than it usually runs.

BOSTON Y. C.

The officers of the Boston Y. C. for the present year are :
Commodore, Gardner M. Williams; vice-commodore, Clarence
M. Pond; rear-commodore, Richard Hutchinson; secretary-
treasurer, Walter Burgess; executive committee for two years.
Dr. R. L. G. Crandon, C. E. Benton, Quincy Tucker, D. C.
Roberts; membership committee, G. M. Pennyquick, chairman,
G, W. McNear, P. W. Abbott, K. P. Smith, A. T. Whitmore.
C. J. A. Wilson, Walter Burgess, secretary; regatta committee,
R. W. Pigeon, chairman, Quincy Tucker, C. H. Pratt, C. E.
Benton, G. P. Moses, H. N. Bloomfield. R. S. Walls.

FLAGS

By A. F. ALDRIDGE

Tells a wonderfully interesting story of flaes,
their oritin and uses, when, P^tr0 P^r
where and how to fly thetn. •* '»*'* ^JL
The Rudder Pub. Co..^g^urray8t.. N.Y.City

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Standardization of Engine Installation

We are of the opinion that it will be of great
advantage to marine gas engine builders, boat
owners, boat builders, and all interested in these indus-
tries, for marine engine builders to get together and
standardize engine installation.

Standardization of the kind we mean will not add to
costs, will not necessitate the making of changes in exist-
ing engines, and will so increase the available power of
many engines that the majority of engine builders, boat
builders and boat owners will greatly benefit.

We believe standardization should be done by the
engine builders because they are likely to do the work
most efficiently and with due regard to the interests of all
interlocking trades, and of the boat owners.

And we will go further than this and say that if this
standardization is not done voluntarily and in the near
future it is very likely that the problem will be taken in
hand by the insurance interests for their own protection.
Safeguarding the installation of engines in small pleasure
and commercial hulls has not received the attention the
importance of the problem warrants and the result has
been that in a large number of cases owners have con-
demned engines unjustly, engines have not delivered their
available power to the propeller and mileage of boat per
gallon of fuel used has been less than it should be.

Many engine builders design and build their engines
with care, take pains to insure that every engine develops
its rated B.H.P., and then spoil the effect of this good
work by n^lecting to do all that is possible to insure that
the greatest possible amount of each engine's B.H.P. is
made available for use in driving the boat in which it is
installed.

It is not the rated B.H.P. that counts, but the actual
power that is delivered to the propeller, because this is
the power available for driving the boat.

Consider these things: If the power developed in the
cylinders of an engine is carefully determined by taking
indicator cards and calculating the power, it will be found
that it is greater than the B.H.P. by the amount used up
in overcoming friction of moving parts between cylinder
and rotating crank shaft or fly wheel. In a properly
designed 25-b.h.p engine of good construction the loss
will amount to between i and 2 h.p.

So you see that we now have two measures of the
power of the engine, viz :

26-27 i-h.p. or power developed in cylinder.
25 b.h.p. or power delivered at fly wheel.

Now assume that this 25-b.h.p. engine is properly and
efficiently installed in a hull on a foundation that is O. K.,
engine being properly fastened in place, propeller shaft
being properly aligned and supported by a proper number
of correctly installed bearings of proper size, pipes being
correctly installed and of proper sizes, and every precau-
tion being taken to insure that alignment of shaft and
installation will not be changed when boat is in a sea.
Under these conditions the 25-b.h.p engine will deliver
to the outboard end of rotating propeller shaft about
22>^ b.h.p. But if any of the things mentioned are not
correct, and in a majority of cases they are not, then the
power delivered to the outboard end of propeller shaft
may fall as low as 18 b.h.p. without the owner being
aware of the loss.

Our investigations incline us to the belief that the
18 b.h.p. condition is more frequently met with than the
2254 b.h.p. condition

MARINE
PLUMBING

1849
11920

The Choice of Shrewd Boat
Owners for Over 70 Years

Plate S'SOa

PI a ( * F- 1 OflO — " K uclf^lc-
Ahoiit'f Ptiinp CIniic-t. Vitro
Adanij^Tiit hopper htjw!, U^^>-
imli supply niiJ WB!it4< pvmp,
fonsb; polished trimoiJMizu :
qak woodwork . , $60.00

Thia ia a very aice lUlk'
^lo«et for 08 1.' iibove or below
tile wal^r lini?. A number of
tbese t'loseiK hiivB been in use
ionHtttiirly for five years witH
oui rtpairii.

Plnte §-2<PK — Tb*
*'Miidliion" Vltrit-Adn-
miiiLt Lava to r>-, with
round frant alAb and la-
tcgrol bark. Has niekd
plated tieU-clo$ing faufeta^
nickel -pUted hr^aa chain
Ktiij% phahi and i topper;
nickel plfl led east braas
trap and wante to hulk-
hi^ad, irith flaDc»'

£0 Ins. across back, front

to back lit Ina.H basin J4jcll

ina., back 6 ins. blgb,

(Price upon appUcatlon.)

Plate F'tOeO iratenteil)

Plate F*Z570 rlnJet)

Plate F-2571 (OutJei)

I ^'(iraiihj** Ifciunilnny (ClrcuUr Opeiime), Sea ccickji with
Ifirq hiiJI comietliooji. In ordflringr specify thirkncBs* of huJI
( nje*e hJtturij^a fiu^e labor.)

No. 1— ^" Inlet.... f4.25
Xo. !i— 1 " Ijilel.,., 6,00
X-.. 3^1 M" Inlet... 9.00

No. 2—1 "
No. 4—1 U "
No. 5—3 '

OtJtlet f5,7B

nutlet..., 10.75
Outlet 17,50

PlHtf r-lf|Tf> — The "FrlMCP"^
f'ltmu Cloiift* Vitro fixlHOfcant

orril boppiT Ijowl. 3 itirh supply
and wftsEe pump^ melnl part*
rouirh, N. P. handle, oak wood

work* , .

.$3§.00

' Frisco" Closet aJway* sent
with pump flt riffbt brand tnc-
m^ unless otherwise apf^clfled.

PUte F-1070 1 Patented)

Catalog "A"

yvlll »oon he ready for dJitrlbu-
tlon* Make application now
for your copy.

A. B. SANDS & SON COMPANY

22-24 Vesev Strei-I

New York. N. Y.

fCopyrlfflited)

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COUSENS & PRATT

SAILMAKERS

274 SUMMER STREET

BOSTON, MASS.

G. De Coninck & Co.

Largest Yacht Yard In France

Maisom Lafffittc
near Paris

TORPEDO AUTO-OAMOT

Lencth ai ft., breadth 4 it. 8 in., draught ao in. Motor iJ-H.P. Speed is
■ilef. The beat boat built for the money; safe, speedy, silent, com*
lortable. Price. $1,480.

We also bvlld Salliac and Steun Yacht*. Worklac boats of all klads. Steel aad
'ea kails. Motor boats a specialty: also with aerial propeller. Write lor catalec

If you want iood oiroulatlon on your

Automobile. Launch
or Motor Boat* use a

LOBEE PUMP

Lobee Pump & Machinery Co.

17-31 PariaH Stroot, Dtaffalo. N. Y-

"CHAMPION" the Pioneer for

BOAT 1^^^ UGHTING

(Rampion'

"6-150

It is now fifteen years since the first "CHAMPION" outfit
was installed on a boat. Improvedsteadily ever since. They
are complete to the last screw.

Let us show you how one would suit in your boat,
mention size and cabin arrangement.

Pleast

H»ctor MacRa*, 316 St. Paol Stre»t« Baltiinore, Md.

Dose Your Boat Leak?

SEND FOR OUR BOOKLETS

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To the uninitiated it may seem impossible for an
owner not to detect the loss referred to, but this apparent
impossibility vanishes when it is known that owners sel-
dom test their engines to ascertain power loss between
engine and propeller, and builders of hulls seldom have
any standard of installation to direct them when installing
marine engines in the hulls they build. Our investiga-
tions of this subject indicate that the following things
arc ereatly needed by boat builders and boat owners :

(a) Clearly explained directions for correctly in-
stalling engine foundations in moderate-sized pleasure
and commercial craft.

(b) Directions for correctly securing engines to their
foundations.

(c) Directions covering the correct method of align-
ing a propeller shaft and testing its accuracy.

(d) Descriptions of proper bearings, proper number
of bearings to use, methods of fastening bearings in
place, lubricating them, and keeping them in line.

(e) Directions for installing water, exhaust and fuel
pipes, fuel tanks, etc., stating best locations and sizes, and
giving reasons.

(f ) A standard list of sizes of propeller shafts to use
for all sizes of engines.

(g) A standard list of sizes of shaft holes and stern
tubes for all sizes of shaft.

(h) A standard method for attaching propellers to
propeller shaft.

(i) A standard list of minimum distances that pro-
peller should be from end of stern bearing and rudder
from end of propeller.

(j) General explanation covering the importance of
having all these things correct, and directions that will
enable owners to make tests to check the power their en-
gines deliver to the propeller.

Again we say that we believe the engine builders
should take up this problem and for the good of their in-
dustry so standardize engine installation that all who buy
engines will be helped to get the greatest possible power
for driving the boats in which the engines are installed,
and the greatest possible mileage per gallon of fuel used.

It will, we think, be a step in the right direction for
this problem to be discussed during the coming power
boat show. Get together, cooperate and help your cus-
tomers reduce the H. C. of fuel per mile.

VICTORY CLASS IS GROWING FAST
The Victory Class of sloops which was promoted by J. S.
Morgan Jr., James D. Sparkman and James W. Alker is grow-
ing fast in popularity and has already become international. This
sloop, plans of which were drawn by William Gardner and have
been published in The Rudder, is 19 feet 5 inches on the water-
line, 31 feet 5 inches over all. It has become so popular that the
most optimistic views of those interested in it have been far
exceeded and the racing next Summer with these boats will
furnish some fine sport.

Thirty-eight of the class are now building or will be built very
soon ; of these twenty-two arc being built at Kevins' yard at
City Island. That is all Nevins could turn out before the season
opens. Two are building at Marblehead. Philadelphia yachts-
men are planning to build eight at some yard on the Delaware
and six are to be built on the Clyde.

The majority of these yachts will be raced on the Sound,
although some will sail on the Lower Bay with the Atlantic Y. C.
The yachtsmen interested are members of the Larchmont, Man-
hasset Bay, Seawanhaka, Corinthian and Atlantic Y. C*s.

Tf j^T>- ^rx 'Qiin By Chas. Desmond. At the request of numerous

XJ.LIW LKJ IVllJUL boatbuildeii we have reprinted this series tf7 pC

-r^ ^ Ol* of excellent articles on Boat Shop efficiency. >' ^ •^•-'

a rSOat JjilOP^y,; cl'^ TheRuddcrPubHiblBtCe..9MarraySt. N.Y.CIty

Ved Henvendelser til Annoncerende bedes Be refiFerere til THE RUDDER

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47

Explanation of a Few Resistance and
Model Tests

PARTI

Resistance is the opposing force exerted by any
medium against a body which endeavors to pass through
it.

When a body, wholly or partially immersed in water,
is moved the particles of water surrounding it offer
resistance to movement, the amount of resistance varying
with shape of body, speed with which body is moved
and nature of surface of body, and this being so it is
evident that the body which is shaped in such a manner
as to offer the least resistance can be moved at a desired
speed with the least amount of force.

From the time that builders of vessels first began to
realize that one of the reasons why one vessel moved
at a greater speed than another was that the speedier
one was shaped in such a manner that the water offered
less resistance to its movement, people engaged in shap-
ing vessels have searched diligently for a form that water
will offer the least possible resistance to.

Students of this problem, at various times, believed
they had discovered such a form, and while many of
their researches have resulted in improvement of form
and in additions to our knowledge of this subject, we
know that up to the present time no one has been able
to formulate any rule which, if followed, will enable
designers to shape a vessel in such a manner that water
Willi offer the least possible resistance to its passage. One
of the principal reasons for this is the fact that we do
not positively know what terms should enter into an ex-
pression representing resistance of water to the passage
of a vessel through it. Another is the difficulty of formu-
lating a rule that will express in proper ratio the variation
in resistance as the speed, the shape, the weight, and the
rolling and pitching movement of a vessel varies.

Before entering into an explanation of the resistance
vessels encounter when being driven through water, I
will briefly explain a number of investigations that have
been made in the past relative to the resistance opposed
to solid bodies moving in water.

It is rather important to bear in mind that the first
investigators of the subject of resistance made their tests
with blocks of wood that did not bear any resemblance
to even the crudest vessel and the dimensions of these
blocks were not always in proportion to those of vessels.

When later investigators discovered that a great deal
of data obtained by moving blocks of the kind then being
used could not be relied upon when applied to vessels
of regulation form, but that data obtained by moving
properly proportioned models of vessels could be relied
upon, it became the practice to use accurately shaped
scale models of vessels for all tests, and this is the
method in use today.

Sir Isaac Newton (1642-1727) was one of the first
scientists of note to investigate this subject, and in the
second book of his "Principia", he has demonstrated
that the resistance opposed to bodies which move in a
fluid varies in a duplicate ratio to the velocity of the
body, but inasmuch as later investigations have demon-
strated that this rule is only accurate when velocity of
lx)dy is very small and the fluid perfectly compressed,
it is evident that the investigations of Sir Isaac Newton
did not fully cover the subject.

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Bernoulli, Gravesende, Coulomb and Euler were the
next investigators of note to conduct experiments for
the purpose of ascertaining the laws of resistance of
water to the movement of a solid immersed in it.
Bernoulli's investigations led him to believe that
resistance could be accurately represented by two terms,
one denoting the square of the velocity at which the
body moved and the other being a constant ; while those
of Gravesende and Coulomb led them to believe that
while resistance should be represented by two terms, the
terms should be the actual velocity and the square of
that velocity. Euler believed that Newton's theory of
resistance was fundamentally correct, but he was not
confident that his theory could be relied upon when
applied to ascertain resistance to the motions of ships at
sea. Here we have the first recorded expression of an
opinion that it might not be possible to ascertain the
resistance encountered by a ship in motion at sea by
using rules that accurately determined resistance to
bodies moving in still water.

Abbe Bossut advanced the theory that if the resist-
ance against the front of a body immersed in water could
be determined the whole resistance against movement
through water would be known, because the frictional
resistance against all portions of the body, except the
front, was of such minor importance that it was not
necessary to consider them.

In 177s, Abbe Bossut, D'Alembert and the Marquis
de Condorcet conducted experiments under the direction
of the French Government, for the purpose of obtaining
data, that could be used to improve the shape of vessels
used in inland navigation.

These experiments, made in an enclosed basin, con-
structed in the grounds of the Military School at Paris,
were, I believe, the first extensive experiments of the
kind made for the purpose of

(a) Investigating the accuracy of existing theories
of resistance.

(b) If none of them could be verified to procure
data to serve as a basis for a new solution.

According to the report published at the conclusion
of these experiments, the mode of procedure adopted by
the investigators was to move wooden blocks of various
forms a known distance through the water. Of course,
in those days only the crudest kind of apparatus was
available and the method used to move the blocks was to
attach to the forward end of each block a line which was
led around a pulley close to the surface of the water,
then up and over another pulley that was erected about
30 feet above the water. By attaching a weight to the
end of this line and determining the amount of weight
required to move each block through a distance of 20
feet in a given period of time, and also by determining
the period of time required for the block to travel 20
feet with a given amount of weight attached to line, the
resistance that the water offered to the passage of each
block was determined and compared. With this crude
apparatus, many hundreds of tests were made with
blocks of wood, varying in shape and dimensions, float-
ing on and under the water, and the data obtained from
these tests led the Abbe Bossut to state in his report that,
regarding existing theories,

I St. — "It is impossible to make use of a theory to
determine the resistances which are experienced in
oblique shocks."

2d. — "That theory is insufficient to accurately de-

(Continaed on Page 50)

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March 27 to April 3

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(Continued from Page 48)

termine the resistances experienced by curved surfaces,
except in the case in which the surfaces do not meet the
fluid under small angles of incidence."

3d. — "That the resistances experienced by the same
body, whatever may be its shape, moved with different
velocities through water are very nearly in proportion
to the square of the velocities."

4th. — "That the perpendicular and direct resistances
of several plane surfaces moved with the same velocity
are very nearly proportional to the areas of the surfaces."

5th. — "That the resistances which arise from motion
in oblique directions do not diminish, everything else
remaining the same, in proportion to the squares of the
sines of the angle of incidence."

6th. — "It is evident that the common theory of the
resistance of fluids cannot be employed to find the solid
of least resistance nor generally to determine any curve,
for in such problems the law of curvature is an unknown
element, except curves in which the angles of incidence
are large, as from 50° to 90°, but even in these there
will be an error varying as the angles of incidence de-
crease. In nearly every instance, theoretical resistances
were rather less than those given by experiment."

7th. — "The experiment we have made agrees on
points 3 and 4 very nearly with theory."

It is to be regretted that all of the experimental data
of these investigators is not available for republication.
(To be Continued)

ATLANTIC Y. C.

Edward L. Doheny, owner of the steam yacht Cassiana. has
been elected commodore of the Atlantic Y. C. The annual meet-
ing of this club was held in the New York Y. C. house recently.
The other officers and committees elected were : vice-commodore,
Charles T. Pierce: rear-commodore, Francis R. Mayer; trustees,
W. S. M. Mead, P. H. Hart; secretary, Edward I. Graff; treas-
urer, Vincent B. Ward ; membership committee, Arthur L. Dore-
mus, chairman, W. O. Oaxton Jr., C. H, Callaghan; nominating
committee yacht owners, Thomas A. Duffey, chairman, Embury
McLean, H. W. Barthram; non-yacht owners, J. V. Ritchey, J.
N. Jeffares, Carlos de Zafra.

The flagship Cassiana, formerly the Cassandra, was built in
1908 from designs by A. S. Chesebrough, by the Scott Shipbuild-
ing & Engine Company at Greenock, Scotland. This vessel is
287 feet over all, 239 feet on the water-line, 33 feet breadth and
15 feet draught. She is driven by two triple-expansion engines.
Vice-commodore Charles T. Pierce owns a yawl 51 feet 4
inches over all, built by B. Frank Wood in 1904, from designs by
A. Cary Smith & Ferris. Rear-commodore Francis R. Mayer
owns the three-masted schooner Karina, which was built in 1911
from designs by Theodore D, Wells for Commodore Robert E.
Tod. Karina is 198 feet over all, 150 feet on the water-line, 33
feet 9 inches breadth and 17 feet draught.

The reports show that the club is in excellent condition. It is
expected that the America's Cup races, which will probably be
sailed off Sandy Hook, wiJl make the season at Sea Gate an
unusually busy one, and that Sir Thomas Lipton will again make
the clubhouse his headquarters.

* * *

NEW CLASS FOR BAYSIDE YACHTSMEN
The Bayside Y. C. will introduce a new one-design class this
season. Plans for this class were outlined at the annual dinner
of the club held at the Hotel Pennsylvania recently. The new
class will be known as the Bayside Blues. The plans have been
drawn by Charles D. Mower, and the general dimensions are 20
feet length and 8 feet breadth. It is expected that eight will be
built.

Walter P. Grossman, who was chairman of the regatta com-
mittee when he volunteered for service in the Navy, will again
have charge of the racing events.

With this new class the Bayside Y. C. will have six special
classes in its weekly races. These include the Birds, Bees and
Butterflies, which were promoted in the club.

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WINTER RACING AT MIAMI

Yacht racing at Miami will this year begin on Saturday,
February 14th, and each Saturday during that month there
will be a lon^ distance race for express cruisers. The races
in the Bay will be on March 5th and 6th and the regatta com-
mittee in charge of these events promises the best sport tever
witnessed in Southern waters.

Just before the war the Chamber of Commerce at Key West
purchased some very handsome trophies for the race between
Miami and Key West. This event, as well as the Gun Key
and Palm Beach races, was called off. It has been decided to
hold these events this year.

There are now several fast yachts at Miami and others are
expected daily which will compete in these races. Some of these
yachts are more suited to light weather and in order to make
the races as fair for all as possible the point system will be
used to determine the winners.

The system of scoring will be as follows : It will be neces-
sary for any boat entered to finish one of the long distance out-
side races in order to compete in the final races in the Bay.
Your committee have decided on these rules in order that the
lightly constructed and very powerful boats, such as the Shadow
V — and the Gar Wood boat which we understand will be en-
tered here and is very fast — will not have an undue advantage
over heavier boats of somewhat larger size and power.

The long distance races will start promptly at nine o'clock,
from the Biscayne Bay Y. C. dock, as usual, so that citizens of
Miami can assemble and see the race off. The finish of the
long distance races will be the bay line of the Government Cut,
where it will be possible for three boats to come in abreast, if
the finish should be that close. It was thought best not to try
to finish in front of the yacht club, where so many yachts are
lying in the harbor, and for this reason the finish will be at the
bay line of the Government Cut, as stated.

It is estimated that it will take about four hours to run the
race to Gun Key Light and return. On account of customs,
necessary delays, etc., the boats will not enter or discharge
passengers at the Miami Harbor, but will pass around a buoy
at the entrance to the harbor and back to Miami.

These races will be known as the Express Cruiser Cham-
pionship of the United States, and this class of racing will con-
tinue with these rules for three years.

These races will allow all classes of heavy express cruisers
to enter, and by entering the outside races, the larger, heavier
express cruisers will have an opportunity of winning the events
even though they should lose the inside races in the Bay. Some
of the boats entered are too large and broad to turn the sharp
corners in the -Bay, and this system of scoring will even matters
up so that the best boat under all conditions must win.

The Express Cruiser Long Distance Races are as follows :
Miami and return, approximately 100 miles, February 14th ;
Palm Beach and return, outside 130 miles, February 21st; Key
West, one way, outside t6o miles, February 28th ; lo-mile Ex-
press Cruiser Race on the Bay Course, March 5th; 20-mile Ex-
press Cruiser Race on the Bay Course, March 6th.

The scoring will be as follows : i point for each boat
defeated, i point for starting in the lo-mile race, 2 points for
the 20-mile race, 3 points for Miami and return, 4 points for
Palm Beach and return, 5 points for Key West.

The greatest number of starters in any race of any class
will be the basis for figuring the points won in all races. For
instance: If in the lo-mile race there were four starters, the
scoring would be — 4 points for first, 3 points for second, 2 points
for third, and i point for fourth. In the Key West Race, the
scoring in case of four starters would be — 20 points for first,
15 points for second, 10 points for third, and 5 points for fourth.

The programmes for the Bay races on March 5th and 6th
are: 2 p.m. lO-mile open displacement boats, open to all dis-
placement boats with an average speed of better than 20 miles
an hour, flying start, no handicap ; 2 :50 p.m. lo-mile race for
express cruisers open to all express cruisers with an average
speed of better than 20 miles an hour, flying start, no handicap;
3:20 p.m. 2-mile time trials; 4:00 p.m. aquaplane events.
« * *

J. LINTON RIGG RETURNS
Major H. Grest and J. Linton Rigg of Philadelphia started
October, 1919, for St. Lucia, British West Indies, in a 36-foot
Friendship sloop. Owing to adverse weather conditions and
imforseen repairs that had to be made to the boat four months
were consumed in getting to Florida, where they were forced
to lay off. Unless a crew can be picked up at Miami to take
the boat further, they will go at it again next Winter.

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MARCONI RIG ON THE GREAT LAKES
At the last annual meeting of the Yacht Racing Union of
the Great Lakes, Robert E. Power, J. S. McMurray and George
I. Weed were appointed a committee to investigate the Marconi
rig and to report back to the Council of the Union by January
1st. This report is as follows:

1. The Marconi rig for sail yachts, as used on Massachusetts
Bay last season, particularly in Universal Classes P and R, has
proved eminently superior to the old gafiF rig as far as the speed
IS concerned. Evidence goes to show also that this Marconi
rig is easy to handle and once the shrouds are properly set up,
there is' little danger of losing the mast as has been stated by
some of the yachtsmen on the lakes.

2. The rig is faster and in many respects better than the
gafiF rig. There is a tremendous saving in weight aloft and the
boat seems to handle more easily because the boom is shorter
and the sail is all inboard, and further, there is no heavy gaff
and rigging to carry away when jibing in a hard breeze.

3. The objections to the use of the Marconi rig seem to
be, first, its cost; and second, the fact that it is in an experi-
mental stage, and there is some talk of carrying the rig to
extremes so ifar as height of the mast is concerned. Investiga-
tion shows that in a new boat the cost is very little more than
the regulation gaff rig, but of course for existing boats, a com-
plete change has to be made from the deck up, and no part of
the old rig can be used. This fact has, of course, brought ob-
jections from owners of boats in the present Universal Classes,
particularly in Class R, but your committee feels that these
objections are of a character which can be overcome by the
segregation of boats of the gaff rig, from boats carrying the
Marconi rig if the interest of existing boat owners is sufficient
to warrant it. Your committee does not feel that the rig should
be barred merely because some expense would be involved in
changing the rigs of the few existing boats.

As a principle of yacht racing, the Marconi rig has more
in favor of it than it has against it. It is a step in advance in
the design and construction of racing yachts, and we believe that
the objectional feature now existing, tnat the rig has not become
standardized and may be carried to extremes, will be eliminated
in the near future as more use is made of it, and the possibilities
are more definitely determined.

Summing up the situation, the committee recommends that
no action be taken with reference to the Marconi rig, and that
its development be left to the natural law of supply and demand.

We believe that the builder of a new boat in the Universal
Classes should have the right to experiment with the Marconi
rig if he so desires, and strongly object to any step by the
yachtsmen on the lakes which would be looked upon as retro-
gressive, and which would serve to put our boats in a class
inferior to those on the Eastern Coast.

We furthermore believe that should the development of
the Marconi rig bring about extremes too radical for general
use, that the Atlantic Coast Conference will take up the ques-
tion and settle it, in which conference the Great Lakes always
had a strong voice.

4c « *

STUYVESANT Y. C.
The officers of the Stuyvesant Y. C. for the year are as fol-
lows : Commodore, J. A. Muller ; vice-commodore, W. E. Beards-
ley ; rear-commodore, H. P. Fiske ; fleet captain, W. J. Hart ;
recording secretary, Wm. Briesemeister; financial secretary, W.
L. Cree ; treasurer, C. S. Ogden ; measurer, C. H. Clapper ; fleet
surgeon, H. L. Stierer, D. D. S. ; fleet chaplain, A. Knoepfle;
board of directors, Fred W. Deissroth (term one year), F. H.
Hcgeler (term one year), J. Triesner (term three years), George
Weber (term two years), H. P. Raben (term three years) : re-
gatta committee, H. Clapper, E. W. Zumbuehl, E. Veit, W. P.
Purdy, Wm. Karl; law committee, H. Ludwig, F. L. Kelly;
auditing committee, C. H. Clapper, G. Immish. A. J. Dippel;
membership committee, George Liptay, F. Holl, H. Ludwig.
The clubhouse of this organization is at Jacks Rock, Pelham
Bay Park, and members are most enthusiastic about the outlook
for the coming season. They are determined to make it the big-
gest and best they have enjoyed.

« « *

PENSACOLA Y. C.
The Pensacola Y. C. added one hundred members to its list
last year and is in a very flourishing condition. At the annual
meeting held January 21st the following officers were elected:
Commodore, John H. Cross; vice-commodore, M. L. Bear; rear-
commodore, P. Lindenstruth ; fleet captain, J. C. Watson; fleet
lieutenant, H. S. Merwin; secretary-treasurer, W. C. Frederic.

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COMMODORE FORD ELECTED FOR THE SIXTH TIME
Commodore James B. Ford has been re-elected by the mem-
bers of the Larchmont Y. C. He has been the senior flag officer
of the club since 191 5 and has not only piloted it through five
very strenuous years for yachting, but has by his good judgment
and great interest in club affairs put the club in a better position
than it ever held before. Commodore Ford owns a fleet of
yachts. His largest is the schooner Katrina, which was built
from designs by A. Cary Smith in 1888, and is as staunch now
as when she was launched. He also owns the Larchmont one-
design 38- footer Varuna. Now he has ordered one of the new
Victory Class of sloops and will also have one of the new Vic-
tory sailing dinghys.

Henry D. Whiton, owner of the yacht Usona, is vice-com-
modore, and H. H. Raymond, owner of the yacht Scotian, is rear-
commodore. Benjamin O. Booth is secretary, and Samuel R.
Bell is treasurer.

* * *

QUINCY Y. C.

The annual meeting of the Quincy Y. C. will be held at
Quincy, Mass., on Thursday, February 5th. Officers are to be
elected for the ensuing year and the members will receive and
act on the report of a special committee appointed to revise the
by-laws. The treasurer's report, which will also be presented to
the members, shows that the receipts from all sources last year
were $9,402.35, and the expenditures $9»497-35, showing an over-
draft of $95.00. The assets of the club are $17,39750, and the
liabilities ^12,553.87, leaving a balance of $4,843.63.

The ticket nominated and which will undoubtedly be elected
is: Commodore, Eugene R. Stone; vice-commodore, Joseph L.
Whiton ; fear-commodore, William E. Howe Jr. ; secretary,
Charles E. Bishop; treasurer, Frank O. Fellows; measurer, John
H. Burroughs; executive committee, Henry S. Crane, Edgar W.
Emery, Ira M. Whittemore, Clarence R. Snow ; house committee,
Albert L. Anderson, Clarence W. Putnam, Fred J. Pierson, Ben-
jamin Duncan, Clarence Williams, Cyron B. Turner, Charles
Hanson,

NEW ROCHELLE Y. C.
The annual meeting of the New Rochelle Y. C. will be held
at the Waldorf-Astoria, New York, on Saturday, February 7th.
Some slight changes to the constitution are to be considered.

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The regular nominees for officers and committees for this year
are : Commodore, Eugene C. Myrick, yacht Lady M. ; vice-com-
modore, Augustus Barratt, yacht Athena; rear-commodore, W.
L. Coursen, yacht Wasaka; secretary, George H. Mohr; treas-
urer, Henry M. Lloyd; trustees, C. E. Wyhard, Harry A. Bliven,
C. V. Bennett; regatta committee, George P Granbery, William
H. Porter, Oscar H. Chellborg; entertainment committee,
William Judson Clark, Alex. Hutchinson; measurer, Roger M.
Haddock; law committee, John F. Lambden, William P. Jeffery;
art committee, H. W. Fairfax, Henry Doscher; nonjinating com-
mittee. Commodore Charles A. Marsland, Charles A. McGill,
Edwin N. Knapp.

The Board of Trustees, acting in accordance with the by-
laws, will present to the club as honorary member the name of
Alexander McConnell, who <has been a member since 1897, and
has for many years during his active membership rendered the
club important and valuable service.

After the meeting the members will dine together, as usual.
m * *

CORINTHIAN Y. C. OF MARBLEHEAD
Lawrence F. Percival has been elected commodore of the
Corinthian Y. C. of Marblehead to succeed Commodore John B.
Fallon, who has retired from office. Commodore Percival is an
enthusiastic racing man and owns the 40-foot sloop Katherine,
one of the New York Y. C. class. The annual meeting of the
club was held at the Boston Athletic Club house on January 14th.
Other officers elected were: Vice-commodore, Frank C. Paine,
auxiliary schooner Seneca; rear-commodore, Sydney A. Beggs,
sloop Ruweida; secretary, J. W. Knapp; treasurer, H. S. Good-
win; executive committee, J. M. Ward, G. N. Proctor; member-
ship committee, A. G. Richardson, W. S. B. Stevens, W. M.
Weston, H. S. Goodwin; regatta committee, W. L.* Carlton, G.
Edwin Chapin, W. Candler Bowditch, J. R. Harding; house com-
mittee, three years, F. A. Floord; two years, Vaughan Jealous.
* « *
KEYSTONE Y. C.
The newly elected officers of the Keystone Y: C. of Tacony,
Philadelphia, are: Commodore, A. B. Cartledge: vice-commo-
dore, A. A. Jordan; rear-commodore, Samuel Littley; secretary,
Joseph W Broomhead; treasurer. F B Fisher; hoard of gov-
ernors, N. Hildesheim; J. E. Moore, C. P. Neveil, G. W. Hughes,
T. McKane Jr., J. Hartman, H. Weber, G. Strunk.

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MIDDLEWEST POWER BOATMEN ORGANIZE

The middlewest power boat men have planned to have a
council. This action was taken at a meeting held at Chicago on
January i8th and the council will be organized at a meeting to
be held at Detroit on February ist. At the Chicago meeting there
were delegates from all the Mississippi Valley clubs. This meet-
ing had been called by Admiral J. W. Sackrider of Racine, Wis.,
and after the Mississippi Valley meeting representatives of the
Lake Michigan, Lake Erie and Lake Ontario Associations joined
with the Mississippi Valley representatives and discussed plans
for the new organization.

This council is to be purely advisory and is to frame rules,
classifications, arrange dates of regattas and generally smooth
away present troubles.

Commodore F. W. Wakefield of the Inter-Lake Yachting
Association was requested to call a meeting of the delegates at
Detroit. Admiral Sackrider, W. V. Kiddei- and Charles P. Han-
ley will represent the Mississippi Valley at that meeting. The
Lake Michigan delegation will be headed by Commodore Sheldon
Clark of the Lincoln Park Y. C. and chairman of the Yacht
Racing Union. Dr. A. R. Hackett and Robert E. Power will
represent the Lake Erie Association.
"f. * *

INTERNATIONAL CUP ENTRIES

The Motor Boat Club of America, which has long been sleep-
ing, but still an organization, is to come to life again and will
have charge of the elimination trials to be held for the purpose
of selecting a team of three high-speed power boats which will
be sent to England to race for the British International Trophy.
Commodore A. L. Judson, who is president of the American
Power Boat Association, is to be commodore of the revified club,
and with him at the helm it is certain things will hum.

It is expected that there will be half a dozen boats at least
in these elimination trials, and the racing for the honor of mak-
ing the team will be very keen. Commodore Judson will be rep-
resented by the Whip-Po'-Will or by a new speed boat, which is
expected to be very speedy, or perhaps by both, as there is no
limit to the number of entries in these trials. Gar A. Wood,
who has been so successful racing for the Gold Cup, and who
had the challenge sent to England, will enter Miss Detroit IV;
and another Smith-built boat will represent Mrs. Wood. One
will represent the Detroit Y. C. and one the Miss Detroit Power-
boat Association.

William Metzger, rear-commodore of the Miss Detroit Asso-
ciation, is having a boat built by Smith, which will probably be
entered under the colors of the Detroit Boat Club.

♦ 4l 3»

GOLD CUP RACES
The Gold Cup races will this year be held at Detroit, Sep-
tember 4th to 7th, and it is hoped that the American team which
is to ^o to England will be back in time to compete. The program
at this regatta is quite an ambitious one. In addition to the
Gold Cup races, three heats of 30 miles each, there will be a
long distance race across Lake St. Clair for boats 28 to 40 feet,

bronze and silver trophy events for displacement boats ; the News
trophy race; the Sallan cabin cruiser race; the Miller chance
race; the Fisher trophy race and the mile-time trials for the
championship of North America.

G. A. Wood is sponsor for the Lake St. Clair race. He has
oflFered a $5,oog> prize for a free-for-all event for displacement
and monoplane boats over 28 and under 40 feet in length. The
length of the course is 60 miles.

The Gold Cup Committee held a meeting recently at which
Mr. Wood's offer of the prize was accepted, and at that meeting
the officers and committees who are to manage the races were
selected. They are as follows: Commodore, A. A. Schantz;
rear-commodore, William E. Metzger; vice-commodores, A. I.
McLeod, Horace E. Dodge, A. A. Templeton, Col. Edward G.
Heckel, Commodore R. George Marsh; chairman finance com-
mittee, William E. Metzger; treasurer, Theo. F. A. Osius; secre-
tary, J. Lee Barrett; finance committee, A. A. Schantz, chairman,
W. E. Metzger, vice-chairman; reception committee, James
Couzens, chairman, John J. Barium, vice-chairman; regatta com-
mittee, Fred R. Still, chairman. Otto Barthel, vice-chairman ; pub-
licity committee, Charles D. Lynch, chairman, E. J. Stafford,
vice-chairman, K. W. Hall, Eddie Edenburn, H. Pearson and
Burt Walker; patrol committee, E. M. Gregory, chairman. Dr.
A. W. Hackett, vice-chairman ; entertainment committee, R. W.
Rennie, chairman, Dr. G. H. Voelkner, vice-chairman ; transporta-
tion committee, A. T. Waterfall, chairman ; measurer's committee,
Dr. A. W. Hackett, chairman, William T. Meier, vice-chairman;
race committee, Charles D. Cutting, George Mowry, G. A. Wood ;
hotel committee, Frank W. Harriman, chairman, H. William
Klare, vice-chairman; surveyor, Prescott G. Brown.
* * *

FLORENCE CHARTERED BY PERCY CHUBB
Percy Chubb, who some years ago was a most enthusiastic
and active yachtsman, has chartered the power yacht Florence,
and is now cruising in southern waters. The charter was made
through Tams, Lemoine & Crane, and that firm superintended
the fitting out of the yacht at Tebo Yacht Basin. Florence is
154 feet over all, 127 feet 6 inches on the water-line, 20 feet
breadth and 7 feet draught. She is powered with two Winton
engines of 250 h.p. each and has a speed of 14 miles an hour.
She was built by Lawley in 1914 from designs by Henry J. Gielow
and has six large staterooms, five bathrooms, a dining room, sit-
ting room, music room, and is equipped with electric-lighting and
ice-making plants.

Mr. Chubb flies the burgee of the New York Y. C. He in-
tends to make his headquarters at Nassau and will cruise among
the West Indies, returning in the Spring.

♦ * ♦

TAMAQUA Y. C.
At the annual meeting of the Tamaqua Y. C. these officers
were elected : Commodore, F. A. Pilsner ; vice-commodore, W. H.
Citchley; rear-commodore, W. H. Tisne; treasurer, G. Mac-
Donald; financial secretary, W. H. Hume; recording secretary^
T. V. Gould; trustees, E. V. Barton, W. Bond, J. Eckholdt.

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' 1920, but there is every indication the demand for them will be difficult to fill,
for the coming year will see the greatest construction of new boats ever under-
taken, not alone in America but all over the world.

If you are figuring on a new power plant for 1920 we urge you to get into
communication with us now, while we can guarantee deliveries. It will save disappointment later.
Five Models, 10 to 40 H. P., for every service. They burn either gasoline or kerosene.

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SEAWANHAKA-CORINTHIAN Y. C.

At the annual meeting of the Seawanhaka-Corinthian Y. C,
held in the Ntvr York Y. C. house on Tuesday, January 13th.
Ralph N. Ellis was reelected commodore. Junius S. Morgan Jr.
was elected vice-commodore, and Paul L. Hammond, rear com-
modore. Other officers and members of standing committees
elected were: secretary, Henry R. Hayes; treasurer, Arthur
Weekes Jr.; measurer, Alexander M. Orr.

Trustees (Class of 1921)— James D. Erskine; (Class of
1923), Franklin Remington, Albert Strauss and T. F. Humphrey.

Race Committee— Colgate Hoyt Jr., chairman; John Clinton
Work, Henry M. Curtis, secretary; William H. Appleton and
H. E. Boucher.

Committee on Lines and Models— C. Sherman Hoyt, Alex-
ander M. Orr and Jonathan M. Thompson.

Law Committee— Gherardi Davis, William A. W. Stewart and
C. J. Noursc.

Committee on Navigation and Seamanship— Arthur Curtis
James, William J. Matheson and F. S. Hastings.

James D. Erskine was elected to fill the vacancy in the
board of trustees caused by the death of Dc Forest Hicks.

MAUMEE RIVER Y. C.
The officers and committee chairmen who will be responsible
for the Maumec River Y. C. this year are : Commodore Elmer
T. Hoist; vice-commodore, Paul Jones; fleet captain, Kenneth
Legron; fleet surgeon, Dr. Paul Hohly; harbor master, R.
Blanchong; recording secretary, Paul Sussman; financial secre-
tary A R. Perry; sail boat measurer. Eb. Walbndge; asst. sail
boat measurer, Gus Walbom ; chairman power boat committee,
Stanley Sloan; chairman sail boat committee, Paul Sussman;
chairman house committee, Roy O. Hart; chairman entertain-
ment committee, L. A. Boulay; chairman card committee, N. 1.
Taylor; chairman dance committee, J. Simmonds; chairman ice
boat committee. Gale Willetts; L L. Y. A. Delegate, W. J.

Billingslea.

HARLEM Y. C.

Commodore George Young of the Harlem Y. C. was re-
elected by the members of that club at the annual meeting held
recently Other officers elected were: vice-commodore, J. L
Glover; rear commodore, Langley Hawthorne; secretary, J. D.
Bradley; financial secretary, William T. Hyde; treasurer, H. W.
Anness. The following were elected as members of the board
of trustees to serve three years: John A. Crowley, Frank Mc-
Dermott and T. B. Bates. Commodore Young reappointed Dr.
T. A. Martin, fleet surgeon, and Carl H. Young, measurer.

The Harlem Y. C. is prospering and the outlook for the
coming season is very good. In 1919 the club redeemed $1,000
of its mortgage bonds.

SOUTH BOSTON Y. C.

The South Boston Y. C. members have planned to renovate
and improve their clubhouse. Of the $20,000 necessary for this
work, $18,000 has been raised. The officers elected at the annual
meeting held on January 7th were : Commodore, Walter D. Long ;
vice-commodore, Neil H. Cronin; rear-commodore, Frank L.
Cook; secretary, Henry P. Murphy; treasurer, Harry L.
Wheater; measurer, Sylvester L. Gookin; fleet surgeon, Dr.
Charles R. Rockwell; fleet captain, Leon T. Allen. James T.
Allen, who has been fleet captain for four years, declined a re-
appointment, and the members presented him with a fine pipe
and a supply of tobacco in appreciation of his services.

RETURNS FROM SERVICE

F. Stanley Wood has returned from France after his service
with the A. E. F. and has taken charge of the Marine Depart-
ment of G. B. Carpenter Company of Chicago.

Mr. Wood is a well-known yachtsman and has proven his
100 per cent. Americanism by his service abroad, and under
his management the Marine Department is bound to boom.

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The illustration shows the new 40-h.p. Kermath, which
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In every detail they have taken the benefit of the most
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and perfect alignment of the motor at all times under most
extreme conditions. This feature is necessary in designing
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The engine may be operated with the greatest success

at speeds as low as 500 r.p.m. It is perfectly balanced and
on account of this is also capable of speeds up to 1,200 r.p.m.
The bearings throughout are large, valve diameters ample,
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No expense has been spared to make the engine perfect
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best materials and accessories obtainable, basing the price on
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The engine has been very carefully tested under actual
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successfully to every test given under all conditions of
weather, the company added it to their stock line of 1920.

During the testing period naval architects, boatbuilders,
engineers and yachtsmen were invited to take trips and point
out any weak feature, as the manufacturers determined to
have a perfect product when ready for the market.

Among many others, A. W. Toppan of Boston, who is
known to be one of the most exacting and shrewdest engine
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the writer he tried every kind of a trick he knew, and the tests
he put the machine to would cripple nine out of ten engines.

At his request the engine was slowed down until he
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picked up its load without hesitation, in fact, it seemed to
respond in an uncanny way in a dozen attempts.

The Kermath Manufacturing Company have enlarged
their plant and are building on a large scale, as this is the
only way it is possible to turn out the engine up to date in
every respect at the price they are selling it.

MOTOR SCHOONER JAYO

Seabury & de Zafra, Inc., 150 Nassau Street, New York,
have successfully negotiated for one of their clients the pur-
chase of the motor schooner Jayo, now at Lisbon.

The Jayo is to proceed immediately to New York to be
docked and sheathed with yellow metal and then to proceed to
Southern waters to go into trading, relieving a small steam vessel
which will then be sent to New York for the removal of the
steam power plant and the installation of a fuel oil motor of
American manufacture.

It is the intention at a later date to replace the present
Skandia engine in the Jayo with an American fuel oil engine
similar to the one to be installed in the steamer.

BILGE PUMP

NflJ, ill Brasses. Hq, 2. 'yr:M6,

Fog and Ships' Bells
for all size crafts

Jingle Bells, Pull% Gongs,
Cranks, atCi

BEVIN BROS. MfG. CO.
Ea»t Hampton Connecticut

Please mention THE RUDD ER when writing to advertisers

58

TMEfl«*

RUDDER

February

MALLEABLE IRON BOAT HARDWARE
We illustrate one of the most popular makes of socket and
row locks made. Now that their war contracts have been com-
pleted the Malleable Iron Fittings Company are prepared to
devote their whole efforts to their regular line of malleable iron
fittings.

In addition they have added a line of propeller wheels for
commercial vessels and are in position to make some attractive
quotations.

Mr. J. G. Fisher, their general sales manager, is in charge
of the New York City office at 253 Broadway and will be pleased
to make prompt quotations to the trade.

♦ ♦ *

FREE LECTURES

At the request of a number of local yachtsmen a free course
of illustrated lectures on coastwise navigation and small boat
handling has been arranged for by the Yachting Department of
the New York Athletic Club. These lectures started January
19th, at the New York Y. C., Sixth Avenue and Fifty-ninth
Street, New York City, and will be given every Monday at
8 o'clock.

An invitation is extended to all who are interested. Attend
this series of lectures, and there will be no charge of any nature.

The subjects to be taken up are as follows: Rules of the
Road and Whistle Signals; Lights for All Classes of Vessels;
Buoys, Aids to Navigation, etc.; The Compass and Its Use;
Compass Errors and Corrections; The Chart and Its Use;
Nautical instruments and Publications; Coastwise Navigation
and Piloting; Sailing in Fog at Night; Flags, Colors and Yacht-
ing Etiquette.

♦ ♦ *

SANDS V. F.

This is the title of a 30-page booklet just published by A. B.
Sands & Son Company of 22 Vesey Street, New York.

It was prepared especially for the use of small boat owners
who may require spare parts or additions at fitting-out time.
There are many valuable suggestions for saving space, and
while this booklet does not cover the complete line of plumbing
manufacture by the firm, it contains the most important that are
used in small boat work, making a quick, handy reference book

for all boat owners.

« « «

MODEL GR STERLING

This latest Sterling has been developed from their previous
models and is not a radical departure from Sterling practice.

This engine has proven itself one of the best on the market,
and in this latest type they have added a detachable cylinder
head containing overhead dual inlet and dual exhaust valves,
in addition to which various bearing surfaces have been in-
creased, and exhaustive tests have proven their overhead valve
operating mechanism.

ANNOUNCEMENT
Second Annual Aeronautical Exposition of Manufacturers'
Aircraft Association, Inc., at Seventy-first Regiment Armory,
34th Street and Park Avenue, New York, March 6-13, 1920,
inclusive.

♦ ♦ ♦

PORT OF NEW YORK ANNUAL
Any one passing along the waterfront will note the apparent
unending congestion of trucks, which is a disgrace to the Great
City of New York. The truck drivers, however, enjoy it im-
mensly, as they fill in on overtime at double pay, and the cost to
the shipper at -the rate of $2.00 an hour for truck hire puts a
severe handicap on the Port of New York. That the conditions
may be appreciated and some action taken to reform same has
been accepted as a duty by the publishers of Port of New York
Annual.

The publication also gives valuable information regarding
the port that will be found of unusual value to all interested in
shipping. It contains 416 pages of text with numerous illustra-
tions; bound in blue cloth. The subscription price is $3.00 a
copy. Published by Smith Port Publishing Company, Inc., of
3 South Street, New York.

♦ ♦ ♦

NEW COMPANY
The completely equipped motor factories of the Curtiss Aero-
plane & Motor Corporation at Hammondsport, N. Y., were sold
recently to L. J. Seely of that place. The plant has now been
turned over to a new organization known as Keuka Industries,,
Inc., of which the officers are: L. J. Seely, president; John H.
McNamara, vice-president; K. B. MacDonald, secretary and
treasurer. The directors are: Glenn H. Curtiss, Hammonds-
port; K. B. MacDonald, Buffalo; J. H. McNamara, Hammonds-
port; Hugh Satterlee, New York; L. J. Seely, Hammondsport.

* * *

TOW BOATS
Seabury & de Zafra, Inc., 150 Nassau Street, New York,
have just completed designs for two small wooden towboats for
lumber towing in Manchuria. The designs show very business-
like little craft, with enclosed pilot house and fidley over the
engine and boiler rooms, and crew bunks for four under the
forward deck. The motive power to be a 50-h.p. compound
steam engine with coal-burning water tube boiler. The dimen-
sions of the vessels are: Length, 45 feet; beam, 11 feet; draft,
light, 3 feet.

♦ ♦ ♦

LUMBER
Jordan Bros. Lumber Company of Norfolk, Va., manu-
facturers of White cedar boards and cedar products have suc-
cessfully completed their work for the United States Govern-
ment and are now prepared to take care of commercial business.

* ♦ ♦

CHANGE IN FIRM
The co-partnership existing between Mr. Gielow & Mr. Orr
expired on the 3d of January by limitation. In future the busi-
ness will be conducted by Mr. Henry J. Gielow.

* * *

AN OLD FIRM WITH A NEW NAME
The old firm of the Cape Cod Power Dory Company, who
have been building boats for a great many years, have been taken
over by the Cape Cod Ship Building Corporation together with
the factory and its equipment of patents, good will, special pat-
terns and moulds for building standardized boats.

J

UNTIL TOU HAVE SEEN THE EXHIBIT OF THEICAPE COD SHIP BUILDING CORP., AT^GRAND CENTRAL PALACE, New York, FEB. 20-28, 1920

Builders of Craft to
150' Length or
10' Draft.

Winter Storage

20* Dory Launch
17* Sail Dory

16* Shallow Draft
17* Life Saving Dory
14' Outboard Motor
10' Row Boat
12' Row Boat

Our Leader 20 ft. SpecUl. The Baleit little family boat built, will stand the ocean waters. Motor housed in.

CAPE COD SHIP BUILDING CORPORATION

—f t* OAPI ODD POWm DORV OOMPANV, 9%7 Main St.. WaraKam, Mms. Now V*rli Show n—m; 41t Stk Av«., Itov

itow VaHi OHy

Hagan el favor mendonar el RUDDER cuando escriven

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- — —■'^^^ - /

■f^wjUiif^"

\y —

Piece Work

T^O THE REAL WORKER it means a Fat Pay
-■- Envelope Every Saturday at the Submarine
Boat Corporation. Especially for Good

Riveting Gangs

Riveters

Holders-on

Heaters

Passers

Ship Fitters

Drillers and Reamers

Regulators

Erectors

and other Trades

The fairest basis of reward for labor is piece work. Production on an hourly
basis treats the conscientious worker and the slacker alike. But piece work
renders a just discrimination.

The day rate as set by the Wage Adjustment Board states that Riveters should
receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and
so forth. Our piece workers in these departments average from 15 to 20%
higher. The piece work pay is what you make it.

Unskilled but Ambitious Men are Wanted to Learn

the Various Trades

If you desire to become a Shipworker you can learn quickly,

efficiently and thoroughly at our training school.
GOOD PAY WHILE LEARNING. $.46 to .56 per hour.

TRAIN SCHEDULE

NEW YORK,N. Y., Ub«rtySt.,J«MTCentnUR.R.
Lm*« tsU, tM, *:M, ItSi A. M.

JERSEY CITY, N. J. Jackw» At*.. Sunn Cantfal R. R.
Lmt* t:35. «iM. 8<1« A. M.

NEWARK, N. J.

Broad St., Jctm^ Cantnl R. R.
Lmw «tM, feM, feM, 7:10, StlO A. M.

AIM takeTroltoj MaricMl "Part
Nawark".

BAYONNE, N. J.

GraaBTllte Station, LahlghVallay
L«av«t7.-«0A.II.

ELIZABETH, N. J. BUiabath Stattoo. JarM^ Caatral
R. R., LaaTai «sM A. M.

ELIZABETHPORT. Laavaa i<S5 A. M.

COME TO EMPLOYMENT OFFICE OF

SUBMARINE BOAT CORPORATION

NEWARK BAY SHIPYARD

PORT NEWARK, N. J.

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Published on the
24th of the Month

THE

RUDDER

Yachts

Commercial Boats

and

and

fachting

Equipment

Edited by
Arthur F. Aldridge

Engines

and

Accessories

Copynght 1920, by The Rudder Publishing Co., New York. NOTICE— The eoattntt ofthh magaxine, iaeluding all artitht, illuitrationt, plant and detignt, art covered by
copyright, and their reproduction it abtolutely forbidden without the content and permlttion of THE R UDDER PUBLISHING COMPAN Y.

Volume XXXVI

March, 1920

No. 3

Fitting Out Time Is Here

By Gerald Taylor White

THE ground hog has come out and taken a look
around and has seen his shadow. According to an
old tradition that means that we will have six weeks
more Winter. We will soon have to dig out the old suit
of overalls and get on the job. As a rule the yachtsman
welcomes this fitting out period, although it means that
stiffened muscles will have to be eased up and that many
sore fingers will have to be doctored. But who cares?
As long as we will have the opportunity of working on
our beloved boat we should be happy.

During the war period there were many boats laid up
during both the Summer and Winter seasons. If your
boat was laid up last Summer you will find that there
will be a great deal more work to do than you would
have had if it had been in commission. A boat will al-

ways deteriorate more or less while laid up. This means
that you will have to start a bit earlier this year than ever
before. As all supplies are up in price you will probably
have to spend a little more than usual for the needed
paint, varnish and other requirements. I do not tell you
this to discourage you at all, but simply to prepare you
for the work in hand.

The greatest mistake made by inexperienced boatmen
is to underestimate the cost in both time and labor of
alterations and outfitting. Time after time I have found
men planning to make extensive alterations, and then
beginning these alterations in April or May. As the
average man has only his Saturday afternoons and Sun-
days to work in he should not start to make any changes
that are liable to take him well into the Summer. Of

A Thoronsh Hoselng Will Make a Decent Painting Job Possible

K

With tbe Ensina In Thli Condition » Fropar Inspection Can Ba Mada

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The Use of the Finger as a Putty Knife is Not According to Hoyle, and
Extremely Messy

course, there are certain things that must be done. The
boat must be painted and varnished ; the engine must be
gone over thoroughly, and the sails and rigging must
have their share of attention. Unless you have plenty
of time ahead of you and several helpers, do not try to
do too much.

The really important things to give your attention to
are the preservation of the hull and the items upon which
your safety depends. The rest is perhaps advisable, but
as a rule not absolutely necessary. It is thus wise to

consider only the main items at first until you see what
time you have left over.

The first thing to do when you tackle the fitting out
job is to uncover the boat and give it a good airing. If
you are located where you can get hold of a hose with
some little pressure in the line you can wash the hull off
outside and inside, especially below the floor. Clean out
all oil and dirt from every part of the hull. Open every
locker and remove all tools and other equipment from
the boat. Take out the floor boards and clean them up
on the under side as well as the top. Take hot water and
washing soda, scrubbing brushes and elbow grease.
Spend the entire first day if necessary in getting the boat
clean. You positively cannot varnish or paint over a
dirty surface. If you have had many years of experience
at the fitting out game you will know this, but every
boatman tries at some time to put a coat of varnish on
top of a coat of oil and dirt. The result is always the
same.

■ If the engine is not too heavy it should be taken out
of the boat and put into a shed. You can work on the
machine much better when it is out of the hull. If the
engine is of the heavy type it may be necessary to take
it apart to get it out, but it should be taken apart anyway
for a proper cleaning. One of the reasons for taking

The Easiest Way to Bemove Faint — Not So Satisfactory for Vamisli

Bemoving Carbon ancl Cleaning Out the Water Jacket Bast

the engine out is to get at the bilge under the machine.
Usually you will find this place a nasty mess -of oil and
grease. This must be scraped out perfectly clean and
the bed and inside of the planking washed off with gaso-
lene. It may seem to you the ravings of a fussy old
woman to make so much ado about getting parts clean,
but a dirty boat is an abomination in every way. In the
first place the so-called bilgy smell that is the cause of so
much seasickness is due to dirt in the bilge. Half of the
cause of rot is to be laid at the same door. A dirty
plank or frame cannot be inspected properly and in con-
sequence a place that needs attention will often go un-
seen. Don't let anyone tell you that engine oil and cup
grease is a wood preservative. It is exactly the opposite.
The best preservative for wood is a good coat of paint,
and plenty of air. The dirt prevents the action of both.
A rather good tool for the cleaning of the bilge in the
way of an engine compartment is an oil gun filled with
gasolene. The nozzle should be made smaller than is
the case when you are using oil ; a toothpick stuck in the
end will make a smaller opening so that the stream of
gasolene can be shot with some force at the dirty part.
A somewhat more complicated rig, but a better one, is
a small tank of gasolene with a hand pump so that air

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pressure can be kept on the contents. A small hose and
nozzle attached to the tank will permit the cleaning of
all greasy parts. An outfit like that is of great help when
the engine's turn comes.

All cushions, pillows, bedding, curtains, carpets, etc.,
must be taken out of the boat and hung up on a line in
the sun. If they are at all dirty they should be sent away
»to be cleaned in a proper manner; If the boat has been
stored where there is considerable dampness you may
find that the fabrics have become mouldy. Unless this
is very bad the articles can usually be restored for use
by a liberal application of fresh air and sunlight. All
carpets and cushions should be beaten well and then
brushed oflF. The air and sunlight treatment should be
given to all rope and such things as woven fenders. In
going over the rope be very careful to inspect it thor-
oughly. Remember that upon the strength of that rope
you may some day hang your own and the boat's safety.
If there is the slightest reason to suspect that the rope
is rotten, or if frayed places are found, discard it. A
new line will be the cheapest sort of insurance. There
are several ways in which old line can be used. The best
kind of fenders can be woven from old line. The method

Cutting the Water -Line is the Last Step Before Launching

of doing this is too long to put in this article, but any real
sailorman can show you in a few minutes.

If you have any anchor chain fish it out and go over
it link by link. Often you will find a place where the
links have been badly rusted. Saw these bad links out
and connect the two pieces of chain with a connecting
link. These connecting links are simply split links with
pins on them that can be rivetted together easily. If the
chain is of the black iron variety, with no galvanizing
upon it, you should chip off what rust there is in order
to see what the real condition of the chain is underneath.
A coat of red lead all over is the best plan with such a
chain.

The anchors should now be looked at with care. If
the hooks are of the folding type you must unfold them
and set them up. Quite often this type of anchor will
have the galvanizing chipped oflF and then rust will get
in and cause the moving parts to stick. You should not
wait for a bad night with an onshore wind and a stalled
engine to discover that the anchor is rusted so that the
stock will not open out and fasten properly. If there
are any pieces of leather connected with the pins that
hold the anchor open they should be removed. Leather
will rot very quickly in salt air. A coat of aluminum

Betuming the Piston is Complicated by the Necessary, But Annoying

Blngs

paint will not only serve to protect the anchors from
rust, but will improve their appearance very much. The
same thing can be said about the side lights and other
metal parts that are not polished brass. Remember that
galvanizing is a temporary protection against rust. In
time it will wear off and leave a bare spot. Keep it
painted to be sure, for a painted surface is safe from
the evils of rusting.

The rudder and stock should be inspected with great
care. If the shoe under the rudder is fastened with
galvanized bolts they should be drawn and looked at.
Quite often a galvanized bolt will look all right from the
outside, but on the inside the galvanizing will have be-
come bad and the bolt rusted. A frequent cause of com-
plaint is that the pin on the bottom of the rudder will
wear an oval hole in the shoe. If this is the case with
your boat you should remove the rudder and bore the

(Continued on Page 73)

The Final Adjustment of Push Bods Completes the Engine Wj

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What's a Cruiser?

A GARY SMITH once remarked a boat built for
a special purpose was splendid for its work, but
useless for other service.

Cruisers may be classed under three types — Express,
Light and Heavy. In the early days of the Express
type J. J. Amory described an express cruiser as 80%
express and 20% cruiser. Since then there has been a
sensible development of the type with a little more boat
and less engine factory in the power plant. In selecting
a type it all depends upon the
man, some are speed crazy,
others prefer lightly-built high-
powered boats for Sound and
River work, while the 'fellow
who loves an old hooker begins
to live when it blows great guns
and he can stick his nose out to
sea from a rugged coast in
weather that is not fit for a light
cruiser to battle with the ele-
ments.

As extremes of the types in
cruisers we show a high power
cruiser and a regulation old gale
battler fit for bad weather any-
where. The high-power cruiser
gives one all he could ask for
in the way of speed and looks,
but to gain speed you sacrifice
room, as it is necessary to build

a fine-lined, lightly-constructed boat, when the, question
of speed enters.

In the out-and-out cruiser speed is secondary, the
timbers heavy and the boat wide, as it is built and planned
for long extended cruises in all weathers and a heavy-
duty engine is advisable.

In the Block Island Race in 1919 of the New York
Athletic Qub an interesting fieet was brought together.
The boats were raced in two classes. In the larger class

they were all heavy-weather boats built solely as cruisers
with no thought of racing. Commodore Anderson, owner
of the Gardenia, had used his boat for a number of
years and to revive the interest in the sport entered the
race. He did not think it worth while to have the engine
manufacturer look over the engine, as it never failed
him, he knew it would run and he just entered in a real
sporting spirit and won the race in the larger class.
Uonda was equipped with a Lamb and had no chance,

50-Foot Elco Standardlced CrnlJier; Price $16,500

52-Foot Commater of the Consolidated SMpbuildlng Corporation

but made a plucky fight in a heavy sea and finished
second.

A. B. Duryea was convinced his boat was not at fault
and when he got back took out his old engine and in-
stalled a Standard, and hopes to tell another story next
year.

Marilene II, to the writer's way of thinking, was the
finest old hooker in the fleet and had a real hard luck
story, being unable to finish through a shortage of gas.

The day before the race
Commander Williams had an
engineer come up to adjust his
carbureter as he wanted to ^et
all there was in his boat in the
way of speed. The adjustment
was made during some trial runs
and he was assured the all was
coming out of the engine, which
made the crew happy and con-
fident. On the way back to the
anchorage he succeeded in
bumping a rock that he had
sailed over for ten years. After
an anxious night watching for
signs of a leak that did not de-
velop he entered the race next
day in a very hopeful mood.
There was a nasty following sea
that increased the further east
they went, but it was just his

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Gardenia, Oommodore Harry Anderson, Owner, 50 Feet Long and
Equipped Wltb a Standard Engine

weather and he established a lead. Thick black smoke
poured from the exhaust and in the excitement no one
noticed it, and by the time they reached the end of Long
Island Sound the gasolene supply was only sufficient to
reach Greenport, and as no gas was obtainable in time
to continue they were obliged to drop out. In setting
the carbureter practically all air was cut off and solid
gas shot through the engine, depleting the supply, and
the old story of eleventh-hour preparation was repeated.

C. p. p. Bonnell's 37-Foot Crolser, Old Glory IV, Equipped With a
Loew- Victor Engine

the past, he fell. The 100 was installed and on the first
short run burned off all the paint and limped home on
about 10 real h.p. Next run the engine got red hot.
The salesman said it needed a larger pump, but larger
pumps did not help matters and at the end of the season,
after all sorts of trouble too numerous to mention, the
100 was taken out and a 50-h.p. Buffalo installed. With
this rig Marilene II can go anywhere is any weather
and has been a constant source of pleasure.

Uonda, a 4 2 -Foot CruiBer Owned by A. B. Duryea, Equipped With a
Lamb Engine

The Marilene II is about as husky a boat as you could
meet in a day's run and the selection of the power plant
is an interesting story. The boat was designed by Morris
Whittaker, built by Anderson and is timbered *'Oh Boy"
regulation trees. I hope she never hits an express cruiser.
Whittaker suggested a 50-h.p. Buffalo as being ideal. A
slick engine salesman got hold of the owner and offered
to sell an 80-ioo-h.p. for less money. The 100 end
sounded like twice the h.p. of 50 and as many have in

H. A. Jackson's Victory n. Winner of Second Division Block Island
Bace; Sterling Engine

In the smaller class of the Block Island race, Old
Glory IV, Victory II, Kodak, Firefly and Ladybird
entered. The Kodak broke the unwritten law, having two
navigators in charge. Only one man can navigate a ship
successfully and in this case they could not agree as to
course and the Kodak was headed for the Race and
the Gut during the run much to the amusement and joy
of her competitors.

(Continued on Page 78)

H. M. Wj

's 46-Foot Cruiser, Marilene n, Equipped With a Four- Cylinder, 6% x 9-Inch Buffalo Engine

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Multiple-Unit Marine Transportation and

Its Possibilities

A New Phase of Electrical Propulsion
By Robert G. Skerrett

WE tuck away in a tugboat engines of much greater
power than the needs of her own propulsion
demand. We do this so that the surplus energy may be
effectively utilized in the movement of craft that have no
means of propelling themselves. That is to say, they
bear the same relation to the towboat that one or more
trailers do to a motor truck. This analogy, however,
should not be carried too far, and the difference be-
tween the two modes of progression is the reason for
this article.

The motor truck has normally a pretty firm tractive
grip upon the supporting roadway; and when surface
conditions hamper, anti-skidding chains are resorted to
for the purpose of providing a better foothold, so to
speak. Further, the driving impulse is so distributed
that two and even four ivheels may exercise a tractive
effort. Finally, the truck's revolving wheels in no wise
increase the drag of the trailers through any reaction
induced by their advance along the ground. Towing in
this case is reasonably efficient, and the chugging motor
is economically employed.

But what are the circumstances under which a tug
operates when its attached string of barges, etc., must
per force of circumstances, be drawn with a short tow
line? If these boats are laden, they lie low enough in
the water to feel the full force of the rearward rushing
race from the tug's propeller. The tug, because her
convoy is a heavy one, makes headway slowly, while her
engines, turning over at top speed, neutralize in a meas-

ure their best efforts by reason of the backwash of the
screw, which tends to push the tow in the opposite direc-
tion. The result is, in effect, a wasteful tug-of-war;
for there is no way of adding to the propeller's grip
upon the water — the wheel functions with a dispropor-
tionate and decidedly unproductive slip. This state of
affairs is further aggravated when the towboat has to
buck a strong current. Each unit of the tow then be-
comes an added dead load; and possibly 75% of the de-
veloped horsepower of the engine is squandered in an
uneven struggle.

These facts have been generally recognized by nauti-
cal men for a long, long time, and yet nothing has been
done in practice to get at the fundamentals of the prob-
lem. For rough-water towing and work out in the open
ocean some betterment in propulsive effect has been
secured through the development of the towing engine,
i. e., the constant-tension machine. This has served to
ease the strain on the primary tow line and to modify
the intermittent pull or drag between the tow and the
steamer when they were oppositely affected by their posi-
tions in relation to a driving sea. However, the basic
difficulty — the more effective utilization of the available
horsepower — has remained substantially unchanged for
decades.

In another respect, too, improvement has been con-
spicuous by its absence. Steerageway, and therefore con-
trol of the tow, is absolutely dependent upon the speed
of the tug, and in a general way each vessel in a numer-

The Way Mr. Donnelly Has Applied Electrical Drive to HU Twin Yachts

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The Electrically Propelled Tactats Under Way, the New Era Leading

ous tow is without freedom of mobility — its maneuvering
capacity is strictly limited to the directional pull of the
tow line. With a cross wind or a side current leeway
comes into play and interferes to a marked extent with
the vessels forging ahead along the shortest route to the
objective. The tow drags away to one side, calling for
a heavy opposing rudder angle to hold the steam craft's
head even approximately on the desired course, and the
lateral pull, together with the position of the helm, con-
tributes to the burden on the engines and reduces to that
measure their net propulsive effect.

And what happens off our coast when a string of
coal barges, for example, is caught in a storm? Ordi-
narily it is the custom to make for the nearest port and
there to lie until the weather abates sufficiently. Per-
haps, before this haven can be reached, one or more of
the convoy has been set adrift by the parting of the link-

Waste of Power; Tugboat Palling Barges Directly in Backwash of Its
Powerful Wake

ing hawsers. If the wind be strong and the waves
tumultuous these craft are battered and driven helplessly
to leeward by the angry elements unless the vessels are
within soundings that will permit them to anchor and
thus to try to ride out the gale. The task of reassem-
bling a parted tow under such conditions is all too fre-
quently quite out of the question. Even if hawsers do
not snap and the main tow lines hold, still headway is
dreadfully hampered by the intermittent and irregular
surging of the successive units of the fleet ; and the tug
or steamer may have to battle with these restraining
forces when her screw is racing and she cannot dig into
the water with her toes, to put it popularly.

Within the sheltered waters of some of our busy
navigable highways conditions are made harder for the
free movement of other shipping by reason of the slug-
gish travel of burdened tows. Xlore than that, the dif-
ficulty of maneuvering these tows oblige other craft to
give them a wide berth — thus, in effect, narrov/ing the

General Arrangement of Power and Beserre Buoyancy Features of the Tacht New Era

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Tbe Ubiquitous Tugboat 1b Indispensible, But Its Engine Power is
Crudely Applied

routes in already restricted channels. For the purpose
of making a tow compact, a frequent sight is that of a
tug moving with her charge alongside, or possibly sand-
wiched between a couple of them. This lateral load,
especially if one-sided, has an unbalancing tendency, and
the tug does its work at a disadvantage both from the
point of view of power utilization and of facility of
steering. Time and again collisions are the consequence
of this hobbling, as it were.

What, then, is the probable remedy for this state of
affairs in water transportation? Is it possible to secure
a much higher efficiency in the utilization of the primary
power? Can both the towboat and the craft ordinarily
handled by it be so modeled and equipped that the initial
energy will insure higher speeds and a flexibility of con-
trol which are now unattainable? Further, will it be
practicable to add to the element of safety by abandon-
ing dependence upon the binding links of successive tow
lines? William T. Donnelly, a well-known engineer of
New York City — a man widely familiar with maritime
matters — has done more than merely suggest methods
of improvement, for he has blazed the way for a new
era in water-borne traffic by thoroughly convincing
demonstrations.

Mr. Donnelly started his novel work about eleven

Side Towing is Like Hitcliing a Horse on the Outside of a Wagon's

Shafts

years ago, when the lines for his yacht, the Dawn, were
drawn. As designed, the boat was to have a breadth of
12 feet, a water-line length of 46 feet, a draught of
about 4 feet, and be capable of efficient propulsion at a
speed of 9 miles an hour. The building of the craft,
however, was delayed a number of years, for she was
not put overboard until August of 19 14. A month later
she was commissioned. When ready for service, the
Dawn carried a power plant consisting of a 60-h.p. gaso-
lene engine, which was connected to a 40-k.w. generator.
Current from this generator supplied the needful energy
for a 20-h.p. electric motor attached to the propeller
shaft. This composite installation enabled Mr. 'Don-
nelly to study in a comprehensive manner the broad sub-
ject of all of the functions of electric power as applied
to marine propulsion. It will be noticed that the 40-k.w.
generator was capable of furnishing surplus current, and
this excess Mr. Donnelly designed should be used for the
driving of another yacht of like dimensions, similarly
equipped with a 20-h.p. motor for the working of a single
screw.

The New Era, for such the second yacht has been
named, was built and outfitted during the past year, and
by way of an exhaustive trial trip Mr. Donnelly took

(Continued on Page 79)

Each Oar Float Has Its Own Propelling Eqalpment and TUs is
Energised by the Dynamo of the Tag. Upper Bighthand Drawing Shows
One of the Two Propelling Motors With Which Each Float IJ Provided

Electrically-Propelled Oraft Drawing Their Energy From the After-
most Vessel. This is the Way That Mi. Donnelly Would Solve the Tow-
ing Problem in Canals and Certain Inland Waterways

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54-Foot Express Cmiser Designed and Built by the Great Lakes Boat Bnilding Corporation, Wbich Makes 20 Bfiles an Honr

(For Description See Page 30)

INTEBIOB VIEWS OF THE GREAT LAKES EXPRESS CRUISER

3 Upper Left — Forward CaMn

Lower Left — The Same Cabin at Night

Upper Right — After Cabin

Lower Right — The Same Cabin at Night

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The Annual Boat and Engine Show

THE Fifteenth Annual Boat and Engine Show of the
National Association of Engine and Boat Manufac-
turers is now history. Its record makes fine history too
because it shows that since the last exhibition, held in
1918, when we were in the midst of the war, great strides
have been made in the development and refinement of the
marine engine and in the designing and construction of
boats of all sizes and types. The accessories, too, have
kept pace with the engines and boats.

It was a fine exhibition in every way and when it
closed on Saturday, February 28th, every one was de-
lighted. There was not a grouch in the Grand Central
Palace, where the show was held, and every exhibitor
hastened home to hustle on the many orders he had
received.

It might have been called a peace and prosperity
show. We are at peace now and are rapidly recovering
from the depressing effects of the war and prosperity has
come to the builders of boats and engines who have had
lean years. It is only the beginning of the prosperity too
and yachting is to steadily grow in popularity and in a
very short time it will be more popular than ever.

The Show opened on Friday, February 20th, without
any formalities beyond the meeting of friends. The in-
clement weather and snow storms somewhat interfered
with the transportation of the exhibits. The Lawley run-
about was delayed coming from Neponset and did not
reach the exhibition until the following Tuesday and the
Luders boat had some difficulty voyaging from Stam-
ford, but it arrived there in time to be seen on Monday,
when Washington's Birthday was celebrated. The ex-
hibits of the Albany Boat Corporation and the Gray-
Prior Machine Company never reached the show. This
was very disappointing.

The attendance during the week was very good again,
proving that the annual exhibition of boats and engines
is a popular attraction and that the yachtsmen do not
have a monopoly of this interest but that they share it
with the general public.

It w-as like a breath of the salt inside the Palace. The
ice and snow outside were forgotten. The boats made
one long for the clear skies and warm weather of Sum-
mer and the yachtsmen w'ho visited the show and those
who were showing the attractions for the coming season
talked yachts until "Home, Sweet Home" was played
at the close.

President Henry R. Sutphen, although he is now
devoting much of his energy to the building of merchant
vessels, was in constant attendance and proved that he is
still true to his first love, the yacht, and he is very
optimistic about the future of yachting:. John J. Amory.
president of the Consolidated Shipbuilding Company and
for fourteen years president of the National Association,
was there. He, too, is very optimistic on the future of
the power boat and yachting in general and reports that
his company has lots of work on vessels of all sizes.

Of course George F. Lawley was there and as usual
he was full of new stories with which he entertained his
friends. Mr. Lawley is the president of the George
Lawley & Son Corporation. He is also chairman of the

Entertainment Committee of his corporation and as such
he is a great success.

James Craig, who is devoting his energies to the
building of big heavy-oil engines ; C. A. Criqui, the in-
defatigable president of the Sterling Engine Company ;
Joe \ an Blerck, whose new engine has popuiar.y been
named the B. \ . D. ; Eugene Riotte, who did so much
big work with his Standards to help to win the war ;
Nick Rost, who is handling Winton, J. V. B. and other
well-known marine engines ; John A. Murray, of Murray
& Tregurtha, who have a fine new engine; H. A. Robin-
son, of the Regal Company; H. A. Brautigam of the
Bridgeport Motor Company ; Kirk W. Dver. of the Fris-
bie Company! Walter Aloreton, who has recently organ-
ized an association of engine dealers of which he has
been elected president ; S. S. Simon, of the Carlyle-John-
son Company; J. Farr, of the Kermath Company, and
hosts of other engine men were there and they seemed
to make the engines speak for themselves.

Rear-Commodore Junius S. Morgan Jr., who during
the war was assistant navigator on a destroyer in the
yueenstown Patrol and later on the staff of Admiral
Sims as a cryptographer, cleverly deciphering codes, paid
much attention to the yachts. James D. Sparkman, who
is fleet captain at Larchmont, and who promoted the
X'ictory **dink" class, was very proud of the appearance
his little boat made. Lieutenant Ralph L. Kingsley was
with the Elco exhibit. He served on a destroyer in the
North Sea, later in the Mediteranean and then on Ad-
miral Sims's staflF, so that he is wtU qualified to talk
about boats.

Henry R. Carse, president of the Submarine Boat
Corporation, B. L. Worden, manager of the Newark Bay
Shipyard; Irwin Chase, designer of the M. Tv.'s, a new
Cruisette among other boats : H. M. Crane, who built the
engines of the Dixie ; Paul Rainey, former owner of the
steam yacht Cassandra ; Thomas H. McCarter, president
of the Public Service Railroads of New Jersey : Pierre
A. Proal, who has graduated from a racing-boat owner
to the builder of yachts at Redbank; Fred Lord, Charles
D. Mower, W. P. Stephens, Wilbur Young, an officer

Oolumbian Bronse Corporation* ■ Display of Propellan and Shafti

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of many companies busy in promoting yachting; Harry
A. Jackson, owner of V ictory II ; A. Loring Swasey,
vice-president of the Herreshoff Company, and who was
responsible for the no-footers; Sherman Hoyt, who
aided Commander Swasey in superintending the construc-
tion of those boats; Edgar Palmer, who is having a
three-masted auxiliary built at Lawley's ; Clement Gould
Amory and W. J. Parslow, representing the Speedway
Company ; Wilbur Hanan, Commodore William H. Child,
Robert Lee, T. S. Hanson of the Elco Company, Roger
Haddock, Morgan Barney, J. Beavor Webb, designer of
the cup challenger Genesta, the Corsair, Intrepid and
other famous yachts ; John R. Brophy, Commodore R. A.
C. Smith, Frank Bowne Jones, Commodore Robert E.
Todd, Horace E. Boucher, Walter H. Bowes, who
recently purchased the schooner Bagheera, and F. M.
Hartman of the International Shipbuilding Corporation
were among the many seen at the show during its eight
days of attraction.

During the week the anual meeting of the members
of the association was held. At this meeting much time
was given to a discussion on the proper and best time to
hold the show each year. Some members favored a week
between Thanksgiving and Christmas, others thought
that April would be the best time, while others were con-
tent to have it held in Februar>\ It was finally decided
that the executive committee should get the opinions of
all the members and then select the date that seemed best
provided the exhibition hall can be rented for that time.

Five members were elected to the Executive Com-
mittee. These are Ora J. Mulford. James Craig, William
C. Morehead, J. Van Blerck and E. E. Palmer.

Instead of the luncheon which for many years has
followed this annual meeting President Sutphen, who is
always progressive, suggested that the association should
hold an annual dinner. The idea was at once popular
and so about 200 members and their friends dined to-

gether at the Waldorf-Astoria on Thursday, February
26th. Mr. Sutphen presided and in his address to the
members he spoke in most optimistic terms on the future
of the industry and congratulated them on their work
done in the war, which had been so helpful. Mr. Sutphen
then appointed George F. Lawley toastmaster and of
course there was fun. At the guests' table, in addition to
Mr. Sutphen and Mr. Lawley, were Dr. Nicholas Murray
Butler, president of Columbia University; Hon. Charles
F. Moore, President Albert L. Judson of the American
Power Boat Association, H. M. Williams, Commander
of the United States Power Squadron, Coker F. Clark-
son, of the Society of Automotive Engineers, James
Craig, John J. Amory, first president of the National
Association of Engine & Boat Manufacturers, Admiral
J. W. Sackrider, of the Mississippi Power Boat Associa-
tion, and William Sherman Ranch, president of the
Water Way League of America.

Dr. Butler delivered a splendid address in which he
told of the part Columbia had taken in training men as
officers for the Navy and then he briefly reviewed the
history of the development of the waterways of this
country and then argued that this country, which is far
behind others in the development of waterways, must
wake up. He showed how this was necessary not only
as a national defence but to reduce the costs of trans-
portation.

President Judson briefly told what was being done
to try to win back the British International Trophy,
which was lost in 191 2. The races are set for August
loth and he expected six or eight to compete in the trials
to select the team of three. Admiral Sackrider told what
the Mississippi Valley Association was doing to boom
power-boat racing and explained the classes that they
have in his section. He said the annual regatta would
this year be held at Burlington, Iowa, on July 2d, 3d and
5th, and invited eastern power-boat men to "come out
and give us a trimming."

^,

Boats Win High Praise

Those who went to the show expecting to see boats
of radical design and construction must have been
disappointed, because there was nothing radical in either
design or construction, and even the Miss America is of
the usual type and construction for boats of her class.
Perhaps this is because we have about reached the limit
of strength, light weight and speed until the time comes
when someone evolves a type of engine and hull of ma-
terially different design from the types now in successful
use.

It seemed to us particularly appropriate to place the
Lawley, Consolidated, and Elco exhibits directly opposite
the main entrance, because we who have had oppor-
tunities to watch the evolution of pleasure craft design
and construction in the United States know how much
is owed to the heads of these companies for their con-
tinued efforts to keep alive the spirit of making every-
thing they produce as good as it can possibly be, and
whose influence on the trade in general has always been
used to advance quality and make the modern pleasure
craft a thing of beauty.

We could not help wondering if those who own
pleasure craft ever stop to consider how much the pres-

ent-day builders of high-speed craft owe to such men as
Lawley, Amory, and Supthen. Sometimes we think they
don't, but this does not alter the fact that every designer,
builder and owner of a modern high-speed and light
weight craft is greatly indebted to the heads of the three
firms mentioned.

Lawley exhibited an exceptionally nice looking and

Hyde Wlndlasa Company's Display

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well built mahogany planked and finished runabout, or
day cruiser, having a glass-enclosed central portion, a
large, roomy cockpit aft, and engine installed under hood
forward. The design, construction and equipment was
of the usual Lawley quality and completeness through-
out, and we heard many well-known builders and yachts-
men favorably comment upon one or another of the
features.

Features that attracted attention were the exception-
ally fine construction of the brass stem protection and
the one-piece combined sheer strake and rubbing strip.
A Van Blerck engine was installed in this craft.

The Consolidated Shipbuilding Corporation (our old
friends, the Gas Engine & Power Company, under their
modem title) had an exceptionally complete exhibit of
boats and engines, all of which were up to the high
standard of design, workmanship and finish this company
is noted for.

The planking of the mahogany runabout attracted
considerable attention and favorable comment. To us
the 30-foot teak coupe tender, with glass enclosure in
center, steering cockpit well forward of engine and large
cockpit aft seemed to be an ideal craft for the purpose
it is designed for; and the natural teak finish looked ex-
ceptionally good. Another very attractive craft is the
clincker-built yacht tender.

The Elco exhibited one of their so-foot standard
cruisers, equipped with a 50-h.p. Standard ; a 36-foot ex-
press, fitted with a loo-h.p. Elco engine (sufficient power
to drive it at a guaranteed speed of 26 m.p.h.), and two
of their new standardized 32- foot quantity production
craft.

The 32-foot craft attracted considerable attention,
evidently because of the reasonableness of the prices and
completeness of the equipment. In these days of high
cost $2,450 for a 32-foot open craft, fitted with a 38-h.p.
J. V. B. engine, and fully equipped with cushions, etc.,
is reasonable. So also is $3,450 for the same hull fitted
up as a cabin cruiser, with four-berth accommodation,
toilet, etc., and complete equipment. The finish of the
cabin cruiser is mahogany and engine equipment is the
same as in the open boat. Both craft are guaranteed
to make 12 miles in an hour, or no sale. In these days
of great promises it is very encouraging to find one com-
pany ready and willing to embody a speed guarantee in
their contract.

The Luders so-foot V-bottom cruiser, equipped with
two eight-cylinder 300-h.p. Sterlings, was the largest boat
exhibited. This is a thoroughly well-constructed craft
and fully up to the Luders standard in design, construc-
tion and equipment. The installation of engines is par-
ticularly neat and the equipment very complete. With
the power installed Luders guarantees a speed of 35
m.p.h.

A newcomer at the show is the International Ship-
building Company of Nyack, N. Y. This company ex-

hibited two 32-foot cruisers of pleasing design, one being
fitted with raised cabin forward and open cockpit, while
the other was fitted with raised cabin forward and had a
trunk cabin over a portion of cockpit. The hull design
of the two boats is alike, because here is another quantity
production proposition and, of course, the buyers reap the
benefit. Fitted with a 20-h.p. Kermath and completely
equipped, the raised cabin and open cockpit craft sells
for $3,500, and the one having mahogany trunk cabin in
addition sells for $4,000.

Another craft that attracted considerable attention
was the Comanche, a Hacker-designed mahogany planked
and finished runabout, fitted with a 400-h.p. Hall-Scott
engine. A speed of 45 m.p.h. is guaranteed.

The Miss Consistency IV is a Herbert Johnson (of
Bayhead, N. J.) product, equipped with Wisconsin
K. R. M. racing type engine. The hull is mahogany
planked and finished and fittings are silver plated. The
dimensions are 32x6 feet, and estimated speed is 35 miles.
Complete for $6,500 seems to be a reasonable figure for
this craft, fully equipped.

Fay & Bowen exhibited, in addition to a complete line
of engines and small craft, a nice mahogany-finished little
35x6-foot 20-mile runabout, equipped with one of their
six-cylinder 50-h.p. engines. A speed of 20 m.p.h. is at-
tained with this power, and the price is $4,000.

The Fleming Day Company exhibited a line of canoes
and yacht tenders and a nicely finished Victory sailing
tender, which sells for $150 complete.

The Jersey Motor Sales Company exhibited two run-
abouts equipped with engines of their make, one being
mahogany planked.

The Cape Cod Shipbuilding Company exhibited a
number of their well-known stock model dorys and power
boats.

Toppan exhibited a 22- foot Government launch, sell-
ing for $565 ; an 18- foot three-in-one power dory, selling
for $390; a 16- foot hydroplane, and a 21-foot V-bottom
universal model, selling for $600. These seemed to us
to be very reasonable prices for craft constmcted, finished
and equipped in the manner these are.

The Red Bank Yacht Works had a very interesting
32-foot Runabout, equipped with a Sterling GR engine,
claiming a speed of 36 miles, and costing complete as
shown $7,000. The hull, without the engine, sold for
$3,500.

They also had a 32- foot cruiser, equipped with a four-
cylinder Red Wing engine, which sold complete for
$3,900. This was the roomiest small boat at the show
and a real one-man outfit. The hull is similar to a Sea-
bright dory model and the keel being wide and flat gave
an unusual amount of space in the cabin, in which there
was full headroom. A trunk cabin gave ample deck space
for making landings and handling anchors forward.

Ignition Systems

The ignition systems shown presented no radical
departures from usual practice in the way of design or
construction. A trend of equipment found on. the heavy-
duty and higher powered engines exhibited proved that
the magneto impulse starter coupling has met with

approval in the marine engine field, and every magneto
manufacturer exhibiting high-tension magnetos showed
one or more types in actual demonstration. Another
feature worthy of note is that every magneto exhibitor
featured magnetos of a waterproof construction, a matter

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of considerable moment in the marine field of industry.

The Berling magneto, manufactured by the Ericson
Manufacturing Company, exhibited two 2-spark, three
four-cylinder, two 6^cylinder, one 2-cylinder, and one
single-cylinder magneto, also the construction details of
their armature, and impulse starter coupling, which is
adapted ta all of their prodiKt without any changes to
the magneto. It was stated that Sterling and Buffalo
engines are to be equipped with Berling impulse starters
in connection with Berling two-spark magnetos as
standard equipment for this coming season. The Berling
product as a whole was featured as a waterproof outfit
especially adapted for marine use.

The Simms Magneto Company showed six magnetos
arranged on demonstrating stands as follows : one single-
spark, i2-cylinder; one 2-spark, 4-cylinder; one 2-spark,
(^cylinder ; one single-spark, 4-cylinder ; one single-spark,
6-cylinder, and one single-spark, 2-cylinder, all of the
waterproof type, combining a low-speed characteristic
and easy starting features. A magneto was shown in
actual demonstration operating with a continuous stream
of water playing over its surface, accentuating the water-
proof features of their product. Impulse starter couplings
were also shown which require no structural changes
to the magneto for attachment. A unique flexible adjust-
able magneto drive coupling was shown by which ac-
curate adjustment of the timing can be made to a frac-
tion of I "^ of its circumference. The construction and
design are new and with the use of this type of coupling
no excuse is left for inaccurate magneto timing.

The American Bosch Magneto Company showed seven
demonstrating stands equipped with i, 4 and 6-cylinder
Bosch magnetos, several of which were of waterproof
construction. The latest Bosch magneto production type
B-4 and B-6 were exhibited, which embodies a departure
from the usual magneto distributor construction by using
a vertically driven distributor shaft, arranged with a dis-
tributor similar to the manner or design of vertically
driven battery distributor systems. This type of magneto
was of waterproof construction. Bosch impulse couplings
were also shown for producing easy means of starting
independent of the cranking speed.

The Eisemann Magneto Company exhibited a i, 2,
4 and 6-cylinder magneto and three magnetos equipped
with impulse starter couplings. Eisemann magneto hous-
ing construction of one-piece die casting was shown in
detail, to demonstrate the waterproof qualities of the
product.

This company also demonstrated in actual operation,
a new type of combined generator and magneto of
unusual design, consisting of two distinct, separate units,
which could be arranged in one unit and driven by one

Paragon Gears Prove Attractive

shaft. The construction consisted of a magneto with the
usual permanent magneto but arranged parallel with the
magneto base, over which and clamped on the top of
the pole shoe casting was a generator with electro-
magnetic fields. This generator is driven from the top
of the distributor gear. The generator can be removed
from the magpeto at any time without disturbing the
timing or operation of the latter. The apparatus is
designed for interchangeability in accordance with S. A.
E. standardized magneto dimensions for four-cylinder
magnetos, so that it can be readily installed wherein
lighting equipment is required without the addition of
a separate drive.

The Champion Spark Plug Company exhibited the
well-known styles of Champion spark plugs. This com-
pany's product was well represented throughout the show
as equipment on engines of various well-known manu-
facturers. The Champion spark plug needs no introduc-
tion to anyone who ever owned an engine, but the com-
pany at their exhibit was calling attention to an improve-
ment in spark plug insulation used in Champion spark
plugs, over ordinary porcelain. In comparison with porce-
lain, it is claimed that this insulating material has two
and one-half times the resistance to breakage by vibra-
tion or shock, and three times the resistance to break-
age due to sudden temperature changes, while in addition
it has 50% more insulating efficiency when heated. This
product is the result of vast experience gained as a result
of the use of Champion spark plug under the most severe
and trying conditions in aeroplane engines during the
war.

K^^

Fine Display of Engines

The new in marine gas engines is always interesting
and this year it is exceptionally so because this is
the first real opportunity we have had to note the in-
fluence war has had on design and construction of en-
gines of the types placed on exhibition and to learn what
3ie leading designers are doing to improve existing types
and evolve new ones.

To us the most noticeable things are:

Tst. The evident general tendency to make engines
more symmetrical.

2d. The more general use of overhead valves.

3d. The increased number of engines that have been
adapted to use kerosene as fuel.

4th. The increased interest being taken, by both man-
ufacturers and buyers, in engines that will use low-grade
fuels and the serious attempts being made tq^ simplify _

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Marray & Tragartha's New 300-H.P. Engine

engines of this type and make them easier to start, op-
erate and control.

Murray & Tregurtiia

Of the really new in design the new Murray & Tre-
gurtha engines attracted a large amount of attention and
favorable comment, and so far as we could see the atten-
tion was deserved, because these engines indicate in a
particularly strong manner the tendency of modern gas
engine design and the refinement in design that becomes
possible when someone who knows how cuts loose from
accepted marine standards and really designs a complete
new engine.

Most of our best known marine engines are the result
of years of evolution of some particular engine and when
a new engine is brought out it usually shows its origin,
or the engine from which it sprung. But in this particular
case, though the Murray & Tregurtha Company have a
line of exceptionally satisfactory engines evolved from
their original engine type, they cut entirely loose from
all that had gone before and have produced an engine
that bears no resemblance to any previous engine of their
make and one that is far in advance of the average in
symmetry, in construction and in efficiency. The cuts
explain better than we can do in words, the general ap-
pearance of the new Model K-6 Murray & Tregurtha
engine, which develops in excess of 300 h.p., when run-
ning at 1,800 revolutions, with a gasolene consumption
of not over .5 of a pound per brake horsepower hour,
which is a lower consumption than is usually obtained.
It is impossible in a descriptive story like this to explain
all the construction details and new design features
worthy of notice, so you will have to be content with a
brief description of the principal features.

Overhead valves are used, four to each cylinder, seat-
ing directly on a cylinder head cast with cylinders. By
doing this the designer has eliminated valve cages and
removable heads with their gaskets and fastenings. The
design and construction of valve-operating mechanism is
particularly good and the method of oiling through hol-
low camshafts, while not new, is unusually carefully
w^orked out.

Bearings are all oversize and wherever possible to do
so ball bearings are used.

Oiling is done under pressure, directly to all bearings,
and by the use of a vacuum in camshaft oiling system the
leakage of oil around valve stems is eliminated. Cylin-
ders are semi-steel, crank case of aluminum, crank and
camshafts of chrome nickel steel, pistons of aluminum

alloy, connecting rods chrome nickel steel forgings, main
bearings babbit-lined bronze (seven in number).

Four spark plugs are fitted to each cylinder directly
under the valves and are fired by two Kliesrath two-
spark magnetos. The designer claims that much greater
economy with greatest horsepower output can be obtained
with four spark plugs per cylinder than with any lesser
number.

The engine is cranked electrically through a Bijur
starter. The flywheel is located in the usual Murray &
Tregurtha location — at the reverse end of engine — ^and
has the reverse gear directly connected to it.

Two of these engines were shown, one being the
6j4x7^-inch described and the other a similar engine,
but having six cylinders, 7^4 -inch bore and 9-inch stroke,
and delivering 400 h.p. at 1,400 revolutions. The weight
of the 400-h.p. engine is 4,000 lb, complete with reverse.

Hall- Scott

Another extremely interesting engine is that designed
and built by the Hall-Scott Motor Car Company of Los
Angeles, Cal.

Two types were exhibited, the LM-4, rated at 125 h.p.
at 1,700 revolutions, and the LM-6, rated at 200 h.p. at
the same number of revolutions. Both engines are strictly
stock marine type engines and not adaptations of motor
car or aeroplane engines. And the fact that one of the
LM-6 engines is installed in Mr. Kemp's exceptionally
speedy displacement boat, 'N Everything, and another in
Dustin Famam's Miss Los Angeles, said to be the speed-
iest displacement boat of her size on the Pacific Coast,
speaks well for the power and durabihty of these engines.
We reproduce photos of these engines.

The engines are valve-in-head type, have a cylinder
bore of 5 inches and stroke of 7 inches. Piston displace-
ment is 824.8 cubic inches and a careful study of power
curve cards indicate that the power developed is in ex-
cess of rating, that the fuel consumption is between .58
and .60 lb per horsepower hour, and lubricating oil con-
sumption about .020 lb per horsepower hour.

The engines have a balanced appearance and it is very
evident that some thought has been given to considera-
tion of installation difficulties and to providing for exam-
ination and adjustment of bearings after engine is in-
stalled in the restricted space available in the average
high-speed hull.

The most noticeable features are the generous sizes of
bearings (there are seven main bearings), the high qual-
ity of material and workmanship; and the evident large
margin of safety used when designing the most important
parts. Crank and connecting rods are of chrome nickel
steel, valves of Tungsten steel and wherever possible to

Hall-Scott BCarine Engine

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THE©®9

RUDDER

23

eliminate weight without reducing strength one of the
lightweight metals has been used.

OiHng is by pressure to all bearings. Ignition, two-
spark Delco, starter and generator Delco, carbureter
multiple jet, reverse gear multiple disc type. A particu-
larly noticeable feature is the method of mounting elec-
tric starter forward of flywheel, and another is the addi-
tion of a hand cranking device for use in an emergency.
Total weight of the LM-6 is 1,290 tb.

J. W B. Engine

Another particularly interesting engine is the J. V. B.,
the latest design of Joseph Van Blerck. The J. \'. B.
Engine Company of Akron, Ohio, are the makers of this
engine. The engine is in design and appearance so rad-
ical a departure from other engines designed by "Joe'*
that when we were looking over the engine the thought
passed through our minds that *'Joe" had either tried to
show how original he could be or had tried his *'darndest"
to camouflage his latest eflforts.

The engine looks good to us and we are particularly
pleased to note that there is a little bit of kindly feeling
in Joe's heart for the men who will have to keep things
in shape to run. This engine's *'insides" are really get-
at-able without it being necessary to dismount everything
from top to bottom. Of course, everhead valves are used.

The cylinders of this engine are somewhat original
and consist of carefully machined sleeves forced into
machined openings in a light metal casting, which ex-
tends from top of cylinder to ^j/z inches below the crank
center and forms the water jacket and crank case. By
this method of construction it is possible to obtain an
absolutely even thickness of metal for cylinder walls and
the perfection of evenness of water cooling. The cylinder
head is removable and contains the valves, each of which
is get-at-able without it being necessary to remove the
entire head. Connecting rods and crankshaft are of
chrome nickel steel; bearings are of bronze, babbit lined.
The clutch is multiple disc type, reverse gear is specially
designed for the engine and both are easily adjustable and
sufficiently oversize to warrant the statement that slip-
page and the necessity for adjustment will be at a mini-
mum.

Pressure oiling is used and the engine is fitted with
single-spark high-tension magneto, with impulse starter;
and with electric starter, generator and storage battery.
Weight of the four-cylinder engine is 1,450 lb complete..

Dapont 40-H.P. Engine

Sterling Engine

Power delivered is 45 at 1,000 revolutions, and 60 at
1,450. The J. V. B. Engine Company is making this a
quantity production engine, thus giving their customers
the money-saving benefits resulting from quantity pro-
duction. Cut illustrates the general appearance of this
engine.

DUPONT

Another engine that shows originaHty of design is the
Dupont four-cylinder, 5x63^, delivering 40 h.p. at 750
revolutions. The design shows the general modern ten-
dency to get away from the conventional, to make an
engine get-at-able after it is installed in a hull and to
reduce the cares of oiling, starting and operation to a
minimum.

Practically the whole of one side is covered with two
extremely large hand hole plates, and through the open-
ings they cover all bearings and working parts can be
observed and adjusted, and the connecting rods, pistons
and bearings removed if necessary to do so.

One feature of note is the use of eccentric caps for
the main bearings, thus enabling these to be readily re-
moved or adjusted. The manner of mounting the pumps,
hand starter, magneto, governor, etc., on a single column
at after end is clearly discernable in cut.

Of course the engine is fitted with overhead valves.
Another feature of real merit is the reversible and ex-
haust manifold. This manifold is along center line, in
place of at side, and is arranged so that exhaust pipe
can be connected to either forward or after end, or to
both ends, as most convenient and desirable.

Flywheel is encased, oiling is pressure system and en-
gine is completely equipped with Eiseman magneto, im-
pulse starter, generator, storage battery and Carlisle-
Johnson reverse gear. The Dupont is manufactured by
the Delaware Marine Motors Company of Wilmington,
Del.

Sterling

Of the numerous engines composing the Sterling ex-
hibit the type GR eight-cylinder 300 h.p. attracted the
most attention. This is one of the latest Sterlings and
is without doubt the most advanced in design and con-
struction.

All Sterlings are particularly neat appearing and
symmetrical, but the GR-8 is without doubt the most

(Continued on Page 84)

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The New Standard Engine

THE Standard Motor Construction Company is now-
building a SO-h.p. 6>^-inch by 8-inch 4-cylinder engine
and a 70-h.p 63^-inch bore by 8-inch stroke 6-cylinder
engine. It has a higher rotative speed than the regular
heavy-duty Standard Hne, turning up about 550 to 600
r.p.m. While the fundamental Standard principles of
design and construction for constant full-load service
are maintained and practically all of the characteristic
Standard features are embodied in this new engine, there
are quite a few very excellent new features incident to
the higher rotative speed.

For instance, where the valve-in-the-head construc-
tion is maintained with as near a spherical combustion
chamber as is practicable, both the inlet valve and the
exhaust valve are mechanically operated and the valve-
operating mechanism is totally enclosed. The cylinders
are water- jacketed for their whole length and have no
valve chambers in them.

The sub-base in this new engine is fundamentally the
same, but has two webs instead of one for the support of
each main bearing, and without added complication cir-
culating water keeps them cool at all times. The circu-
lating pump is of the same Standard design as heretofore,
excepting that the valves are placed one over the other
and the water discharge is carried through the base,
eliminating piping.

The intermediate base in the new engine is such as
to enable the crankshaft to be raised and all of the main
bearings to be replaced without removing the base. The
camshaft is set in side bearings attached to the inter-
mediate base, so that all that is necessary to remove the
camshaft is to take off the camshaft bearing caps. This
is also true of the rocker shaft.

The exhaust manifold is made in one piece for each
two-cylinder water- jacketed section and the manifold is
placed on a level with the cylinder head, and the exhaust
piping to the muffler may be carried from either the for-
ward or after end.

Ignition is of the high-tension jump-spark system
for the higher rotative speed in this engine. An im-
pulse starter is connected with the magneto, which al-
lows the engine to be started on magneto regardless of

speed. The engine speed may be reduced to one revolu-
tion per minute and the maximum spark efficiency from
the magneto still be had.

Compressed air for the whistle or for other purposes
is obtained from an air compressor driven by an eccen-
tric from off the engine shaft. The reverse gear is
exactly the same as on the other Standard engines, but
is enclosed. The thrust bearing is enclosed in oil, there
being a number of thrust disks to distribute the load.
The compression release lever can be thrown in the re-
lease regardless of position of crankshaft. The fly-
wheel is put on the crankshaft with a taper to facilitate
removing. The engine is equipped with the regular
Standard variable speed governor, and there is also a
bronze reciprocating bilge pump running at only half the
engine speed, mounted on the forward end of the engine.

Lubrication is taken care of by a force-feed lubrica-
tor, with direct tubes leading to every part requiring oil.
That is, the oil is actually delivered under whatever pres-
sure that is required to use to the point which it was
originally intended to be used.

In addition to the magneto ignition there is a sep-
arate battery timer and distributor ignition set, running
to separate plugs. The engine is regularly equipped with
a low-pressure air compressor in addition to the regular
air compressor. This air compressor can be used for a
pressure gasolene system if the tanks are of form and
strength to stand this comparative light pressure of about
4 to 5 tb maximum.

It is also possible to furnish with these engines, when
especially requested, a gasolene pump for cases where
neither a gravity feed nor compressor system can be used,
or, in other words, this engine has been designed to in-
corporate every desirable feature which the Standard
Motor Construction Company has been able to observe
from their many years of experience. The engine is
furnished regularly with a small six-volt generator to
take care of battery charging or for a limited lighting
service. When desired a large generator and electric-
starting equipment can be furnished, and altogether rep-
resents the very highest stage of development reached in
the marine engine today.

Two Views of the New Type Six-Oylinder, 6i/2-In- ^7 8-In., 70-H.P. Standard Engine

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The Auxiliary Engine Bed

By William Richards

IN a previous article the matter of coaxing along an
auxiliary from a sailing craft was gone into to the
extent of suggestion as to stuffing boxes, shaft logs,
skegs and so on. It would seem to follow that a little
talk on engine beds would help a bit.

The most important thing is material, and I should
think by now that the natural sequence of mental sug-
gestion would be: engine beds; oak.

Of equal importance of course is the method of set-
ting the beds in place so that as much spread as possible
can be given to the engine weight, i. e., the weight itself
and the driving thrust and torque, vibration and so on,
should be distributed over as many frames as possible
within reason. This is best done by means of stringers
or auxiliary beds, where possible, or extra long engine-
bed sidepieces. Where room is not found for stringers
or a^ain, if fore and aft room is not available, the
engine-bed cross floors must be very heavy and bolted

LONGITUDINAL SECTION /\T CENTER LINE FOffE /m> AFT

SM0W1MQ TiMaCftS WIDH OHK SlOC OF CNGINK MO fKriOVCO.

CfN»9TinB£f?5

Fig. 1

to keel with great care, or clinch rings or drift bolts
should be used.

In the shallow draught boats, where a flat floor is
the rule, we have some considerable angle of shaft to
deal with, so that the propeller will clear the hull and
so also that the flywheel will clear the cross floors, etc.,
without cutting into them, so a bed similar to Fig. i
might be used.

I lay special stress upon the long engine bearers and
supporting stringers as mentioned in the last article on
this subject; a number of boats that will be converted
were not built with the view of being engined and are
therefore only constructed to meet the strains subjected
by the "big stick" and canvas. Variations from these
sketches are of course expected and, in fact, invited, in-
asmuch as of times one suggestion leads to a better one
in the solution of various problems.

In the hull of a deeper boat, where there is space
for the engine below the cockpit floor or just inside the
entrance to cabin, we find that the height is nearly suf-

ENGiNc Beo.

Fig. 2

ficient to get a nearly horizontal shaft line, but the diffi-
culties oflFered in the narrowing of the sections at the
stem produce obstacles difficult to solve mechanically
correct, and perhaps it may become necessary to depend
almost entirely upon cross floors to support the engine;
tieing the cross floors together with fore and aft bearers
to rest the engine bed proper on, but which cannot be
extended beyond the engine flywheel. These bearers
should be "let in" to the cross floors and well lagged in
place; countersinking the lag screw heads and using
washers under them. A socket wrench will have to be
used to set these lags up and the results will look some-
thing like Fig. 2.

SECTION.

(ttAvrcfvoss rtoofift neowiTH
romt mmurr vbda.

Fig. S

Where space is not so important as in a larger boat
than that which we have considered so far, the setting
of engine is practically the same as in a power-boat in-
stallation and could be arranged something after the
order of Fig. 3, with controls running to wheel so that
one man can handle the entire boat as in the small
auxiliaries.

If the installation is to be made oflf the center line
because of objection or the impossibility of cutting
through the stem post the Fig. 4 may serve better than
a description, and a very satisfactory job made of the
wood work ; which really presents the same old problem
but in a new phase, as the angle from the fore and aft
center line is rather knotty to solve, so that advantage

TYPICAL POWER BOAT
ENGINE BEa

may be taken of all construction that oflfers opportunity
and that without wasting material. •

Whereas the solution of a tight auxiliary is the
placing of shaft logs properly ; so is the solution to the
more difficult portions of an engine installation to be
found in the proper use of material in the building up
of an engine bed.

Not to be forgotten when speaking of auxiliaries is
the outboard board motor, which can be made to do
heroic service as an auxiliary for the smaller sailboats.
A suitable and husky board placed over the st.ern board
or transom upon which is mounted the outboard engine
for a small sailer will do quite well, but in the event of
considerable overhang of stem or plenty of freeboard

(Continued on Page 88)

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Ignition Equipment

By E. J. Williams

WHAT is the condition of the ignition equipment
on the engine in your boat? This is one of the
vital accessories of the power equipment and the fellow
who takes a chance with an engine upon which no de-
pendence can be placed, when it can be remedied, belongs
to the same crew as the fellow who carries no anchor,
piunp or life preservers. Good results can be obtained
from the old power equipment if it is only given the
equal amount of attention as the outside of the boat.
Varnish, paint and polish are good as far as they go,
but they do not enhance the reliability of operation of the
boat. Many a fine-looking craft is the joke of the fleet
through lack of attention to necessary operating details.

To the fellow who appreciates the satisfactory per-
formance of operation of the engine and likes to do the
work himself, errors of judgment often lead him astray,
especially through the absence of proper advice, and the
electrical ignition devices are the ones he is usually up
against.

A considerable number of small engines are in use
which are equipped with make-and-break ignition and
the mechanism and system is pretty well imbedded in the
owner's memory. Nevertheless there are certain little
details which are often overlooked. Make-and-break
sparking mechanism should be considered the same as

Ooppw Conductor Corroded to a Thread Under the Inralatioii.
Offers a High Besistance to the Current

This

any other ignition equipment, when, the time arrives to
overhaul the boat preparatory to being placed in com-
mission. AH parts should be inspected, rust and corro-
sion cleaned off and contact points inside the cylinder
firing chamber renewed if badly worn, or if capable of
another season's use they should be thoroughly bright-
ened so that the contact surfaces present a smooth and
clean surface. If the insulated terminal or plug is loose
in the mica insulation, or if the insulation is composed
of a hard substance resembling stone and shows any in-
dications of being cracked, renew the insulation, or have
it done. Reset the igniter mechanism in accordance with
the instructions furnished by the manufacturer of the
engine. All points of electrical contact of the switch
knife blades, contact pieces, screws and surfaces of bind-
ing posts where wires are fastened on switches, coils and
engine, both at igniter and ground connection, should
be brightened with sandpaper so that a good, clean con-
nection is made.

If the wire used from battery to coil and the rest of
the system is heavy gauge and of weatherproof insula-
tion, while the insulation may seem to be perfect, thor-
oughly inspect it throughout its whole length, especially
under iron staples, as the conductor may be eaten away

to a mere thread by corrosion, causing a high resistance
to the passage of the electric current, yet to all external
appearances the insulation is perfect and gives no indica-
tion what may be found under the surface.

If the source of electric current is a generator, auto-
matically controlled by a governor in conjunction with
a friction wheel, see that all parts of the governor are
thoroughly cleaned and lubricated. Brushes should be
taken out and cleaned and the contact surface brightened.
Clean the commutator and brighten the segments with
fine sandpaper. If brushes are too short renew them.
If a low-tension magneto is used, have it overhauled
by someone making a specialty o.f this particular line of

To Test Bubber-CoTered Hl^h-Tension Cable Bub It Between the Ftngers.
It Will Crack If Poor

work. If the bearings of the generator are worn it might
be well to have it overhauled the same as the magneto.

If the engine is equipped with battery jump-spark
system of ignition, the timer should be cleaned, all trace
of , oil or grease removed from it externallly and inter-
nally, and the contact points or points of contact looked
over to see if a bright surface is to be had. If of the
roller type and the roller is worn at all it will pay to
replace it; also the same of the segments or
contact surfaces over which the roller passes. If con-
tacts are in the form of a spring or lever, actuated by a
cam, brighten the points and renew all springs if rusty.
If high-tension distributor is also used, thoroughly clean

A Bad Way of Connecting High-Tension Cable to Terminal Post on Coils.
Sparks WUl Jump Where the Arrow Points

the interior, brig:hten the contact segments and renew
the carbon brush if worn, sticks in the holder, or the pores
of the carbon are filled with grease and oil.

If a separate unit coil in one case accommodating
more than one unit is used, remove each unit and brighten
the contact pieces on the side and bottom, and also
brighten the corresponding contact spring inside the case,
using sandpaper for the purpose. Look over each vibra-
tor and if the contacts are corroded brighten eadi point
with a platinum point file. If points are tungsten a file
will have no effect on the surface and if they show or
present a pitted or badly corroded surface it will be

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RUDDER

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much easier to replace them with new ones, as the cost
is very small as compared with platinum. If the points
appear to be bad on some units and good on others, this
indicates a bad condenser cc«idition in the unit with the
bad contacts and it would be advisable to take it to some
coil repair concern and procure their advice.

Secondary or high-tension wires can cause a lot of
trouble. Wires used even the second season may break
down in the insulation due to the rubber losing its vitality,
being oil soaked, or close to an exhaust pipe, and its in-
sulating properties are so affected as to cause erratic
firing of the engine. A piece of high-tension rubber
cable can be tested by bending it between the fingers, as
shown in the illustration. If it cracks, as shown, it is
pretty safe to assume that it cannot be depended upon.
It might go for a month or two and it might not and the
uncertainty is not worth the trial. Put in new cables for
a few cents and be insured of perfect operation in this
direction. If the cables have been permitted to hang all
over the engine in any old manner, trouble is waiting and
in all probability is one of the reasons your engine gave
trouble occasionally. Better use proper practice and
place them in such a manner that they are suspended
independent of each other and so that they do not touch
any part of the engine or anything metallic from the
distributor to spark plug. This will not only assist the

Tka Upper Pietnra Shows Carbonization on a Spark Ping Which
Cannot Be Taken Apart, But Can Be Cleaned. The Middle Picture Showi
the Same Plug After Cleaning. It is aa Good aa New. The Lower
Picture Sliows a Cracked Porcelain Bemoved Prom a Ping Which Can
Be Taken Apart. It Paya to Inspect and Clean

proper operation of the ignition system, but adds to the
appearance of the whole engine as well.

If you never use terminals at the spark plug end of
the cable, better invest a few cents and attach them
properly, thereby eliminating some of the skip in the
engine, which is always an annoyance. By the use of
a terminal on cable a rigid, tight connection can be main-
tained which will not break loose during a heavy sea.

Quite often, especially in closed cabin boats, the coils
can be placed on a bulkhead or partition alongside of or
over the engine, if the location does not cause the coils
to become overheated from the engine and melt the in-
sulating compound inside. This is a very handy location
to permit the high-tension wires to lead directly to the
spark plugs without coming into contact with an)rthing
whatever. It is always possible to arrange a steel bracket
somewhere on the engine to attach the coils in the event
that no place can be found that will permit the wires to
lead direct. Almost any way is better than hiding them
away in some damp locker, as is often seen, which re-
quires leading the cable through holes in damp wood,
which gives opportunity and, in fact, invites current leaks
and poor ignition.

If equipment consists of high-tension magneto and
if the magneto is still to be found attached to the engine
when the covering is taken off in the Spring, it will also
require expert attention. Magnetos and quite often coils
should be removed from the engine when the boat is laid
up. These should be placed in a dry locker or stored
away at home, due not only to the fact that magnetos
have a faculty of disappearing during the period the boat
is out of commission and not discovered until the next
overhauling period, but it also keeps these parts free
from damp atmosphere, which may tend to interfere with
proper operation. If the magneto is found attached to
the engine, it should be overhauled by some competent
magneto concern or individual, as the internal parts,
inagnets, etc., cannot be given the proper attention ex-
cept by someone who is equipped with the necessary
tools and apparatus in this particular line. More damage
can be done in five minutes to a high-tension magneto
by a novice than a magneto expert can repair in several
hours. It is, therefore, best to have this instrument over-
hauled by those who know how.

In removing the magneto from the engine don't think
that all you have to do is to unscrew the base fastening
bolts and disconnect the cables from the distributor, be-
cause you are considerably in error and inviting trouble
if you are inexperienced. Unless the necessary proced-
ure is followed there is not one chance in fifty for the
•inexperienced to get it back on the engine again so "that
it will be in time and operate correctly.

If you have done this before, of course you know
what is the proper procedure, or pretty near it. The
first thing to do is to turn over the flywheel until the
carbon brush in the rotating arm in the distributor of the
magneto is resting on the segment for cylinder No. i,
and the contact breaker points are just separating,
with the timing lever in the retarded position. (The
position of segment for cylinder No. i can be easily
located by tracing the cable from the spark plug on
cylinder No. i to the fastening or binding post on the
distributor for this particular segment.) With the engine
in this position, observe the coupling on the drive shaft
of the magneto and see if there are any marks or punch
dots which will enable you to find this position again. If
the coupling is of the three-piece type all threeoieces

(Continued on Page 77) '

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Internal Explosion and Internal Com-
bustion Marine Oil Engines

By Charles Desmond
PART II

Below I give a table of Baume degree readings for
liquids lighter than water, with corresponding specific
gravities, taken at a temperature of 60** Fahrenheit, and
weight in pounds per United States Uquid gallon. I give
the corresponding specific gravities because some of the
hydrometers now in use are marked to indicate specific
gravity only.

Baume Scale,

Specific Gravity,
Specific

AND Weight

Baume

Gravity

WeiRht

Degrees

— F. 60'

U. S. Gftllon

60"

Pounds

ID

1. 000

8.328

II

0.9929

8.269

12

0.9859

8.2 1 1

13

0.9790

8.153

14

0.9722

8.096

15

0.9655

8.041

16

0.9589

7.986

17

0.9524

7-93 1 .

18

0.9459

7.877 •

19

0.9396

7.825

20

0.9333

7.772

21

0.9272

7.721

22

0.921 1

7.670

23

0.9150

7.620

24

0.9091

7.570

25

0.9032

7522

26

0.8974

7.473

27

0.8917

7.425

28

0.8861

7.378

29

0.8805

7.332

30

0.8750

7.286

31

0.8696

7.241

yi

0.8642

7.196

33

0.8589

7.152

34

0.8537

7.108

35

• O.&485

7.065

36

0.8434

7.022

37

0.8383

6.980

38

* 0.8333

6.939

39

0.8284

6.898

40

0.8235

6.857

41

0.8187

6.817

42

0.8140

6.777 ■

43

0.8092

6.738

44

0.8046

6.699

45

0.8000

6.661

46

0.7955

6.623

47

0.7910

6.586

48

0.7865

6.548

49

0.7821 ,

6.5 1 1

50

0.7778

6.476

51

0.7735

6.440

52

0.7692

6.404

53

0.7650

6.369

54

0.7609

6.334

55

0.7568

6.300

56

0.7527

6.266

57

0.7487

6.233

58

0.7447

6.199

59

0.7407

6.166

60

0.7368

6.134

61

0.7330

6.102

62

0.7292

6.070

63

0.7254

6.038

Specific

Baume

Gravity

Weight

Degrees

—P. 60 »

U. S. Gallon

60'

Pounds

64

0.7216

6.007

65

0.7179

5.976

66

0.7143

5.946

67

0.7107

5.916

68

0.7071

5.886

69

0.7035

5.856

70

0.7000

5.827

71

0.6965

5.798

72

0.6931

5.769

73

0.6897

5.741

74

0.6863

5.712

75

0.6829

5.685

76

0.6796

5-657

77

0.6763

5.629

78

0.6731

5.602

79

0.6689

5.576

80

0.6667

5;549

You will note that a liquid having a specific gravity
of 0.7179 is 65° by the Be scale.

One word of warning: It is always necessary to ascer-
tain whether the Be scale reading is meant when a gaso-
lene, or other fluid, is said to be 65, or any other number
of degrees, because the scale used by some of the oil re-
fining companies to rate their oils is not the Baume scale,
but is an arbitrary one, understandable only after its
meaning is explained.

In reality the specific gravity or the Be gravity of a
fuel is of secondary importance, because it does not indi-
cate the true value of the fuel for gas engine use, or the
ease with which it evaporates. For instance, suppose
that a true medium sample of gasolene tested by a Be
hydrometer is shown to have a gravity of 60** Be; this
same degree will register with a properly proportioned
mixture of 80° Be gasolene and 40° Be kerosene, and
we all know that the true gasolene will prove a much more
volatile and satisfactory fuel for use in a marine engine
than the compounded mixture of gasolene and kerosene.

The vapor tension test is a far more accurate one to
use as a standard for ascertaining the degree of volatility
and value of a fuel for use in an internal explosion en-
gine, and as the apparatus needed is a very simple one
and the tests are easily and quickly made, I have often
wondered why vapor tension tests are not made by engine
builders, and standard curves made and sent out to every
buyer of their engines. With standard curves to guide
them, every user of an engine can test the fuel they are
using, and having ascertained the degree of heat required
to properly vaporize that particular make of fuel, he can
adjust the carbureter for that heat and thus obtain the
greatest economy of operation, or mileage, per gallon.

The apparatus required to make tests of this kind con-
sists of a tight flask or bottle, a long glass tube, and an
ordinary rule, graduated in inches and parts of an inch.
The bottle or flask is partially filled with fresh water and

(Continued on Page SIX^ -m

Digitized by VjOOQIC

Explanation of a Few Resistance and

Model Tests

PART II

Data of Abbe Bossut's Experiments
Table i. — Giving data of experiments made to de-
termine the accuracy of theory. Shapes of blocks used
for these tests are shown on Fig. i.

^^•^

i+

U

7»*

J^

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7»'

Ji

f

7r

3

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- 2r— I ^ *^* —

¥$"

VA

B

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Fig. 1
TABLE I

No. I

Number Time Required
of to Move 20 Ft.

Block Seconds

3 11.32

14.00

13
19

No. 2

1^37

9.56
10.15

10.07
12.59
14.19

12.75
17.40

10.30
13.06

Theoretical
Weight
Needed

31.67
20.71

18.57

18.91
16.77

20.78
45-42
35.75

32.80
17.61

29.47
18.33

Actual
Weight
Needed

36

20

24
18

24
48
36

36
20

32
20

12

960 27.37 32

The next investigation worthy of note is that of
Colonel Beaufoy. Colonel Beaufoy, between the years
1793 and 1798, conducted the first extensive series of
experiments made in England. These, made under the
direction of the Society for the Improvement of Naval
Architecture, which had been formed in London in 1791,
were made for the purpose of ascertaining :

(a) The actual frictional resistance offered by water
to submerged plane having varying degrees of roughness.

(b) The tensions on a towline when a wholly sub-
merged plate was set at varying angles to its line of
motion and moved at various speeds.

(c) The proportion of the frictional resistance to
the entire resistance to progress through water at various
speeds.

(d) The relative resistance encountered by blocks of
various shapes when moved through the water at various
speeds.

(e) The difference in amount of resistance encoun-
tered by the same block when completely immersed to a
known depth and when floating on the surface.

Colonel Beaufoy thought it was essential that friction
should be taken into account in all calculations made to
determine the resistance of fluids and that frictional
resistance varied with velocity, but contended that the
ratio of variation could not always be found by using
the direct formulae then in use. Results obtained by
making these experiments seemed to indicate the accuracy
of Beaufoy's contention and also that the conclusions of
earlier investigators were in many instances not based
upon a full knowledge of the subject.

Below, I give, in tabulated form, some of the data
obtained while making these experiments. It is interest-
ing to note that results obtained by later investigators,
using modern testing apparatus, do not always agree
with Beaufoy's.

Beaufoy's Experiments
Frictional experiments to show the proportion of the
frictional resistance to the motive power that was re-
quired to overcome the whole resistance at velocities
from I to 8 miles an hour.

TABLE 2

Frictional

The frictional
resistance was
to the whole
velocity as

Proportion
I : 1.90

Per Hour Speed Power Per Square
Ft., in Pounds
0.014

1.99
2.08

2.13
2.18
2.22
2.26
2.30

Miles
I
2
3
4
5
6

7
8

0.047
0.095
0.155
0.226
0.309
0.400
0.501

These experiments were made with a plank 21.3 feet
long, I foot wide and 3 inches thick, having an angular
foremost end and presenting to the frictional resistance
of the water a surface of 52.628 square feet. The plank
was immersed to a depth of 6 feet.

A second series of experiments made with a plank
14 feet long, 1.66 foot wide and 3 inches thick, and
having 53.66 square feet total surface immersed in water,
plank gave the following results :

TABLE

Perl
Proportion
: 2.1848
: 2.3588
: 2.4877
; 2.6015
: 2.7086
: 2.8015
: 2.9173
: 30238

The frictional
resistance was
to the whole
resistance as

3 Frictional
r Hour Speed Power Per Square
Miles Ft., in Pounds

I

0.012

2

3

0.043
0.088

4

0.144

5

0.209

6

0.279

7

0.354

8

0.432

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30

RUDDER

March

Beaufoy's experiments, made for the purpose of
ascertainiiig the tension on a tow-rope, when a wholly
submerged plate was set at various angles with line of
motion and moved at various speeds, are shown in
Table 4.

TABLE 4

Angle of PUna
with Direction

0I Motion

ResifttAoce

Degrees

b/TetU

90

1. 000

80

•915

70

.845

60

.828

50

.722

40

.579

30

.000

20

.321

ID

.272

Sine of

(Sine)* of

(Sine) to

Angle

Angle

Angle

1. 000

1. 00

1.00

.985

.97

.96

.940

.88

.83

.866

.75

.65

.766

.587

AS

.643

.413

.26

•5

.25

.125

.342

.117

-04

.174

.03

.005

Note — Beaufoy's results, as given above, do not agree with
the generally accepted formulae in use in his day. Sine, Sine^
and Sine' measures are given to enable comparison to be made.

These early experiments were made for the purpose
of ascertaining the fimdamental laws of resistance to
progress in still water, the tests being made with planks
and variously shaped blocks of wood, none of which
bore any resemblance to that of ships in general use.
After Colonel Beaufoy published his data, investigators
seemed to realize that continued research along the lines
he followed would not result in very much gain in knowl-
edge of the laws of resistance unless the experiments
were made with a view to ascertaining the kind of
resistance a vessel encountered, and this led to the in-
vestigation of the movement of water-around vessels
floating in still water, of the shape of existing vessels,
arid how the water's movement past a vessel was in-
fluenced by shape of the underwater portion of the
vessel.

Admiral Chapman investigated the subject along
these lines and his tiieories of resistances are well worthy
of study. Chapman formulated the theory that water at
the head of a solid, partly immersed, is driven forward
by the pressure resulting from the solid's motion, that
the water surrounding the solid acquired velocity and
that this velocity is always in proportion to the velocity
of the solid; and in solids having tapering ends like in
a ship the water surrounding the portion of solid that
is aft of the greatest transverse section acquires a motion
in a direction opposite to that of the forward water.

Chapman also asserted that the velocity of water at
the head of a vessel moving in still water was always
less than that which recedes it from the stem, and from
the experiments he made he estimated that the propor-
tion of difference was in the ratio of 1:2 when the
velocity of the ship is 20 feet per second. (About 12
nautical miles an hour.)

This theory of the direction of motion of water
moved by a ship in its progress through water was at
variance with the accepted idea of that day and naturally
a great deal of discussion followed. From reading some
of the remarks on this theory (published during Chap-
man's life) it is evident that Chapman's theory was not
thoroughly understood by those who opposed it.

Chapman's first statement did not cover the subject
as clearly as his later explanation, and for this reason,
it was assumed that Chapman, in his first statement,
had expressed the opinion that the whole volume of
water surrounding the immersed portion of the body
moved in directions named.

In his later explanation Chapman stated that his
theory was intended to apply only to that water which
surrounded the immersed body at and near to the
common level of the water, and especially the water
raised above or depressed beneath the common level as
the body moved forward. It is worthy of note that here
we have the first recognition of the necessity for con-
sidering wave-making in resistance calculatic«is.

Qiapman was one of the first investigators to
endeavor to formulate rules that, when used, would
invariably give a form of least resistance to motion
through water, and after extensive experiments with
models he formulated his rules for using certain coeffi-
cients, which varied with dimensions and with displace-
ment of a vessel, to exactly predetermine every essential
element of a vessel designed in accordance with his
parabolic curve rules.

{To be Continued)

•«•

54-Foot Standardized Express Cruiser

The 54- foot express cruiser designed and built by
the Great Lakes Boat Building Corporation is one of
the finest and most luxurious cruisers in America today.
Every convenience and comfort are made available, as
reflected in a fully equipped galley, deep, comfortable
box spring seat berths, electric lights, running water,
screens and the highest grade plumbing fixtures the
market affords. More than that, the 54- footer is the most
seaworthy, comfortable and complete express cruiser
that can be built. The finish of the cabins and the
furnishings throughout reflect good taste and luxury in
maximum degree, as represented by mahogany interiors,
art glass panel doors, beveled plate glass mirrors, im-
ported broadcloth upholstery, velvet rugs and silk hang-
ings.

There are five main) compartments — crew's quarters,
galley, main cabin, engine room and owner's stateroom,
besides a large bridge deck, fully protected with win-
shield and awnings with side curtains, and an inviting
cockpit provided with wicker chairs and a comfortable
lounging seat extending entirely across the stem. Acom-
modations are provided for a party of six or eight and
a crew of two. The open cockpit, the sheltered bridge
and protected cabins makes available an ideal boat
adapted to cruising in all kinds of weather.

By reason of the development during the five years
past of this type of cruiser of modified V-bottom design
they have produced a boat which can navigate any waters
in any kind of weather. The special hull structure con-
templates the use of sawn frames, steam-bent ribs and
battens running from stem to transom.

While, ordinarily, most owners make extended cruises
at a normal speed of 12 to 15 m.p.h., nevertheless it is
well worth while to own a boat that will do 20 m.p.h. or
better if desired. The power plant installed in the 54-
footer permits of a range of speed that can be varied
with ease from barely a perceptible movement through
the water to 20 m.p.h. or more.

The 54-footer standardized express cruiser reflects
the unquestionable trend of the times, which is toward a
one-man-controlled cruiser,that is thoroughly seaworthy
and safe, and which, moreover, offers comfortable ac-
commodations for a party of six or eight and a crew of
two, and which* is capable of a turn of speed of at least
20 m.p.h.

(niuBtrations of This Tacht are oy^P^vse 17) -m

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Hurrah's Nest

"A place for everything and nothing in its place!" Letters for insertion under this head are limited to two hundred and
hfty words, and must he accompanied by correct name and address of writer. Address the Hurrah's Nest, care Editor THE
RUDDER, 9 Murray Street, New York City, U. S. A.

Sea Mew in Cuba

Editor of The Rudder:

I send herewith a photograph of my sailing boat of
the Sea Mew class, built according to plans of your in-
teresting publication, The Rudder, thinking you might
like to publish it in one of your editions.

properly stay the jigger mast. "Dyed-in-the-wooF
cruisers should be both sparred and stayed heavy enough
to eliminate preventer back stays, which nuisance belongs
to racing craft only.

Jib sheets should, if possible, be arranged to avoid
fouling the windlass in coming about, another bete noir.
Boston, Owner Single-handed Yawl.

A Sea Mew, Bnltt From Bndder Plans, Sailing for OienfaegoB, Cuba

This boat has been constructed of the prettiest and
best Cuban woods, bronze-screwed all over and copper-
sheathed. She is a very fast and seaworthy little craft.
Some of my friends are going to build boats like this
for the Cienfuegos Y. C, which will be organized shortly
at Cienfuegos, Cuba.

M. P.

Desirable Features of a Cruising Yawl

Editor of The Rudder:

The attractive auxiliary yawl described on pages 481
and 482 of the October, 1919, Rudder, reminds me that
the galley stove should never be placed next to the toilet
room unless a Turkish, bath is required.

On most yawls there is, not enough space from the
end of the main boom to the jigger mast, hence the latter
usually tilts back because there is insufficient room to

Norana, Owned by Bear-Oommodore Snnstrom of Dnnedin, New
Zealand. This Yacht is 40 Ft. Long, 9 Ft. 4 In. Breadth and 8 Ft. 6 In.
Draught. It is Equipped With a 16-18-H.P. Standard Engine and Makes
8 Knots per Hour

Sea Mews in Central India

Editor of The Rudder :

I enclose three photos of a cat skiff designed by Fred
Goeller Jr., plans of which were published in your mag-
azine. I built the boat myself with the help of a local
(Indian) carpenter, who had never seen a boat in his life.

She is a remarkably good sailer on every point. The
pictures show her sailing on a tank three-fourths mile
long and about one-half mile wide. These tanks fill dur-
ing the monsoon from July to September, and by March
the smaller tanks dry up, and at an earlier date if the
water is used for irrigation purposes.

I have built many boats from plans published in The
Rudder since 1894. One of the best I built was the
Skip, sloop-rigged. A picture of that boat is used in a
book published by you, "On Yacht Sailing."

S. F. Biddulph,

Central India.

Col. Indian Armv.

Colonel S. F. Biddulph 's Sea Mew, Built From Budder Designs, Sailing on a "Tank" in Central India

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Needed Information

How TO Instal a Mast Step

Q. — We are asked to explain how to instal a mast
step, but as the writer failed to mention the dimensions
and construction of his boat we can only reply in a gen-
eral manner. If the writer of the inquiry will send sketch
of boat construction at mast location and give dimensions
we will prepare a sketch and give definite measurements
and particulars.

A. — ^The illustration No. i indicates method of con-
structing a mast step in a steel vessel. The step con-
sists of a built-up structure of plates and angles on which
is fastened a steel casting. The steel casting is always
made larger than mast and the space filled with wood

-■y^rJ^

n

n

/

n

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n

\Srtf

\ '

J^T^ ' —

F<^^-

1 — 1

'"•^^

- -i

k

\

i

iffZ

)r.

r' - "'- -— rr -':--- -^' ' ; - .. \

wedges. At each deck the mast passes through there is
fastened strengthening plates and angles; and the mast
passes through steel collars secured to these plate struc-
tures. Wedges are also used at each deck.

The illustration No. 2 indicates method of construct-
ing a small step in a moderate-sized sailing craft. The
step consists of a plank or timber fitted on top of the
floors and fastened to floors and keel. The plank is, as
you will note, let into the floors and edge bolted ahead
and aft of the mortise. It is usual to place filling in
floors under the step plank and to have the plank suffi-
ciently long to permit a proper number of fastenings to

be placed through it. The side thrust is generally over-
come by driving the fastenings diagonally.

Indicator Diagram

Q. — Is an indicator diagram of a gas engine obtained
in the same manner as one of a steam engine, and is the
same instrument used? — Frank S. S.

A. — An indicator diagram of an internal combustion
engine (reciprocating type) is obtained in the same gen-
eral manner as for a steam engine of same type except
that a four-cycle engine requires that four movements
of the piston be made while taking the card, because the
cycle of operations requires that number.

When taking a diagram make the connections be-
tween indicator and combustion chamber as short and
direct as possible. By doing this you will obtain greater
accuracy.

Having the diagram, the mean effective pressure is
calculated in the usual way by dividing its area by its
length and multiplying result by the value of the indi-
cator spring.

To obtain the net mean pressure that is eflfective in
driving the piston during the complete cycle, subtract the
mean effective pressure of pumping (intake) card from
that of the impulse card.

The I.H.P. of a single cylinder is obtained by mul-
tiplying together the net mean effective pressure, area
of the piston head, the length of stroke and the number
of impulse strokes per minute, and dividing the product

by33,ooo-.

If engine is a multiple cylinder one, take separate
cards of each cylinder, calculate I.H.P. of each cylinder
and add totals.

Vessel Lines and Models

Q. — Is there any book from which I can obtain data
and information about power boats and commercial ves-
sels' lines ? What I desire is to obtain information about
what has been done by designers in the past, so that I,
who am a student of naval architecture, can learn by
looking over the lines drawings and reading data and
comments by competent men. Is there any place where
I can buy scale models of successful power boats and
commercial craft? — K. M. M.

A. — ^We do not know of any book that gives complete
information, data and lines of the kind you ask for. You
can obtain partial data and a great deal of valuable trial
data from "Fyfe's Steamship Coefficients," but there are
no lines drawings in this book. You can also obtain a
great deal of valuable information about lines and resist-
ance from Taylor's bqoks on speed, power and resistance.
"Peabody's Naval Architecture" is another good book.
"Dixon's Kemp's Naval Architecture" is another good
book, and in it you will find the complete lines and data
of a number of yachts.

We do not know of any book in which an attempt is
made to analyze the lines of several similar vessels, point
out the advantages and disadvantages of certain shapes,
and explain the reasons why one vessel is better than
another.

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The America's Cup Race Conditions

THE New York Y, C, the defenders, and the Royal
Ulster Y. C., the challengers, have agreed on the
conditions to govern 'the next series of races for the
America's Cup and the correspondence between the two
clubs in arriving at the agreement is given herewith.

This series of races has really been deferred from
1 914, when the war put an end to all international sport.
At the time of the outbreak of the war the challenging
yacht. Shamrock IV, representing the Royal Ulster Y. C,
was on her way to this country, and the Resolute an4
Vanitie were fighting for the honor of meeting the chal-
lenger. All three yachts were laid up, but the next season
Resolute and Vanitie were again in commission and were
well tried out.

When the war ended the Royal Ulster Y. C. asked
for a race to be sailed in 1919, but the New York Y. C.
very properly decided that the time had not come for the
revival of international yachting and suggested that the
challenge be withdrawn until a more propitious time and
suggested that "when there is no question of propriety
on either side" a race might be arranged for 1920.

The new challenge for a race this year was sent by
the Irish club, but it named as the date for the first race
Jime 24th, whereas the date in the original challenge of
1914 was September loth. In answering the challenger
the New York Y. C. pointed out that June 24th was too
early in the season. It was also suggested that the course
be changed from off Sandy Hook to Newport, but the
suggestion for this change fell on deaf ears and the races
will be sailed off Sandy Hook again, but without the
huge fleet of excursion steamers that has been so con-
spicuous in former races. The date for the first race is
set for July iSth.

The correspondence between the two clubs follows :

ROYAL ULSTER YACHT CLUB
25 Arthur Street

Belfast, 2nd August, 1919.
To G. A. CoRMACK, Esq.,

Secretary New York Yacht Club,
New York.
Dear Sir:

I beg to confirm cablegram sent you on August ist, which I
trust was transmitted correctly, as follows:
(Begins) "G. A. Cormack, Secretary New York Yacht
Club, New York. We beg again to challenge
for America's Cup on behalf of Sir Thomas
Lipton; yacht will be Shamrock IV, already in
America. First race to be sailed on Thursday,
24th June, 1920. Confirmatory letter follows.
Kindly acknowledge. Royal Ulster Yacht
Club, H. L. Garrett." (Ends)

In confirmation thereof I, on behalf of the Royal Ulster
Yacht Club and in the name of Sir Thomas Lipton, a member
of the Club, challenge to sail a series of matches for the America's
Cup with the yacht Shamrock IV, against any one yacht con-
structed in the United States of America.

The following are the particulars of the challenging yacht:
Owner— Sir Thomas J. Lipton, Bart., K. C. V. O.
Name — Shamrock IV.
Length on l.w.l— 75 feet.
Rig— Cutter.
The first race to be sailed on Thursday, the 24th of June.
1920; the second race on Saturday, the 26th of June, 1920; the
third race on Tuesday, the 29th of June, 1920; further races, if

any, to be sailed on each following Thursday, Saturday and
Tuesday.

I assume the conditions made to govern the races for 1914
will be adopted.

I shall be much obliged if you will kindly cable receipt of
this challenge. Yours faithfully,

H. L. Garrett, Hon. Secretary,
Sub-Committee for America's Cup Challenge.

ROYAL ULSTER YACHT CLUB
25 Arthur Street

Belfast, 2nd August, 1919*
G. A. CoRMACK, Esq.,

Secretary New York Yacht Club,
New York.
Dear Sir:

At a committee meeting held today in connection with the
accompanying challenge a sub-committee was appointed to deal
with all further matters connected therewith. It comprises:
Lord Shaftesbury (Commodore), Colonel Sharman Crawford
(Vice-Commodore), Mr. John Carson (Rear-Commodore),
Messrs. J. C. Lcpper, Herbert Brown, R. E. Workman, W. Hume,
W, H. Ross, and myself as Hon. Secretary.

Will you therefore, as heretofore, kindly address postal com-
munications to the above address, and cablegrams to, Garrett,
care Dunvilles, Belfast. Yours faithfully,

H. L. Garrett, Hon. Secretary.

NEW YORK YACHT CLUB
Secretary

October 20, 1919.
To H. L. Garrett, Esq.,

Hon. Secretary, Sub-Committee for America's Cup (Challenge,
Royal Ulster Yacht Club,

25 Arthur Street, Belfast, Ireland.
Dear Sir:

The challenge of the Royal Ulster Yacht Club, d^ted August
2nd, 1919, for America's Cup race in 1920, was duly received, as
was also your conmiunication notifying us of the appointment
of your committee. These communications have been heretofore
acknowledged.

The New York Yacht Club appointed a committee on the
challenge of the Royal Ulster Yacht Club in 1918, which was
afterwards withdrawn, and this committee continues to act in
reference to the present challenge.

Its members are the followmg: Lewis Cass Ledyard, chair-
man, E. D. Morgan, C. Ledyard Blair, Dallas B. Pratt, C. Oliver
Iselin, W. B. Duncan, Grenville Kane.

Our committee has carefully considered your challenge, and
we have in mind the ^act that we cabled you on December 19th,
1918, suggesting that the then pending challenge be withdrawn,
and adding:

"If at some future date, when there is no ques-
tion on either side as to the propriety, you wish to
challenge with Shamrock IV for a race in 1920. we
shall accept the challenge to be defended by one of
the boats which we built in 1914 for that purpose."
The present challenge names the 24th of June, 1920, and
alternate days thereafter as the dates for the proposed races,
whereas th« conditions governing the races for 1914 named Sep-
tember loth and followmg days.

We do not object to a change in the conditions, so far as
concerns a change of dates, but it is the general opinion here
that the end of June would not be the best time to hold this
event, and there is another possible change in the conditions
which we would like, on our part, to suggest, which may have
some bearing on this question of dates, and perhaps, therefore,
the two had best be considered together.

Under the agreement for 1914, the usual courses off the Am-
brose Channel Lightship were specified, but under existing con-
ditions we believe that races could be held much more satisfac-
torily starting from a point near Brenton's Reef Lightship, off
Newport, R. I. These courses are free from headlands, with

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34

THEe»»

RUDDER

March

good depth of water, and are today much less liable to be inter-
fered with by the passage of long tows; while off the Ambrose
Channel Lightship the number of long tows seems to have in-
creased to a point where we fear they would constitute a serious
obstruction to satisfactory racing. The courses off Newport are
those which we have generally availed ourselves of for the
Goelet Cup, the Astor Cup, the King's Cup, and other important
races, and we have found them much more satisfactory than
those off Sandy Hook or the Ambrose Channel Lightship. It is
our experience, also, that we get better sailing breezes off New-
port than off New York.

Under the conditions of our American weather, the fixing
of dates as early as the 24th of June would give either contestant
very little time in the Spring for trying out his vessel, and we
suggest that it would be more satisfactory to both if the races
should take place off Newport, and if the dates should be post-
poned toward the end of July or the beginning of August. While,
of course, no one can make any assured prediction concerning
any one Summer, it is our experience that about the best racing
weather we get in that locality is toward the end of July or the
beginning of August. At that time the prevailing winds have
become somewhat settled and regular, and generally the winds
arc stronger than off New York and there is comparative free-
dom from k>g.

It might be thought that this change of place would afford
less opportunity for the public to attend the races— an oppor-
tunity of which they have shown in the past a great desire to
avail themselves.

While this consideration might have been true in the past,
it is hardly true today, for the recent changes in our Navigation
Laws have disqualified from carrying any considerable number
of passengers at sea a great part of the vessels which formerly
performed that service, so that, even if the races were held off
New York, we should expect but a comparatively slim attend-
ance of sightseers.

In view of the foregoing, we suggest for your consideration
these two changes in the conditions which were made for 1914:
First, that the dates be fixed for the races to com-
mence toward the end of July or the beginning
of August, and
Secondly, that the courses be from a point near the
Brenton's Reef Lightship, off Newport.

One other suggestion occurs to us, and that is as to the type
of rig of the contesting yachts, concerning which no provision
is made in the conditions of 1914:

Recently it has been proposed that one or the other of the
contesting vessels might adopt the so-called "Marconi" or "leg-
o*-mutton" rig. We feel quite strongly that the two vessels
should contend upon equal terms upon their merits in these races,
and that the matter should not be left in such a situation that the

success of one vessel or the other might be attributed to a differ-
ence in type of rig. We do not know whether you have any
desire or intention to adopt the Marconi rig, and we will be
content to adopt whichever of these rigs you choose, but as we
feel that the two vessels should sail under the same type of rig,
our willingness to have the Marconi rig is subject to the condi-
tion that you notify us prior to the first of January, 1920, which
rig you propose to adopt, and that such notification having t>een
given, both vessels will be held throughout the races to the rig
thus specified by you.

We regret that we have been unable, on account of the Sum-
mer vacations intervening since the receipt of your challenge, to
get our committee together, and this is our excuse for not answer-
ing you in detail more promptly.

We trust that we may have an early reply — perhaps by cable
— as to each of the three suggestions which our letter makes to
you.

I have the honor to be on behalf of the Committee,

G. A. CORMACK,

Secretary America's Cup Committee.

ROYAL ULSTER YACHT CLUB
25 Arthur Street

Belfast, i6th December, IQIQ-
To G. A. CoRMACK, Esq.,

New York Yacht Club,

New York.
Dear Sir :

Your letter of October 20th was acknowledged by cablegram,
but owing to Sir Thomas Lipton's absence we were unable to
reply until we could confer with him on his return.

We note the Committee appointed by the New York Yacht
Club in 1918 continues to act in reference to our present chal-
lenge.

We are pleased to receive your confirmation of your telegram
of December 19th, 1918, intimating that our challenge on behalf
of Sir Thomas Lipton with Shamrock IV will be defended by
one of the boats built by you in 1914.

We appreciate the opinions you have given and kindly ex-
plained against the early date of our challenge for June 24th,
and we agree to defer it to Thursday, July 15th, for the first race.
With regard to courses, we had understood that the Agree-
ment for 1914 would be observed as far as possible, and we
should much prefer the races to take place off Sandy Hook,
because :

1. Off Sandy Hook approaches neutral waters as far as
possible.

2. Off Sandy Hook is the historic course for races for the
America's Cup.

(Continued on Page 60)

The First of the New Victory Clafs of Sloops Now Building at NevinsTard at City Island, Which Will Take a Prominent Part In the Kadng

Next Summer

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Wire Rigging and Rope Work

By. H. Percy Ashley

To meet the insistent demand for information on the subject we induced the author to publish the contents of
his data book, covering a period of practical work during the past twenty-five years. It covers all types of boats, from
small cats and yachts to ocean-going schooners. In addition to this his practical experience with ice-boat rigging
enables him to present some valuable information that heretofore has not been obtainable. It is not theory, but
actual practical working conditions he presents.

Get Acquainted with a Gang of Rigging
The first step in rigging a boat is to become familiar

with the make-up and formation of your rigging.
It is divided into two groups — Standing and Running.

The former is always steel and the latter steel and manila.

Standing rigging is used for shrouds, stays, etc., and

composed of two groups of steel wire rope, as follows :
Plough steel galvanized standing rigging of 6 strands,

19 wires, to a strand, with a hemp center, is the best.

Then comes galvanized cast steel standing rigging of the

same formation. The same grades of rigging also are

made with 7 wires to the strand.

Wire Bope

In the 7 wires to the strand the breaking strain is less,
not as flexible, as 19 wires, and does not finish as cleanly.
In plough steel rigging the smaller steel rope can be used
for the same breaking strain as cast steel rope. The
cast steel rigging is suitable for cruising boats.

Running Rigging for Halliards, Bridles, Sheets, Etc.

Divided into two groups — Cast Steel and Manila
Rope.

The formation of steel running rigging consists of 6
strands, with a hemp center. There are 12 wires in each
strand and they also have a hemp center.

The rigging is very flexible and nms easily through
blocks providing the sheave conforms with the circum-
ference of the steel rope used. Manila rope may be used
for halliards and sheets. As a rule 3-strand for halliards
and 4-strand bolt rope for sheets. A 4-strand rope is
about 1/5 weaker than a 3-strand, but the former is more
pliable for sheets. A jig is always made up of manila.

Galvanized Plough Steel Standing Yacht Rigging, for

Shrouds, Stays, Etc.

(19 Wire, Composed of 6 Strands and a Hemp Center, 19 Wires

to the Strand)

Approx.

Proper

breakini?

worlcing

Circumfer-

Diameter

Weight

strain in

strain in

ence in

in

per ft.

tons of

tons of

inches

inches

in lbs.

2000 lbs.

2000 lbs.

3

I

1.58

43

8.6

2^

7i

1.20

30

6.0

2^

V4

0.88

24

5.0

2

H

0.60

17

3.4

iH

^

0.48

13

2.6

1Y2

V2

0.39

II

2.2

I'A

A

0.29

8.2

1.64

1%

H

0.23

6.2

1.22

I

l^ff

0.15

4.3

0.86

Va

Va

o.io

3.0

0.60

A

2.0

0.40

(7 Wire, Composed of 6

Circumfer-
ence in
inches

3 ^
2^

2K
25^
2

I^
1/2
I^
I^
I
%

Ya

Diameter

in

inches

Strands and a Hemp Center, 7 Wires
to the Strand)

Approx.
brealcing
strain in
tons of
2000 lbs.

Weight
per ft.
in lbs.

Proper
working
strain in

tons of
2000 lbs.

f!

V2

'A

1.58
1.20
0.88

0.75
0.60
0.48

0.39

0.29

0.23

0.15

0.125

o.io

42
31
25

20
17
14
10

7.9
5.9

4

3.5

2.7

8.4
6.2
5.0
4.0

li

2.0
1.6
1.4
0.8
0.7
0.5

Galvanized Cast Steel Yacht Standing Rigging, for Shrouds,

Stays, Etc.

(Composed of 6 Strands and a Hemp Center, 7 or 19 Wires

^o the Strand)

Circumfer-
ence in
inches

3

2^

W2

2^

2

I
Va

Diameter

In

inches

I

%

A

'A
i9

Weight
per ft.
in lbs.

1.44
1.20
0.98
0.81
0.62
0.47
0.35
0.30
0.25
0.20
0.16
O.II

Approx.
breaking
strain in

tons of
2000 lbs.

30
25
20

17
14
10

8

6

5

4-3

3.6

2

Galvanized Cast Steel Yacht Running Rigging for Halliards

AND Bridles

(12 Wire, Composed of 6 Strands and a Hemp Center, Each

Strand Consisting of 12 Wires and a Hemp Center)

Approx.
breaking
strain in
tons of
2000 lbs.

20
16.5
13.2
1 1.2
9.0

6.6
5.3
3-3
2.7

^ 2.2

Circumfer-

Diameter

Weight

ence in

in

per ft.

inches

inches

in lbs.

3

I

0.97

2H

J«

0.81

Wi

\l

0.66

2%.

Va

0.54

2

H

0.42

iVa

A

0.32

I 'A

J/2

0.24

iVa

1^

0.17

1%

H

0.14

I

A

O.II

Va

Va

h

,•.■■..•••

<^eI

W^Sl

••..•21

MK

7-Wlre Steel Bope 1 2- Wire Steel Sope 19-Wire Steel Bope
(Continued on Page 70)

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Designs

54-Foot Cruiser

The plans of a 54- foot power cruiser designed by
Charles D. Mower show a boat with unusually well
arranged accommodations. The cabin plan shows a main
saloon 8 feet long, entered by a companionway from
an after cockpit. The saloon has extension transoms on
either side which can be made up as berths. The berths
extend under the blanket and pillow lockers, so that
when pulled out the cushion is in one piece and makes
a much more comfortable bed than the usual arrange-
ment of piecing out the transom cushion with the narrow
strip of back cushion. There are hanging lockers at the
aft end of the saloon and buffet and sideboard lockers
at the forward end on either side.

The galley is on the port side forward of the saloon
and is large enough to be a convenient and comfortable
working place for the cook to prepare meals for as many
persons as the boat will accommodate. A Perfection
oil stove will be used and instead of the usual small
built-in ice-box a regular house ice-chest will be used.
The usual storage spaces and dish lockers are conveni-
ently arranged. The after toilet is on the starboard side
opposite the galley and has the usual fixtures.

The owner's stateroom is forward of the engine room
and is entered by a companionway from the bridge deck.
There are wide berths on either side, a bureau at the
aft end, and two clothes lockers at the forward end.
Two features that will be appreciated by the owner's

Profile and Accommodation Plans of a 54-Poot Power Omiser Designed 1>7 Criiailei D. Mower for Yiee-Oommodore Robert JarecU, Building ait
Laad'f Tard at Erie. The Power Plant ii a Siz-Oylinder Model FH Sterling Bnglnob WUoh Will Qire a Speed of 12 Milea an Hoar

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— ULJD Inllirtr i!(

1^ ^IliiiiiriiiiT]

Main Deck Plmn of 64-Foot Crniier BnUding for Commodore Jarecki at Erle^ WUch Will Be a Handsome Addition for tbe Fleet on the Great Lakea

wife are a full length mirror on the forward bulkhead
and a large clothes closet opening from the forward end
of the stateroom. The owner's toilet room is forward
of the stateroom on the port side and has a small bath
with shower over in addition to the usual wash basin
and toilet fixture.

A feature that is rather unusual in a boat of this
size is the separate forecastle and toilet for the crew,
so that they are not berthed in the engine room. If a
paid crew is not carried this space can be used as an
extra stateroom.

The engine room is amidships under bridge deck
and engine-room trunk, which gives full headroom in
the after part of the engine space. The tanks are placed

at the forward end of the engine room, one on either
side, with a total capacity of 300 gallons, which will give
a cruising radius of about 450 miles. The tanks are
made of heavy copper and are set in deep pans draining
overboard. The separate lighting set will be installed
on the starboard side forward of the work bench and
on the port side there will be a transom with storage
space under* and tool lockers over. The engine room
will have a hatch on either side so that there will be
two exits in case of accident.

The power plant will be a six-cylinder F. H. Sterling,
developing 85 h.p. at 800 r.p.m. and will g^ve the boat
a speed of 12 statute miles per hour. Bridge control
will be fitted so that the boat can be handled by one

110-Foot Snlimarlne Ohaier Arranged for a Tacht, Sbowlng Wlist Fine Aflcommodationi Can Ba Had

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man. The bridge deck will have a glass enclosure with
a permanent top supported by ^stanchions. The win-
dows will be fitted so that they can be easily removed
in pleasant weather and quickly replaced when needed.
In design she is a good, wholesome type of boat
with generous breadth and ample displacement. She has
fine lines and will be an easily driven hull. The for-
ward sections show the flare typical of Mower designs,
which gives a handsome appearance and makes a dry
boat. The boat is now being built for Vice-Commodore
Robert Jarecki of the Erie Y. C. at Lund's yard in Erie,
Pa. She will be in commission early in the season and
will be a handsome addition to the Great Lakes fleet.

The Conversion of the S. C-'s

All of us know that the no- footers that went through
the war and accomplished so much are good boats. They
were criticized at times, it is true, but taken all in- all
they were real man-sized craft fit to go out in all con-
ditions of wind and sea.

These boats have been for the most part put upon
the market by the Navy Department. Some of them are
pretty badly banged up, but the most of them still have
years of useful life ahead of them. There has been a
good deal of talk about converting some of these boats
into yachts, but so far as we know the plans shown here-
with are really the first published idea of what you can
do with one of these fine hulls.

The Government has been asking about $20,000 for
the boats as they are at present. The cost of converting
the boats can be about covered by the sale of two of the
three engines with which the boats were equipped. With
one engine the hull could be driven fast enough for any
average cruising, either on inland or coastal waters. This

would mean that the engine room would be roomier than
was the case formerly, and an ice machine could be in-
stalled if desired. While the drawings were made rather
hurriedly and are not nearly as complete as might be
desired, they do show that in both profile and arrange-
ment a 1 10- footer can be made into a yacht that will be
handsome as well as comfortable.

The accommodations consist of a forecastle forward
for sailor and cook; directly aft of which there are two
staterooms for the officers. Aft of a steel bulkhead there
is a large toilet room and a wardrobe connecting with
a double stateroom. This compartment is reached through
a companionway leading up into the deck house and din-
ing saloon. This room is large and entirely surrounded
with windows, providing an uninterrupted view in ever>'
direction. Aft of the deck house on the lower deck there
is a large galley. There are stairs leading from the
galley to the dining saloon. Separated from the galley
by a steel bulkhead is the engine room with the old
center-line engine still in place. Aft of the engine and
separated by a steel bulkhead, is an exceptionally large
double stateroom. The next space is taken up with a
lobby and companionway leading up to the main deck;
and a bathroom containing the usual fixtures. The after-
most compartment is another large double stateroom.

There is a fair amount of deck room aft of the main
cabin trunk, and on top of the deck house there is a
very large navigating bridge and observation deck. If
desired the top of the main cabin trunk could also be
used as a deck; making the boat virtually flush-decked
as far as room is concerned. The stack, signal spar and
awning, as well as the new deck house change the appear-
ance of the boat so that she no longer has the somewhat
peculiar appearance she had when used for sterner work.
An expenditure of $25,000 to $30,000 should produce
a boat along this line that would cost four or five times
that to build new.

Shallow -Dhaft TwtN> Screw

SC^LCA'UV

PUnB of a eO-Foot Shallow-Draught Twln-Screw Tnnnol-Stem Power Boat, Deelgned hy J. Murray WatU. Equipped With Two BoUndere of

100 BJ

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Eltoro— 60-Ft. Tunnel Stern PowerBoat

The plans herewith show a working boat designed by
J. Murray Watts and built by the Cartagena Ship Build-
ing Company of Cartagena, Colombia. The owner is F.
A. Scharberg, for whom J. jM. Watts recently designed
the 103-foot power passenger vessel Sinu.

The requirements of the owners called for a fast and
extremely shoal-draught boat for river use. Twin-screw
engines are installed, driving 38-inch diameter propellers,
running in two tunnels built in the stern, so arranged that
the propellers are three inches above the bottom of keel.
This gives good protection should the boat run aground:

The general arrangement shows a main saloon aft,
with four transom berths, a toilet and galley, both open-
ing into the main saloon, and engine room amidships,
with two four-cycle loo-h.p. Bolinders engines, together
w^ith an auxiliary engine for pumping and lighting pur-
poses. The crew's quarters are forward, with three tran-
som berths and a crew's toilet room. There are two cargo
holds fitted with large hatches, one forward and one aft.

The general dimensions are :

Length over all 60 feet o inches

Breadth 12 " o "

Draught 2 " 6 "

Power Fishing Trawler

Plans are given herewith of an interesting type of
small fishing trawler, now being built for G. H. Masten,
from designs by J. Alurray Watts.

The boats are being constructed of identical dimen-
sions, ^2 feet length on deck, 15 feet breadth, and 7 feet
6 inches draught. They are propelled by 130-h.p. Kahlen-
berg engines, driving a 60-inch diameter propeller.

The general appearance of the boat shows a very
sturdy, seagoing type of craft, with good sheer and high
bulwarks. The crew's quarters are forward, then comes
the cargo hold for fish. The engine room is amidships,
and on top of the engine room is the wheel house. The
galley is located on deck aft of the engine room. There
is another cargo hold for fish aft.

The vessel is rigged as a ketch, following the usual
trawler style. Large tanks of fuel oil and water are car-
ried so that these boats can remain at sea for weeks at a
<^ime.

The general dimensions are :

Length on deck 72 feet o inches

Breadth 15 " o "

Draught 7 *' 5 "

Power FlslUng Trawler BuUding for O. H. Meeten, From Deeigns 1>y J. Murray Watts, to Be Equipped With a Kahlenberg Engine of 135 H.P,

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Minstrel, a 22-Poot L.W.L. Auxiliary

Yawl

In this design B. B. Crowninshield has turned out an
exceptionally able, fast and roomy single hander. The
boat is so well balanced that she may be sailed as a cat
or under jib and jigger, and maneuvers well in crowded
harbors.

While built as a cruiser her ends are so nicely bal-
anced she just seems to fit the water, at rest or underway.
T. D. Poucher of Huguenot Y. C, her present owner,
is a yachtsman of the old school and has in the past
owned and sailed larger boats. The yawl has attracted
so much attention we asked him to describe the Minstrel
and tell where he cruised during the season, and he re-
plied as follows :

**Aly needs were a boat that we (wife and I) could
Hve on board of for the Summer, with a reasonable de-
gree of comfort; fit for cruising along the coast, mod-
erate in upkeep expense, and able to at least sail along
with the fleet in any kind of weather. A boat that was
not to be a work shop, where one did a day's work to
get underway; and above all a boat that handled and
looked like a little yacht.

"The answer to my needs was the Minstrel, which
filled my requirements even beyond my expectations,
after several minor changes had been made, such as the
addition of a combination slide and skylight similar to
those frequently seen on some of the English yachts, but
seldom seen on our small boats. This gave me 5 feet 10
inches headroom under the cabin carlines at the lowest
point in the main cabin, and from outside the appearance
is that of the conventional slide and skylight.

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**The next demand was for a ^kicker' to insure get-
ting me home from Lloyds Harbor in the Spring and
Fall, when business interferes with pleasure to such an
extent that week ends are only available for sailing.

"The engine, a two-cylinder two-cycle Lockwood-Ash
8 h.p., weighing 220 lb, located under the cockpit and
accessible by removing the cabin steps, kicks Minstrel
along at a good speed, and has been entirely satisfactory.
It has been there for three years now and with the ex-
ception of cleaning the plugs has never been touched
with a wrench.

-• ►

Minstrel, a Slngle-Hander Auxiliary Tawl Owned by T. D. Pouclier,

Under Sail

**The installation of a Sands folding wash basin on
the toilet room bulkhead, connected with the 60-gallon
water tank, greatly pleased the *Mate.*

"An 18-inch shelf on both sides of the cabin, 7 feet
long, about 10 inches below the deck line, with a ma-
hogany rail, to prevent things sliding around, proved a
wonderful convenience in storage, particularly after two
good-sized drawers were built under the fore end of both
shelves. This, of course, dispensed with the pipe hearth
shown in plans.

"The cabin lamp not giving us sufficient amount of

8aU Flan of the AnzUlary Tawl Minstrel, Bnllt From Defi«ns by
B. B. OrownlnsUeld

light, and always an excess of heat and sometimes smell,
a change in the lighting system resulted in an ordinary
Presto tank, such as is used by many trucks, being in-
stalled in a way that the light may be controlled by the
valve on the tank itself. The light is absolutely odorless,
extremely white, and gives off very little heat. . Two
tanks last all Summer.

"The flat hatch on the cabin top over the galley was
hinged on the after end, and when the fore end was lifted
sent the wind shooting into the galley at a great rate, but
when there was fog or light rain it also carried that in, so
a very simple device was worked out which will do three
things.

"i. Lock the hatch down.

"2. Raise the fore end.

"3. Raise the after end.

OaMn Flan of the Auxiliary Tawl Minstrel, Owned by T. D. Foacber and Bqnipped With a Two-Oylinder Lockwood-Aih Engine

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"This device consists of two stock skylight quadrants,
one placed on each side of the hatch, in the center fore
and aft, and the ordinary thumb screws and sockets be-
ing used on the inside of the hatch coaming.

"Most of our cruising is done east of Block Island,
\'ineyard Sound and Buzzard Bay being the favorite
cruising ground because of the absence of calms and
thunder squalls. The many landlocked, picturesque har-
bors have a charm not to be found in Long Island Sound.
In Hadleys Harbor, for example, it is hard to believe one
is not in a mountain lake, the forest growing right down
to the water's edge, and quite frequently one may see
deer come down to the water, as if surveying the new ar-
rivals in their domain ; and early one morning last Sum-
mer I saw a large buck take to the water and swim across
the harbor instead of going around the shore.

"The amount of blackberries one may pick here is de-
termined only by the perseverance of the picker, as the
supply is inexhaustible. Clams, or I should say quahogs,
are very plentiful. Yet only two miles away on the main-
land at Woods Hole, ice, water, gasolene and provisions
are obtainable.

"I have sailed Minstrel single handed all over Buz-
zard Bay and Vineyard Sound and find that it was sel-
dom necessary to reef ; when it got too dusty by dousing
the jib and jigger I had a perfectly balanced 'cat,' which
w^ould almost sail herself to windward; and occasionally
the jib and jigger and no main sail have proven enough
sail for the time being.

"The freemasonry of yachtsmen is a well-established
fact, but we from the big Burg (N. Y.) will have to take
second place to the New Bedford and Cape Cod yachts-
men in the manner in which a visitor is made at home in
their waters.

"The Helenette, Captain William Caesar of the
Huguenot Y. C, went east with me last Summer and we
were later joined by the Wenonah of the Larchmont Y.

C. for a week at Buzzard Bay, which proved all too short
a time for the genial owner, Mr. William W'ebb.

"In a well-equipped small boat, of the proper type,
you may cruise with safety, comfort and pleasure any-
where along our coast from Maine to New York. It is
to be hoped that more and more small boats from New
York will extend their cruises into Buzzard Bay and
beyond."

The general dimensions of the Minstrel are :

Length o. a 34 feet o inches

Length 1. w. 1 22 " o "

. Breadth 8 "10 "

Draught 4 " o "

Area of lower sails.... 692 square feet

"^^

A 60-Foot Pearl-Fishing Boat

A pearl-fishing vessel designed by J. Murray Watts
is now being built in Rangoon, India. The entire boat
is of East India teak. The power is a 150-h.p. oil engine
of British manufacture; and there is, besides, an air-
compressing plant, run by a Wolverine oil engine, fur-
nishing compressed air to the divers.

The general arrangement shows an engine room amid-
ships, separated from the rest of the boat by water-tight
steel bulkheads. There is a cargo hold for pearl shell
forward and a compartment aft for diving dresses and
gear. There is a main cabin on deck aft for the officials
of the company. It is interesting to note that the foreign
countries are coming more and more to the United States
for power boat designs.

60-Foot Pearl FlBUng Boat Now BnUdlng at Rangoon, From Designs by J. Mnrray Watta

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Sail PUn of 76-Foot AnzUlary Scbooner DMignad by C. D. Mowtr

30-Foot Day Cruiser

A very attractive 30-foot day cruiser has been
designed by Howard A. Gardner, Fine View, N. Y., for
use on the St. LawTence River. The plans are given
herewith. The yacht has a raised deck forward under
which there is 4 feet 6 inches headroom. There is a

small chain locker forward and then comes a small main
cabin with an extension berth on the port side. The
main cabin is a revision of the old glass type with all
windows arranged to drop or swing out of the way.
The headroom in this cabin is 5 feet 11 inches. Aft of
the glass cabin is a small open cockpit with fixed seat.
This space is large enough to allow the stowing of a
couple of trunks as the yacht will be used to carry visit-
ors from the trains to the owner's house, for day cruis-
ing and occasionally for a short overnight cruise to the
Bay of Quinte.

The engine is placed well forward. The power-equip-
ment is a four-cylinder Red Wing engine of 30-40 h.p.

The keel, stern, frames and beams are of white oak.
The frames are i inch by 13^ inch, spaced 6 inches on
centers in the way of the engine and 8 inches elsewhere.
The planking is J:J-inch cedar. The clamps and stringer
are of yellow pine. The engine stringers are of spruce
and the fastenings are made of galvanized iron and
brass.

The general dimensions are:

Length o. a 30 feet o inches

Length l.w.l 29 " 5^/$

Breadth o. a 7 " 4

Extreme draught 2 " 6

Draught to rabbet i ''3

Breadth l.w.l 6 " 3

i 1 L_f -fe^^-i^p^=db^a -i-n;

PluiB of a 30-Foot Day Craiser Designed by Howard A. Gardner for Use on the St. Lawrence River; Power Plant Is a Four-Cylinder Bed Wing

SO-40 H.P. Engine

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Sail Plan of an 18-Foot Knockabout Showing DotallB of the ICarconl Big

18-Footer

A boat that will attract attention in the Massachusetts
Bay racing fleet is the Marconi-rigged i8-foot knock-
about designed by Charles D. Mower, whose plans are
published herewith.

The boat is designed to the restrictions of the Massa-
chusetts 1 8- Foot Knockabout Class, which has been for
.many years one of the most popular racing classes in
Massachusetts Bay. She is the first new boat designed with
the Marconi rig, as only the gaff mainsail has been used
up to this time. At a recent meeting of the Knockabout
Association it was decided to allow the use of the
Marconi rig with the restriction that the length of mast
should not exceed 42 feet. The class rules allow a total

sail area of 450 square feet with not over 360 square
feet in the mainsail. The sail plan shows the full height
of mast allowed by the rules and the maximum area of
mainsail.

The boat is being built by Graves at Marblehead for
a well-known Boston yachtsman.
Her dimensions are:

Length o. a 31 feet o inches

Length l.w.l 18 " o "

Breadth 7 " 6 "

Draught 5 " o "

«•• •

Nunes Bros. Design

In this issue we are showing the lines of a ketch-
rigged trading vessel designed by Nunes Bros, of Sacra-
mento, Cal., for Mr. Manual Garcia. The vessel will be
built on Cases do Pico, Azores Islands, and used for
carrying general cargo between the islands. The principal
dimensions of the craft are:

Length. 68 feet

Length, l.w.l., when upright 52 "

Extreme breadth 17 "

Draught, when loaded 6 "

The designer's idea, as explained to us, is to produce
a form that will drive easily with a moderate sail area
and be safe under weather conditions prevailing around
the islands. Limited draught is necessary, and as a mis-
cellaneous cargo will be carried and there will be con-
siderable variation in C.G. height," as cargo varies it is
necessary to have a safe margin of natural stability of
form at all inclinations.

Our analysis included careful consideration of the
above and under water portions of hull:

(a) When floating upright and in still water.

(b) When floating upright and moving directly ahead

(c) When inclined transversely and moving directly
ahead.

(d) When inclined transversely, moving ahead, roll-
ing and pitching;

Plan of an 18-rMt SnookalMitfe DMlgnad 1u 0. D. Mower for tiie MMSteliaiotti Knookabont Olaas and Building at OrarM Yard

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(e) And also of the paths of travel of water particles made by only considering the lines shown on a lines

moved by hull under conditions b, c, d. drawing. Such lines seldom indicate the true paths of

We mention these because upright and direct move- travel of water particles when vessel is upright and never

ment ahead is not a normal condition for vessels in use show immersed and above water shapes of hull and paths

in open waters and a correct analysis of form cannot be of travel of water particles when the craft is inclined

S«ettonf, Deck Plan and Lines of a 68-Foot Ketch-Bigsod Trading Vessel, Designed by Nnnee Bros, of Sacramento, Oal.

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San Plan of Ketdi-Bigged Trading Vessel Designed by Nones Bros.

transversely and rising, falling and rolling as well as
moving ahead.

A fair formed and properly proportioned hull (by the
term form, as here expressed, we mean volume, surface
area, shape and its longitudinal and vertical distribution
both above and below water) is likely to drive easily and
be safe under conditions b, c, d, because the water part-
icles set in motion by the hull movements will not be
obstructed and the balance of centres will not be unduly
disturbed by inclining, pitching, falling and rolling com-
bined with the direct forward movement.

Unfairness of form generally means decrease in
safety and some increase in cost to move. And bear this
in mind, fairness (or unfairness) of form does not en-
tirely depend upoh shape. It can only be determined by
careful consideration of the varying shapes of the above
and below water form when vessel is upright, when
inclined and when rolling and pitching ; and the influence
the changes in immersed form has on the water particles
set in motion by the combined movements mentioned.

Our analysis of this design indicates that the designer's
ideas of form are sound, the form fair and that the
vessel built from these plans should prove safe, satis-
factory and easy to drive under all ordinary conditions
of wind and sea.

OomparatlTe Besistance Onxres of the Nones-Designed Ketcb

75-Foot Auxiliary Schooner

The plan shows a shoal draught auxiliary schooner
designed by Charles D. Mower for a client who intends
to use the boat in Southern waters for shooting and fish-
ing trips. The dimensions are 75 feet over all, 55 feet
water-line, 18 feet extreme breadth and 4 feet draught.

The sail plan is small with the sail well inboard so
that she can be easily handled by a small crew.

The arrangement is well planned with a large main
cabin, two staterooms, bath room, galley and forecastle.

The engine room is aft of the main cabin and separated
from it by a water-tight bulkhead, so that no engine room
odors can get into the living quarters and no oil or grease
get into the bilge of the boat.

The construction is as heavy as a small working
schooner of her size and type, with double-sawn frames
and i^" yellow-pine planking.

The general dimensions are :

Length over all 75 feet

Length l.w.l 55 "

Breadth, extreme 18 "

Draught, extreme 4 "

Sail area IjO^S square feet

Profile and Accommodation Flan of a 76-Foot Aozlliaxy Sehooner Designed l>7 0. D. Mower for Use In Sonthem Waters

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Lines of a 30-Foot Day Cruiser, Designed by Howard Gardner

24-Foot Runabout \io?X will be used where the river is very shoal and also

ry,, . , • - . , in the roue^h waters of Ipswich Bay, a specially e^ood sea-

Ihe accompanvine: plans are of a 24- foot runabout ,, ji jir., ,1

designed by Ralph EWinslow of Bristol, R. L, for Mr. ^oat was desired and also fairly shoal.
George L. Wright of Annisquam, Mass., who wished a The construction has been made quite heavy, and not

sensible family runabout of the raised-deck type. As the fancy, to make a durable and easily-taken-care-of boat.

w

Profile of 24-Foot Banabont Building From Designs by Balph E. Wlnslow

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Beck Plan Sections and ScantUnes of 24-Foot Bonabout Building For George L. Wright of Annisquam, Mass., From Designs by Balpb Winslow

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Inboard Proflla uxd Accommodation Plani of tho Eloctrieally-IMyen Yadit Kew Er% Owned by WUliam T. Donnolly, DescrUition of Whidi

Will Be Found on Page 14

The cockpit is large and roomy, watertight and self-bail-
ing. A 28-h.p. four-cylinder Red Wing engine will be
installed, which will give a speed of about 13 m.p.h. The
propeller and rudder are protected by a skeg. For a gen-
eral use family runabout, for fishing, picnics and other
occasions she should prove very serviceable and desirable.
The general dimensions are :

Length o. a 24 feet 4 inches

Breadth 6 " i "

Draught 2 " o "

tfiti

Sinu— American-Designed Working
Boat

A 103- foot shoal-draught working boat called the
Sinu has been built by the Cartagena Shipyard from the
designs by J. Murray Watts, for F. A. Scharberg of Car-
tagena, Colombia, S. A. Propulsion is by a looh.p.
heavy-duty Bolinders oil engine. The boat will be used
for transporting cargo and passengers up and down the
river from Cartagena.

There is a good-sized saloon for passengers in the
deck house and plenty of room for cargo in the forward
and after holds. On the upper decks are quarters for the
captain and engineer, as well as the pilot house, and a
covered promenade for passengers. A powerful electric
plant is installed, which not only operates the incandes-
cent lights and searchlight, but also the electric windlass
for handling the cargo.

Another boat very similar to this, but with somewhat
greater draught, is now being designed for Dr. C. A.
Campbell of Kingston, Jamaica. These boats show very
clearly the tremendous strides that the oil-engined power
boat is making in South America and the West Indies.

The dimensions of the Sinu are :

Length over all 103 feet o inches

Length water-line 95 " o

Breadth 20 " o "

Draught 4 " 6 "

SAN FRANCISCO Y. C.
The new officers of the San Francisco Y. C. are: Commo-
dore, Wilfred Page; vice-commodore, Webb H. Mahaffy; sec-
retary, W. Q. Wright. Commodore Page is planning to have
a One-Design Class this year. This size is selected as being the
smallest that is dependable for cruising purposes and while they
will not be of the cruiser type, it is not the purpose to sacrifice
everything to speed.

Sinn, Bout by tlia Oartagana Slilpy&rd From Designs by J. Morray
Watts, Equipped With Bolinders Bnglnes

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Do YOU want to own a yacht and use it during the
coming season? Do you want to cruise up and
down the coast during the heated spell and to make trips
inland through the rivers, canals and lakes? Do you
wish to take part in the glorious sport of yachting, which
will give you health, rest and enjoyment? Then study
the pages following and find a yacht of the size and type
that you require and get in touch with its owner at once.

There is a great demand for yachts at this time. This
demand is growing each day and the wise man is he who
makes up his mind now what he wants and secures it at
once. The Illustrated For Sale List of the Annual Fitting
Out number of The Rudder is according to a well-known
yachtsman "an institution." This yachtsman is thanked
for so aptly telling what this Illustrated For Sale List
really is. For many years this list has been published each
Spring and it has grown to be popular not only with
those who have yachts for sale or those who wish to buy,
but with all yachtsmen who are fond of studying the
many types of craft that are afloat and who ponder over
this list as they would over a most fascinating novel.

The Illustrated For Sale List is an index of the times.
It is a sort of thermometer that tells of the outlook for
the coming season and this year's list indicates that the
supply of yachts does not nearly equal the demand.

Yachting has come back. It received a hard blow dur-
ing the war, but the American yachtsman has lots of push
and vim and it did not take him long to pass through the
period of reorganization and readjustment and now the
demand for yachts of all sizes and types is so great that
the builders are hard pushed to complete their contracts
before the opening of the season and those who failed to
place their orders early are now looking over the brokers'
lists to find out what boats they can secure.

The first Illustrated For Sale List was published in
The Rudder in 1897. It filled nine pages and had twenty-
three illustrations. In the palmiest days of yachting the
list often numbered more than four hundred vessels and
filled as many as eighty pages of The Rudder. During
the war the list naturally fell oflF. This was largely be-
cause the Government had taken so many of the power
boats and larger yachts and the owners of small craft
realizing that there would later be a big demand for
yachts declined to sell. Now the list is growing again.
Yachts are being built very fast and as these are turned
out by the builders the older ones are offered for sale.

The coming season is going to.be a busy one. The
man who now owns a yacht can look forward to a most
enjoyable Summer. The man who wants to have some
yachting and does not now own a yacht must hustle if
he is going to enjoy his favorite pastime, and this list
is going to help him very materially if he takes advan-
tage of it at once. The list of yachts oflFered for sale is
so varied and contains so many different types of vessels
that a prospective purchaser ought to be able to find what
he wants and what he likes without much trouble if he
gets busy at once. There should be no delay, because
these yachts, or the majority of them, will be snapped
up at once.

If you do not see what you want, or have not time to
make a personal inspection, the yacht brokers represented
in The Rudder columns will make your selection an easy
matter. These brokers understand these transactions and
will safeguard their clients. Sometimes there have been
complaints that the yacht is not just as it is described
and that it has faults that were not told of. If a broker is
is engaged to make the transfer and to inspect the yachts
such troubles as these will not occur.

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560

No. 56a— For Sale— Keel sloop, 74 ft. 9 in. by 53 ft. by 14
ft. 6 in. by 9 ft. 2 in. Designed by N. G. Herreshoff and built
by the Herreshoff Manufacturing Company. One double state-
room, four berths in main cabin, large toilet room and galley.
Complete suit of racing sails, made by Ratsey. Acetylene light-
ing system, copper water tanks, large Shipmate range, complete
set of racing hatches, brass winches. Has raced very success-
fully as a sloop and would be a very desirable yacht to convert
into a schooner. For further information apply to the G. W.
Ford Yacht Agency, 30 East 42d Street, New York City.
♦ * ♦

No. 120 — For Sale or Charter
— Bugeye rigged yacht, 50 ft.
by 45 ft. by 14 ft. 3 in. by 3 ft.
9 in. Built in 1909. Is in A-i
condition. Most commodious
accommodations. Sleeps nine.
Fully found. Engine is 25-35-
h.p. Peerless. Can be bought
very cheaply. Apply Linton
Rigg Yacht Agency, 138 South
4th Street, Philadelphia, Pa.

No. 19298— For Sale — Fine open motor boat, designed by
Skene ; length 30 ft., beam 6 ft. 4 in., draught 2 ft. 3 in. Strongly
built, cedar planking, copper fastenings. Buffalo engine, 4-cyl.,
4-cycle, 15 h.p., giving speed of 9 m.p.h. Spray hood, cushions,
lights and everything to meet Government requirements. HoUis
Burgess Yacht Agency, 15 Exchange Street, Boston, Mass.

No. 19302 — For Sale — Excellent 65-ft. cruiser; fine boat for
the races; 11 ft. beam, 3 ft. 6 in. draught; has 75-h.p. motor;
speed 12 miles. Accommodations include large saloon aft. Own-

19298

19302

er's stateroom forward, with double bed and extension sofa;
guests' stateroom for four. Condition excellent, price reasonable.
Apply Linton Rigg Yacht Agency, 138 South 4th Street, Phila-
delphia, Pa.

* * * •

No. 307— For Sale — Keel
auxiliary cruising schooner
yacht, 41 ft. over all, 30 ft.
water-line, 8 ft. beam, 6.3 ft.
draught. Designed by Crown-
inshield. Lead ballast. Own-
er's cabin, toilet room, foc'sle.
i2-h.p. engine, built 1914, and
fitted with Thomson feathering
wheel. Fully furnished, includ-
ing two full suits sails, one by
Ratsey practically new. The
only boat of her type for sale.
Apply to Simon Fisch, Yacht
Broker, 31 East 27th Street,
New York. Telephone Madi-
son Square 4008.

307

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19311

No. 19311 — For Sale — Fast classy cruising yawl, 45 ft. by 29 ft. by 10 ft. by 4}/^ ft Designed and built by Stearns & McKay,
Marblehead. Sleeps five, full headroom, trimmed in white and red mahogany. Toilet, clothes closet, lockers, built-in refrig-
erator, dish closets, "Shipmate^ range, copper water tanks connecting wash room and galley, large skylights with copper screens
for skyligrhts and companionway. Also awnings, anchors and cables, Herreshoff bronze capstan, mahogany and brass binnacle
and compass side lights, charts, etc., in fact, fully found for immediate use ; full set signal fiag^s ; with cedar and mahogany
dinghy. Address Mr. Martin, 2017 Caton Avenue, Brooklyn, N. Y.

No. 305 — For Sale — Exceptionally fine yawl, 31 ft. by 21 ft
by 9 ft by 4 ^t. 3 in. ; only 9 years old. Copper fastened, excel-
lent condition, 5-ft. headroom, cabin finished in mahogany and
white, sleeps four. Most complete inventory. Has 5-h.p. Fay &

tfiti

Bowen engine, which kicks her along at 6 m.p.h. A big little

boat. Apply Linton Rigg Yacht Agency, 138 South 4th Street,

Philadelphia, Pa.

* * *

No. 19297 — For Sale — Exceptionally desirable cabin motor
boat, built by Shiverick of Kingston, Mass., in 1913. Length, 28
ft., beam 8 ft. 6 in., draught 2 ft. 8 in. Very strongly built, with
cedar planking and copper fastenings. A new Sterling engine
was installed this Summer, 17-25 h.p., with self-starter, 4-cyl.,
4-cycle, Bosch ignition. A very able and dry seaboat; speed 10
m.p.h. Roomy cockpit, comfortable cabin, with toilet Every-
thing about the boat in the best of condition and the price is very
reasonable. Inspectable in Boston. Apply to Mollis Burgess
Yacht Agency, 15 Exchange Street, Boston, Mass.

dos

19297

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2624

No. 2624 — For Sale — Very desirable and attractive auxiliary
yawl, 76x46x16x8.6 ft., 35-h.p. motor. Accommodations for six
in owner's party. New suit of sails in 19 19. Probably best craft
of type and size available. Further particulars from Cox &
Stevens, 15 William Street, New York.
* * *

No. 2472 — Power boat, ketch rig, 39 ft. 6 in. over all, 11 ft.
beam, 2 ft. 6 in. draught, with centerboard 8 ft. Designed by
Watts; builders, Smith & Williams Company, in 1915. Sterling

2472

motor, 20-35 h.p. ; speed 9-10 miles. Has saloon with four tran-
som berths, toilet, galley, etc. Owner and wife made comfort-
able West Indies cruise. Apply William Gardner & Co., i Broad-
way, New York.

No. 19301 — For Sale — Finest
small cruiser on the market.
Winner of several ocean races;
a famous boat. 35 ft. 6 in.
length over all, 29 ft. 6 in.
length water-line, 11 ft. i in.
beam, 4 ft. draught. Auxiliary
power, full headroom, very
heavily constructed and should
last for thirty years. Condition
excellent. For further particu-
lars inquire Linton Rigg Yacht
Agency, 138 South 4th Street,
Philadelphia, Pa.

1 9301

No. 193 14 — For Sale — Cat-
boat Green Wing II, built by
Morton Johnson in 1917;
length over all 20 ft., on water-
line 20 ft., beam 8 ft. 11 in.,
draught 2 ft., ballast 1,100 tb
iron^ sail area 400 square ft.
Cabm sleeps two. Large open
cockpit, toilet, three hair
cushions, large water tank with
pipe and faucet, also hose to
fill; anchor, cable, set pole,
pump, Fresnel side and riding
lights. Primus stove, heavily
tinned cooking utensils, blocks
and rigging in perfect order.
Substantially built and has had
unusual care; is fast in rough
water and is the ablest boat of
her size on Barnegat Bay. Par-
ticulars from Morton Johnson,
Bay Head, N. J. Inspectable
there. ♦ * ♦

No. 1081 — For Charter — Lawley built twin-screw 90- ft. power
yacht; has two 7S-h.p. Standard motors, speed 12 knots. Large
dining saloon forward; two double staterooms, bathroom and

19314

1081

main saloon aft. Finely fitted and furnished. Available en ac-
count of owner going abroad. For further particulars apply
William Gardner & Co., i Broadway, New York.
* * *

No. 19387 — For Sale — Cruising auxiliary yawl Siesta, 71 ft.
over all, 45 ft. water-line, 15 ft. 2 in. beam, 8 ft. 6 in. draught,
18-24 Standard engine, speed 7 knots. Accommodations : one
double and one single stateroom, box spring berths, large main
saloon sleeps two, berths forward for crew of four, two toilets,
running water in staterooms. Condition excellent throughout.
Now being completely refinished. New flush deck, new bright
cedar launch. Canvas used one season. Well found. A success-
ful yacht, comfortable, seaworthy and easily handled. Will con-
sider sixty-day charter. Inspectable New York by appointment.
Price in full commission May ist, $17,000. A. W. Moffat, Room
803, 105 West 40th Street, New York City.

19387

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19393

No. 19393 — For Sale — Jib and mainsail boat, Little Rhody,
22 ft. water-line, 35 ft. over all, Sj/^ ft. beam, 5 ft. draught, 700
square ft. sail, outside lead ballast, double planked. Large cabin
and cockpit ; spars, standing rigging and sails excellent condition ;
storm jib, storm trisail, two spinnakers and balloon jib. Has
always had best of care. Summer and Winter. A fine all-around
boat for day sailing, cruising and racing. Winner of ocean race
New York to Marblehead, 1904, and many short and long dis-
tance races. Inspection Wardwell's Yard, Bristol, R. L Address
C. F. Tillinghast, 260 Nigell Street, Providence, R. L
♦ * ♦

No. 2566— For Sale— Attrac-
tive keel and centerboard Law-
Icy-built auxiliary ketch,
94x69x20.7x7.9 ft. Speed un-
der power 9 miles, loo-h.p.
motor. Heavily constructed.
Accommodations include large
saloon, two double and two
single staterooms, bath and two
toilets, etc. Independent elec-
tric light plant, new 1918.
Completely equipped. Can be
handled with small crew.
Price and further particulars
from Cox & Stevens, 15
William Street, New York.

^^^^vl^^^^B

2566

No. 19300 — For Sale — High-grade power cruiser, designed
and built in very best manner by George Lawley & Son Corpora-
tion. Length over all 80 ft., water-line 73 ft., beam 13 ft, draught
4 ft. Double hard pine planking, copper fastenings. Speedway
engine installed in 19 16, 6-cyl., 4-cycle, 100 h.p., giving speed of
II knots per hour. Very fine seaboat. Ample accommodations.
Saloon, dining room, guest's stateroom, owner's stateroom, two
cabin toilets, one toilet for crew. Cabin finish is mahogany, and
mahogany and white. This is a very superior yacht ; must be
seen to be fully appreciated. Inspectable in Boston. Further par-
ticulars of Hollis Burgess Yacht Agency, 15 Exchange Street,
Boston, Mass.

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19300

19309

No. 19309— For Sale — Auxiliary ketch Maiko, 44x37^x12x5^
ft. ; 25-h.p. Sterling engine. 12- ft. dinghy, with Evinnide. Main
cabin, two berths; two extension transoms; finished maho^^any.
Aft cabin, two berths finished white and mahogany. Exceptional
closet and drawer room. Galley and toilet. Forecastle with two
pipe berths and toilet. Cockpit fitted for sleeping five, with

19310

awning usable at anchor, sailing or steaming, and contains wheel
and engine controls. Cabins have ports and main cabin skylight.
Electric lighted throughout. Best of materials and workman-
ship. Unusually comfortable, able, fast cruising boat in best of
condition and fully equipped. Inspectable Neponset, Mass. Ap-
ply any yacht broker .or W. B. Lloyd, Tribune Bldg., Chicago.

No. 2533 — For Sale— Very attractive and desirable auxiliary
schooner, 75x46x15x10.6 ft. Built by Lawley. Sterling motor,
new 1919. Saloon, double stateroom, toilet room, galley, etc.
In excellent condition throughout. Price reasonable. Cox &
Stevens, 15 William Street, New York.

2533

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No. 34 — For Sale or Charter — Steam yacht, 94x83x17x5 ft.
Designed and built by Herreshoff. Available for immediate de-
livery in Florida in commission. Six staterooms, three toilets,
bath, steam heat, hot water and complete Marconi wireless out-
fit. Deck house 45 ft. long. Large dining saloon in deck house.
Finished in white enamel, awnings for entire main deck, hull
steel strapped, four steel watertight bulkheads. Very economical
to run as fuel consumption is only 1,200 tb for twelve hours.
Boiler retubed in 1918, and as it has had little use since that
time is practically new. For further information apply to the
G. W. Ford Yacht Agency, 30 East 42d Street, New York City.
* * *

No. 19406— For Sale — ^47-ft. yawl, 33 ft. water-line, 13 ft.
beam, 6 ft. draught. Sails, awnings, covers and rigging new
1917. 30-h.p. Scripps engine, new 1917. Electric starter and
lights. Main saloon and cabin mahogany finish throughout.
Washstand in stateroom, plenty of locker and drawer room.
Well equipped galley, runnmg water, 200-gallon water tank; 60-
gallon gasolene tank in cockpit. Boat fully found and in first-
class condition throughout. For price and further particulars
address Jesse M. Willey, P. O. Box 4, Fairhaven, Mass.

No. 299 — For Sale — Gentleman's express cruiser, 45 ft. over
all, 9 ft. beam, 3 ft. draught. Sleeps five people. Three toilets.
150-h.p. six-cylinder Van Blerck motor; speed 18 m.p.h. Fitted
with all conveniences. This craft is of exceptionally high-grade
construction, planked with mahogany, and was only launched

299

August, 1919. An ideal type for ferry service or coast cruising.
An excellent opportunity offered to obtain this yacht at consider-
ably less cost than a new boat. Address Simon Fisch, Yacht
Broker, 31 East 27th Street, New York. Telephone Madison
Square 4008.

♦ * *

No. 19293 — For Sale — Fast cabin motor boat, 30 ft. by 8 ft.
by 2 ft. 10 in. Built by Graves; designed by Swasey, Raymond
& Page. Strongly built. Mahogany finish. Sterling eng^ine, 4-
cyl., 4-cycle, 30-40 h.p., giving speed of 10 knots per hour. Cabin
has two extension berths, 6 ft. headroom, toilet, etc. This yacht
is most desirable in every way. Further particulars of Hollis
Burgess Yacht Agency, 15 Exchange Street, Boston, Mass.

19406

19293

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r •

19374

No. 19374 — For Sale — Light-draught auxiliary yawl, 53 ft.
by 14 ft. by 2 ft. 8 in. New Red Wing engine, 18-24 h.p. Sail
plan and dinghy designed by William Gardner; sails by Ratsey,
and by GriflFen. The most desirable boat of its type in these
waters. Accommodation for four aft and two men forward.
Tivo staterooms, two toilets, good galley, acetylene lighting
ample water tanks, large ice-boxes; an unusually comfortable
cruiser and fine sailer. Model can be seen and further particu-
lars obtained by appointment with the owner. Dr. Parker Syms,
561 Park Avenue, New York.

No. 3044 — For Sale — Auxil-
iary schooner, 107x78x22x12 ft.
Built 1914. Standard motor,
four staterooms, saloon, galley,
etc. Further particulars, price,
etc., from Cox & Stevens, 15
William Street, New York.

5044

♦ ♦ *

No. 19296 — For Sale— Cabin motor boat, built by Stearns &
McKay, Marblchcad, 30 ft. by 10 ft. by 2 ft. 10 in. Campbell 15-
h.p. engine, 3-cyLf 4-cyclc, speed 9 miles. A very roomy cabin.

19378

6 ft. I in. headroom. Full equipment. All in fine condition.
Apply to Mollis Burgess Yacht Agency, 15 Exchange Street,
Boston, Mass.

* * >i(

No. i9378~For Sale — 30-ft. water-line auxiliary yawl, 12 ft.
beam, 5 ft. 6 in. draught. Now located near New York. Boat
has been thoroughly overhauled, 1919, and is in perfect condi-
tion. Full headroom in the cabin, finished in white; double
stateroom aft; sails in excellent condition. Owner is (Jesirous
of selling to get a larger schooner. Particulars from C. S.
Sponagle, 88 Broad Street, Boston, Mass.

No. 90 — For Sale — C. B. aux-
iliary cruising schooner yacht,
555^ ft over all, 40 ft. water-
line, 16.2 ft. beam, 3.10 ft.
draught. Built 1915 from J.
Murray Watts' design. Own-
er's quarters aft provide two
staterooms and main saloon,
finished in mahogany and
white enamel, give 6J^ ft. head-
room. 25-h.p. four-cycle |
Holmes motor located under
after deck, gives speed of 7
miles per hour. Full cruising
inventory. The only craft of
her type available. Price
reasonable. For further infor-
mation address Simon Fisch,
Yacht Broker, 31 East 27th
Street, New York. Telephone
Madison Square 4008.

No. 256— For Sale — One of the finest bridge-deck cruisers
available, 68 ft. by 67 ft. by 11 ft. 3 in. by 4 ft. 2 in., 23 net tons.
Planking yellow pine, copper fastened. Only six years old and .
has been well taken care of. Has two double and one single
stateroom, and large main saloon. Sleeps seven, iso-h.p. Ster-
ling motor, speed 13 knots. Has been recently overhauled and
is in first-class condition. Apply Linton Rigg Yacht Agency,
138 South 4th Street, Philadelphia, Pa.

90

..J

19296

256

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19308

No. 19308 — For Sale — The twin-screw auxiliary cruising
yawl Katrina, 60-ft, over all, 14 ft. 6 in. beam, 9 ft. 6 in. draught,
tonnage 27.67. This is one of the strongest and best-built yachts
on the Atlantic Coast and she is an exceedingly comfortable
and able boat that can go anywhere in any weather. The frame
is natural growth hackmatack, with birch and long-leaf yellow
pine planking, white oak stem and stern post, etc. The cabin
is finished in quartered oak and there is full headroom in main
saloon (four berths), stateroom (double berth), toilet room and
galley. The main saloon has an open fireplace. Forecastle has
two berths and the engine room, under cockpit, is completely
separated from the rest of the boat; ther-e are two M-i Thorney-
croft motors, 8^ h.p. each, using either gasolene or kerosene.
Very complete ground tackle and cruising equipment. Inspectable
at Wilson's Beach, near Eastport, Maine. This splendid cruising
yacht could not be built today for less than $25,000, but she must
be sold and I will sell her for the best bid, beyond a reserve
price of $5,000, received before June ist. W. R. Tumbull,
Rothesay, N. B., Canada.

0

[

No. 1 93 1 2 — For Sale — Racing
or cruising auxiliary yawl, A-i
condition. Length 33 ft. 6 in.,
beam 10 ft., draught 3 ft. 8 in.
Outside ballast, sheet steel cen-
terboard in keel. lO-h.p. four-
cycle Palmer engine, practically
new. Complete control from
wheel. Unusually large cock-
pit. Comfortable cabin. Light
sails and boom for racing;
$1,500. Owner, 484 loth Street,
*• Brooklyn, N. Y.

19312

No. 43 — For Sale — Without a doubt the best and most com-
plete up-to-date twin-screw Lawley gasolene yacht offered; 68 ft.
over all, 13 ft. beam, 3 ft. draught. Two double staterooms.
Two 40-h.p. motors; speed up to 13 m.p.h. Equipment complete

43

in every department. Whole outfit good as new. Must be seen
to be appreciated. Price attractive. Inspectable near New York.
For further details address Simon Fisch^ Yacht Broker, 31 East
27th Street, New York. Telephone Madison Square 4008.
m m *
No. 19289 — For Sale — 35-ft. motor boat, designed by Small
Bros. ; built by Graves at Marblehead. 6 ft. 6 in. beam, 2 ft. 6 in.
draught, 16- ft. cockpit, and 10- ft. cabin, with toilet, 5 ft. 4 in.
headroom. Smalley motor, 3-cyl., speed 12 m.p.h. Price very
reasonable. Apply to Hollis Burgess Yacht Agency, 15 Exchange
Street, Boston, Mass.

19289

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19380

No. 1^380— For Sale — Crowninshield designed and built by
Graves, Marblehead, 42- ft. cabin cruiser, 8 ft. 6 in. beam, 3 ft.
draught, equipped with a four-cylinder four-cycle Frisbie motor,
all in fine shape. Full headroom in cabin, also separate cabin aft.
Cabin Rnislied in white and mahogany; toilet and galley with all
the fittings for cruising. Anyone wishing a one-man control boat
at a bargain cannot do better than inspecting this craft. Further
particulars can be obtained from C. S. Sponagle, Yacht Broker,
88 Broad Street, Boston, Mass.

♦ ♦ *

No. 636 — For Sale or Charter — Modern 150-ft. steel steam
yacht; most desirable of type and size available. Exceilent ac-

636

commodation ; good speed ; first class condition. Cox & Stevens,
15 William Street, New York.

* * *

No. 19386 — For Sale — Motor yacht Cruisania; 48x9x3^ ft.
Hull heavy construction, from special picked material, copper
fastened. Cabin select grain quartered oak, sleeps six adults.
Luxurious inventory, all the comforts of home, electric lights,
piano, etc Standard motor, 32 h.p., 4-cyl., 4-cycle (Standard
Motor Construction Company, Jersey City, N. J.) Perfect
cruiser, equipped complete, can go anywhere under her own
power. This outfit practically new, high-class and modem in
every detail. On account of having larger boat built will sell
for less than half. Photos, specifications and inventory sent on
request. Boat can be seen at Harlem Yacht Club, City Island.
Address owner, John J. Barr, no West 34th Street, New York
City.

19386

No. 272--For Sale— Keel
cruising sloop, designed and
built by Herreshoff Manufac-
turing Company. 38.10 ft. over
all, 28.9 ft. water-line, 8 ft.
beam, 6 ft. draught. Lead bal-
last. Commodious cabin with
four berths. Toilet; galley.
Full furnished for cruising.
The only craft of her type
available. Whole outfit in first-
class condition. Price reason-
able. Apply to Simon Fisch,
Yacht Broker, 31 East 27th
Street, New York. Telephone
Madison Square 4008.

No. 3533 — For Sale — Fast 72-ft. twin-screw cruising power
yacht. Speed up to 17 miles; two 6-cyl. i25-i50-h,p. Winton

3533

motors. Dining saloon, two double staterooms, bath and two
toilets, galley, etc. Price, etc., from Cox & Stevens, 15 William

Street, New York.

* ♦ ♦

No. 307 — For Sale — High-grade auxiliary yawl, 50 ft. over
all, 36 ft. water-line, 12 ft. beam, 7 ft. draught. Designed by
J. G. Alden; built by day labor by Adams Shipbuilding Com-
pany (East Boothbay), 19 16. Planked mahogany, very heavily
built. Large double stateroom (two berths) ; main cabin sleeps
four. Toilet room, very large galley. Quarters and toilet for
two paid hands forward. Four-cylinder Sterling engine, with
reduction gear and self-starter in separate engine room amid-
ships. In finest possible condition throughout. Speed 7.2 knots
under power. Fast sailer, especially to windward. Undoubtedly
the most roomy and up-to-date yawl of this size. Apply to John
G. Alden, 148 State Street, Boston, Mass.

307

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No. 19292 — For Sale — Cen-
terboard sloop, 38* ft. over all,
30 ft. water-line, 11 ft. beam,
3 ft. 6 in. draught. Exception-
ally well constructed. Lead
ballast, 4,000 outside, 1,500 in-
side. Large cabin, 5 ft. 6 in.
headroom. Bright finish, toilet,
complete equipment with ten-
der roomy watertight cockpit.
Stin, able and easily handled;
ideal family boat. Apply to
Hollis Burgess Yacht Agency,
IS Exchange Street, Boston,
Mass.

19292

No. 300 — For Sale — The finest houseboat of her size afloat,
40 ft. long, 21 ft. wide. Commodious quarters provide two large
staterooms, bathroom adjoining, living room, kitchen and ser-
vants' room. Equipment of the finest obtainable and complete
in every department. It is difficult to describe the many desir-
able features embodied in this particular craft and she really
must be seen to be appreciated. Acetylene gas light used. Any-

6030

Bros, motor, 25 h. p., 2-cyl., 4-cycle. Speed under power, 7 miles.
Newly painted, new running rigging, steel riggmg two years
old. Fully furnished and equipped for extended cruise for six
to eight people. Inspectable near Boston. Hollis Burgess Yacht -
Agency, 15 Exchange Street, Boston, Mass.

* * *

No. 6030 — For Sale — Combination pyower houseboat and
cruiser. Dimensions: Length 69 ft., beam 12 ft., draught 3 ft.
10 in. Built by Seabury Company. Has new six-cylinder Winton
engine, 60-75 h.p. ; speed 12 miles. Accommodations include
stateroom, saloon and bath. Has been little used. For sale at a
reasonable price. Inspectable at New York. Frank Bowne Jones.
Yacht Agent, 29 Broadway, New York.

* * ♦

No. 1796 — For Sale or Charter — Very roomy twin-screw
cruising power yacht, 99 by 17 by 4 ft; speed 13 to 15 miles;

300

one looking for a Summer home maintained at little expense will
do well to take early advantage this opportunity offers. No
similar craft available that can compare with her. Condition

food as new. Inspectable New York City. Address Simon
isch, Yacht Broker, 31 East 27th Street, New York. Telephone

Madison Square 4008.

♦ ♦ ♦

No. 19295 — For Sale — Auxiliary keel yawl, length over all
68 ft., length water-line 46 ft., beam 16 ft. 11 in., draught 7 ft.
6 in. Designed by F. W. Martin. Built by Nilson Company,
Baltimore. Very ample accommodations, one double and two
single staterooms, seven berths for owner and guests. Captain's
room forward and berths for crew. Two toilets. New sails and
covers, 1,740 square feet. Launch and tender on davits. Bauer

1796

Standard motors. Large dining saloon, six staterooms, three
bathrooms, all conveniences. Cox & Stevens, 15 William Street.
New York.

• * * *

No. 19411 — For Sale — Knockabout cabin sloop, centerboard
in keel, 21 ft. water-line, 32 ft. 6 in. over all, 7 ft. 8 in. beam,
4 ft. 6 in. draught, sail area 550 square ft., 3,300 lb outside iron
ballast. Oak frame, cedar planking. Two suits sails, one new.
Fine sea boat, fast and able. Oak cabin and trim finished bright.
Self-bailing cockpit. Cabin with two spring bunks, mattresses,
stoves, utensils, etc. ; two anchors, one new manila cable. Always
well owned and had best of care. Inspectable at Washington,
D. C. D. H. Fowler, 924 Colorado Building, Washington, D. C.

19295

19411

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19294

No. 19294 — For Sale— 50-ft. motor boat, 9 ft. 6 in. beam, 3
ft, 9 in. draught. Built and designed by Lawley. Beautifully
constructed, double planking, cedar inside, hard pine outside.
Sterling engine 40 h.p., 4-cyl., 4-cycle, giving sped of about 12
miles. Two gasolene tanks, 140 gallons each, under cockpit;
two 45-gallon water tanks. Roomy cabin, full headroom, exten-
sion transoms, stateroom, toilet room, etc. Large cockpit. Steers
from bridge. Fully equipped and everything in best of condi-
tion. Electric lighting plant. Will be sold at a very reasonable
figure. For further particulars apply to Hollis Burgess Yacht
Agency, 15 Exchange Street, Boston, Mass.
♦ * ♦

No. 275 — For Sale — Here is an opportunity to purchase the
best Lawley gasolene cruiser of the size and type offered. 45.5
ft. over all, 11.3-ft. beam, 38- ft. draught. Built 1912 from
Swasey's design. Owner's cabin berths three people comfortably.
Two toilets. Finished in mahogany. 40-h.p. Murray & Tre-

275

gurtha motor; electric lights. Unusually complete inventory, in-
cluding Lawley tender. The finest seaboat of her inches afloat.
All deck fittings brass or bronze. Price low. Address Simon
Fisch, Yacht Broker, 31 East 27th Street New York. Telephone
Madison Square 4008.

No. 1563— For Sale— One of
the few available Lawley built
and designed cruising knock-
abouts, 37 ft. 6 in. over all, 25
ft. water-line, 3j4 ft. beam, 5
ft. ID in. draught, 6,500 tb out-
side lead ballast, 6 ft. head-
room. Roomy cabin, two ex-
tension transoms, numerous
closets, sideboards, etc. Sep-
arate toilet room with folding
washbasin. Large galley with
berth forward. 7-h.p. engine
out of sight under cockpit, not
included in sale. New Wilson
Silsby sails and covers, mast,
running rigging, etc, Au^st,
^ 1919. She is sound and tight,
0 very able and stiff. Good sailer,
especially to windward. Fin-
ished throughout in panelled
mahogany. John G. Alden, 148
State Street, Boston, Mass.

No. 279— For Sale— Keel
cruising yawl, 44.3 ft. over all,
30 ft. water-line, 11.4 ft. beam,
6^ ft. draught. Built by Fris-
bie from Crowninshield's de-
sign. Fine cabin, with four
berths. Separate toilet, galley,
foc'sle, fully furnished for
cruising, including tender, new
sails 1916. Bargain. For fur-
ther, details address Simon
Fisch, Yacht Broker, 31 East
27th Street, New York. Teler
phone Madison Square 4008.

1563

279

No. 19408— For Sale— Cat rig
yawl Iris, 27 ft. 8 in by 23 ft. 4
in. by 8 ft. 9 in. by 5 ft. 4 in-
Designed by N. G. Herrcshoff ;
built by Herreshoff Manufac-
turing Company. Spars, rig-
ging, sails, blocks and equip-
ment; outside lead ballast.
Price $450. For further par-
ticulars address F. S. Nock,
East Greenwich, R. L

19408

* * *

No. 19313 — For Sale — S5-ft. power yacht, formerly the
Zipalong. Built by Seabury for Com. E. W. Clark. A new
50-85-h.p. Sterling was installed 1918. Fully equipped in every

19313

be in-

detail. Has not been in the Government service. Can
spected at the Orienta Boat Yard, Mamaroneck, N. Y.

♦ ♦ ♦

No. 238 — For Sale — High-grade cruising power yacht, 62 ft.
over all, 12.9-ft. beam, 4-ft. draught. Exceptionally heavily built,
making her a fine seaboat. Owner's quarters aft provide one
double and one single stateroom and main saloon berthing seven
people if desired. Handsomely finished in mahogany. 50-h.p.
Sterling motor; speed 11 m.p.h. Elegant cruising inventory and
everything of the best. Has been present owners home for the
past four years and is economically maintained. Price attractive.
Address Simon Fisch, Yacht Broker, 31 East 27th Street, New
York. Telephone Madison Square 4008.

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19382

No. 19382— This boat is not for sale— Unfortunately no sat-
isfactory picture of the Express Cruiser Quirl is available. The
boat above pictured is built by the same maker, is similar in
type to the Quirl, but instead of a canopy top the Quirl has a
semi-enclosed steering house with glass, more port holes, a rail
around the forward deck, and in the eyes of the owner is a
much better looking craft than the above picture, which is used
to draw attention to this advertisement, and to give a general
idea of the Quirl.

The Quirl is for sale. Immediate delivery. Length 50 ft.,
beam 10 ft. Three cabins, galley, engine room. Sleeps eight
people. 200-h.p. Van Blerck engine, speed 22 m.p.h. Never used
except for trial trips. Manufacturers' covers still oh upholstery.
Now stored under cover with Geo. B. Lawley & Son Corporation,
Neponset, Boston, Mass., on a cradle, ready for shipment by rail
anywhere or able to go under own power. Address Paul Watkins,
Winona, Minn.

* * *

No. 261 — For Sale — Cruising power yacht, 58J4 ft. o. a., 12-
ft. beam, 4-f t. draught ; built 1913. Owner's quarters aft provide
double stateroom and main saloon. All modern conveniences.
80-h.p. Wisconsin engine, new 1916; speed 13 to 14 m.p.h. Built

No. 1997 — For Sale— Cruising power yacht, 81 by 12 by 4 ft.
Speed up to 15 miles; 6-cyL ioo-120-h.p. "20th Century" motor.

1997

Dining room, three staterooms, toilet room, etc. Cox & Stevens,
15 William Street, New York.

» ♦ ♦

No. 1929 1 — For Sale — Fast
and able single hander, 30 ft
II in. over all, 18 ft. water-line,
6 ft. I in. beam, 5 ft. 3 in.
draught. Splendidly built by
David Fenton in Manchester,
Mass. Uncapsizable, outside
lead ballast. One of the well-
known Class I, 18- ft. knock-
abouts, in which she is a suc-
cessful racer. Inspectable near
Boston. Very moderate price,
Hollis Burgess Yacht Agency,
15 Exchange Street, Boston,
Mass.

for present owner and always kept up. Condition good as new.
An opportunity is offered to obtain this craft at a bargain price
if taken immediately. Apply to Simon Fisch, Yacht Broker, 31
East 27th Street, New York City. Telephone Madison Square
4008.

* * *

No. 71 — For Sale — Modern 200-ft. seagoing steel steam yacht.
Lloyds' highest rating. Cox & Stevens, 15 William Street, New
York.

19291

No. 1938 1 — For Sale — Class
P sloop, Gardner design and
built by Wood, City Island. In
excellent shape and just the
craft for either cruising or rac-
ing. Two complete suits of
sails ; also a new Marconi mast.
Particulars from C. S. Spon-
agle. Yacht Broker, 88 Broad
Street, Boston, Mass.

71

19381

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No. 19290 — For Sale — Beauti-
ful keel sloop, length over all
40 ft. load water-line 28 ft.,
beam 9 ft. 6 in., draught 6 ft.
Built in best manner by Stearns
of Marblehead. Very fast and
able sailer. Good cabin, with
toilet and lavatory. 1-ead out-
side ballast, 9,000 lb of lead.
Since picture was taken cross-
cut sails and jib pole have been
supplied. A bargain. Apply to
Hollis Burgess Yacht Agency,
15 Exchange Street, Boston,
Mass.

19290

No. 2108 — For Sale — Attractive 40- ft. day cruiser, beam 5
ft. 6 in., draught 2 ft. 6 in., designed and built by Hcrreshoff
Manufacturing Company in 1913; equipped with 8-cyl. 5^ by

2108

6J4 Sterling motor, 175 h.p., speed 22 to 25 miles. Has forward
and after cockpits, with small cabin house amidship. Engine
located forward. Mahogany finish. Apply William Gardner &
Co., Yacht Brokers, i Broadway, New York.

♦ * *

No. 19299 — For Sale— Handsome glass cabin launch built by
Murray & Tregurtha, equipped with their motor of 16-25 h.p.,
giving 9 knots speed. Roomy cabin, mahogany finish, 6 ft. 4 in.

No. 293--For Sale — Express gasolene cruiser, 57 ft. over all,
7.9-ft. beam, 3-ft. draught. Built 1912 by N. Y. Yacht, Launch
& Engine Company for present owner. Materials and work-
manship of the best. Owner's cabin. Guests* cockpit enclosed,
making ideal compartment for day service. 75-h.p. "20th Cen-

293

tury" engine gives speed of 17 m.p.h. An ideal type for ferry
use. Whole outfit good as new. Offered at a bargain. Apply
to Simon Fisch, Yacht Broker, 31 East 27lh Street, New York
City. Telephone Madison Square 4008.

No. 1600 — For Sale — Five to
eight one-design knockabouts,
24 ft. over all, 15 ft. length
water-line, 65/2 ft. beam, 4 ft.
draught. Outside ballast. In
good condition. Price low for
immediate sale. Exceptional
opportunity. Apply John G.
Alden, 148 State Street, Bos-
ton, Mass.

1600

3|> * 4(

' No. 301 — For Sale — Express high-grade cruising motor boat,
36 ft. over all, 8-ft- beam, 3-ft. draught. Designed by Bowes &
Mower and built in the finest manner possible. Sleeps five in
owner's cabin. Cockpit has glass windshield (not shown in pic-

19299

headroom, toilet room,electric lighting. No better yacht of her
type. Price very reasonable. Inspectable in Boston. Apply to
Hollis Burgess Yacht Agency, 15 Exchange Street, Boston, Mass.

ture), with standing solid top, with side curtains and windows
and screens. 4S-h.p. Fay & Bowen engine, fitted with Bosch
self starter. Speed 16 miles per hour. Whole outfit in first-
class condition. Price low. Address Simon Fisch, Yacht Broker,
31 East 27th Street, New York. Telephone Madison Square 4008.

19384

No. 19384 — For Sale — One of
the famous Manchester Yacht
Club One-Design Class. 26.4
ft. over all, 17 ft. water-line,
6.4 ft. beam and 4.3 ft. draught.
Designed by Crowninshield and
built by Rice Brothers at East
Boothbay, Maine, in 1908.
Built under Universal Rule re-
strictions, with sharp bow,
making her an ideal boat in a
heavy sea. 1,500 tb of outside
lead. Apply to Hollis Burgess
Yacht .Agency, 15 Exchange
Street, Boston, Mass.

No. 19383 — For Sale — Auxil-
iary yawl, 32 ft. by 26 ft. by 10
ft. by 3 ft. 6 in. Built 1901,
rebuilt and power installed
19 1 5. Two-cylinder two-cycle
Lathrop engine in A-i condi-
tion. Equipment complete, in-
cluding Speedway alcohol
range. All equipment in good
condition. Price $1,200. For
particulars address F. S. Nock,
East Greenwich, R. I.

19383

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1426

ings, cushions, compass, anchors and complete equipment. Near
Boston. Apply to John G. Alden, 148 State Street, Boston, Mass.
* * *
No. 1426 — For Sale — 23-ft. open launch, beam 6 ft., draught
2 ft. 6 in. Very attractive model. Built by Murray & Tregurtha.
6-h.p. two-cylinder Murray & Tregurtha engine in good condi-
tion. Able, dependable boat for trips where choppy water may
be encountered. Price very reasonable. May be inspected near
Boston on application to John G. Alden, 148 State Street, Boston,
Mass.

19345

No. 19345 — For Sale — Very desirable keel cruising sloop, de-
signed by Edward Burgess and built by Lawley. 56 ft. over all,
46 ft. water-line, 14 ft. 2 in. beam, 7 ft. draught. Strongly built
and in very best of condition. Very ample accommodations, in-
cluding large double and one single stateroom. The equipment
is complete and like the yacht itself has always been well kept
up. The sails are as good as new, made by Ratsey in 1917. Laid
up 4iear Boston. Price reasonable. For further particulars
apply to Mollis Burgess Yacht Agency, 15 Exchange Street,
Boston, Mass.

No. 371 1 — For Sale at Low
Figure — Centerboard cruising
sloop, 50x33.6x14.6x3.7 ft.
draught. Sails in good condi-
tion. Accommodations include
double stateroom, saloon, large
galley, etc. Full equipment.
Very able and comfortable.
Cox & Stevens, 15 William
Street, New York.

No. 19379— For Sale— Auxil-
iary catboat, 28 ft. over all, 26
ft. water-line, 12 ft. beam and
4 ft. draught. Crosby built and
designed. Equipped with a two-
cylinder two-cycle Lathrop. All
in the very best of condition.
C. S. Sponagle, Yacht Broker,
88 Broad Street, Boston, Mass.
Telephone Main 5778.

19379

* * *

No. 442 — For Sale — Attractive open runabout, 30 ft. by 6 ft.
4 in. by 2 ft. 3 in. Very well constructed by day labor; cedar
planked, copper fastened. 15-h.p. four-cylinder Buffalo engine
forward. Cockpit seating twelve aft. Tender, spray hood, awn-

3711

No. 19375— For Sale— 42 ft. by 10 ft. by 2 ft. 8 in. modified
V-bottom flush-deck double-cabin cruiser, mahogany finished.
Sleeps eight. Large, roomy front cabin contains stateroom, din-
ing saloon (all lower box-spring berths), lavatory, three full-
length wardrobes and complete galley. Rear cabin sleeps three
and has toilet. 65-gallon fresh-water tank; gasolene tanks, 200
gallons. Engine eight-cylinder, 4^x6, designed by and made
specially for owner; electric starter. Ideal, safe family cruiser.
Solidly constructed, copper riveted, salt water fittings. Built by
Racine Boat Company; launched Fall of 1917; now in Milwau-
kee. Owner, Ole Evinrude, 413 Kenwood Blvd., Milwaukee, Wis.

r

442

19375

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2500

No. 2500 — For Sale — Twin-screw cruiser, patrol type, 62.4X
11.3x3.6 ft., built by Herreshoff Manufacturing Company in 1917,
Two eight-cylinder Sterling motors, 5J^x6H, about 200 h.p. each ;
speed 22-25 miles. Two cabins, toilet, galley, engine room and
crew's quarters. For further particulars apply William Gardner
& Co., I Broadway, New York.

4( ♦ *

No. 1225 — For Sale — Twin-screw cruising power yacht; 138
ft. by 15.9 ft. by 7.8 ft. Speed up to 18 miles; two 300-h.p.
Speedway motors. Two saloons, three double staterooms, bath

1225

and two toilets, etc. Price low. Cox & Stevens, 15 William
Street, New York.

* ♦ 4(

No. 19421 — For Sale — Maine-built keel yawl. Dimensions
40x25xia6x6 ft. Excellent condition throughout, fully found,
large inventory. Fine mahogany deck and interior trim. Ac-
commodates four comfortably; pipe berth forward. Full head-
room, toilet, washstand, galley. An ideal cruiser, good to wind-
ward, fast and weatherly. Has always received excellent care,
completely overhauled 1919, new rigging 1919, sails like new,
ground tackle, sail covers, awning, galley fittings, cushions; all

I - ^-

193 1 5

first class. Electric lighted. Inspectable New Bedford, Mass.
Sold only because owner cannot use this season. A very ex-
ceptional boat. Apply to E. G. T., Room, 725, 36 Pearl Street,
Hartford, Conn.

4( 4( 4(

No. 193 1 5— For Sale— Yacht Nunnin, length 39 ft. by 9 ft.
by 3 ft. 9 in. Oak timbers, cedar planking, copper fastened; in-
side finished mahogany and butternut. Equipped with 32-37 h.p.
four-cylinder Standard motor, 6 by 8; speed 12 miles. Electric
lights, toilet, etc. Completely equipped running lights, anchors,
rhoder awning, brinnade, etc Will be sold at a bargain. C. W.
Clifford Jr., Bath, Maine.

* * *

No. 1945)7 — For Sale — Sloop-
yacht Sari, 44 ft. 6 in. by 30 ft.
by 10 ft. 6 in. by 6 ft. Designed
by Arthur Binney and built by
Thatcher 1892. Has complete
equipemnt and is inspectable at
Nock's Yard. Price $85aoo.
For full particulars address ■
F. S. Nock, East Greenwich, f
R. I. I

19407

* ♦ *

No. 19422— For Sale— Romany Girl H. Built by F. F. Pen-
dleton, Wiscasset, Maine. 42 ft. by 9 ft. 4 in. Sterling sJ^-in.
by 6-in. Model B engine. Completely fitted. Stateroom forward.
Stateroom and main cabin have access to toilet. Engine room
and galley fitted with refrigerator, sink and stoves, china closet,
work benech and lockers. Shaft and wheel bronze. Excellent
sea boat, well built; no expense spared in building and fittings.
Is at Southport, Maine, near landing of steamer from Wiscasset.
Price $3,200. Address H. F. Wilson, Ballard Vale, Mass.

19421

19422

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293

No. 293 — For Sale — Roomy power cruiser, 76x12x4 ft. ; speed
13-14 miles; 75-h.p. Standard motor. Galley and crew's quar-
ters forward under raised deck. Engine room amidships, con-
taining two berths, washbasin, lockers, etc. Large toilet room
between engine room and main saloon; latter has four Pullman
berths, wardrobe, sideboard and table. Spacious after deck 18
ft. long. Awning full length from bridge aft. Power tender
and dinghy. Is fully found and in A-i condition. Price very
attractive. Sailing yacht will be considered in trade. Cox &
Stevens, 15 William Street, New York.

* ♦ ♦

No. 19419 — For Sale — Auxiliary centerboard yawl, 43 ft. 6 in.
over all, 33 ft. water-line, 11 ft. 6 in. beam, 3 ft. 9 in. draught.
Designed by G. H. Duggan; built by St. Lawrence Yacht Com-
pany, 1914. Power, 3Q-45-h.p. Sterling engine; speed 9 miles.
Electric light, large ice-box, toilet. Has been little used, owner
having been overseas. Took three cups on Lake Champlain
1916. Is in good condition. Inspectable Dorval. Price $3,000.
Apply Postoffice Box 2250, Montreal, Can.

♦ ♦ *

No. 19447 — For Sale — A practically new cruiser built by the
Consolidated Shipbuilding Corporation, priced at less than one-
half of today's contruction cost. Length over all 67 ft., length
water-line 63 ft., breadth 13 ft. 6 in., draught 4 ft. Equipped
with a six-cylinder 150-h.p. Speedway engine; speed 12 to 14

miles. G. E. independent lighting plant. Accommodations:
three single and one double staterooms, double berth in saloon,
dining saloon in deck house, four berths in forecastle. Control

19447

in semi-glass enclosed bridge deck, with standing top. Two
boats. Owner would consider a small cruiser in part payment.
Apply to your broker or can be inspected at the yards of F. S.
Nock, East Greenwich, R. L

♦ ♦ *

No. 19417 — For Sale — Very desirable and well-built motor
boat. Length 20 ft. 6 in., beam 6 ft. 4 in., draught 2 ft. 4 in.
Built in 1916. Lathrop engine, one-cylinder, two-cycle, jump-
spark. Sped 8 m.p.h. A very roomy, heavily constructed and
seaworthy launch, which can be depended on in all conditions.
Stored near Boston, where she can be easily inspected. Further
particulars of Hollis Burgess Yacht Agency, 15 Exchange Street,
Boston, Mass.

19419

19417

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371

No. 371 — For Sale — The only available high-grade auxiliary
yawl of this size. 76 ft. over all, 56 ft. water-line, 145^ ft. beam,
9 ft. draught, 25 tons outside lead ballast. Designed and built
by Herreshoff. Wood construction. 25-h.p. four-cylinder
Standard engine forward of owner's quarters. Sails practically
new. Comfortable accommodations, including large double
stateroom, main saloon and passageway berth. At slight expense
can be altered, giving additional single stateroom. Completely
equipped, including launch and dinghy. In Fall 1919 boat thor-
oughly overhauled and placed in perfect order. Pronounced good
for twenty years to come by Herreshoff. Apply John G. Alden.
148 State Street, Boston, Mass.

19415

Speed 15 m.p.h. Exceptional opportunity to purchase a very
able semi-speed launch. Apply John G. Alden, 148 State Street,
Boston, Mass.

No. 907 — For Sale — Auxiliary yawl, 49 ft. over all, 35 ft.
load water-line, 13 V2 ft. beam, 7^ ft. draught, 15,000 lb outside
lead. Sails practically new. Roomy main cabin, sleeping four;
comfortable stateroom with double berth, toilet, large galley,
forecastle with two berths. 24-h.p. Gray motor, Thompson
feathering propeller ; speed 7 knots. Motor entirely out of !sight
in tight compartment. Electric lights; tender on davits; easily
maintained one paid hand; has had excellent care. Completely
equipped. Apply John G. Alden, 148 State Street, Boston, Mass.

No. 1602— For Sale— High-grade mahogany planked run-
about, 35 ft. over all, yVi-ii. beam, four-cylinder heavy-duty

Blount & Lovell engine,
plete equipment for day

1602

Has two cockpits; spray hood. Com-
use. Is heavily and strongly built.

No. 19415 — For Sale — Hand V-bottom raised deck cruiser,
25 ft. 4 in. by 8 ft. by 2 ft. 4 in. White cedar planking, oak
keel and timbers, yellow pine stringers full length, all brass
screw fastened. Speedway four-cylinder four-cycle four-inch
boj^e by four and one-half inch stroke. Rated at 23 h.p. Bosch
dual system. This outfit is practically new. Culhane, 880 East
147th Street, Bronx, New York.

No. 19385 — For Sale — Cabin sloop, 33 ft. by 25 ft. water-line,
9 ft. 10 in. breadth, 3 ft. 6 in. draught. Fully found, with a
complete cruising equipment. All in A-i condition. New suit
of sails, never been used. Hauled out at New York City. For
further particulars address E. F. Bennett, 801 Boardwalk,
Atlantic City, N. J.

907

19.385

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1266

No. 1266 — For Sale — Cruising knockabout, 41^2 ft. over all,
26 ft. load water-line, 10 ft. beam, 6 ft. 3 in. draught, 6,500 tb
outside lead ballast, double planked. E>esigned by Crowninshield ;
built by Lawley regardless of expense. Roomy cabin finished in
paneled mahogany; 6 ft. headroom. Galley with coal stove,
toilet room, two berths in forecastle, large cockpit. In excep-
tional condition in every way, including brand new mast. Is
sound and absolutely tight. For sale with or without power
tender. John G. Alden, 148 State Street, Boston, Mass.
* * ♦

No. 555— For Sale— Keel sloop, 30 ft. over all, 22 ft. water-
line, 8 ft. beam and 4 ft. draught. Designed by John Alden and
built by William Haff in 1919. Two comfortable berths in cabin,
toilet room, galley and ample storage space forward, watertight

555

cockpit. A very good seaboat that can be easily handled by one
man. Inventory is very complete and in perfect condition. For
further information apply to the G. W. Ford Yacht Agency, 30
East 42d Street, New York City.

* 4( *

No. 117 — For Sale — Keel flush-deck auxiliary seagoing
ketch, 44 ft. over all, 375^ ft. water-line, 12 ft. beam, 5^ ft.
draught. Built by Lawley, 1917, of the finest materials; teak
deck; trim. Owner's double stateroom; main saloon berths four.

636

25-h.p. Sterling motor; speed 6 miles. An unusually fine and
able seaboat, completely furnished and just as good as new, but
offered at less than cost of duplication today. Further details
from Simon Fisch, Yacht Broker, 31 East 27th Street, New
York. Telephone Madison Square 4008.

No. 636— For Sale — Highly desirable express cruiser, de-
signed and built by Lawley, 1918; 60 ft. over all, 12 ft. beam, 3
ft. draught. Two eight-cylinder 200-h.p. each Van Blerck en-
gines; cruising speed 22 miles, maximum 27 miles. In perfect
order throughout. Most exceptional accommodations, consisting
of two staterooms, each with two double berths; two transom
berths in main saloon forward of bridge, bath, three toilets.
Roomy galley, ample crew's quarters, hot and cold water, sep-
arate lighting engine. Is for sale at three-quarters of cost.
Apply John G. Alden, 148 State Street, Boston, Mass.

No. 19416 — For Sale — Cabin cruiser, 35 ft. by 9 ft. 4 in. by
3 ft. Strongly built by Britt Bros., Lynn, Mass., 1915. Sterling
motor, 24 h.p. four-cylinder, four-cycle; speed 10 m.p.h. 12- ft.

19416

cabin, 6- ft. headroom, mahogany finish. Everything in perfect
condition. Apply to Hollis Burgess Yacht Agency, 15 Exchange
Street, Boston, Mass.

* * 4(

No. 343 — For Sale — Elco cruisette, good as new, inspectablc
near New York. Dimensions, 32 ft. by 8 ft. 6 in. by 2 ft. 3 in.;
i8-h.p. engine; speed 9-10 miles. Frank Bowne Jones, Yacht
Agent, 29 Broadway, New York.

117

^\^

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Selecting an Engine

POSSIBLY 75% of the buyers of their first engines
are not entirely satisfied and so far as we can learn
most of the dissatisfaction is due to the fact that either
the buyer did not fully explain his wants to the salesman,
or explained them inaccurately..

What are the things that should be considered by the
buyer of an engine?

First, we think, it is absolutely necessary that the in-
tending buyer should have a definite idea of the type and
size of engine he needs. Next he should determine the
maximum price he can afford to pay and the makes of
engines that are available. Having determined these
things he should begin to investigate the merits of the
makes of engines he thinks might suit ; and to each maker,
or salesman, he should endeavor to convey an accurate
idea of what he desires the engine to do, such as the
size and type of hull engine will be installed in and the
kind of work the boat will* be used for.

Another point is not to overestimate your knowledge
of engines. Let the salesman have an opportunity to
consider your problem in his own way and determine
what is best. Don't endeavor to fool the salesman or
mislead him.

It is, we think, unwise for a buyer to be entirely
guided by the advice of friends. Listen to advice, weigh
it carefully, and then investigate for yourself.

Another error is to handicap an engine by buying the
least possible amount of necessary equipment witJi it and
saying that you will get the other needed equipment piece
by piece as you can afford it. Such a proceeding is a
short-sighted one that frequently leads to petty break-
downs and extra expense. Don't make the mistake of
thinking price. Price should be a secondary considera-
tion. It is better to spend your maximum on a high-
grade engine of low power than to get maximum power
and lowest grade.

What are the things that make one engine more de-
sirable than another? We think that design comes first.

Design is the soul of the engine and unless an engine
has been designed or evolved by men who really know
the requirements of the particular kind and type of
engine it is not possible for the engine to be a success.
So make a few inquiries about the designer and builder,
and their experience.

Next comes the material put into the engine. If last-
ing qualities are desired the materials used must be cor-
rect for the services they must perform. The iron and
other castings must be proper mixtures, the steel forg-
ings of proper strength, and bearing metals able to with-
stand the wear and tear of service under the most ad-
verse conditions. One cannot get good lasting service
from poor materials, no matter how nicely the machining
and finishing is done. Ask the salesman a few questions
about the quality of materials used.

Next comes workmanship; and workmanship counts
for a great deal in a gas engine used for marine service.
A good lasting engine cannot be built with poor tools, or
in a poorly-equipped machine shop, nor can it be built

by poor mechanics. And above all the construction, as-
sembling and testing must be done under proper super-
vision. Ask about these things.

Next comes equipment. The part of an engine that
is designed and manufactured by engine builders is
really about one-half of the required outfit and it is just
as important that the engine be properly equipped with
suitable purchased equipment as it is that it be properly
designed and built.

For instance, the carbureter, the ignition device, the
reverse gear, the propeller, the oiling device, and grease
cups are seldom made by engine builders, because they
can be manufactured more cheaply and accurately by
experts who devote their whole time to producing these
articles.

A good engine requires good accessories. High-grade
accessories cost money and it is here that many engine
builders try and save. Our advice is not to buy an
engine that has a poor or incomplete equipment.

Naturally you will ask what constitutes a good and
complete equipment.

First comes the carbureter. See that it is high grade
and of approved design. Don't accept an unknown or
untried make unless you are willing to take a chance at
having to replace it at your own expense. Make sure
that the engine maker has actually tried out the car-
bureter with his engine and get him to guarantee its
efficiency.

Next, the oiling device. Have the salesman clearly
explain the oiling feature of the engine and make him
give the name of the maker of the oiling devices used. If
he is not willing to do this you can be sure that the make
is a low-grade one and likely to give trouble. Remember
that oiling a gas engine cannot be done in a haphazard
manner or left to the carbureter or gasolene tank. Oiling
must be done thoroughly and properly and the oiling de-
vice must function under the most adverse conditions.
The ignition device is another part of the equipment that
should be thoroughly examined. It is folly to expect
good results from an engine that has either an incom-
plete ignition outfit or one of poor quality. Assuming
that the engine has a jump-spark outfit, the coil and
circuit breaker should be of reliable make and the source
of current reliable and sufficiently durable to prevent
breakdowns during the seasons service. It is most desir-
able and will be found least costly in the long run to have
two independent sources of current, such as batteries and
magneto.

And last, but not least, is the kind and quality of tools
and the propelling equipment supplied with engine. A
good engine will usually have a good and fairly complete
set of tools and an adequate amount of shafting, wiring,
etc., as well as a proper propeller, stuffing box, bearing
and other needed parts.

A maker who skimps on these is not the one to do
business with, because he shows by his skimping that he
is perfectly willing to endanger the success of his engine
for the sake of a few dollars' worth of equipment.

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[Title Regiitered U. t. Pat. Ofice]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6165

Arthur P. Aldridge, President; Andrew Paterson. Vice-President and Business
Manager; James R. Thomson. Treasurer; Arthur deZ. Patton. Secretary

Enttrtd at Nmt York Pott Offict as Second- CUus Mattor

One Year -
Six Months
Single Copy

SUBSCRIPTION RATES

$2.00

i.oo

.25

Tus Rudder can be procured or aubtcribed for at following Foretgn Afencks:
THE XKTEaNATIONAIi MEWS 00^ 5 BrMmi Building, duaotry Zi«B%

London, E. O.
BBENTAVO'8, 86 At« dt l'Op«ra, Purli, Franca
OOXOON h OOTOH, 8Fdn«7. AnMrall*
Or at any BookataU

The America's Cup

The New York Y. C. and the Royal Ulster Y. C.
have agreed on the conditions that are to govern the next
series of races for the America's Cup, and the corre-
spondence between these two clubs, which is given in
another section of this issue of The Rudder, make ver}'
interesting reading. This challenge is really a revival
of that sent for a race in 1914, and it was expected as it
had been agreed that the Shamrock IV would be the
challenger and either the Resolute or the Vanitie be the
defender, and that there should be no changes in the
terms as arranged for that series of races. The chal-
lengers, however, thought differently.

First they set the time for the races in June, which
was too early for yachting in these waters. The original
dates were in September. The challenger has the right
to set the dates for the races after giving proper notice,
but in changing the dates from September to June the
Royal Ulster Y. C. practically sent a new challenge.

The New York Y. C, in calling attention to this,
explained very clearly that June was too early to race
in these waters and suggested a later date, and that the
races be sailed off Newport. It very clearly gave its
reasons for this change. The challengers asked that no
change be made in the course and agreed to July 15 as
the day for the first race of the series. The New York.
Y. C. has agreed to race again off Sandy Hook, although
the Deed of Gift allows the defenders to name the course.

Perhaps the owner of Shamrock IV is still thinking
that crowds will go outside the Hook to witness the
races, as in the past, and that he will be serenaded again
with bands playing "The Wearing of the Green" and
other Irish airs.

Newport was the proper course for the races. The
very best races that have been sailed for many years
have been off Newport. The course is free from cur-
rents and is well out in the sea. Racing yachts are not
bothered by long tows of barges or by the many mer-
chant vessels that are constantly entering New York

Harbor. The course can be easily and quickly reached,
now that there will be difficulty in finding excursion
steamers that will go outside to follow the racers.

It is understood that the New York Y. C. had
planned to have some fine sport off Newport and that
races for the Astor Cups, the King's Cups and other
trophies would have been sandwiched in between the
races for the America's Cup. Now all this has been
given up and the whole yachting season spoiled.

The Shamrock IV has invaded the defender's trial
grounds and other plans had to be made for trying out
the two defenders. These two yachts will be commis-
sioned as early as possible. Resolute will be practically
in the same trim as she was in 1914 and 1915. She will
have a new wooden mast now being built at Herroshoff's,
which will be tried. The Vanitie will have a new sail
plan which will give her a more lofty and narrower rig.
She will be handled by George Nichols, Sherman Hoyt
and Starling Burgess. It is unlikely that any clubs other
than the New York Y. C. will manage races for these
two yachts. As soon as they are ready they will sail for
a time off Newport. Then they will come further west,
making their headquarters somewhere in the vicinity of
New Haven. When in proper trim they will sail the
trial races, which will in all prc^bability be outside Sandy
Hook.

In the meantime the two Shamrocks, the 75-metre
boat is to come here to be used as a trial boat, and will be
tuned up at the western end of the Sound.

The British International Trophy

President A. L. Judson expects that there will be
six or eight high-speed boats in the eliminating trials
which are to be held to select a team of three boats to be
sent to England to try to win back the British Interna-
tional Trophy, which was won by the Maple Leaf in
1912.

According; to reports about these boats, some of which
are being built, while others are already tried, those in-
terested are relying on the small hydroplane similar in
size to the Miss Detroits. These boats have in the past
shown that they are very fast and perfectly reliable over
courses in smooth water. They have won races over
larger craft on courses that have many sharp turns and
because of their handiness have been able to negotiate
these turns very easily, while the larger craft have had
to slow down.

It should be remembered that the conditions on the
Solent, where the* international races are to be held, are
very different from the conditions found at Detroit.
What the British would call smooth water would be con-
sidered very rough at Detroit. Then, too, the course
will in all probability be ten miles in length, so that the
long, powerful craft will be able to easily negotiate the
turns.

It might be well in selecting the three representatives
to have one boat at least that will be able to race in such
weather as they have on the other side of the Atlantic
and have that boat equipped with an out-and-out marine
engine that has been tried thoroughly in racing boats,
and not depend entirely on the new light engines that at
present seem to be so strongly favored.

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The America's Cup Race Conditions

(Oontinned from Page 84)

3. In spite of recent changes in your Navigation Laws, we
believe the public can attend races more conveniently and in
much larger numbers off Sandy Hook than elsewhere, and we
feel as the public in America take such a keen interest in this
international event, their convenience should be studied as far
as it reasonably can be.

With regard to the passage of long tows, we hope it would
be possible for you to arrange for patrolling of the course in
the very efficient manner you have adopted in all previous races
under dhallenges from this Club.

We "also -fully appreciate your having conferred with us on
the question of rig, and although it was not contemplated to
fit Shamrock IV with what is known as the "Marconi Rig,y with
one sail abaft the mast, we recognize your right to adopt it. Sir
Thomas Lipton would, however, in that case, be obliged to test
a similar rig.

We therefore accept your offer of a mutual agreement on
this question and beg to inform you that Shamrock IV will race
under cutter rig, with gaff mainsail.

We wish to add that in large yachts we do not consider the
whole of the area abaft the mast being in one sail a desirable rig.

We do, however, consider the original development of this
idea as applied to the club topsail a very distinct improvement
in the large yachts, because with no long upper yard the topsail
can be set more easily and quickly, there is less top-weight, and
the sail sets better.

Sir Thomas Lipton would, therefore, prefer to Sldopt this
form of club topsail as the most efficient rig where the area
abaft the mast is divided into two sails, and we submit that in
the races for the America's Cup all desirable developments im-
proving speed and handiness of rig should be permissible.

This form of topsail can, however, only be adopted by
mutual agreement on account of the method of measurmg "F*
in the sail area measurement of the racing rules of your Club.

Therefore, if you agree to this form of topsail being used in
these races it would apparently be necessary to agree to measure
"P" from the upper side of the boom when touching the upper
part of the goose neck to the lower edge of a black band on
mast or topmast above which the throat cringle of the working
topsail or jibheader shall not be hoisted.

The club topsail halliard could then be carried on a sheave
at the top of an upper pole or extension of the topmast above
the working topsail halliard sheave, and the measurement of the
club topsail would then remain as oh page 195 of your rules.

I trust that the above suggestions will meet with your ap-
proval, and have the honor to be. on behalf of the Sub-Committee,
Yours faithfully,
H. L. Garrett, Hon. Secretary,

America's Cup Sub- Committee,

Royal Ulster Yacht Club.

NEW YORK YACHT CLUB
Secretary

January 30, 1920.
To H. L. Garrett, Esq.,

Hon. Secretary, America's Cup Committee,
Royal Ulster Yacht Club.
Dear Sir:

I beg to acknowledge the receipt of your letter of December
i6th, 1 919, which I have submitted to the New York Yacht Club
America's Cup Committee, who have instructed me to make this
reply:

First, as to the dates for the races: "We observe that you
say in your letter "with regard to courses, we had understood
that the agreement of 1914 would be observed as far as possible,"
and yet that in the challenge you have widely departed from the
dates fixed by that agreement. It is not quite clear to us why
you felt that this agreement should be observed as to courses
but not as to dates, particularly as, under the deed of gift, it is
the challenging club that fixes dates, but the challenged club that
fixes courses, in the absence of agreement.

However, we accept your decision that Thursday, July isth,
be the date for the first race.

Second, as to courses : We have considered the three grounds
you give for preferring the Sandy Hook courses.

As to the first, which is that they "approach neutral waters
as far as possible," we do not quite understand what is meant
by this. If by "neutral waters" you mean that these courses are
fairer for both contestants as requiring less special knowledge
of local conditions, tides, winds, etc., we entirely disagree with

A Bufialo Once More
Wins Refialnlity Test

JOSEPHINE, owned by Carl
J Reischel, Elrie, Pa,, and chartered
by Em H. Scott, won first place in
the 1 1 2-mile reliability cruise of the
Cleveland Yacht Club, thereby also
winning the famous Scripps Cup. .

Josephine is powered with a 40-60
h.p. Buffalo Elngine.

The Scripps Cup was otfered
several years ago as th<e prize for a
reliability contest.

In every one of these contests up
to the present time a Buffalo Engine
has won first honors.

Which only goes to show that
Buffalos really do excel in reliability.

The Buffalo Book tells all about
the Buffalo line. Shall we send it ?

The Buffalo Gasolene Motor Co.

1311-23 Niagara St., Buffalo, N.Y.

Var god aberopa THE RUDDER nar annonsor^ma tiUtkiifvas

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Whii'VburSafettfAdds
Cost to the Vi^sconsin

ONLY a power craJt with a dependable engine C"ii
be Siife— and ihe Wbconim U dcpendabilit}^ to
ibe last ounce of metd.
This dependability means added initial cos! — ^ fit ting, ad-
justing, running- in, testing aad rigid inspecting — high-
priced worbnambip. But in the end you get a master
motor, capable of meeting any emergency with surplus
power — a motor whose very dependability gives it a
low ultimate cost. Write for specifications,

WiicoMiii Motor Mfg, Co,, SUtimAp Dcpt. 303, MUwtukM, Wii.

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BRKNNAN STANDARD MOTORS

M«dluni and HMvy Duty, 16 to 100- H . P.

When you buy a Brennan Motor yon get a complete outfit ready
to run. The unusual size of the bearings, large valves and long stroke
insure power and continuous service under all conditions. Very eco-
. nominal in fuel consumption.

Our New Model B Unit Power Plant is one of the finest engines

ever produced. No expense has been spared in developing it to the

> smallest Qetail and we honestly believe its equal does not exist. Let us

send you further details.

BRgNWAN MOTOR MANUrACTURlWG COMPANY. SVRACUSg, N, Y,

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the Atlantic/'

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Tha

Harthan Propeller

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SXND FOB PABTICULAaS

McTafftoad roundry A Machine Co.,

■ Trenton. N. J.. U. S. A.

you. In our opinion the courses off Newport, with the starting
point fixed sufficiently far to the southward and eastward of
Brenton's Reef Lightship, are much more free from peculiarities
of local conditions than those off Sandy Hook, and are therefore
much more fair to the challenger, who is not presumed to have
special knowledge of local conditions, and this point is abundantly
confirmed by our experience in racing in that locality.

The second reason you give is that off Sandy Hook is the
historic course for America's Cup races. This is undoubtedly
true, but it is equally true that courses off New York were for
a great many years the historic courses for our own races, but
as time passed changing conditions led us to substitute the
Newpoort courses, and we were induced to make this change for
the very reasons for which we suggested a like change to you.

The third reason, relating to the attendance of the public,
we believe we discussed sufficiently in our former letter.

However, as our suggestion of a change of coursofB was made
in the belief that it was for our mutual advantage, and if ac-
cepted would result in a better and fairer test of the contending
yachts, and you do not agree with our views on the subject, and
we prefer to avoid differences of opinion so far as possible, we
have decided that upon this point, also, we will accept your de-
cision, and that the races shall take place off Sandy Hook.

Third, as to the "Marconi" rig. In our letter of October ao,
1919, we discussed the question of the so-called "Marconi," or
leg-o'-mutton rig, and informed you that we would leave it to
you to determine whether this rig should be adopted, but that if
you determined this in the affirmative, then both vessels should
be held to it throughout the races.

You now inform us that you will not adopt the "Marconi"
rig, and we therefore accept your decision as applying to both
vessels.

Of course, you understand, as your letter clearly shows, that
by the "Marconi" rig, to which we referred and which our letter
discussed, we meant that type of rig under which, as you express
it, "the whole of the area abaft the mast is in one sail."

Our letter did not refer to the type of topsail to be carried if
a ^aff mainsail was adopted, and upon this point we are of
opinion that either vessel, so long as she carries a gaff mainsail,
is at liberty to adopt whatever form of gaff topsail she pleases,
but we must decline to change our rule of measurement of sail
area to accommodate any particular form of club topsail.

Having, as we understand, now reached an agreement upon
the various points which we have discussed, I beg herewith to
enclose conditions of the match for the America's Cup, which
are the same as those which were agreed upon for the proposed
races in 1914, with the exception of the points which we have
discussed with you in our present correspondence, and the con-
clusions reached upon these points are embodied therein.

We are sending these conditions to you in duplicate and
have caused them to be signed on behalf of the New York Yacht
Club. I trust that you will find that these conditions correctly
set forth the agreement which we have reached, and that you will
return a copy signed on behalf of your Club.
Faithfully yours,

G. A. CORMACK,

Secretary America's Cup Committee.
Wire Rigging and Rope Work

(Oontinued from Page 86;

You will note from the following tables of steel rig-
ging that the breaking strain of 7 wires is less than 19,
and 12 wires still less.

The 19 wire is more flexible and makes stronger and
neater-looking rigging.

For a working strain of steel rigging take for example
a 3-inch circumference wire rigging. The breaking strain
is as follows:

Standing Rigging Plough Steel, 19 wires, 43 tons.

Standing Rigging Plough Steel, 7 wires, 42 tons.

Standing Rigging Cast Steel, 7 or 19 wires, 30 tons.

Running Rigging Cast Steel, 12 wires, 20 tons.

Example — For a 25 or 30-foot l.w.l. boat. Shrouds
of plough steel, 19 wires, 1% circumference. Breaking
strain 6.2 tons.

If the same strain was required of cast steel wire rig-
ging it would take i}i circumference to break at 6 tons.

(Oontinned on Page 72)

Plasse mendon THE RUDDER when writing to advcrtlij^fgj^j^^^ by GOOQIC

March

RUDDEP

SMiDS

Marine Plumbing Fixtures

KT ton BOAT KUT aOW FOI THE MUTEST SEISOI M IISTOn

"Carl tun'*
BTmmu Outlet
Connection |

iron pipe,

^4" «1'W

1 " ., 1^1^

IH" S.T5

Plnte F-104!K (Patented)
**HiLroa" Pump Closet,

Vitro-Adamant oval bopper
bowl. S" combined supply
and waste pump; automatic
safety handle: grip supply;
back water check valve;
pump white with N.P. trim-
mSng^a; mahog^atiy wood-
work 9i6a.oo

Plate F-KHJ5 (Patented)
^iDwH'f Pump C1o«et, Vitro-
Adamant flushing rim oval
hopper bowl, 4" supply and
waste pump with remov-
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Pump rou^h, nickel trlm-
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cover V1I4K0O

Metal parts painted white
with nickel trim ,«lSOi.oa

riaie F-lMO (Patented)

"Florida** Pump Ctoaet,

Vitro- Adamant pedestal
bowI» 4* supply and waste
pump.

Price, pump white and
nickel, mahogany wood-
work $130.00

i-lnte F-l(k3S (Patented)
■^Bfntlonnl*' Piiiii0 Cloact,

Vltro-Adamant pedestal

bowl, 5*^ aupply and waste

pump.

Price, pump white and
nickel, mahogany wood-
work ,.. 9182^0

Plate F-088
^'Aleopn** Folding Kjavatorr, Jilnc reservoir and waste receiver^ vltro-ada-
mant basin, china soap holders^ seK-closlng aupply faucet.

Polished quartered oak , . - . , .9T7*&0 ^ahog:ajiy . ,_..... .9S3JHI

Plate P-«8i»
The *' Adapt" all metal lavatory combination, copper folding lavatory, white
enameled outside and N, p. Inside; dtted with N. F. puah button self-closing
faucet, N. P. brass tooth brush holder, vltro-adamant soap dieh, N. P. towel
rack, white enameled copper reservoir with lieveled plate glass mirror,
copper waste rccei'V'^fsrr enameled outside.

Plate F-688

SMidn' Pamp
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oaed above or be-
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Plate F-I01T
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liead Qsller

Pamp, I 'A" eyi-
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shut-off cock.
Polished fllJEO
N. P. all

over , . 13.00

Plate F-1S3U
Baain Pump

with low down
spout, IJ^" cyl-
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in cock hole of
lavatory.
Pol. Brs. 910.25
N. P 11.T5

Plate F-1S86

Piatt' F^iOlO
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El n I k b e a d
Fnmpp mounted
on iron frame,
polished faucet,
handle reversi-
ble.
2" ..... .910,00

zji" a4JS0

Plate F-2r»03
**Anicto^ jlea-
Valve% straight
couplings and
locking plate,
used on supply
and discharge
of Sands' "Win-
ner" closet.
Pair 96.75

Plate
F-1617

Plate F-IOOO
^^Knoekabovf Pump

Closet, vitro-adamant
hopper bowl, 2^" supply
and waste pump, rough,
polished trimmings; oak
woodwork 965.00

Plate F-1080
<<lVlnae]f Pamp Clo«et,

vitro-adamant bowl,

2^" supply and waste
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$85,00
Oak seat and cover 8T,ES0

Catalog ''A

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Make applleatloa now for yovr copy.

A. B. SANDS & SON COMPANY

22-24 Vesev Street

New York. N. Y.

Plate F-1060 (Patented)

(Copyrtffhtod)

En repondant anz annonces veuilles mentioner THE RUDDER

Plate F-IOSO fPatenledj

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March

SHIPMATE RANGES

Smallest size ^
Body i8^ inches long

Largest Size
No limit to length

A sailor may strike a topmast, but he'll never
strike a cook if the meals are cooked on a SHIP-
MATE.

Always on deck, fair weather or foul.

Made by
THE STAMFORD FOUNDRY COMPANY

Established i8ie Stamford, CoHH.

MTiii±e As A MiiMiiiiinnL'g) 8

THAT'S what the noisy exhaust from
your motor becomes when discharged
into a Maxim Silencer,

MAXIM
SILENCER

for Motor Boats

No noise. No back pressure. No loss of power. Basfly
attached; fully guaranteed. Has been subjected to
severe tests by, actual users, and has made good. If not
at your dealers write for full- description, giving number
and diameter of your cylinders and size of
SEA^g/^ I exhaust ouUeL

I Get This Useful Book

**Sea Craft Suffffeetlons and Supplies.** Tells
how to box the compass, what is proper Ground
Tackle; gives hints on Moorlnffs, Steering Gear,
Rope, Buoys, etc. Sent only on receipt of 90c.

"Wiloox, CritteM-deix Er Campanyjtic.

120 Souih Main SI , Middlttown, Ccnn. ^^^

(Continued from Page 70)

Using plough steel you save j4-inch in circumference
and make a far neater finish. While plough steel 19 wires
is more expensive it is the best.

In a cruising boat the cast steel 19 or 7 wires will
answer providing the same breaking strain of plough steel
is used.

All the figures in the accompanying drafts are for
1 9- wire plough steel standing rigging and cast steel run-
ning rigging. If you prefer the less expensive grade of
standing rigging figure by the accompanying tables. Re-
member that plough steel 19 wires is the standard. If
only the breaking strain is given, one-fifth of the break-
ing strain is considered a suitable working load. The
breaking strain given in tables is a trifle low, but safe.
There is no sense in working right up to or a little over
the breaking strain in rigging — always keep below. If
this rule was followed less rigging would part in a blow,
especially in modern racing yachts.

Jf you examine a piece of rigging that has been car-
ried away it is easy to trace the cause. For example,
say it was a shroud of a 30- foot l.w.l. boat, which would
use about ij^-inch circumference plough steel, wire
breaking strain approximately 6 tons. Now the mast
cleat, where the loop rests must stand the same strain;
also the thimble, the chain plate and the anchorage for the
chain plate. As a rule it is not the wire, but some other
of those parts of shroud fittings, for instance, the turn-
buckle or the chain plate, that have been made weaker
than six tons, that carries away. Of course,, if you put
a greater working load on its estimated diameter it is
bound to part. You will seldom or never see a steel rig-
ging part at a splice or pull out if properly made for the
correct working load.

Hazard's

Special Strength Plough

Steel Rope,

Olympic

Brand

omposed

of 6 Strands arid a Hemp Center, 19 Wires to tl

Strand)

Approx.

Proper

Approx.

breaking

working

Dia.

circum-

Weight

strain in

load in

in

ference

per ft.

2000 lb.

2000 lb.

ins.

in ins.

in lbs.

tons

tons

I

3

1.58

45

9

%

2H

1.20

35

7

H

2K

0.89

26.3

5.3

H

2

0.62

19.0

3.8

A

iH

0.50

14.5

2.9

V2

1/2

0.39

12.1

2.4

^

IJ4

0.30

9-4

1.9

H

i>^

0.22

675

1.35

A

I

0.15

450

0.90

J4

^

O.IO

3.15

0.63

This steel rope has the highest breaking strain of any
steel rigging and is used on racing yachts.
Comparative examples by tables :

Special Plough Steel Rope, 19 wires, ij^-inch circumference,
12. 1 tons breaking strain.

Plough Steel Rope, 19 wires, i^-inch circumference, 11 tons
breaking strain.

Steel Rope, 19 wires, ij^-inch circumference, 10 tons break-
ing strain.

Iron Rope, 19 wires, ij^-inch circumference, 3.9 tons break-
ing strain.

The table clearly shows that iron rope is not suitable
for boat work; the breaking strain is low and it also
stretches.

International
Signals !Lr;

a handy pocket edition, showing a fewwayi in

which the International Code X>«.«V^ PC^

used, with all the Code Flags in Color* and J^r*^C^OC

' meaning. The Rudder Pub. Co..9Moffay9t..W.Y. City

Hagan el favor menclonar el RUDDER cuando escriven

O

March

RUDDEI)

73

Table for Three and Four- Strand Manila Bolt Rope for
Yacht Running Rigging

Circumference,

Inch

6 thread, fine. .

6 thread, ^ . .

9 thread, 1

12 thread. 1% . .

1 'i . .

\^::

2 ..
2^..
2V4..

2K..

3 .
3U.
3

Weight
100 Fath.
Diameter manila
inch in lbs.

r

4

4Vi..
4%..
4%..
5 . .

6

%

%

n

1
1%

iVi

1%
1%

2

12

18

24

80

37

. 46

65

80

98

120

142

170

200

230

271

310

346

390

435

480

581

678

Strength

of manila

rope

in lbs.

540

780

1.000

1,280

1.562

2,250

3,062

4,000

5.000

6.250

7,500

9,000

10,500

12.250

14.000

16,000

18,062

20,250

22,500

25,000

30.250

36.000

No. Feet

in
1 lb.
50
43

33 "
21
17
13
10

7

6

5

4

3

2

6 in.

4 in.
9 in.

4 in.

1 in.
10 in.

7 in.

5 in.
4 in.

2 in.

10 in.

Weight

100 Fath.

tarred

hemp

in lbs.

17

24

34

45

50

55

85

100

125

155

190

225

265

300

350

405

455

510

575

640

775

930

Rule of Strain for hawser hemp-laid rope : Square the
circumference and divide by 3 for the breaking strain in
tons; divide by 4 for the proof strain; divide by 6 for
working strain.

Rule to find what weight a rope will lift when used
as a tackle: Multiply the weight the rope is capable of
suspending by the number of parts at the movable block
and subtract one- fourth from resistance.

In the accompanying drafts, steel rigging is always
designated by circumference and manila by diameter —
the correct method to separate the two classes.

Fitting Out Time is Here

(Continued from Page 11)

hole out larger, putting in a bushing tap screwed to the
top of the shoe. If the pin itself is worn it had better
be replaced with a new one as the only way you can
make it round is to have it turned up to a smaller size.
This operation will probably weaken the pin to the danger
point. In no case allow a bronze pin to come in contact
with a galvanized shoe. The action of salt water on such
a combination will soon render the parts useless. If the
rudder runs through a port inside the boat, it should be
looked over to see whether the post has worn at any of
the bearing points. With this sort of a rig there is
usually a stuffing box at the upper end of the port. This
box should be repacked. If the rudder is of the out-
board variety it is probably hung on either galvanized
or bronze gudgeons. If the weight of the rudder has
caused the gudgeons to work sidewise in the wood of
the transom they should be taken out and replaced in
some other point where there is plenty of good solid
wood.

Probably no part of the boat's equipment is more im-
portant than the steering gear. In spite of this fact there
are many boats on which the steering leads are not in-
spected from one year's end to the other. Some day the
gear breaks, there is a collision and possibly loss of life.
The two parts of a complete steering gear assembly that
need the most careful inspection are the tiller ropes and
the rope sheaves. On a great many boats these are the
two parts that are cunningly hidden behind some joiner
work or up under the coaming. Never put a boat over-
board unless you have inspected every inch of the tiller
leads, and also the bolts holding the sheaves to the hull.
If your boat has been built by a man who does not under-
stand his business, he may have fastened the sheaves to

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March

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Laying Down
and Taking Off

By

CHARLES

DESMOND

THE author is thoroughly versed in the
subject and has an unusual faculty of
imparting knowledge in a simple way
that enables the reader to grasp the subject.
There are numerous illustrations with
the text.

THE RUDDER PUBLISHING COMPANY
9 Murray Street, New York City

the hull with common screws. If so, take them out and
replace with through bolts. Even if the head of the bolt
does come through the outside of the plank there is no
other method that will be satisfactory. If the leads are
of galvanized wire cable you should be sure that the
sheaves are of such size that the cable leads around them
without any very sharp bends. If possible locate all
sheaves so that no angle of the lead is as much as 90"*.
Another point to look for in the sheave inspection is the
facilities for oiling the sheave pins. Like all moving
machinery the sheaves require a certain amount of lubri-
cation. At least once a month they should be oiled.

Suppose we now turn our attention to the various
tanks. The fuel tanks should be removed from the boat
if possible and washed out with hot water and washing
soda. Swash the water around well so that every comer
of the tank will be cleaned. This is especially important
with tanks of the galvanized iron type. There is a cer-
tain amount of chemical action between gasolene and the
metal that is used for galvanizing that causes a white,
lime-like deposit. This precipitation will stop up the
gasolene feed pipe and cause endless trouble. The fresh
water tanks also should be washed out and set in the sun
to dry and get a thorough airing. When the tanks are
replaced be very sure that you make up all pipe con-
nections very securely. It is usual to use white lead in
making up pipe joints, but this should never be used in
making up joints on drinking water lines. There is
grave danger of the lead getting in the pipe line and
causing lead poisoning. On bo5i gasolene and water
pipes shellac is a better liquid to use for making the con-
nections tight. Before you make up the pipe lines you
should force a stream of hot water through them to wash
out any sediment that is caught in the pipes. As a rule
there is a lot of filth in all pipe lines. Sooner or later
you will be sure to get this sediment in either your soup
or your carbureter. Neither is considered desirable in
the best of circles.

The toilet fixtures will require a certain amount of
care. If there are any traps in the lines they should be
opened and the lines flushed out. The w. c. pump should
be taken apart and fitted with new washers where
necesary. A few drops of oil will keep the pump piston
in proper working order. All openings in the hull for
either intake or outgoing water should be gone over.
Quite often these sea cocks will become filled with bar-
nacles. Unless one runs a scraper up in the pipe their
presence will never be known until you find that the
pumps will not work. The watertightness of the out-
board connections should be assured.

Turning our attention to the engine we find that in
order to put the machine in the proper working condition
we will have to take it apart. That is, we will have to
remove the cylinders. With these off we can look over
the main bearings, the camshaft bearings, the top and
bottom connecting rod bearings, etc. If there is any per-
ceptible play in the bearings they should be either re-
baT)bited or adjusted. If the play is not very great you
can probably make the bearing properly tieht by remov-
ing one of the thin shims that are placed between the
two halves of the bearing box. If your engine ex-
perience has been chiefljr with automobile engines, be
careful what you do. The average a:uto mechanic will
do more in a few hours to ruin a marine engine than a
year of hard service. In the first place, the average car
engine is assembled much stiffer than a marine engine.
Never assemble an engine in which the bearings have
been tightened to the point where the engine cannot be

Vcd Henvendelser til Annoncerende bedes Dc refferere til THE RUDDER

O

March

RUDDEP

75

tumd over easily by hand with the compression relieved
by removing the spark plugs or a valve cap. Iii fact, a
marine engine ought to keep moving after your hand
has left the flywheel for a few inches. It is a frequent
mistake to tighten all bearings up very hard and rely
upon the engine wearing itself in. This usually results
m getting the machine so stiff that it will not spin over
enough to get started. This is practically the case with
two-cycle machines.

The pistons and rings should be gone over with gaso-
lene until they are clean and bright. If there are dark
brown streaks on the sides of the piston, or the insides of
the cylinders, you can be sure that one or more rings are
leaking compression. Either fit in a new set of rings or
have 3ie cylinder turned out. If the cylinder has worn
so that the bore is slightly oval, instead of being per-
fectly round, there will be a gas leakage that cannot be
stopped without r^rinding the cylinder. This last is a
job that must be done by an experienced machinist. To
test a cylinder for roundness, obtain a very fine pair of
calipers and move them around on the inside of the bore,
after setting them for the smallest space you can find.
If they alternately stick and then loosen you may be sure
that the cylinder is out of shape.

The camshaft should also be looked at carefully.
Note whether the cams are worn evenly, and whether the
push rod rollers revolve properly. Of course this cam-
shaft and valve inspection will only apply to four-cycle
engines. The valves should be ground in. In grinding
in a set of valves never revolve the head of the valve on
the seat with a constant rotary motion. The valve should
be given a half turn to the right and then a half turn to
the left, etc. After a short while give the head a half turn
and proceed as before. If you constantly revolve a valve
head when grinding you will find that the grinding com-
pound will cut a series of concentric circles around the
seat. One point that must be watched very carefully is
to see that none of the grinding compound gets down in
the cylinder. If it does you will ruin your engine the
first few minutes of running.

The water pump should be repacked providing it is
of the plunger type, and the check valves lifted from
their seats and examined carefully. If the valve seats
show signs of much wear they should be ground in with
grinding compound. The entire inside of the engine
must be carefully washed out with gasolene and all dirt
removed from the base ar^d the oil strainer. If there is
much oil piping, this should be cleaned out with streams
of gasolene forced from an oil gun. In putting the en-
gine back tc^ether again you should examine the gaskets
for signs of wear. As a rule it is better to renew the
• gasket material every time you take the engine apart.
About as good a material for gaskets as any is ordinary
heavy brown paper, well coated with shellac. Never put
in a much thicker or thinner gasket than the one that
was formerly in unless you want the engine to g^ve
trouble. If you put a thicker gasket between the cylin-
ders and the base, or between the removable head and
the cylinders, you will alter the amount of compression
of the engine. This will result in a loss of power. On
the other hand, if you put in a thinner gasket you will
increase the compression of the machine, and the power
to some extent. However, the engine is probably built to
carry a certain amount of compression, and increasing it
any will result in starting difficulty and spark plug
trouble. Never attempt to increase the engine compres-
sion unless the builder of the engine has been consulted.

TOPPAN BOATS

The safest and most seaworthy built.

Famous throughout the World for their

reliability and seagoing qualities.

WE CARRY IN STOCK

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2« AND 30 FT.

DORIES

16 TO 30 FT.

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DORY. MOWER DESION. WE HAVE
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PROMPT SHIPMENTS.

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BY RAISING THE SIDE ONE PLANK IT
MADE A VERY SATISPACTOI|Y CABIN
CRUISING DORY.

OUTBOARD MOTOR SKIFFS
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A 16 ft. Stock HYDROPLANE (Buliett)

SPEED 16 MILES

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Can be used as a Sail Boat, Row Boat or Power Boat. Just
the thing for a country home or camp. It may be used on
River, Lake or Ocean.

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Koukokuslia ni otegami onsashidashi no saiwa doso RUDDER nite goran no mane onkakisoe nei

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BOAT ^^^M LIGHTING

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wii mstaired on i boat. I mproved steadily etct lioce. Th«r
^Tt cofnplcte to the latt ficrew^

Let ui ^how fou how one would auit in your boit. P1f«h
meatioa size ind cabin arrangement.

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If HOT A I KEROSENE
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The most successful stove ever devised, for use on land or at sea. They operate
successfully where other types fail and are practically indestructible.

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After the engine has been put back in the boat and
connected up in a proper manner you can turn your at-
tention to the painting and general dolling up of the hull.
As far as varnishing is concerned^ it always seems so
simple, but often proves such a difficult operation that I
think it is worthy of a few words. The chief reason
that surfaces varnished by amateurs are so seldom equal
to the work of professional painters is because the ama-
teurs do not start in with a clean surface. The slight-
est bit of oil or dirt on a surface will spoil the best var-
nish ever made. Not only mast the surface be clean,
but it must be absolutely dry as well. The brushes should
be very soft and should be kept for varnish only. You
cannot use a brush alternately for paint and varnish and
expect results that will be decent. Also you need several
brushes. There should be a fairly good sized one for
the coating of large surfaces and at least one small one
for getting in the small crevices and cutting lines where
varnish work touches paint. Before attempting to var-
nish, always sandpaper the surface off with a fine grade
of sandpaper. This rule holds whether there is already
a coat of varnish on or not. After the sanding, dust the
surface off and then wipe with a soft cloth. If the var-
nished work is very dark and stained you will have
to remove all the old varnish and start in again with
the bare wood. The simplest way for an amateur to do
this is to use some of the various varnish removers that
are on the market. Always sandpaper thoroughly after
using the remover in order to get all traces of the acid
off the wood. Let the bare wood dry very well before
attempting to put on any coating. When varnishing over
bare wood it will be necessary to put on at least three
coats of varnish in order to get a smooth, even coating.
After each coat, except the last, you should sandpaper.

The subject of painting a boat is one that is really
more difficult than it seems. The usual trouble is that
the amateur uses some of the ready-mixed paints, and
fails to stir them properly. In every case the paint must
be stirred until there is no trace of sediment in the bot-
tom of the can. While painting the stirring process
should be given thought every few minutes. Quite often
the paints will be too thick for proper use. If the brush
seems to drag back and the paint to follow along after
the brush you may be sure that the paint is too thick.
Thin with a little turpentine.

In painting and varnishing you must always work
from the top down. In this. way the paint that runs
down will be covered by the next coat. The last coat
to put on the outside of the boat before putting her
overboard is the bottom anti-fouling coat. Between each
coat of paint the surface should be sanded down with
a medium coarse paper. All pinholes and seams should
be filled with putty colored to match the final surface.
Never put in white putty on a surface that will eventually
be a darker color, or vice versa. When the putty cracks
it will show an ugly mark. A wise move is to wait until
the boat has been overboard for a few days before put-
ting on the last coat of topside paint. This gives the
seam putty a chance to swell and permits a really better-
looking job on the whole.

Electric Control

One of the most interesting exhibits that attracted
considerable attention was a clutch control being made
by the W. S. Hall Company of Rochester, N. Y. In all
controls leading from the bridge trouble is found due to
rods buckling and in many cases they never throw the

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Propellers

SPEED-

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Free Upon Request

HYDE WINDLASS CO.

Bath, Maine, U. S. A.

'MISSOURI OIL ENGINIIS

(Oil la oKe«k.par)

CHEAPEST POWER in the worid. Tliese engines %y» pay f or
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WE GUARANTEE that they will run on leas than ONE gallon of
I faerosene, solar oil, or fuel oil per day of fen hours^ i^e.* with solar
I ofl (^ $.05 a gallon* a 7-f1.P. engine will run all day long for
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1th Str««t
rU. S.A.

March

RUDDER

77

reverse gear home, causing plates to slip, get hot and ruin
the reverse gear.

The Hall gear is controlled electrically, all wires being
cut to exact length and run in conduits. There is no play
or lost motion and when thrown in ahead or reverse the
action is positive The model at the show was in an ex-
perimental stage and with some further improvements
will fill a long-felt want that all yachtsmen will appreciate.

«••

Ignition Equipment

(Continued from Page 27)

may be marked. If no marks are to be found at all
make a line straight across them all with a file or punch
a dot on each one. This may sound peculiar to the
novice, but if the engine flywheel should be turned over
during the period when the magneto was disconnected
the drive shaft end of the coupling on the engine could
still be in position and the distributor arm point to
cylinder No. i ; in fact, even with the coupling marked
(at which position of the magneto drive and distributor
the piston in cylinder No. i will be found to be at the
end of the compression stroke) all the forgoing means
of identifying the proper position may be accurately done
when the magneto is placed back on the engine and yet
the timing be two cylinders off on a four-cylinder four-
cycle engine, or to the piston being at the exhaust end
of the stroke, whereas it must positively, be at the end of
the compression stroke. This correct position of the
piston can be found by opening the pet cock on cylinder
No. I, and placing the finger over the outlet and noting
the escape of air while the piston travels from the bottom
to the top of its travel in the cylinder. Another method
is to watch the inlet valve stem of the cylinder in ques-
tion until it has just closed, and then turn the flywheel
exactly one-half revolution, at which point the piston will
be approximately at the end of the compression stroke.

Getting back to the removal of the magneto, after the
coupling is marked the bolts can be removed from the
base and the magneto can be taken off with the cables
attached to the magneto distributor, after you have placed
a tag on each cable designating the cylinder it belongs
on. When having the magneto overhauled or cables
renewed call attention to the tags so that they will not
become mixed. When ready to replace the magneto
on the engine procure a book of instructions from the
manufacturer of the instrument and check up the cor-
rectness after it is in place. If the engine has been
turned over, since its removal, use the information just
previously stated. If the drive is by gears use the same
method of marking as would be done with a coupling.
If it is decided to renew high-tension cables and you
choose to do the work yourself renew them one at a
time if you have more than one cylinder, so that it will
not be possible to get a cable on a wrong plug.

A great many owners use dry batteries in double sets
of five or six and, of course, it could not be expected
that the old ones left from the previous season could be
used again. If when installing new ones they are placed
in a box which is just about large enough to conveniently
accommodate them, and melted pitch poured about them,
far better results will be obtained. The tops of the
batteries with terminals can be left exposed, or can be
connected up and the connectors and tops covered,
thereby sealing the whole set, leaving only the end wires
of the set exposed for connecting.

If the equipment consists of storage battery this is
an entirely different matter and the supposition is that

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115 KoMUth Street, Bridgeport, Cofin., U. S. A.

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RUDDER

March

the battery was taken out of the boat when laid up. If
the battery has beeen left in the boat it has in all prob- '
ability been frozen, due to its being in a discharged state,
and the jars will be found damaged. The plates will in
all probability be found badly sulphated and the general
condition can only be determined by taking it to a stor-
age battery service station and get their opinion. Don't
be surprised to hear that it is beyond repair or will cost
so much to repair that it would be unwise to do any-
thing except purchase a new one. If the battery was
taken out of the boat, as it should have been, and it has
been kept charged regularly, it is possible that it may
give fair results for ignition only. However, take it to
a battery charging station and have it charged at a mini-
mum rate of say two amperes per hour, which will en-
liven and make the plates active. It might also pay to
get the opinion of the person who charged it as to the
condition, which he will be in a position to do if he knows
his business. The battery should have been placed in
the hands of a battery service station when laying up the
boat, and during the period of idleness it should have
been placed in what is termed dry storage. This consists
of fully charging the battery, draining out the acid, clean-
ing the jars after removing the plates, and the whole bat-
tery kept in a dry state until further use. When ready
for use new separators are put in between the plates,
resealed, new acid put in and the battery put on the
charging line ready for delivery. This method insures
the longest life possible from the battery, especially under
such conditions as exist in the marine field.

Don't purchase a secondhand storage battery from
anyone who may come along (imless you are thoroughly
familiar with its construction), or it may be some bat-
tery concern who will stand back of its operation. A
new storage battery begins to die on the day the acid
is put into the jars, and the length of life, though it may
be two or three years, is wholly dependent upon the at-
tention it is given, and the conditions under which it is
operating. Lack of attention may ruin a battery the first
season and yet the writer has known them to last five
years when given proper attention.

Spark plugs should also be taken out of the cylinder
and all the rust possible tp be gotten off should be re-
moved with a wire brush, and all carbon removed from
the interior with a sharp, narrow piece of tempered steel.
Remove the porcelain, if the insulation is black or there
is an undue amount of carbon deposit, and thoroughly
clean with a piece of fine sandpaper. Brighten both of
the electrodes or points of the plug with sandpaper and
adjust them, after assembling, to about one-thirty-second
inch separation for use with a battery system, and slightly
less if used in conjunction with high-tension magneto.
This must not be misconstrued to mean that these gaps
suggested is the correct spark plug gap for .all engines,
because each owner, after experimenting, finds out the
best distance for the points to be set for his own indi-
vidual conditions and requirements of the engine, and
no matter who may tell you to the contrary, no fast or
set rule can apply which will positively give the best
results without a trial. If in looking over the plugs a
cracked porcelain is discovered, renew it, and in replac-
ing it in the shell use new packing ring gaskets if the old
one is broken. Care should also be exercised in setting
up on the gland nut so that it is not too tight, or it may
cause the porcelain to crack inside the shell.

After a careful perusal of the foregoing, no difficulty
should be experienced with the ignition system by the

amateur, if ordinarjr common sense is exercised. A little
study of your own individual equipment will work won-
ders in the results to be derived from its operation, and
is well worth the time expended.

What is a Cruiser?

(Continued from Page 18)

Old Glory IV is a V-bottom cruiser equipped with
a Loew Victor engine, and had the weather been calm
would have run away from the fleet. Shorty after the
start she put miles between her and the Victory II. The
further east they went the nastier the weather became,
and as in most V-bottom boats the lack of bearing aft
caused Old Glory to skid and waltz in the following sea.

The Victory being a perfect form for a small cruiser
was able in the bad weather to cut down the lead and
win the race in the second division.

V-bottom of Old Glory type and all high-powered
cruisers should be raced in special classes in the best
interests of the sport

There is trouble ahead this year for Victory II, as
a sister ship equipped with a new 40-h.p. engine will
enter the Block Island race, and it will be interesting to
see how the rule works out.

TIMESAVER
The Timesaver Sales Corporation of 370 West 51st Street
gave a demonstration of the use of Timesaver bearing com-
pound at the show. This is an entirely new product and all
engine men claim it to be the best product that is obtainable for
the purpose and it is now used extensively by all engine builders

throughout the country.

« * *

MIDDLETOWN Y. C.

At the annual meeting of the Middletown Y. C, held on
February nth, officers of this club for the coming year were
chosen as follows: Commodore, Charles H. Norris; vice-com-
modore, Minn S. Cornell Jr. ; rear-commodore, Arthur D. Meeks ;
secretary, Harold A. Williams; treasurer, G. Ellsworth Meech;
measurer, Charles Freeman; chairman House Committee, B.
Lawrence Stainton; chairman Regatta Committee, Charles W.
Warner; chairman Entertainment Committee, Joseph I. Lawton;
representatives to American Power Boat Association, Charles
H. Norris, A. D. Meeks, M. S. Cornell Jr.

The club at the present time has a total membership of three
hundred and ninety members and is looking forward to a suc-
cessful season and largely increased membership for the coming
year.

Q 1? A 1V>f A XT Q T-T T P win m«ke ■ sdlor of a landsman.
OEjI\L\1 I\iy Onir ,|„p|y ^Hncn that a novice will nnderatand.

of lUaatratlont.

It is io well and
Full

by Eugene Doane

THE RUDDER PUBLISHING COMPANY

PRIGB $1.25

9 MURRAY STREET, NEW YORK

How to Run and Install Gasoline Engines

By C. von CULIN

This small booklet is the best work on ihe subject
ever Published for the bejn'nner

NOT a gas-engine treatise, but a very useful reference
book for the busy man. It does not explain volumes
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but it does tell you what to do when your engine pounds
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Buoys, beacons, signals and their meaning, rules of the
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Price 25 Cents

THE RUDDER PUBLISHING CO..

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Multiple-Unit Marine Transportation

(Oontinued from Page 16)

both boats up the Hudson from New York City to
Schenectady and brought them back again to the metrop-
olis. As it happened, he was not able to start upon this
memorable run until November, and during the round
trip he had to contend with boisterous weather and fairly
heavy seas. While these conditions militated against the
unalloyed enjoyment of Mr. Donnelly and his guests,
the circumstances were undoubtedly of value in putting
his system of multiple-unit propulsion to a thorough
test. Current from the Dawn was conveyed to the New
Era by a properly insulated, waterproof cable of about
seven-eighths of an inch in diameter ; and this line passed
over an elevated pulley at the bow of the power vessel
and thence to the stem of the New Era, which headed the
procession — directly reversing the accepted order of
sequence in towing. Of course, the New Era could just
as easily have folowed in the wake of its navigable cen-
tral station.

Throughout the trip to Schenectady and back, both
boats were handled with the utmost ease, and, within
the Umiting length of the power cable, were capable of
complete independence of maneuvring. They could run
either in span or tandem, and the rear yacht could take
her position on either quarter of the New Era so that
she might move forward clear of the latter's backwash.
At no time was the drag on the cable more than a few
pounds ; and when the yachts swung simultaneously this
conductor looped between them and in no wise inter-
fered with their movement. In rounding sharp bends in
the channel it was possible for the vessels to continue at
full speed, i. e., 9 miles an hour, because each boat ad-
vanced as a unit. This, of course, would have been a
risky if not a prohibitive procedure had a tow line been
the impelling medium.

At one time on the journey northward the yachts
were caught during the night in an exposed bay, near a
lee shore, in the full sweep of a strong east wind. Fear-
ing that the boats would drag their anchors and be
beached, Mr. Donnelly decided to make a break for it
and ordered that both vessels get underway for the mid-
dle of the river. As soon as their anchors broke clear
of the bottom, the Dawn and the New Era had their
screws in motion and began digging right into the head
seas. They worked out into midstream as if they had
nothing in common save getting away from a perilous
position. They did not follow one another, as a tow
would do, but advanced substantially abreast. The
maneuver would have been virtually the same had the
Dawn been supplying motive energy to a string of power-
consuming dependents.

The crucial feature of the Donnelly application to
marine transportation is the power cable, for while this
line is not ordinarily expected to exert a pull, still it is
the energizing bond between the floating power plant and
its othen^'ise passive charges — if the tow consists of one
or more units. When Mr. Donnelly made his proposal
first, a few years back, there were competent critics who
expressed doubt about the physicaf endurance of an elec-
trical conductor used in such circumstances. As one
expert expresed it: "Generally speaking, insulated cables
are very perishable and subject to injury by bending,
and the handling of them would have to be very well
worked out to cover all conditions of service without
undo wear and tear on the cables, which would be quite
expensive." Manifestly, too, the conductors would have
to be kept watertight.

Class P Yacht
"Hayfeed IV"

Chdtnpionship Winner

1919

Massachu&elta Bay

Wiiuier of Corintktaii Mid-
Bumuier Serici Cup.

Wmnet of Corinthiap YatKl
Club Cfunnpiodtfiip.

Winner of Quincv

Challetigc Cup.
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Cup.

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Inc.

SAIL MAKERS

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SHIP
CANVAS WORK

JOHN CURTIN

CORPORATION

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Steering Gears

and MARINE FITTINGS for

POWER and SAIL YACHTS

Edson Manufacturing Co.

Established 18S9

272 Atlantic Ave., Boston, Mass.

Charles P. McClellan
YACHT SAILMAKER

Patented One-Man Boat Tope. Simplicity Sprayhooda. Caihioni. Etc.
Rodman's Wharf Eatabliahed 189a Fall Rtrcr, Mats.

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BRIGGS & BECKMAN

Yacht
Sailmakers

NEW BEDFORD

MASS.

ift now in the print er*s hands, and
will be oul in a short time.

It wilt contain some novel (ea^
turcs and many new things in

MARINE EQUIPMENT

Send in your name at once and
mate sure of your copy.
Ask for catalogue 620,

^ GEOB-eWElfTERI^eO.

No. WeUft Street Chicago, UL

MERRIMAN BROS.

YACHT BLOCKS

185 Amory St.

Boston, Mass.

Compass Spscialists
Charts

NEGUS

140 Water St. LogS

New York City Marine Glasses •

ft in.

MARINE MODELS^

Pattern Making, Inventions Developed

Special Machinery

THE H. E. BOUCHER MFG. CO.

150 LArAvrrre street, n. y., u. s. a.

¥T^^_— . ^g-^ "D 11 «« By Chas. Desmond. At the request of numerous

Xj.UW \.KJ .^WiUU boatbuildctt we have reprinted this series C^J pC

•w% 4,01* of excellent articles on Boat Shop efficiency. V ^ '^"^

aiSOat i3llOP^y,;''g^^;;TlieRuddcrPMbliihlD|Co.,9MamiySt. N.Y.CIty

Now, as matters actually stand, such being the ad-
vance of the art in the last three or four years, it is quite
feasible to so fashion a cable, for the work planned by
Mr. Donnelly, that it will have the virtues of ruggedness,
watertightness, and the needful measure of flexibility.
This has been made possible by the inventive cunning of
an Italian, who has devised a cable having an efficiently
insulated copper core and an external armoring of steel
wire — the latter metal shield serving as a "ground" or
return in the circuit.

The performances of the United States Naval collier
Jupiter and, more recently, our superdreadnought New
Mexico, have brought to a focus the operative and direc-
tive advantages of electrically-propelled vessels. Down
in the engine room the force has nothing to do with the
navigational aspects of the drive; their duties are prin-
cipally to see to it that the various mechanisms are in
working condition and that a sufficient head of steam is
maintained to provide the initial source of energy. Up
on the bridge, the navigator, by means of suitable con-
trollers, starts, stops, or reverses the motors, and, there-
fore, the screws, at will. Further, he is able to regulate
the speed in either direction by the same agencies. This
eflFectually does away with the difficulties or dangers
arising out of misunderstood signals between the bridge
and the engine room.

It was just this that Mr. Donnelly had in mind,
among other things, when he first developed his idea of
substituting a navigable central station for the ordinary
tug in the realm of towing. But his further aim' was to
utilize the power-plant energy more efficiently while giv-
ing the man at the helm of each unit of the tow a
maneuvering command much akin to that of his counter-
part in the pilot house of the so-called tug or master
craft. To this end, his designs show various installations
of propelling motors for the different types of boats,
agreeably to the needs of their respective services. For
instance, in the case of certain canal barges he has evolved
an ingenious drive by which the propeller is mounted
upon the rudder and capable of being swung from side
to side. The purpose of this, of course, is to increase
the maneuvering capacity and to make it possible to turn
a boat in a restricted area, or to exercise control when
having little if any steerageway in the ordinary sense of
the term. In threading narrow channels and moving
among the shipping of a busy port, the advantage of such
an equipment is self-evident.

For car floats, and other lighters, the intention is to
provide these shallow-draught craft with twin screws
so as to divide up the propulsive work and to reduce the
likelihood of complete failure of the motive plant. As
these vessels are generally lacking in steering apparatus,
relying for their maneuvering upon the rudder of the
tug, Mr. Donnelly has planned that the operation of the
propellers of these boats shall be controlled from the
pilot house of the master craft. Thus, by juggling the
screws of two flanking car floats, for example, the sand-
wiched power plant would enjoy a handiness of steering
quite unattainable under existing conditions in towing.

Perhaps we can better grasp the potentialities of the
Donnelly method of multiple-unit propulsion if we con-
sider the difference between that system and recourse
to the tow line for deep-sea work. At the present time
the United States Government has building a towing col-
lier which is to pull a barge of 3,000 tons capacity on
a route between a Gulf port and the Panama Canal. The
collier will be engined so that she can make much better

(Continued on Page 82)

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DON'T DELAY-SPACE IS LIMITED

Eleventh National

Motor Boat and Engine Show

Auspices New England Engine and Boat Ass'n

Mechanics Building, Boston
March 27 to April 3

(^Inclusive)

For information regarding space WI'RE or write

CHESTER I. CAMPBELL General Manager

5 Park Square : : : : : : : Boston

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Decju Hard to Keep Tight?

Why not try

AND

ELASTIC SEAM PAINT
Will keep decks tight for upwards to
ten years. Yields with expansion and
contraction and will not track out.

Used on Government submarine chasers, also
over 20 S. S. Cos. on all of their steamships

ELASTIC COPPER PAINTS

Prevents Sea Growth

ELASTIC COPPER PAINT is made en-
tirely different from other SUBMARINE
PAINTS. It is an absolute preventive of
MARINE GROWTHS AND WORMS.

It is Made in Two Colors
Bright Red and Green

ELASTIC BOOTTOPPING

Beautiful* Hch Bright Red and Green in
color. Will not chip or peel off and re-
tains its bright shade.

Inquire of your dealer or

H. B. FRED. KUHLS,

65th St and 3rcl Ave., Brooklyn, N. Y.

We arc the Larg est Marine Paint Mamifactarcrs in tlic World

WOOLSEY'S
COPPER B EST PAINT

rOR WOODCN BOATS' BOTTOMS IN ntCSH OR SALTWATER

CUARANTBBD

Will Stand for one year if prop>
erly applied, and keep the
bottom clear from marine
growthi, as Grass. Moss.
Barnacles. Etc.. and prevent
boring by the destructiTe
teredo worm.

BRIGHT RU> AND BRIGHT GRCCN

COPPER YACHT PAINT

MAKE THC SMOOTHEST SAIUNG BOTTOM

WOOLSEVS SPAR VARNISH

Guaranteed to stand ander the most trying
circumstances, as on yachts, boats and vesseli
of any kind for either inside or outside work.

Yacht White Yacht Black Deck Paint
Ensinc Enamel Scam Compowid
^^^^^ Canoa Enamel

tJ*-ii.^T^||[ I Lt. Sea Green and Copper Bronze Bottom PaInU

C A. WOOLSEY PAINT
AND COLOR COMPANY

Jersey City. New Jersey, U. S. A.

Smd ior our ^' New Marine Booklet with Color
Spots and ''How to Paint a Boat'' — Free,

Koukokusha ni otegami onsashidashi no saiwa dozo RUDDER nite goran no

(Continued from Page 80)

speed when free than when dealing with her laden convoy,
and a very considerable percentage of her shaft horse-
power will be ineffective while towing owing to the drag
of the tow and the added slip of the collier's screws.
The same amount of horsepower divided between the
steamer and the coal barge — ^both having electrically-
actuated propellers — ^would permit of a higher rate of
progress and lead to substantial economies. To link the
vessels now under construction recourse will be had to
two heavy steel hawsers, each 2^ inches in diameter,
and towing engines will be installed to deal separately
with these long and heavy lines. A single electrical con-
ductor less than half the diameter of either of these wire
cables would answer for the distribution of current, and
a small motor functioning a suitable reel would do to
handle this power line.

In brief, Mr. Donnelly is adapting to shipping prin-
ciples what is now widely applied in rail traffic. Efficient
as the electric locomotive is, because of its greater trac-
tive grip than a steam locomotive of similar power, still
the electric locomotive is not as effective and economical
as a train composed of so many individual motor cars.
Multiple-unit trains arc familiar sights in urban and
suburban services, and all of us realize how quickly they
gather headway and how promptly they can be slowed
up and brought to a standstill. This is because ever}'
car has its group of driving wheels, and all of these
exert an independent propulsive effort. It is just the
very thing, and some other desirable gains, that Mr. Don-
nelly counts upon through the employment of a master
craft and self-propelled tows.

New Yorkers know the parts played by the Sound
and river steamers that are important and numerous fac-
tors in our freight and passenger traffic. Mr. Donnelly
is satisfied that this service could be greatly amplified
and time saved by separating the cargo and passenger
carriers from their power plants and utilizing the space
thus made available for the accommodation of more per-
sons or a larger amount of commodities. He would
place the steam installations on other vessels designed
mainly for the generation of distributable energy. Re-
garding this phase of his many-sided field of application,
he says:

"Relative to the propulsion of passenger boats in
local waters, it is believed that this method offers ver>'
remarkable possibilities. Taking the steamboat lines, for
example, which run to Allbany and eastward on the
Sound. These vessels make a run of about ten hours
and then lay up for the other fourteen. • It is plain that
a separate power boat operating one of these craft at
the same rate of speed which they now make could de-
liver a night liner at Albany or Fall River and return
with a day one and have ample time between trips to
coal up. The power boat could go under a coal chute to
receive her fuel, whereas a passenger craft would have
to have the coal brought to her and then rehandled to
get it aboard and stowed in her bunkers. By my arrange-
ment the dust and dirt of this work would be removed
from the vicinity of the passenger or the cargo vessel,
and there would be no coaling up that might interfere
with the reception or the discharge of passengers, express
matter and other freight."

The elimination of the grime and the disagreeable
features of fueling, and the abandonment of a power
plant aboard are things that will appeal at once to a
yacht owner whose dominating desire is to obtain com-
fort, cleanliness, and quiet as far as these are possible.

isoe negaimaiJ ^

March

RUDDEP

83

In a modest measure, Mr. Donnelly has shown in the
New Era and the Dawn how these desiderata can be
realized ; and it is evident that an added degree of privacy
is to be had by keeping the floating central station and
the pleasure craft, per se, apart. Further, by dividing the
total cost between two boats, each can be built to meet
its particular service, and the outfitting economies prac-
ticed on one craft can be devoted to the more comfort-
able or luxurious appointment of the other.

Finally, this division bears directly upon the question
of cost of maintenance and safety. It is undeniable that
a craft without a steam plant on board is far easier to
keep clean and, therefore, requires much less paint and
labor to do so. Again, the likelihood of fire is greatly
reduced, and insurance charges should be lessened ac-
cordingly: And then, some of the space and weight
saved by the absence of boilers, engines and coal can be
devoted to increasing floatability in case of an accident
that might otherwise admit a disastrous amount of water.
Provisions of this nature against sinking should reason-
ably make the underwriting tax a smaller one.

Fine Display of Marine Engines

(Continued from Page 23)

distinctive and aristocratic looking of the lot. The engine
hasm particularly well-balanced appearance and is clean
cut and free from unsightly projections. Valves in head,
and dual valves at that, combined with triple spark plugs
in each cylinder insures getting the maximum force out
of every drop of fuel admitted into cylinders.

The water cooling system is unique in this respect:
it is a reversal of the usual practice, inasmuch as the in-
coming cold water is first used to cool the oil, passes from
oil cooler to exhaust manifold, then to cylinder water
jacket, next to head and from head to the intake mani-
fold. The water is, therefore, as hot as it is possible to
get it when it reaches the intake manifold, and thus
serves to help vaporize the incoming mixture. That this
method has its advantages seems to be proved by the
great average power developed in the cylinders of this
engine. The construction is of the usual Sterling quality
and the equipment is complete. Electric starter and gen-
erator, triple ignition (twin-spark magneto and distrib-
uter), automatic pressure oiling to all bearings and an
exceptionally good specially constructed clutch.

Two of these engines are installed in the cruiser
Luders had on exhibition. A sectional engine of this
type shown at one end of the Sterling space attracted an
unusual amount of interest.

MiANUs Heavy Oil Engine

The Mianus heavy oil engine clearly indicates the
trend of thought of engine designers in their endeavor
to simplify engines operating by preignition of the fuel
charge. The makers claim that this engine is a step in
advance of the Diesel, and if this claim is based upon
simpHcity of operation and the elimination of complica-
tbn their claim is justified. The elimination of three-
stage compressor, high pressure air, and combined air and
fuel injection seems to us to be a step in the right direc-
tion, because simplicity of design and the elimination of
high compression air is essential to making engines op-
erating under the Diesel principle popular. The average
engine owner wants efficiency, durability and certainty
of operation without complication. It seems to us that
some of our engine designers forget these things. The
striking features of the Alianus heavy oil engines can best
be described by explaining the engine's operation.

^eal Varnish Economy

COST per gaUon means nothing in figuring on Varnish
economy for best work. You buy varnish to protect
the boat, to preserve the finish, to prevent deterioration.
Good marine va^h will do this; it is also economical be-
cause refinishing is infrequently necessary. Ordinary varnish
used on marine work is costly, no matter how cheap.
Edward Smith & G>mpany's

SPAR COATING

is Real Varnish Elconomy. It has stood the tests of nearly
a century. Boat owners and boat builders of experience
know they can depend upon SPAR COATING to do all
that a high-grade marine Varnish is supposed to do.

AQUATITE

(Fonn«rly MARlNfFE)

is a high-class Vamish for wood and metal work awash most of the
time. Won't turn white, dries dust-free in 3 hours.

EDWARD SMITH & COMPANY

VARNISH MAKERS FOR 93 YEARS

Head (Mfice and W«rks: WestAv., 6tli&7tliSls., LMig Island City, N. T.

P. O. Box 76 at7 HaU StatioB, Now York City

Wottorn Brancli—383Z34 South Morsan St., Chicago.

RHEUMATISMAHaGOUT]

PROMPTLY R£LI£VED BY

BLAIR'S

REMEDY.

|SAFE&EFFECTIVE50&$I.

DRUGGISTS,
OR 83 HENRT 3T. eRQOKLYK.II^V.

THE PAINT you have used so long, always reliable when properly applied

|0 years the leader.

Tarr & Wonson's Copper Paint,

for wooden Vessels' bottoms, prevents boring ol
worms, and all marine growth.

Prhninff coat A LBCtOti^f riniaMiw ^Mt B.

for bottoms of IRON and STEEL Vessels of every

description, to prevent corrosion and all Marine growth.

THE GREAT SPEED INCREASER.

Forsale everywhere. THEY EXCEL ON EVERY POINT

8 Highest Medals. Mnnaffacftared only by TARR & WONSON» UtM^

Gold. Silver & Bronze. Beware of Imitations. GLOUCCSTCR, Matg^ U. S. A.

FLAGS

By A. F. ALDRIPGE

Tells a wonderfully interestini
their origin and utes, when.

story of flaea,
where and how to fly them. -^ ^tCi £oC
The Ruddek Pub. Co.. 9 Murray St.. N.Y.CIty

Ved Henvendelser til Annoncerende bedes De refferere til THE RUDDER

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84

THE^

RUDDEP

M arch

GRAY

New 4-Cycle

Dl3tlllmt9
For SpM^ bMt, work bMt,

la t» 4S

^^_^ H,P,

Designed for marine work— ^^^" j r»limJ#r

a real mariiu motor with aU ^ ^^ *-?«»«*'

the marine features yon have
always wanted at a moderaU pricr M^nuUctur^d Jind backed up ^y
an old established and responsible concern.
•ray Tw»4)y«l«s~RecorBised all over the world at a itaadaid. la tlaei S to t h. p'

Send for Imatrmctiv Lltermture
GRAY MOTOR COMPANY. 2110 Mack Atmim. Detroit. Mick.

American-Built

Sextants

Since 1872 we have built Sextants and inatniments of preciaion.

Quantity production enablea ua to offer American -built Sextanti

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

84md M BMkUt 8 (4 StjUt: 7H* mmd 6* tfrnvigmtionml Mmtt mmd Afeier BomO

Brandis & Sons, Inc.

754-758 Lexington Avenue Brooklyn, N. Y.

How TO RiACH GUI Showroom and Factory— 20 minotes' ride: Take the
Lexington Avenue train at Brooklyn Bridfe entrance. New York side, get out at
R<kl Av^nu* Station, Brooklyn, walk Bast H block. Phone BuBhwick2427

lAOMMAI

John Bliss & Co. RAVKUTIOHAL

IHSniMEHTS

128 FRONT STREET
NEW YORK

EMPIRE REPAIR & ELECTRIC
WELDING COMPANY

Electric Welding and Boiler Repairs

Sliop, Foot of 3Mi SlTMt
Brooklya, N. Y.
T*l. aa4a ••■tli Br««klyii

Now York Offico

44 WhHaholl Stroot
■•wiiRt mr—m aoao n. v.

Engine is of the two-cycle type and can use any and
all kinds of oil, between kerosene and the heaviest fuel
oil, without readjustment. The fuel oil is directly sprayed
into a small chamber above cylinder at the proper period
of the compression stroke, where it is ignited by heat gen-
erated by compression of the air in cylinder ; and as the
combustion is very slow the pressure in chamber is
raised above that in cylinder and unburnt gas is forced
into cylinder, where it bums freely during the whole of
down stroke. The resulting increase of pressure forces
the piston down and completes the cycle of operation.
The impulse stroke pressure is a steady one, as in the
Diesel, and not a sudden blow-like pressure as in the
usual two-cycle gasolene or kerosene engine. The burnt
gases are released, as usual in 'ordinary two-cycle engines,
through exhaust ports cut in cylinder wall. Perfect scav-
enging of cylinder is assured by the pure air under com-
pression in crank case being forced through cylinder dur-
ing the period while both intake and exhaust ports are
open, so that when ports are closed by rising piston the
cylinder is left full of pure air. Noiseless air intake
valves are fitted each side of crank case, and it is through
these that the air is admitted into the crank case for pre-
compression during the impulse stroke.

The fuel is supplied by 'means of a pump for each
cylinder, mounted on rear of engine and driven by eccen-
trics which are set at the factory and keyed in position
to prevent change. These pumps supply an amount of
fuel slightly in excess of that required, but only the exact
amount required is allowed to enter cylinder chamber,
the remainder being by-passed back to the fuel line. Cut-
off valves operated by automatic governor regulates, with
exactness, the amount of fuel required for any load. Fuel
enters the preignition chamber through a spray nozzle
under a pressure of about 700 lb, where it mixes with
the highly compressed air forced by the rising piston
through very small perforations into this chamber. As
air perforations are very small the air passage from
cylinder proper is very restricted, which results in the
mixture within combustion, or preignition chamber, being
too rich to explode; therefore suppressed combustion
takes place as soon as spray of fuel enters and the rising
pressure in chamber forces a portion of the finely divided
burning and unburnt oil through the perforations into
cylinder, where it mixes with the highly compressed air
and can bum freely.

Of course this free burning within the cylinder quickly
increases pressure in cylinder above that within the pre-
ignition chamber, so that the cylinder gases now flow
back into that chamber, mix with the unbumt and bum-

U. So Life Saving Cutter ''Acushnet

>>

aidmf tU "Rqrablic" ud "Titauc" wii

Had Improved Rail Mount Line Guns

Nf-*v B. & H. Yacht and Motor Boat Gun is more than a hautisomc
hxture. It hat become a valuable adjunct to a vessel's or clu\/s
equipment. Made for use on shipboard or shore. Bronze, sif!f-
ron rained, interchangeable mounts.

A pppt-nriabic Starting Gun. All sizes.

S«»id todoy for intereatinf cataloe
wlrh list of many good bo«u equipped

Ma'k^r. Naval Company/^^B^r^^ ^^^^

Order

/Vow

Please mention THE RUDDER when writing to advertiseijjtized by VnOOQ iC

March

RUDDER

85

WORLD RENOWNED^S DAY-HIGH GRADE

ASK ANY
USER

HS^BEST IN THE WORLD — ^all others are comparative
Mantel j'n."^r( Clocks. Ship's Bell Clocks^ Auto Clocks, &c.

For U&e on Steamshipa^ Voeela, &c., &c,, and
Suitable for Finest Residences, Yachts^ Clubs, Automobiles^ Motor Boats and

For General Presentation Purposes

W^On mC« by Hif h«si CUvfr Jewelers and Nautical Instrument Dealers in Lars«>t Citl««
[>eai«rs In i mailer dtlra. not csrrylnt th«c fine clocka la stock* cao h11 cufliiy from catiiJo«

l^nelsea l^lOCk l^O. Higfisn/eMs 10 state St.. Boston, Mass,

I £*tBbtLih*d~| Madj Yftcht* add Club mr« uiinf the ^CHELSEA"* Automatic Ship*t B«U Clock,

I 1ft^7 I opatatiBg on a ipedal B'A inch Bell . . UNIQUE «ni NAUTICAL.

ing gases there and force them out into the cylinder,
where they burn and exert pressure on piston during the
whole of down stroke.

The whole action is automatic when once started.
Starting with a cold engine is made easy and positive by
compressed air supplied from a small tank kept filled to
250 lb pressure by taking some of the pure air from
engine cylinder during the compression stroke.

Positive starting without delay, when cold, is insured
by igniting a chemically-treated paper start plug, which
when lighted burns like punk. This plug is readily locked
in place and need only be used when engine is cold, the
cylinder compression being ample to ignite the fuel after
engine is slightly warm. No water injected is needed
because the fuel is so perfectly consumed that exhaust
gas is clean.

Force feed oiling is used, all parts being automatically
lubricated. The engine is fitted with a very effective gov-
ernor, adjustable for various speeds by a simple move-
ment of a lever.

A 7J^-h.p. engine of this type was exhibited, the rat-
ing being at 500 revolutions and the bore and stroke
5 5/16 by 6 5/8 inches. Other sizes up to 60 h.p. are
being manufactured.

Kermath
The new Kermath 40 h.p. has a bore of 4}^ inches, a
stroke of 6j4 inches, and delivers its rated power at
1,000 revolutions. At 1,200 revolutions it delivers 47 h.p.
It has four cylinders cast in pairs, valves mechanically
operated and located at side, heads are removable and
every moving part, except the pump, is enclosed. It is
a get-at-able engine, sturdily built and properly equipped
with Leece-Neville starter, Willard storage batery, Bosch
magneto and an exceptionally large reverse gear carried

A feature of the design is the shape of intake mani-
fold. This manifold, which is located immediately below
the exhaust one and forms a part of that casting, begins
to change its shape from round to flat as soon as it leaves
the carbureter and again changes from flat to round
shortly before it reaches the intake valve pockets. These
changes in shape naturally alters the direction of and
rapidity of flow of gases sufficiently to enable the gas and
air to mix thoroughly and vaporize properly with the aid
of the exhaust pipe heat. Of course, the area of pipe is
not restricted.

The principal parts are generously large and the selec-
tion of materials for valves, connecting rods, bearings,
crankshaft, etc., has been done with care.

Kermath Service. — The Kermath Manufacturing
Company is getting ready to place with their agents in all
parts of the world service cases filled with parts likely to
be needed for repairs and replacements of Kermath en-
gines, the idea being that from one of these service cases
an owner of a Kermath will be able to get a replacement
part just as easily and promptly as he can replenish the
gasolene. It seems to us that the idea is an excellent one.
Of course, the fact that all parts of Kermath engines are
absolutely interchangeable makes this service possible.

The Bridgeport Motor Company displayed a very com-
plete line of their engines, both of the two-cycle and four-
cycle type. The heavy-duty engine attracted consider-
able attention and is having a very extensive sale among
fishermen and for commercial boat use.

The Frisbie Motor Company had a very complete line
of engines from 7 to 75 h.p. The latest style of engine
showed cylinders cast in pairs, making a very substantial
looking rig. The Frisbie Motor Company is one of the
pioneer manufacturers of the valve-head type of engine,
which is in great demand today.

(Continued on Page 87)

in an oil-tight case.

En repondant aox annonces veuillez mentioner THE RUDDER

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RUDDER

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[ William H. Griffin

CITY ISLAND,

N.V.

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

JOHN G. ALDEN

Yackt Broker and
Naval Arckitect

148 Slate Street
Boston, Matt.
Tol«phon*, Richmond 2318

Phone Benaonhurit 5091

A. H. BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT

2280 Cropsey Ave

Plans, Specifications and EtUnutet Famished
For All Types of Vetsels

Affiliated
HOWARD E. WHBELBR,

Ship Baiider

Brooklyn, N. Y.

THOMAS D. BOWI8, M.I.

NAVAL ARCHITECT AND ENGINEER YACHT AND VESSEL BROKER

Offices. Lafayette Bulldlnf Chestnut and Filth Streets

Bell Phooe PHILADELPHIA, PA. Cable Bomo

iM^ ' ^

M

^rf^iSSBEBcCCm^M Vv!_ 1

wNi

V "^f L/- / I

FRIDIRIC 8, NOCK 1

NAVAL ARCHITECT AND YACHT BUILDER ]
^ UO.PiMM BAST eRBBNWIOH. M. i. C«bl« NIMO ^

WILLIAM GARDNER & CO.

Naval Architects, Engineers, Yaclit & Vessel Brokers

Yachts, Launches and Vessels of All Kindi

No.1 BROADWAY, NEW YORK

Telephone 3585 Rector

J. MURRAY WATTS CableAdd.-Murwat-

Naval Architect and Cngineer Yacht and Vessel Broker

136 South fourth Street '^Philadelphia, P«.

Yacht Sailmakcr]

FREDERICK K. LORD

NAVAL ARCHITECT
Designer of Sail and Motor Boats

' T«L 4S8» lUetar 120 BROADWAY, NEW YORK*

^5-*Tf S^i^ Th* *'HmU Mark" •/ SmvmI Arthittcture mud Marine Engimeerimt

"BUILT TO 8EABURY DESIGN AND
SPECIFICATIONS" ADDS TO THE
VALUE (Not the Cost) OF YOUR
YACHT.

SE:ABURY & de ZAFRA, Inc.

CONSULTING NAYAL ARCHITECTS & MARINE ENGINEERS

VESSEL BROKERAGE, MARINE INSURANCE

JSO NASSAU ST., new york n. y.

Phone: BEEKMAN 2804

C«Ue:**SEAZA, N. Y."

DesiffnitiR and Building
of all Types of Power
Boats a Specialty

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn. C^O.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Copyright 1919. Rex W. Wadman. Inc.

Place Your Order Now

TOR THE NEW BOAT-YOUR INVESTMENT
WILL BE SMALL COMPARED WITH OURS, TILL
BOAT IS READY FOR SHIPMENT. LET'S
CO-OPERATE

•KANKATILIS BOAT * OANOI CO.
Skaa««t«l«s, N. V.

(Montreal, Main 3352 ^ ., jNavalari, Montreal

Telephones ) New York. BowiinB Green 6077 Cables , Surveyors. New York

N. E. McCLELLAND & CO., Ltd.

NAVAL ARCHITECTS

Montreal
286 ST. JAMES STREET

YACHT BROKERS

New York
2 STONE STREET

COX & STEVENS

15 William St., New Yorit

TCLCPHONCS: 1375-1376 Btm^

NaYal Architects,
Engineers, Yacht Brokers

Complete particulars, plans and photographs promptly submitted on receipt of inquiry. State your reguiretnents,

Large list of yachts of all types for sale or charter.

Hagan el favor mencionar el RUDDER cuando escriven

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(Continued from Page 85)

The Gray-Prior Motor Company's exhibit was lost
on the way. They were unable to display anything at the
show, much to their regret. '

The Gray Motor Company had a line of their two
and four-cycle engines; also their large size heavy-oil
engine, which attracted considerable attention.

The J. W. Lathrop Engine Company exhibited a com-
plete line of both two and four-cycle engines.

Palmer Bros, had the largest exhibit of engines at the
show, covering practically everything in their line.

The Peerless Motor Company had a complete line of
four-cycle Peerless engines.

The Red Wing Motor Company had a very interest-
ing exhibit at the show which attracted considerable at-
tention. In addition to the complete line exhibited sev-
eral of the boats at the show were equipped with Red
Wing engines.

The Regal Gasolene Engine Company exhibited
models from 2 to 30 h.p. In addition to this they had
on exhibit the Regalite, their electric lighting plant, which
attracted attention.

The Scripps Motor Company had their latest model
on exhibition.

The Wisconsin Motor Company made an unusually
interesting showing, having a complete line of their en-
gines,, as well as a highly-finished runabout in which one
of their engines was installed.

The Columbian Bronze Corporation exhibited a com-
plete line of propellers, struts, rudders, stuffing boxes,
stern bearings and shaft logs. In addition they had a very
large bronze blade and hub suitable for power ships.

The Hyde Windlass Company had a splendid exhibi-
tion of their line of propeller wheels, as well as steering
wheels for ship§ and a Freeman ship davit.

C. D. Durkee & Co. had one of the handsomest ex-
hibitions at the show. They selected a number of their
specials in brass and bronze, which were displayed in a
very clever manner. As usual, they had an oDen house
and welcomed all visitors at the show.

Geo. B. Carpenter & Co. of Chicago did uuc display
their line of goods, but were merely represented at a
booth this year.

Topping Bros, had an interesting display in marine
hardware.

V^. J. Tiebout occupied two spaces, in which they ex-

hibited a line of fittings for cabin doors, port lights and
fittings for large and small boats.

R. W. Zundel Company had a full line of power-boat
accessories, covering ignition devices, lighting outfits,
cookstoves, etc.

The Paragon Gear Works had a few samples of Para-
gon reverse gears and a number of maps of the world
showing to what extent a gear is now in use. They
have sold to practically every civilized community and
their gears are in more general use than any other make.

Edward Smith Company, varnish makers and color
grinders, had a complete line of their goods at the show
for use on yachts and all vessels that float. They ex-
hibited a splendid model of a Hudson River steamer,
which attracted considerable attention from all the visitors
at the show.

C. A. Woolsey Paint & Color Company had a com-
plete line of ^copper paints, seam compounds, spar var-
nish and a large display of color cards, which gave you
some idea of the extent of their line.

The Debevoise Company had a very clever display of
their paints and conducted an open house throughout the
show, where all visitors were welcome.

Internal Explosion and Combustion Engines

(Continued from Page 28)

the tube inserted and sealed in cork or stopper of bottle
in such a manner that open lower end of tube will be
within a short distance of bottom of bottle and open
upper end well above the top of bottle. The stopper of
bottle and around the tube where it passes through the
cork, or stopper, must be made airtight.

When the bottle is partially filled with water and the
stopper and tube in place, a small quantity of the fuel to
be tested is introduced into the bottle by pouring it into
top of tube and forcing it out of lower end, as by blow-
ing gently at top of tube, care being taken not to unseal,
or force the water away from, the lower end of tube.
The gasolene or other fuel, being lighter than the water,
will immediately rise to top of water in bottle and will
vaporize if the heat is sufficiently great. The rising vapor
will quickly cause pressure in bottle, which will in its
turn cause the water to rise in tube, the height of the
column of water varying in accordance with the pressure.
By making a series of tests at known temperatures, not-

[ J. W. Lathrop Co. "'^£±;:"j gasolene Engines]

Coogle

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RUDDER

March

SS^i^SlS^ Onler Your Motor Early

■|^IMl^3W6*4 f^'^ ""t:^^^ It is not any joke, this talk you hear about a shortage of steel and materials and

l^j '^^W-.^K ^--.---'^-^^^^^ probability that motors will be hard to get next summer.
T^'^ ^4^^Mw^S|Mj|i^^*''^ We would advise all who contemplate the purchase of a motor for 1920, to get

IH ' ir-'-^* "^"^ their order in as early as possible to avoid any chance of delay or disappointment.

^11 p«w«r piMH. m.M "w» THOROBiiiD We Can ship your THOROBRED Now, but we're not so sure about the future.
Fttniisho4«Hh«rViihouruaHf»«!!r«rf»iMi Qur literature describes the five sizes we build, 10 to 40 H.P. Model F, 28-36

H.P., and Model B, 32-40 H.P., are being furnished with detachable cylinder head for 1920.

THOROBRED engines bum either k^rosine or gasoline. Write for literature toda^.

RED WING MOTOR COMPANY, Dept R. Red Wing, Minn, U. S. A.

ing the pressure and timing the rise in pressure, the vola-
tility of a fuel can be determined at all temperatures, and
from the figures obtained in this manner a series of curves
that will indicate the volatility of and heat needed to
vaporize a fuel can be plotted.

Intelligent use of a simple apparatus like this will en-
able many engine users to save fuel that is now being
wasted through lack of knowledge of the volatility of the
fuel being used.

I will next briefly outline the line of development of
the present-day internal explosion and combustion en-
gines.

The idea of moving the piston of an engine by the
force of an explosion seems to have first taken concrete
form in France, about the year 171 7, when an attempt
was made to move a piston by exploding powder in a
cylinder.

The first partially successful gas engine of which we
have a real record is an engine made in accordance witli
patents issued in England to Messrs. Barber and Street
in 1796. This engine was a non-compression two-cycle
one, operated by coal gas; and from the very meager
records we have it is very evident that it was not very
successful.

The first successful gas engine of which we have a
full account and plans is that designed and built in
France, by Lenoir, about the year 1861. This engine
was also a non-compression two-cycle one and was op-
erated by gas and by liquid fuel. Many readers will no
doubt call to mind that it was a duplication of this engine
that Ford built and used to uphold his contention that the
patent issued to Selden was not a valid one. The Ford-
Lenoir engine, as it was named, was built in 1906 from
copies of the original plans and successfully propelled

a motor car on New York City streets at a speed of
about fourteen miles an hour.

The next advance in the development of the gas en-
gine is also due to a Frenchman, M. Beau de Rochas,
whd was the first to use the cycle of operations now
known as the four-cycle or four-stroke. This improve-
ment was made about the year 1863 and the engines de-
signed and built by Beau de Rochas were practically the
first successful compression gas engines, and, judgiiqi
by M. Beau de Rochas's statement of his invention and
his line of reasoning and argument about the advantages
of his invention, it is very evident that his knowledge of
the fundamental laws that govern the operation of a gas
engine was sound and far in advance of that possessed
by others of his period.

The next notable advancement in gas engine design is
the development of the two-stroke (two-cycle) compres-
sion engine by Mr. Dugald Clerk, about the year 1875.
In Mr. Clerk's engine the cycle of operations was the
same as in the present-day two-stroke engines, and the
general design was somewhat similar except that the pre-
compression of the charge was performed in a separate
cylinder mounted alongside the engine, in place of being
done in the crank case.

{To be Continued)

The Auxiliary Engine Bed

(Continued from Page -25)

it would be better to put a bracket on the stem board
at right angles to the water-line and at the proper height
to insure the^ propeller being in plenty of water.

The pushing effect of an outboard engine is con-
siderable, as witnesseth the "one-lunger" in a "dinghy**

^^s^^^oherg^

KAHLENBERG BROS.

Heavy-Duty CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load.
Variable speed instantly obtainable from just

"turning over" to wide open.
Operates on low price fuel oils,
Fuel consumptian .55 lbs, per h,p. per hour.

WRITE FOR OUR UTERATURE STATE NG YOUR RMQVIRSMBNTS fVLLY

COMPANY, Manufacturers, 1705 12tb 5tr««t, Two River*, WU^ U S. A^

No WAt«r InJHtctiDit
SIZES 60 H.P. UPWARDS

Ved HenvendeUer til Annoncerende bedes De refferere til THE RUDDER

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March

PUDDEP

89

The Allen Dense-Air Ice Machine

no chomlolta

It it placed in th« engine room, wiifle tiie ice-making box and meat roome
are at distant places of tbe steamer

Steam Yachts— Atalanta, Constant, Riviera, Emetine,
Apache, Electra, Nourmahal, Josephine, Virginia,
Thespia, Dorothea, Alcedo, Enterprise, Felicia,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Kheclair, Aztec, Rambler,
Surf, Sultana, Emrose, Guinevere, Cjrprus. Nearly
three hundred in daily service in the tropics on
men-of-war, steam yachts and mercantile steamers.

H. B. ROELKER

Designer and Manufactnrer Screw PropeDen

41 MAIDEN LANE. N. Y.

that the schooners and working sloops use to "kick"
themselves along when the air is "not." The mechanical
effort, of both are quite similar, though perhaps the
former has a slight advantage due to deeper immersion
and greater blade area.

Another idea that can be used to advantage is to have
the outboard engine made fast to a heavy board which
can be lowered into the water at the boat's quarter;
resting and lashed to a spar on deck, which runs out-
board. A line or single whip carried aft to hold against
the thrust will be found very effective.

WILBUR YOUNG WITH COLUMBIAN BRONZE
Wilbur H. Young, President of the Gasolene Engine Equip-
ment Company and Vice-President of the College Point Boat
Corporation, is now associated with the Columbian Bronze Cor-
poration as Vice-President. Mr. Young is one of the old-timers

in the boating industry, hav-
ing been intimately con-
nected with it for the past
twelve years. In 19 10 he
organized and became Pres-
ident of the Gasolene En-
gine Equipment Company,
which concern was. one of
the pioneers in the develop-
ment of power boating in
the New York district.

Mr. Young was instru-
mental in developing the
direct-connected gasolene
electric generating units and
during the war designed
. and perfected a number of
special devices along this

Wilbur H. Yonng }^S^ ^^^ the United States

War and Navy Depart-
ments, and for several of the foreign allied governments.

In 1916 Mr. Young negotiated the sale to the Russian Gov-

ernment of the first submarine chasers to be built in this coun-
try. He at that time was distributor for the Van Blerck engines
in New York and territory. Maybe you remember that this
order consisted of eighteen submarine chasers, 60 feet long,
built by the Greenport Basin & Construction Company, each boat
beng powered with three Van Blerck eight-cylinder engines.

Early in 1917, when the demand for submarine chasers for
our own Government became so marked, he helped in the or-
ganization of the College Point Boat Corporation, of which he is
now vice-president. This concern obtained one of the first con-
tracts for building the iio-footers and later ran up a remarkable
record for building hydro-aeroplane hulls for the United States
Navy. ♦ ♦ ♦

NAVY GEAR
The Navy gear, manufactured by the Navy Gear Manufac-
turing Corporation of Port Chester, N. Y., is being used on a
number of engines. We looked over the parts of one and
examined its operation. The direct line drive, the positive lock
at ahead, neutral and reverse, and the use of springs to hold

mMd

the operating fingers against centrifugal force when in neutral
and reverse are good features. The fact that two-thirds of the
movable weight of gear runs in direction of engine should make
it possible to reduce weight of flywheel of engine to which these
gears are attached. Another feature that in certain cases will
prove of merit is the possibility of changing the regular reverse
gear into a direct forward drive by simply removing six gears.

TT/<^'vv7> 4'r\ D 11 n By Chas. Desmond. At the request of numeroai
nUW lU rVUll boatbuildet& we have reprinted this series C^J pC
of excellent articles on Boat Shop efficiency. V^ •^*^

a Boat Shop

Jiu''cmI nt9»ltK?MiMtC*.,*mamjSi. W.Y.qi7

BILGE PUMP

Ho, 1, til Brass. S8, Mo. ?/r.:r S6,

^^] Fog and Ships' Bells
for all size crafts

Jingle Bells^ PuUs^Gongs^
Cranks, etc.

^^MnJuT

BCVIN &ROS. MFG. CO.
Cast Mafnpton Connecticut

Koukokusha ni otegami onsashidashi no saiwa dozo RUDDER nite goran no mune onkakisoe negaimai

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PUDDEP

March

YOUR BOAT, ENGINE OR EQUIPMENT

in storas:e is not worth its keep and unless taken care of will soon be worthless. A fifty-cent advertisement will turn

an old outfit into money, besides ^ivins: the purchaser an opportunity of making: it useful and a help to the sport.

Advertlsemeots 2c a word each lasertloo, mialmum charge 50c. Heavy-face type, double prIceT

Money must accompany copy. Forms close 10th of the month preceding:.

r^ ^ ^e AA ^^ ^" from photofrsph furnished by yoa, prepare • half-tone plate ef your boat, nieasarinf 3^ iochcelwide
rOr 4)0«UU by l inch deep, and print same with a 50-word description.

For $10*00 half-tone plate 3^ Inches wide. 2% inches deep and 100-word description.

^n ' .^ - '

^■\

STEAM YACHT TALOFA FOR SALE — Designed by Tarns, Lemoine &
Crane; built by George Lawley & Son Corporation. Length over
all 101 ft., beam 15 ft., draught 6 ft,; gross tonnage 83, net 46. Single
screw; engine triple expansion, 8Vi xl3x2 1*4x10% , horsepower 325; new
1917 Almy boiler. Fuel capacity anthracite coal, 11 tons. At a speed
of 10 knots an hour will run 500 miles on one filling of coal bunkers.
Maximum speed of boat 13 knots per hour. Two large master's state-
rooms with bath. I^arge saloon. Sleeping accommodations for owner
and owner's party, five or more. Extra transom berths in saloon.
Crew's quarters, including captain's stateroom (for six), forward. Head-
room throughout cabins, 6 ft. 6 in. Large dining saloon forward and
galley below. Interior finish, white and mahogany. Lighted throughout
with electricity and heated by steam.

After release from service in First Naval District, where her
record can be obtained, she was completely overhauled at an expen-
diture of $20,000 at George Lawley & Son Corporation, and has not
been in commission since the overhauling. Slie is completely equipped
with new mattresses, blankets, linen, towels, dishes and new upholstery
throughout. After the overhauling she was tested by the Government
inspectors and passed. She has entirely new canvas work, three ten-
ders (one motor), and is in the 'water and can be placed in commission
in a short time. Inspectable at George Lawley k Son Corporation,
Neponset. Mass. Charter might be considered. Apply for further infor-
mation and builder's plan to A. W. George, 43 Bay State Road, Boston,
Mass. Asking price, $40,000.

A WOHTH WHILE CRUISER FOR SALE AT A WORTH WHILE
PRICE. THE BOAT IS JUST SHORT OF SEVENTY FEET LONG,
HAS A DRAFT OF FOUR FEET TWO INCHES. AND IS GOOD FOR
FOURTEEN MILES AND PERHAPS TWO MILES BETTER IF YOU
PUSH HER. SHE IS HEATED BY STEAM AND HAS A SHOWER
BATH THREE STATEROOMS. THREE TOILETS. AMPLE CREW'S
QUARTERS A REAL ENGINE ROOM. JUST ABOUT EVERY CON-
VENIENCE AND FITTING THAT ONE COUliD DESIRE. SHE CAN
BE SEEN NEAR NEW YORK. GLAD TO TELL YOU MORE ABOUT
HER IF YOU ARE INTERESTED. BUT TO SAVE YOUR TIME AND
MINE I WILL MENTION THAT HER PRICE IS FOURTEEN THOUS-
AND DOLLARS. P. O. BOX 214. CARLISLE. PA.

BOATS TAKEN ANYWHERE. SMALL CRAFT FETCHED OR DK
LIVERED UNDER SAIL OR POWER. EXAMINATIONS MADE
FOR BUYERS: HONEST REPORTS GIVEN. CAPTAIN PEARSON,
GREAT KILLS. STATEN ISLAND. N. Y.

FOR SALE — 14 years of Rudder. 1906 to 19^19. inclusive; 5 years of
Yachting, 1913 to 1917, inclusive; 3 years Motor Boating, 1911 to
1913, inclusive; 2 years Motor Boat, 1911 to 1912; 1 year Open Ex-
haust, 1909; 1 set Rudder Covers, 1909. Price $40.00. Box 161,
Rudder Publishing Co.. 9 Murray Street. New York City.

FOR SALE — 200 pipe berth frames, $1.00 each; canvas hammocks to
fit the above. 50 cents. Another type, with wire link springs, side
and end bars to hold mattress, $1.50 each. Kapock, hair and felt mat-
tresses made to order. Prices quoted are F.O.B. Portsmouth, Va. Cash
with order. J. E. Liggan, 1101 County Street, Portsmouth, Va.

The Complete Files and Records
of

STANLEY M. SEAMAN

YACHT BROKER
1900-1917

• have been purchased by the

G. W. FORD YACHT AGENCY

30 East 42nd Street New York City

Correspondence with hit former clients is solicited.

Var god aberopa THE RUDDER nar annonsorerna tillskrifvi

as- ■ ■

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Api
1921

PRICE

CENTS

Piece Work

npO THE REAL WORKER it means a Fat Pay
-*- Envelope Every Saturday at the Submarine
Boat Corporation. Especially for Good

Riveting Gangs Ship Fitters

Riveters Drillers and Reamers

Holders-on Regulators

Heaters Erectors

Passers and other Trades

The fairest basis of reward for labor is piece work. Production on an hourly
basis treats the conscientious worker and the slacker alike. But piece work
renders a just discrimination.

The day rate as set by the Wage Adjustment Board states that Riveters should
receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and
so forth. Our piece workers in these departments average from 15 to 20%
higher. The piece work pay is what you make it.

Unskilled but Ambitious Men are Wanted to Learn

the Various Trades

If you desire to become a Shipworker you can learn quickly,

efficiently and thoroughly at our training school.
GOOD PAY WHILE LEARNING, $.46 to .56 per hour.

TRAIN SCHEDULE

NEW YORK,N. Y., Llb«tySt..J«tyC«it«IR.R. BAYONNE, N. J. Cr««iTUI« Station, Uhigh Valtof

Lmt* «:1S, iiM, «t4», 7:53 A. M . Lmvm 7:«0 A. If.

JERSEY CITY, N. J. Jadrnm Arm., Jwmj Gwitnil R. R.

hmf ^05,^09, Sil% A. U. ELIZABETH, N.J. BliMlMth Stattoa, Jwmj GMtnil

NEWARK, N. J. Bfwul St., Jwmj Cmntnl R. R. **• ^'' ^^"^ *^ ^' ***

L«iT« 4:30, Mt, 4:5t, 7:M, ^f A. M. ELIZABETHPORT. Lmvm 6i05 A. If.

AIM take Troltay Mafked •«Part

N««rafk**.

COME TO EMPLOYMENT OFFICE OF

SUBMARINE BOAT CORPORATION

NEWARK BAY SHIPYARD PORT NEWARK, N. J.

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Published on the
24th of the Month

RUDDEP

Commercial Boats

Yachts

and

and

Equipment

Yachting

Edited by
Arthur F. Aldridge

Engines

and

Accessories

Copfrighc 1920. by The Rudder Publishing Co., New York. NOTICE— Tht eomttnts of thit magaxine, including all articlts, illustrations, flam and dtiigns, art covtrtd h
eofyright, and thtir rtfroduetion is absolutely forbidden without tht constnt and permission of THE RUDDER PUBLISHING COMPANY.

Volume XXXVI

April, 1920

No. 4

The Races at Miami

By Gerald Taylor White

UNDER weather conditions that were almost ideal,
the Sixth Annual Miami Regatta was held in Bis-
cayne Bay Friday and Saturday, March 5th and 6th.
Although there was on both days a rather brisk breeze
from the westward, the landlocked harbor protected
the course. As there was a certain amount of chop on
the bay, it only accentuates the wonderful speed shown
by some of the boats. It is seldom that more than one
world's record is broken in any one regatta. At Miami
the records fell so often that the announcer was kept
busy relaying the news to the waiting throngs.

The course was laid out in Biscayne Bay between
the old Collins wood bridge and the new causeway. The
result is a course having a minimum depth of twelve
feet. Facilities for the crowds that came over from

Miami were ideal. Parking space was provided on each
side of the judge's stand and on Star and Belle Islands.
Anchorage for a large fleet of yachts was between Belle
Island and Star Island, and on both days this anchor-
age space was filled with yachts, whose hailing ports
were as varied as their names. There were boats from
the Great Lakes and boats from the Hudson. There
were boats from the Maine Coast and boats from the
Mississippi River. Express cruisers, steam yachts, power
houseboats, party boats and just plain boats. All kinds
and classes and descriptions. The course itself was in
the form of a modified ellipse; two miles in circum-
ference. The judges' stand, at the foot of Eleventh
Street, Alton Beach, gave a full view of the boats at all
times. As the stand was just about half way down the

Photo by M. Rosenfeld

MiMB MllwankM and ICarposia Scoring. These Were the Only Starters In the Limited Omiser Class

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April

Photo by M. Rosenfeld
Miss Natsaa, tbe Wonder Boat, the Fastest Displacement Boat Bnllt^
Her 400-H.F. Grant-Liberty Engine Will Send Her 44 Miles per Hoar

straightaway, the boats were making their best speed
when they passed the crowd that gathered there.

The judges or timers were: Commodore C. W.
Kotcher, Commodore A. A. Schantz, Chas. F. Chapman,
Rex Wadman and Robert E.- Power. While there were
other oflficials, the greater part of the work was carried
on by these men.

The number of entrants was very disappointing. The
harbor was crowded with boats of all types, and it seems
as though some of the craft could have been induced
to enter the events. One cause of the lack of entries
was the scoring system in vogue for the cruising-boat
races. Previously, during the month of February, there
were three long-distance events for express cruisers.
One of these races was to Bimini, one to Palm Beach,
and the other to Key West. Points accredited to boats
in these three events counted in the final two days'
racing on Biscayne. In this way boats that had not
been entered in all of the three long-distance events
were not raced, owing to the impossibility of their ac-
cumulating enough points in the Bay races. It was
stated in the rules that the winner on points, of the
three long-distance and the two Bay races, was to be
called express-cruiser champion of the United States.
It is to be acknowledged that a series of races, in which
ocean contests as well as pure speed trials are included,
will certainly serve to show up the really efficient boats;
but on the other hand it cut down the number of entries
and also provides for some strange results. As an in-
dication of this, note that the so-called champion express
cruiser of the United States is the Shadow V, owned by
Carl Fisher. Although the winner on points, the Shadow

was by far the slowest boat of all the starters. In the
20-mile Bay event, Shadow came in about i6 minutes
after the fastest boat finished. In spite of the tre-
mendous difference in speeds, Shadow is still called
the winner, as the other boats had more or less mechan-
ical difficulties in the ocean races. It seems as if some-
thing is wrong, when a 22-mile-an-hour boat is rated
higher than a boat that has shown a speed of nearly
^2 miles. It is a fact that Shadow has shown a speed
of better than 28 miles an hour. There is a lot of
difference between 28 and 32 miles. In fact. Gar Jr.
made better than 36 miles an hour on the mile trials,
after the main races were run. It is certainly true that
Gar is not a real ocean-going cruiser, but she does have
cruising accommodation, and has cruised for many miles
through inland waters. She made a valiant effort to

Plwto by M. Rosenfeld
We- We, a New Hacker Creation. Her Older Sister, N'Svertliin, is Still
the Fastest Member of the Family

enter the long-distance events, but the heavy seas of the
Gulf Stream made it impossible for her to maintain her
phenomenal speed.

The lesson learned from the ocean races is that a
rugged type of boat and engine is required, for outside
work, and we hope, as we stated in our previous issue,
an out-and-out marine engine installed in a substantial
hull will be included in the team sent abroad to bring
back the British International Trophy.

The sea conditions abroad will be similar to those
met in the Gulf Stream and the rugged will prevail.

There was a good deal of comment after the races
about the mysterious series of mechanical troubles that
followed Mr. A. C. Newby's Altonia. It was openly
stated, by some, that Altonia was not getting a fair
deal. It is to be hoped that there was no basis for this
accusation. In a town of the type of Miami, where there

Photo by M. Rosenfeld
Shadow V, the Oarl Fisher Veteran, Winner on Points of the Express Cruiser Championship

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is a great deal of civic enthusiasm, it is but natural
that home-town boats should have the crowd in their
favor. It is inconceivable, however, that anyone would
go to such depths of unsportsmanlike action as to actu-
ally injure the chances of a visiting boat. It is very gratify-
ing to know, that during the entire series there were
no official protests lodged.

The boats were all started on the horse-race plan,
where all entries rush the line together. If, in the opin-
ion of the judges, they are well enough bunched, the
g^n is fired and the race is on. If they are not all in
line, however, the recall flag is waved and the start is
tried again. In only one case was there a false start.
This was the first day, when Mouser II, racing in the
of>en displacement boat class, was back too far and the
boats were recalled. It takes a skilled hand, at the tiller,

Photo by M. Rosen f eld
Oar Jr. Baciiig at 34 Miles per Hoar ia an ImpreaslTc Sight. Her Cabins
are Leather Covered

to bring a boat through a pack of racers that are travel-
ing at better than 30 miles, without getting into trouble.
Mr. C. B. Johnson, handling his Miss Nassau, broughi
the crowd to their feet time after time, by his wonderful
handling. When it is considered that he was steering
the fastest displacement boat in the world, one must rate
him as skillful a helmsman as there is in the country.

THE FIRST DAY'S EVENTS

Friday morning dawned fair and warm. Not so
warm, however, that inconvenience was felt by any of
the large crowd that journeyed by automobile from
Miami, over to the Alton Beach parking spaces. Early
in the morning^ the various entries were out on the

Photo by M. Rosen f eld
Mouser II on Fire and Drifting After Having Been Deserted by Her Crew

course getting their engines warmed up. During one of
these trials. Miss Nassau, a Chris Smith displacement
boat, entered by C. B. Johnson of Cleveland, struck
some submerged obstruction and badly bent her wheel.
This accident cost her the race, as she was so long in
making even temporary repairs, that she was forced to
start 6 miles after the leaders.

Promptly at i :30, the preparatory gun was fired, and
Marpessa, owned by D. G. Joyce, and Miss Milwaukee,
owned by W. C. Morehead of Milwaukee, came slowly
up the Bay. The event was for cruisers having a speea
of less than 25 miles, but more than 18 miles an hour.
The two boats came over the line for a fine start. The
gun banged, and they opened the throttles for the 6-inile
race. At the end of the first lap, there was not even
one second between the two. This condition was the
same at the end of the second lap. At the upper turn,
Marpessa opened up, and finally finished seven seconds
ahead of the lady from Milwaukee.

As soon as the cruisers had left the course, the race
for open displacement boats having a speed of better
than 25 miles an hour was called. This was to be a
20-mile event, and excitement was at fever heat. The
first try for a start was a failure, as Mouser II, owned
by Senator Harding of Chicago, was not up with the
leaders. There seemed to be some mistake about recall-
ing the rest, and only Mouser returned for a new start.
The other two boats kept on around the course, and
were stopped at the completion of their first round. The
next try for a start was fine, and We-We, N'Everthin
and Mouser rushed over the line together. Miss Nassau
was nowhere to be seen. N'Everthin immediately

Hooiier V, the Fastest Seagoing Cruiser Built.

Photo by M. Rosen f eld
A Lawley- Sterling Combination, Owned by H. B. Duck wall

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April

Pkoto by M. Rosen fcM
Just One Little Section of the Crowd TlaX Lined the Course

one agreed that she would not be able to make up the
6-mile handicap. In the eighth We- We fell behind Nas-
sau. The ninth saw N'Everthin open up her lead on
We- We. We all felt that N'Ev^rthin's crew were trying
to prevent Nassau from lapping her. However, Nassau
passed N'Everthin on the first turn of the last lap.
When it is considered that the course was two miles
around, and that Nassau had now left all the others
behind, you will realize what wonderful speed she was
showing. Just as Mouser was finishing, she was passed
for the second time by Nassau. The race, of course,
went to N'Everthin; her time for the 20 miles being
34:14 or at the rate of 35.1 miles per hour. We-We
came in nearly a minute later. Her speed worked out
at about 34 miles an hour. Five minutes later Nassau
came over the line. Her elapsed time for the 20 miles

jumped ahead of the other two, and finished the first
round in 3 minutes and 28 seconds. This is at the
rate of better than 34 miles an hour. We-We came
around 5 seconds later, while Mouser was 14 seconds
behind N'Everthin. The Mouser crew explained, after
the race, that they had had to reverse suddenly in the
first trial for a start, and had blown out four spark
plugs. The second lap was a repetition of the first lap,
except that We-We had gained two seconds on her
stem chase. Mouser was falling back further and fur-
ther into the discard.

At the end of the third round, the watchers were
startled to see Miss Nassau, traveling at a wild pace,
enter the race. All who saw her admired her plucky
effort to gain the time she had lost. At the end of the
fourth turn. Miss Nassau was at least 150 feet in the
lead over N'Everthin. We had never seen a displace-
ment boat travel at such a pace. Her time for the first
round was at the rate of about 42 miles an hour. The
crowd sat up and took notice. It was announced that
the Cleveland boat was establishing a new record for
displacement boats. On the fifth round Nassau was at
least a half-mile ahead of N'Everthin. We-We was
still pounding along. Mouser was an also ran. Mouser
was lapped by Nassau on the next round, but as Nassau
was on her eighth mile, while Mouser had already gone
twelve, 'the lapping didn't bother Mouser. The seventh
round was the same as those that had gone before.
Nassau was catching up to the leaders, but almost every-

Photo by M. Rosenfeld
The Judges' and Timers' Stsnd

was 29 minutes 30 seconds. Her speed works out at
practically 40 miles an hour for the entire 20 miles.
Truly, a world's record. This, mind you, with a bent
propeller.

The next event was a lo-mile race for express cruis-
ers having speeds of better than 25 miles an hour.
Gar Jr., Hoosier V, Altonia and Shadow V came over
the line for a good start. It was a runaway for Gar Jr.
in the first lap. Hoosier V, running well, was neverthe-
less 7 seconds behind the flying Smith-built cruiser.
Altonia had already dropped out on the first turn, evi-
dently with steering gear trouble. Shadow V, carrying
the hopes of the Miami rooters, was having a hard job
to keep in the running. In fact, there was no need to
open her up, as on the point system she had already
enough points to win, unless Altonia should beat her.
With Altonia out of it, it was easy for the Fisher boat.

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Photo by M. Rosenfeld
Bnnched! It Tikes s Steady Hand in s Position Like Thii. The Bscers are Altonia, Oar Jr., Hoosier V, and Shadow V

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Hoosier V, a real boat, was making a valiant fight against
the Gar Jr. boat. According to the letter of the rules,
Gar Jr. is a cruiser, but even Wood, who owns her, will
not attempt to claim the boat as a sea-going wonder.
The third lap was simply a repetition of the second.
On the last half of the fourth round Gar Jr. burned a
hole in the top of a piston and slowed up enough to
let Hoosier V get past. Shadow V was trailing along
about a mile in the rear.

The finish was as follows: Hoosier V, 19 minutes
8 seconds; Gar Jr. 21 minutes 45 seconds, and Shadow V
22 minutes 19 seconds. Hoosier's time works out at
31.36 miles an hour. This beats the previous world's
record held by Countess of 27.4 m.p.h., which has stood
since 1916. Of course tomorrow would tell another story
of a record being smashed, providing Gar Jr. could be
kept in the proper running condition, as there is no
doubt but that she is a faster boat than Hoosier.

A new and queer-looking craft, designed and owned
by Glenn Curtiss, now made an exhibition run. There
was a great deal of noise, some spray, but little speed.
The boat is a hydroplane type of hull, fitted with a
Curtiss aeroplane engine and an air propeller. There
is a very light hood-like house forward. The boat draws
only about six inches of water. With her peculiar house,
air rudder and air propeller she is a very odd-looking
craft. She may be the forerunner of a new type, how-
ever.

The 2-mile time trials brought only Miss Nassau to
the line. She went over the course in 2 minutes 4/5
seconds. This is at the rate of 42.4 miles an hour. The
previous record had been 36.3 m.p.h. The next event
was the aquaplane races.

THE SECOND DAY'S EVENTS
We all reached the course bright and early the second
day. The weather was still pleasant, although there
was quite a breeze from the west. All hands were on
time, for we knew that this day was going to see more
records go by the board. The events were to be the
same as those of the previous day, except that the ex-
press cruisers were to run 20 miles, while the open boats
were only to go 10 miles.

As the starting gun banged, only Marpessa went
over the line. Miss Milwaukee did not show up. Mar-
pessa loafed over the course, finishing the 6-mile course
in 20 minutes 59 seconds.

The next race Was to be the contest between the
speedy runabouts, and all were glad to see that there
was a full entry list. The start was fair and Miss
Nassau immediately jumped into the lead. Mouser did
not go over the line, although she was lying in position,
and soon it was noticed that smoke was pouring from
her hatches. The patrol boat rushed to the burning craft
And took off the crew. The deserted craft now began
to drift down into the fleet of yachts anchored outside

(Continued on Page 38)

Why Tachtsmen Go Sonth. IClgs ICUwaakM Tlurongh » VlBto of Boyal Palms

Photo by MjJFiosenfeid

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Bringing Back the Sailboat

By Harry H. Dunn

ONE of the most interesting features of the past year
in yachting circles was the restoration of the art of
sailing to popularity through the installation of a fleet
of six one-design, 21-foot open sloops, at the Southern
Yacht Club, New Orleans, with races every Saturday
throughout the season. The idea originated in the mind
of Rathbone DeBuys, an architect of New Orleans and
an enthusiastic member of the club, as well as an able
sailor himself. Mr. DeBuys designed the boats, super-
vised their construction, had them produced at a cost of
about $450 each, and persuaded the club to construct six,
as an experimental fleet, at the opening of the season
of 1919.

The boats were rented for races at $5 per race, and
a $10 merchandise certificate was offered as prize for
each race. This year the race fee or rental will be low-
ered to $3, but the prize will be maintained at the same
figure. The boats likewise are rented for sailing parties
on Sundays and holidays from 8 a. m., to 2 p. m., and
from 2 p. m. to 7 p. m., at $3, while on week days they
may be had during the same period at $2. Their popu-
larity, both for racing and for sailing parties, was in-
stantaneous, and the club is now building six more, Mr.
DeBuys having standardized the design, to fill the de-
mand from the younger members of the club, who are
more than anxious to learn thei art of sailing, almost lost
in these days of automobile-drive power boats, so that
at least twelve of the '*fish class,'' as these boats have
been named, will be flying the S. Y. C. pennant this Sum-
mer.

In addition to the prizes for each race, a champion-
ship prize of $50 worth of merchandise from any firm or
firms selected by the winner, goes to the victor at the end
of the year. E. H. Keep, who, by precept and example,
has done a great deal to encourage sailboat racing at the
club, and who is an expert at sheet and tiller, won the

prize last season. On being presented with it, he imme-
diately presented each of the two members of his crew
with a cup commemorative of their victory. There is
also a high point prize at the end of the year, which may
go to a man who has not won a race, inasmuch as it is
given on a basis of ability as a sailor, number of races
entered, etc. It was won by Leslie Beard, in the expert
class, with 17 points; W. A. Porteous Jr., in Class A,
with 20 points; A. R. Robert, in Class- B, with 13 points,
and was tied for in Class C by Paul Maloney and Roger
Sharp, with 6 points each. There is also a good sport
trophy, which is really the most valued of all. It goes to
the skipper who, in these races, shows the most sports-
manlike attitude all season. The prize for 1919, a gold
watch fob, went to Edwin G. Pinac.

Racing of these one-design craft is divided into four
classes :

Experts, including the best skippers in the club and
graduates from Class A ; final contest in this class at the
end of the season deciding the champion.

Five of the 1919 Fish Class Fleet Caagnt in the Quiet Water on the
Westward Leg Coming in Towards the Finish Line

All Six of the Fish Class Fleet Bounding the East Stake on the Southern
Y. C. Course

Class A, skippers of ability with proven records. By
winning three races in this class the skipper moves into
the Expert Class.

Class B, skippers of ability who have won one or more
races with these boats. On winning two races in this
class, the skipper moves into Class A.

Class C, novices, and those who have not won a reg-
ular sailing race. On winning one race in this class, the
skipper moves up to Class B.

The object of this classification, of course, is to pre-
vent skippers of long previous training and great ability
from winning all the races, and to give young skippers an
opportunity by rising from class to class, to compete
with the older and abler brothers. It should be under-
stood that the prizes for each race are given in each
class, so that the novice has just as much to work for
as the expert. The races are held every Saturday from
the opening of the season in May to well into October.
The schedule of races provides for thie--*everal closes

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A pril

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zz

in proportion to the number of entrants in each class,
and there was not a Saturday all last summer in which
there was not a waiting list for each class. Forty appli-
cations were on file shortly after Mr. DeBuys explained
the plan of the fish class to the club, and before the first
race was held.

Each one of the little 2i-footers is named for some fish
common to these waters, such as Mackerel, Pompano,
Tarpon, Shark, and so on. On the sail of each, in addi-
tion to its number, is a silhouette of the fish whose name
it bears. Another interesting feature is the mixed class,
in which two ladies and one man, or two men and a lady,
can participate. At least one man must be in each boat
in these races, and this class proved very popular, W. A.
Porteous, Jr., being the skipper to win the prize in this
class.

No event since the days of the old sand-baggers,
twenty to twenty-five years ago, has drawn so large or
so enthusiastic crowds to the verandahs of the Southern
Yacht Qub*s home at West End, as these fish-class races.
Interest in sailing, which had died down to almost
nothing, while interest in power boating had gone up
proportionately, has been revived to a fever heat, and it
is probable that still another flotilla of six, making i8 in
all, w^ill have to be built before this season is ended.

In 1919, the men who entered for these contests were
classified as experts and in classes A, B, and C, by the
Fish Class Committee. This year, however, they will
be classified by vote. The final championships are sailed
between the four top-notchers of the expert class, and
the two best from Class A, while all the men in the
lower classes have equal opportunity of graduating into
the higher classes. In the expert and A and B classes,
two men will constitute the crew, one handling the tiller
and the other the sheet, while in Class C and the mixed
class, three will be allow^ed in each boat.

Mr. DeBuys is now negotiating with the yacht clubs
of Biloxi, Mobile and Pensacola for the formation of
an association for the inter-city racing of these little
craft, with good prospects of success. The present plan
is to sell at cost two of these 21 -footers to any other
club that may wish to purchase them for models and to
get the sport started in the other clubs along the gulf
coast. It has been such a success at New Orleans that
it seems certain to be equally popular at other points in
these warm waters where sailing is a pleasure from April
to December.

Inasmuch as this is the first yacht club in the country
to adopt these one-design sailboats, and as it has met
with such complete success in building its own fleet of
them, the following rules and regulations governing this
branch of yacht racing in the South, doubtless will be
of general interest to yachtsmen all over the country.

The profile plan of this class was published in The
Rudder of August last, page 391.

The following rules shall govern all races of the Fish Class
and any and all races sailed under its auspices, which includes
all regattas held in Gulf waters in which the Fish Class Yachts
are competing as one-design yachts.

The Racing Rules of the Southern Y. C. shall govern all
races except in case of conflict with these rules, in which case
these rules shall govern.

Yacht Measurements — All measurements and principles of
construction and design must be in accordance with the Fish
Class official specifications and drawings.

Crews — Shall consist of two persons. Men in upper classes
cannot be meml)ers of crew in lower class.

Ballast — No dead weight as shifting ballast is permitted.

Anchor and Cable — Every yacht must carry an anchor and
cable, said anchor to be a minimum weight of twenty pounds
with not less than 75 feet of cable of not less than ^-inch
diameter.

Spars and Sails — "Hollow or built up" spars and any other
than solid wood spars are prohibited.

Not more than one new suit of sails can be used by one
Fish Yacht during any one season without special permission
from the Chairman of the Fish Class Committee, who is to be
the sole judge of any exceptional circumstances submitted to
justify the appeal.

Hulls — The hulls shall be painted with ordinary lead paint
on the outside to the water. Anti-fouling copper paint on the
bottom. No pot lead or greasing of bottom allowed. The boats
shall not be hauled out oftener than once every thirty days, ex-
cept to repair damages, and! must be in the water and floating
at normal water-line more than forty-eight hours previous to any
schedule race, unless accidents necessitate hauling out within
this time, in which case permission must be obtained from the
committee to haul out to make repairs.

Course — Number of rounds and course to be fixed by S. Y. C.
Regatta Committee.

Bathbone DeBnyi of New Orleans, Chairman of the Fish Class Committee
of the Southern Y. C, Who Originated the New Class

Time of Races — To be fixed by the Regatta Committee.

Length of Season — All year if possible.

Prises — For regular races, Club Certificates of Ten Dollars
for each race, which entitles winner to purchase of articles to
that amount. For special races, cups or other suitable prizes.

Zones of Use — Little woods to the east. Nine-mile point to
the west. Three miles out.

Prohibited Zones — Spanish Fort and Milneburg.

High Point Cup — Skipper making most points in all official
races for period to be fixed by the Regatta Committee shall be
awarded the High Point Cup.

Championship — The data for sailing of the Fish Class Cham-
pionship shall be fixed by the Regatta Committee.

The six experts with most points to their credit shall be
eligible to race for the Championship.

In the event of less than six qualified expert entries the
deficiency shall be supplied from Class **A", appointing the skip-
pers with the highest point ratings.

Entries shall be made by experts in Championship not less
than one week prior to holding of first Championship race.
(Continued on Page 42)

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Fairbanks-Morse Engines in a 130-Foot

Bark

A pair of ioo-b.h.p. Fairbanks-Morse crude-oil
marine engines have been installed in the bark Ajrabia
Khatoon. The installation was done under the super-
vision of Pyne-Hughman & Co., Ltd., of Calcutta, India,
and the pictures printed herewith show the bark in dry
dock just before she was refloated.

The Ajrabia Khatoon is 130 feet long, 30 feef
breadth and 20 feet depth. It is built of wood through-
out by native labor. The fuel tanks have a capacity of
3,000 gallons of crude oil. An independent lighting plant
is driven by a Fairbanks-Morse crude-oil engine and
this, with two Fairbanks-Morse power hoists completes
the equipment.

Several moderate-sized wooden power vessels have
been built in India for use for coastal and overseas trade
and the demand for heavy-oil engines in that section is
increasing very fast.

The Motor Ship and Motor Boat of London recently
described the engines in an auxiliary, the Cap Vincent,
one of several five-masted schooners built at Vancouver,
which were equipped each with two Fairbanks-Morse
engines. These engines were put in three of the fleet
and gave perfect satisfaction.

"The Fairbanks-Morse machinery of the Cap Vincent,"
says Motor Ship and Motor Boat, "is of considerable
interest. Each 200-b.h.p. engine develops its power at
about 225 r.p.m., the cylinder dimensions being 14 inches
diameter with a stroke of 18 inches. The engines are
of the crank chamber compression type, and from that
point of view show no modification from normal design,
the cylinder covers and combustion chambers being
water-cooled. There is the usual pump for each cylinder,

and the fuel is pumped into the combustion chamber
so that it impinges directly on a plug immediately oppo-
site the fuel nozzle, which is nearly horizontal.

This plug screws into the combustion chamber, and
an electric plug may be used or one which is heated
by a blow-lamp. The former is quite a small thing, con-
sisting of a cylindrical section on which is wound a coil
of resistance wire, having a diameter of under one inch
and projecting into the combustion chamber a very short
distance. When it is required to start up, four small
switches fixed on to the forward cylinder close to the
starting and maneuvering lever, are closed, a current of
about 9 amperes then passing round the resistance coils
of the plugs from a small battery of accumulators which
is used for nothing else. After one minute's heating
the engine is ready and may be started up on air, after
which it fires immediately and the current can be
switched off from the plugs.

The ignition plug, which may be used instead of the
electric plug, in conjunction with a blow lamp, is also
very small. It screws into the same hole as that for the
electric appliance, and there is a plain cylindrical portion
about }i inch diameter and one inch long which projects
outside the head and is heated by the flame from the
fixed blow lamp playing directly upon it, the heat pass-
ing to the portion within the head, upon which the fuel
from the fuel inlet nozzle impinges. After the plug has
been heated by the blow lamp for about ten minutes,
the engine can be started up and, once started, whether
electrically or otherwise, it can maneuver for twenty
minutes or more without any heating being required.

(Continued on Page 42)

The Anzillary Bark Ajrabia Kliatoon, 130 Feet Long. Built in India and Equipped With a Pair of 100-B.H.P. Fairbanka-lCorte Crude Oil Bnginee

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The Seafarer's Debt to the Porpoise

By Robert G. Skerrett

THE nautical man that owns a first-class watch and
the seafarer that swears at, or by, his chronometer
probably seldom pause to think how much the accurate
running of their timepieces depends upon the playful
porpoise. But for these relatively miniature kind of the
whale, the horologist would still be hunting for a satis-
factory lubricant.

Porpoise jaw oil has been keeping our time-marking
mechanisms faithful to their tasks, for many decades, all
because nature has given to that particular product a
combination of characteristics which cannot be found in
any other single lubricant. The oil will remain fluid
when the temperature is way below zero and the stuff
will stay put, remain right on the job, in the tropics
where other oils are all too apt to thin out and run off
from pivot, pinion, and bearing surfaces.

In rugged clocks that may lose or gain daily more or
less irregularly, and can be corrected by the blast of a
factory whistle, the booming of a neighboring church
bell, etc., this lack of regularity is not a matter of out-
standing moment. But out on the bosom of the trackless
ocean, the navigator must be sure of his chronometer, by
which he checks "local time" with the meridian time of
Washington or Greenwich and determines, in this fash-
ion, his longitude east or west of his port of departure.
His sacred timepiece must run, day in and day out, with
precision insofar as its "rate" of gain or loss are con-
cerned. And no matter how cunningly the manufacturer
may fabricate the chronometer, that clock will not func-
tion, to a nicety in all climes and during all seasons,
unless its turning parts are oiled with the proper lub-
ricant.

Indeed, the populace at large depends upon porpoise
jaw oil to help it keep appointments, connect with trains,
and otherwise give due heed to the passing hours. A few
years back one of the biggest of America's makers of
low-priced clocks was put to no end of trouble and ex-
pense all because they got hold of a bad lubricant. They

had oiled and shipped out from their plant some hun-
dreds of timepieces produced by repetitive methods, and
when the retailers and the ultimate purchasers got hold
of them, the clocks just refused to run, or did so in a
way that made it plain that something was radically
wrong with them. Wellnigh the entire lot had to go
back to the factory, where each clock was taken apart,
cleaned of the gummy oil, and then made right by a
touch here and there with the duly-refined porpoise jaw
product.

How differently reads the story of a chronometer
carried into the Arctic region by the American Polaris
Expedition and left there until recovered by Captain
Nares several years later. Captain Nares, in his report
to the Lords Commissioners of the Admiralty, under
date of October 31, 1876, tells this story of the American
chronometer, and, incidentally, of the perfect lubricant
with which the timepiece was oiled before it was sent
north on that fateful venture. According to the official
document: "The lowest temperature observed was 72**
below zero of Fahrenheit, or 104° below freezing
point. The mean temperature of 13 consecutive
days was 59° below zero, by far the coldest weather
ever experienceed before, and the mercury was frozen
47 days during the winter. All the Polairs Cairns
were visited — at the boat depot in New Man's Bay a
box chronometer, made by Negus of New York, No.
1366, was found, and in perfect order, after an exposure
to four winters ; it has since been keeping excellent time
on board the Discovery. It was only necessary to
rewind the instrument to have it start off and run with
amazing regularity! Any oil, but that from the jaw
pans of the porpoise, would have congealed or been in
some way unfit for that exacting service.

In the good old days, when the life of the whaler
was writ large with records of privation, the sorely tried
sailors of those ill-smelling craft were often hard put
to it for fresh food. No one seems to know when, or

Lfislliar in VattoiiA Btofsi of Muinfftctate. Foliihliig Potpolit and Sbudr flkm I.i&tlitffl

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April

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Mandlng Nets at a Porpoise Fishery

how, it happened that the poq)oise was found to be very
palatable — steaks cut from the flesh underlying the coat-
ing of fat proving to have the flavor and the delicacy of
the juiciest porker. That discovery led to the creatures
being dubbed "sea hogs," and such is the name by which
most old salts still know them best.

Now the whaler is nothing if not utilitarian; all fat
that reaches his kettles is viewed in the light of so much
oil. What his sailors could not eat, the skipper made
certain should find its way into his try-pots. In the
course of time, he learned that there was a good deal of
difference between the commercial value of the oil which
he obtained from the body, and that which he secured
from the head of the porpoise. The body oil was worth
but little, if any, more than the run of the yield of the
whale, but the oil extracted from the jaw pans of the
porpoise found a ready market at a far higher price, and
mainly because it was especially desirable as a lubricant
for delicate mechanisms.

But the catching of the porpoise, by whaling vessels,
has never been anything but a matter of chance, and we
should have been sadly lacking in the needful lubricant
if dependence had been placed on this source of supply.
"Down East," for a fairly long period, Indians and
other native fishermen made more or less a practice of
seeking out and harpooning the porpoise, and in this
way sufficient jaw oil was obtained to meet the prevail-
ing demand. But then came the day of the machine-
made watch, the quantity-built brass and nickel-plated
clock, and rich and poor alike could boast a timepiece.
Somewhere, somehow, it was necessary to obtain a reg-
ular and a reasonably-abundant supply of the lubricant
par excellence. It was indispensable that the business
should be systematized and carried out along different
lines.

The man that blazed the way in this quest was Mr.
William F. Nye of America's erstwhile whaling center.
New Bedford, Massachusetts. Something like twelve

years ago, Mr. Nye, who had long been engaged in the
refining of jaw oil, was confronted with a rapidly-
dwindling stock of the needful crude material. He was
face to face with the problem of retiring, from an in-
dustry in which he had made an enviable reputation, or
of finding a new and a continuous source of supply.
To this end, he established at considerable cost a line of
fisheries on our Atlantic Coast, where the warm waters
of the Gulf Stream hug the sandy shores of the Caro-
linas. It was necessary for him to create novel facilities
wherewith to capture the porpoises as they wandered
north or south in their gamboUng schools. For more
reasons than one it would not suffice to spear the elusive
mammals.

At that time, the annual demand for porpoises aver-
aged something like 3,000, and this has increased tre-
mendously since, because of multiplying mechanisms of
many sorts and the need of a satisfactory lubricant for
typewriters, etc. A porpoise may be anywhere from
6 feet to 12 feet in length, and range from 300 lb
to double that in weight. Mr. Nye determined to catch
his porpoises by means of seines, and his first require-

Some of the Special Nets Used in Taking Sharks, DeTllflsli, Btc^ at
Sanlbel Island

ment was nets of exceptional ruggedness. He knew
that these hurtling creatures would be very hard indeed
to stop and to hold, unless his seines were exceptionally
strong. Therefore, he had nets made of heavy cord and
big 8-inch meshes.

The seines were cast off shore, reaching straight out
from the beach, from a point in shallow water, for a
distance of possibly half a mile or more, being placed
there by expert surfmen operating in rowboats that were
a cross between a dory and a skiff. At suitable places,
"spy camps" were established, at which watchers re-
mained on duty daily, during the hours of light in the
working season. The spy station consisted of a small
shelter hut and a pole equipped with cross pieces upon
which the sentinel could mount aloft, so as to obtain a
view far enough beyond the breakers to detect a school

J:Jityti'"i^ ^

The Shore End of a Mile or So of NeU. Watching the Encircling of the
Boats in the Ofling

A Oronp of Sorfboats Used hy the PorppUe Fishermen In the Neighbor-
hood of Oape aatteras.

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April

RUDDER

15

of porpoises playing off shore. The moment the school
was discovered within reach, the boat crews were noti-
fied and then there was a rush to get the little craft
through the surf, and to tumble the quarter-mile sections
of seines into the sea athwart the course of the oncom-
ing, unconscious prey. Care had to be taken lest the
porpoises be alarmed and sent in frightened rushes fur-
ther off shore.

At times, as many as a round hundred of the mam-
mals have been beached at a single haul. The heaviest
of the work comes when the frantically agitated "sea
hogs*' are drawn into shallow water. The whipping tail
of a porpoise could easily break a leg, or knock a fisher-
man insensible, and yet the men have to take the risk, in
order to help with horses in getting the struggling catch,
high and dry, on the beach. Latterly, fishing operations
have been much modified, by the introduction of the
powerboat and the dumping of the haul directly in the

A Couple of Enmeslied Beauties

roomy holds of these craft. This is a development that
has grown out of a wider use of a variety of these
creatures of the sea. But don't let us anticipate.

In dealing with the porpoise alone, the practice at
the porpoise hunting camps is to try out the fat quickly,
by means of rather crude outfits. The head of the "sea
hog" is severed from the body and the oleaginous yield,
from these two parts, is obtained independently. The
fat is stripped from the fish and minced, and then put
in simple try-pots, where it is simmered slowly — the
oil rising and the fiber settling. At this stage, the body
oil and the jaw oil are alike in appearance, but they
differ widely in commercial value. The blubber oil,
to-day, brings a dollar or more a gallon, while the jaw
oil, when ready for the market in its refined state,
commands in the neighborhood of $50 a gallon.

After the oil is tried out at the fishing stations, it is
subjected elsewhere to a further cooking process and
then is placed in tanks, where it stands awhile before

A Fnll-Orown PorpoUe !■ » Heayy Load to Drag Over the Sand

Laden Power Boats Delivering Tneir Catch at One of the Florida Fishing
Stations. Lifting Out a Shark

being graded. It seems that, not infrequently, a two-
years' settling is required before the trained eye of the
refiner can determine the class to which the several lots
of oil belong. It has been declared officially, that there
are probably not more than ten men capable of exercis-
ing this extremely nice discrimination. Delicate varia-
tions in color, texture, odor, and flavor enter into the
classification; and upon these distinctions to a consider-
able extent depends the value of the lubricant for watches,
chronometers, and other fine mechanisms.

Each grade of oil requires its individual treatment;
and the object of this handling is to get rid of all foreign
material which might impair the lubricating qualties of
the finished article. Nature helps in this protracted
work, which may cover an interval of quite forty-eight
months. After the self-settling process has gone far
enough, then the oil is subjected to a rather intense
refrigeration, by exposure to at least one winter's chill
in the northern latitude of one of our New England
States. This induces further precipitation of gummy or
other objectionable matter, and the resultant limpid oil
is a lubricant that will not congeal when the thermometer
is far below zero. It is this precious commodity that is
put in small bottles and finally sold as superfine clock,
watch, or chronometer oil.

Fortunately, very little, indeed, of this lubricant is
needed in "slicking" the moving parts of a chronometer.
For instance, less than a drop of the oil is ample to
guard against the wear and friction of the ten smallest
pivots and bearings of this instrument, which is so
essential to the mariner making his way across the track-
less deep. It is authoritatively declared that properly
refined porpoise jaw oil is the only known lubricant

(Continued on Page 43)

Cutting Beady to **Ont-In," Preparatory to Trylng-Ont

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National Yachting Union Planned

IT has been suggested by some progressive yachts-
men that the time is ripe for the formation of a
national organization to act in an advisory capacity
to yacht associations and yacht clubs, to work for
uniformity in rules of measurement and racing and
to safeguard the interests of a sport that in time of
war has proved its worth more than any other sport.

All other sports and pastimes have their national
bodies, and yachting is the only one that drifts along
without any such organization. It has been suggested
that the Yacht Racing Association of Long Island
Sound take the preliminary action to form the national
body and the executive committee of that association
has already started the good work. Letters have been
sent to all the yacht racing associations and unions in
all parts of the country to learn their views on the
plan. Many have already sent favorable replies and
have named delegates to attend a meeting which will
be called shortly in this city.

This is not the first time that such a scheme has
been planned. Some years ago the Yacht Racing
Union of North America was formed, but for various
reasons it failed to become a permanent establishment.
Yacht clubs were then very independent. Each club
had its own rules of racing and of measurernent, and
the result was that a man who built a yacht to race
in one section would be handicapped out of the racing
in another, or if his yacht did fit the rules of measure-
ment he would have to study many sets of racing and
sailing rules in order to compete in different waters.

Seeing the disadvantage of" this state of affairs,
many local associations, such as the Lake Yacht Rac-
ing Association, with headquarters on Lake Ontario,
the Massachusetts Yacht Racing Association, the
Yacht Racing Association of Long Island Sound, the
Narragansett Bay Yacht Racing Association, the Inter-
Lake Yacht Racing Association on Lake Erie, Lake
St. Clair and the Detroit River, and many others

were formed. These associations were, however,
purely local and looked after the interests of yachting
in their particular localities, and each still favored its
own rules.

Several of these associations raced under what was
known as the Seawanhaka Rules of Measurement —
length, plus square root of sail area, divided by two.
This rule has worn out. It had developed a most un-
wholesome type of yacht and it was the general
opinion of those who took an active part in racing that
something must be done to put a stop to the freak
features that had been introduced into yacht building.

The New York Y. C. took the initiative in calling
a meeting of representatives of the leading clubs and
associations and that meeting was termed the Atlantic
Coast Conference. The present rule of measurement
was adopted and accepted in time by nearly all the
yacht clubs and associations in the country. The rac-
ing rules were also revised and these, too, were gen-
erally adopted, but with certain changes and reserva-
tions, so that they were adapted to the many different
localities where yacht races were held.

The Atlantic Coast Conference was not a perma-
nent organization. It went out of existence as soon as
its work was ended. It acted purely in an advisory
capacity and suggested to each club actively interested
in yacht racing that it should adopt the new rules in
the interest of good sport.

None of the associations today are governing
bodies. They simply act in an advisory way. Their
executive committees interpret the rules when asked
to do so. They discuss changes in rules that suggest
themselves from time to time and the clubs in the
associations later on ratify any action that the asso-
ciation may take. Some associations act as a court
of last resort; that is, an appeal may be taken to this
court on differences arising out of the interpretations

(Continued on Page 45)

New Type of Low Draaght Power Boat, Called the Scooter, Bailt for Glenn H.

Speed at Miami

(0 Underwood & Underwood
OnrtlBS, Which, With Engines of 400 H.P., Made High

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Cup Yachts Preparing

THE work of fitting out the cup racers is progressing
as fast as possible. At Bristol the Resolute will be
groomed this month and by May should be in the water.
At City Island some slight changes are contemplated on
the Vanitie and Rear-Commodore George Nichols is
doing everything possible to have that yacht in better
trim than ever and try to lower the colors of the Resolute
in the races. The changes include a new sail plan among
other things, and the new plan will be higher and nar-
rower than that used in the races of 1914 and 1915. New
sails are to be made as quickly as possible by Ratsey and
some of the older ones that are suitable will be recut
and overhauled. With Commodore Nichols on this yacht
will be Sherman Hoyt and W. Starling Burgess. Some
of the light spars and running rigging of the Vanitie
were destroyed by fire last month in Jacobs Yard at
City Island, and these have to be replaced.

Another change being made in the Vanitie should ma-
terially help that yacht's sailing qualities. Her deck is
being taken off and in its place another will be laid which
is very similar to that of the Shamrock IV. This deck is
made of veneers of wood, glued and pressed together. It
will save considerable weight and be every bit as strong
as the old deck. Parts of the much-criticised rail are also
to be removed. This rail proved a handicap to the yacht,
particularly when she was heeled so that she had water
on deck. It is the opinion of many experts that with
some few changes the Vanitie might be made to sail faster
than the Resolute, and one of these changes was to lighten
the hull by removing the deck and cutting off the after
overhang. Another change was to give a rig about 20
feet taller than her original rig. The weights are to be
removed* as far as possible. Time is too short now to
make radical changes and the sail plan will be heightened
by cutting down the boom and giving more hoist to the
mainsail. Above this the yacht will carry a larger club
topsail, which will catch all the light airs aloft.

The Resolute is having a new wooden mast built,
which, it is thought, will be better than the steel spar she
has used and be just as reliable. Resolute has so many
sails that very few new ones are needed. These sails are
being overhauled and made ready for use in the trials

she is to sail with the Vanitie. Charles Francis Adams will
again be skipper of the yacht, Robert W. Emmons 2d is
the managing director, and John Parkinson and George
A. Cormack will be in the after-deck crew.

Shamrock IV, at Jacobs, is being overhauled, and
much attention is being given to the underbody and the
lead keel. The hull is built of three veneers of mahogany
and its total thickness is one and one-half inches. It is
six years since this yacht was built and except for a little
roughness the underbody is as good as the day the yacht
was launched. Some slight changes have been made in
the lead which has been fined off somewhat and reduced
a little in size.

This lead was very straight at the forward end and
the changes will shorten it on the bottom about 3 feet.
Cutting away this lead will naturally alter the balance of
the yacht and it seems to indicate that she was somewhat
by the head when in her original trim. The lead thus
removed will probably be put in the hull as ballast.
There was also a curve in the bow at the water-line.
This hollow is being filled in and will slightly increase
the water-line length. It is probable that Designer Nich-
olson has found that he can take a little more length
without exceeding the limit of 75 feet and filling in the
hollow will somewhat reduce the penalty the yacht
assumes on the quarter breadth measurement.

Shamrock's original sail spread was in the neighbor-
hood of 10,000 square feet. Her mast was nearly 150
feet in length, including topmast. The main mast was
a built spar and when it was examined a few months
ago, prior to moving the yacht from South Brooklyn to
City Island, it was found that this spar had perished and
a new one has been ordered. This new spar, according
to rumors, will be lonjger than the older one, which indi-
cates that Designer Nicholson has planned changes in the
rig of the challenger.

The 7S-meter yacht Shamrock is expected here May
1st, and then, as the yachts are ready, they will be tried
out in races to be sailed at the Western end of Long
Island Sound and near their base at City Island.

This is different from former Cup race plans. In
times past the challenger remained on the Lower Bay and

OiiA-lC»ii Torpedo Boa\ Detlsned by Fred. K. Lord. It is 40 Feet Long and Will Mike 40 Knots With Two Bigbt-Oylinder Van Blerck EnfinM.
Its Peevliar Design and Its Small Sise MakM It Almost Invisible. It Darts Towards a Battleship, Lands a Torpedo, and C^ets Away Again

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was tuned up off Sandy Hook over the course on which
the big races are sailed. This year, however, it has been
thought better to sail the trials on the smooth waters of
Long Island Sound, on the water that has generally been
the headquarters of the defending yachts.

This change necessitated changes in the plans of the
defenders. They will keep as far as possible from the
challenger and after one or two races sailed off Newport
will be tuned up somewhere in the vicinity of New
Haven, where the Sound is widest.

Some yacht clubs had planned to offer cups for races
between the Resolute and Vanitie and so help in the tun-
ing up, but according to present plans none of these races
will be sailed and the tuning-up trials will be mainly in
the nature of informal spins. Before the Cup races are
sailed, however, it is planned to hold the usual races,
which will determine finally which yacht shall represent
the New York Y. C. in the series of races with the
representative of the Royal Ulster Y. C.

The Cup yachts Resolute and Vanitie are to be ready
to race in May. The management of each yacht has
received orders from the cup committee to be at New
Haven on May 20th, ready to race.

Hanan Class R Sloop

In 1914 Commodore William H. Childs and Clif-
ford D. Mallory had two yachts, Jovetta and Mar-
garet, built to race in Class R; and to stimulate the
sport Commodore Childs offered a special cup and
invited the Massachusetts yachtsmen to send their
yachts after the prize. The bait was successful. Two
yachts, Sumarki and Sally XII, visited Long Island
Sound, raced against the Indian Harbor Y. C. boats,
and the Sally, owned by Commodore Percival, cap-
tured the prize and took it back to the Corinthian
Y. C. at Marblehead.

Now that there is a revival of yachting, the Indian
Harbor yachtsmen thought of that defeat, and, think-
ing that the prize was a challenge cup, started plans
to bring it back. In this they erred, because the cup
was offered for a series of races and to be the prop-
erty of the winning yacht. It was but natural that
this error should be made. Commodore Childs has

donated so many prizes to help yachting that he could
not distinguish this one in particular and remembered
only that he and his club mates had lost. One might
say that the club records would show the conditions
governing the prize. They were all lost in the fire
that recently destroyed the home of the Indian Har-
bor Club at Greenwich, and now a home is being
built which will cost $150,000. Unfortunately it will
not be completed until late in the Summer.

Commodore Percival gave the prize to the Corin-
thian Y. C. and it has occupied a place in the trophy
room of that organization. It has been suggested that
perhaps the Corinthian Y. C. might put it in compe-
tition again as a perpetual challenge trophy for yachts
of Class R. The America's Cup was originally a
trophy offered for a special race, to which foreign
yachtsmen were invited to compete, and it was not
until many years after the first race in 1851 that own-
ers of the America and of the Cup deeded it to the
New York Y. C. to be a perpetual challenge cup.

The Eastern yachtsmen have a large fleet of Class
R sloops and they furnish much of their summer
sport. If a race can be arranged, a new sloop, built
from designs by Addison G. Hanan and owned by
Commodore Childs and Mr. Hanan, will be built and
will visit Marblehead to race for the new prize. The
new sloop is designed. The plans are all drawn and
it will be built by Wood at City Island. The yacht
is to be built and will help to give the sport another
boom this Summer. ^«^

Victory Dinks Grow in Popularity

Six of the Victory dinks, as the little craft fathered
by James D. Sparkman and designed by Charles D.
Mower are known, are to be built for members of
the Indian Harbor Y. C. It is probable that this num-
ber will shortly be increased to ten and they are to
be raced. The six ordered are for Clifford D." Mallory,
Phillip Mallory, F. K. Dfeatherbee, Ralph E. Slavin,
Walter H. Bowes and H. A. Sturges. Some of these
yachtsmen own sloops of the Arrow Class and the
Victory dinks will act as tenders to the Arrows, just
as other owners are to use them as tenders to the
Victory sloops.

54-Foot Express Crniser Nereid, BuUt by the Great Lakes Boat Balldlng Corporation for Webb Jay of Oblcago, Which Is Now Cmlalng lit

Soathem Waters

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European Yachting Notes

By Frank C. Bowen

QUITE an interesting experiment is being carried out
by Mr. A. P. Hann, an invalid naval officer, who
with another enthusiast is rigging a twenty-tonner as an
exact model of the famous clipper ship Cutty Sark.
Shortly before the war Mr. Hann possessed a 20-foot
open boat rigged as a brig, which caused a good deal of
interest, but in this he was copying Mr. L. G. Carr
Laughton, the well-known naval writer, who had a 15-
foot dinghy rigged in the same fashion. When the Home
Fleet was assembled off the mouth of the Thames in the
Summer of 1909, Mr. Laughton and a friend sailed this
little vessel the length of the line, saluting each man-of-
war in the old way by letting fly topsails. It was rather
an interesting commentary, to observe how many modern
naval officers recognized the old custom and dipped
their ensigns in answer. The anti-climax was when they
came to the end of the line at nightfall with the wind
dropped and some of the ebb tide still left, the result
being that they had to strike topmasts, down lower yards
and row home!

The 192 1 season will produce very few big steam
yachts and the old brigade are being sold as salvage or
commercial vessels almost daily. A Scotch gentleman is
building a 900-ton vessel, which he is christening Cutty
Sark, and she looks like having nearly all the interest
to herself. One well-known yachtsman is known to be
carefully going into the matter of the possibility of con-
verting one of the "Flower Class" sloops into a yacht,
and for blue water work there is no doubt that she
should prove very satisfactory. These vessels are single-
screw seventeen-knot vessels with a displacement of
about 1200 tons, and are magnificent sea boats. As they
are now, there is not any too much accommodation in
them, but, if an owner is willing to limit his cruising
speed to twelve knots, the suppression of a boiler room
will provide tolerably good saloon space, and she would
still stow enough coal for any ordinary purposes. Being
all christened after flowers, their usual name in the
British Navy is the "herbaceous border."

At the death of the Marquis of Ormonde it was
hoped that the Prince of Wales would follow in his
grandfather's footsteps and become the Commodore of
the Royal Yacht Squadron. But with the modesty which
has endeared him to everybody on both sides of the
Atlantic, he expressed his wish that the Vice-Commodore
(the Duke of Leeds) should be promoted and that he
shbuld not be elected to the office until he had more
experience in yachting matters. This was accordingly
done and the post of Rear-Commodore was given to Sir
Richard Williams Bulkeley, closely associated with the
late King Edward in his yachting days and lately Com-
modore of the Royal Naval Depot at the Crystal Palace.

The war being over, H. M. King George V has decided
to return to yachting, and the veteran cutter Britannia,
in which his father, King Edward, was phenomenally
successful in the early nineties, is now fitting out at
Cowes and is to be raced on the Clyde. It is not generally

remembered that the Britannia was originally designed
specially to beat the Herreshoff Navahoe, and this she
succeeded in doing for the Victorian Gold Cup in 1893.
But a few days later Navahoe won a memorable full-
breeze race for the Brenton Reef Cup. At one time
Britannia was ketch-rigged as a cruiser for the benefit of
the then young princes, but she is now in racing trim
once again.

A big eflFort is to be made to revive schooner-racing
during the coming British season. Mr. Solly Joel pur-
chased the schooner Margherita, during the war, but
up to now has had nothing of her class to pit her against.
Now Mr. Wan^'ick Brookes — formerly a star turn in
small boat racing — has purchased the Herreshoflf West-
ward and it is hoped that keen competition between the
two in 1920 will lead to quite a class being put into the
water by 192 1.

The enormous number of yachtsmen who saw
R. N. V. R. service in motor-launches and other craft
during the war, and the almost equal number of lands-
men R. N. V. R. officers who developed a taste for salt
water in the same period, is causing very considerable
changes in British yachting. Power and all-season cruis-
ing are firmly established in favor. Lack of suitable
craft is the principal difficulty. New tonnage is fetching
such high prices that conversions are the order of the
day. No cargo shipowner being willing to sell anything,
the large number of surplus naval vessels on the block
are being carefully examined by sportsmen. The Elco-
engined motor launches are being bought more quickly
than was expected. An Anglo-French firm has purchased
over a hundred of them and is selling those in first-class
condition for about a thousand pounds apiece. Paraffin
vaporizers are being fitted to many, and are understood
to be making their running costs quite reasonable. The
40-knot Thornycroft C. M. B.*s are being sold quite
cheaply and will form quite a large proportion of the
racing fleet this year. Various other units of the "Fleet
Fringe" are being converted to pleasure use, among them
being a 2SO-ton trawler, which was purchased in the
fitting-out stage and is having a long deck-house and
shade deck built into her. One or two keen readers of
the St. Ebba's exploits have been looking at the Ad-
miralty whalers now being oflFered for sale by tender,
and do not appear to be scared by the water-tube boilers
fitted. Less ambitious sportsmen are buying the numer-
ous steam pinnaces and picket boats belonging to obsolete
warships, and are converting them to motor power.

In addition to these straightforward conversions, the
present appalling shortage of houses has caused quite
a lot of people to read Mr. Cyril lonides' fascinating
book, "A Floating Home," and to attempt to follow his
example and live in a barge on some backwater within
reasonable rail distance of town. The big hospital barges,
built for service in Mesopotamia, seem to be converting
most satisfactorily and are very comfortable.

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Wire Rigging and Rope Work

By H. Percy Ashley

Blocks
Use nothing but the best grade of blocks. The best
wooden blocks are made of lignum-vitae shells, with
bronze rollers and solid bronze sheaves. Never use a
hook or sister hook in setting up a gang of rigging, no
matter what rig or size the 'boat may be. The only hooks
to use in rigging is on the block on the back stay and
the snap hooks for the jib stay. Make sure that every
block that requires a shackle has a substantial one, and
you are playing safe in a blow.

deck beam if you can and do not use No. i for this purpose,
as it pounds the deck.

Block No. 14. A fiddle block for runners or shifting back
stays.

Block No. 15. Double block used for throat halliards in
connection with another block or in the form of a jig to hoist
sail by a single wire lead.

Block No. 16. Same as No. 15, with the addition of becket.

Block No. 17. Jib sheet blocks, often called sister blocks.
To trim jib sheets this fitting should be used, as all modem
yachts remove the jib. Using the fitting for a single jib lead.

SImU, Stri9, S11MT6 and Pin of a Block

Ash blocks are constructed the same as lignum-vitae.
only the shells are made of second-growth ash and weigh
about 60% of lignum-vitae, and sheaves and iron parts of
less weight make a light and strong block. These are
used aloft on racing craft of medium and larger classes,
thus saving weight aloft where every pound counts on
long leverage of mast.

Points of lignum-vitae and ash blocks showing their
construction.

The strap, shackles, etc., should be of open hearth
steel or a combination of metal steel which is lightened
in weight. All parts of the block in metal that are not
bronze should be of a high grade of galvanizing.

The different styles of these blocks are shown by re-
ferring to illustrations of blocks, Nos. i to 17. Most of
these fittings can be obtained in the bronze blocks as well.

Block No. I is used on a pennant. The wire rope is passed
around a groove and spliced; also with a strap to pass around a
spar.

Blocks Nos. 2 and 3 are the same style. No. 2 is without a
thimble and used for the same purpose as No. i, but the wire
rope is spliced around the open thimble in No. 3. No. 2 can be
attached with a U-iron or eyebolt.

Block No. 4. Used on traveler, but always use No. 6 in its
place. Substituting a round head slotted shackle pin in place
of the eye pin you can take No. 6 off traveler quicker, and do not
have to take the block apart.

Block Nos. 5 and 6. Insert an open thimble, around which
the wire is spliced. The use of either style depends on the lead
required.

Blocks Nos. 7 and 8 are for solid thimble, around which the
wire is spliced, or can be used in connection with eyebolts.

Block No. 9 is for the same purpose and No. 7 and No. 18,
but it is equipped with a swivel.

Block No. 10 for runners or back stays, also comes with a
smaller hook.

Block No. II is used in connection with another block to in-
crease power and is equipped with becket.

Block No. 12 is usually fastened through the deck when the
strain is upward; made also with swivel.

Block No. 13 for jib or main sheet on deck. Put on with
bolts or as long brass screws as the wood will take. Set over a

KEY TO BLOCK ILLUSTRATIONS

1. Bope strap blocks, lignum-TiUe or Mh.

2. Eye, lignum-Titao or Mh.

3. Eye and thlmUe, lignom-vltae or ash.

4. Blng to front, llgnnm-Tltae or ash.

5. Side shackle, lignnm-Tltae or ash.

6. Front shackle, lignnm-Tltae or ash.

7. Upset front shackle, lignnm-vitae.

8. Upset front shackle, ash.

9. Upset swlyel shackle, lignmn-Tltae or ash.

10. Flat hook, Ugnnm-Tltae or ash.

11. Becket and shackle, lignnm-vitae or ash.

12. LeTose 1>olt» also swlTel eyebolt, Ucnnm-yttae or ash.
13 Swlrel deck leader, lignBrn-vltae or ash.

14. Fiddle npset front, llgnnm-Yttae or ash. (This also comes with hook.)

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15. Double block, llgnum-Tltae or Mb. (Comes in »11 fittings.)

16. Double block with becket, lignnm-Tltae or Mb. (Oomes In all fit-

tln«s.)

17. Jib ■ha«t» fore and aft.

18. liatn boom bridle block and attachment span.

19. Self-locklnc bridle span for freak. (Used for single rope boist.)

20. Self-locking fteak halliard bridle and block.

Block No. i8. For main boom bridles. This long curve is
put on the fitting, as the wire bridle hangs as close to the boom
as possible. The gaff bridle fitting cannot be used for main boom
bridle or tlie main boom l)ridles for the gaff bridles.

Block No. 19. Bridle attachment for a one-wire rope lead.
For peak halliards an open thimble is inserted in the eye around
whidx the rope is spliced

Block No. 20. Peak halliard block, with self -locking attach-
ment enabling one to remove the block from the bridle to put on
the main sail cover, or spread an awning.

Note. — ^The blocks are for manila rope only. In case the
wire has a manila rope spliced to it for hoisting, wire sheaves
can be substituted.

Block No. 21. A splendid wire rope block for medium-
sized racing yachts. Used in connection with a single part hoisl
for throat peak and jib halliards.

Block No. 22. Jib-snaps. The modem jib is always snapped
on the stay if not set flying, thus enabling it to be stored away
when not in use.

Block No. 23. Special racing open bronze block for medium
and smaller craft, strong and very light. Shells of Tobin bronze ;
shackles of special strength bronze. The sheaves take manila
rope, but can be fitted with wire sheaves; also arc fitted with
bridle attachment.

Block No. 24. Same block with becket; can be fitted with
front and side shackle. These are good aloft blocks for small
boats.

Blocks Nos. 25, 26, 27 and 28 are desirable bronze blocks
for the smaller sail boats, and come in nearly all styles of block
fittings.

Always remember in ordering blocks to state material
made of, size of sheave you wish, whether for steel or
manila rope, diameter for manila circumference steel that
the block is to take, and the size and rig of your boat.

TURNBUCKLES

In threading a turnbuckle a loss of about 25% is sus-
tained from the solid bar. Phospher bronze is about the
same strength as wrought iron. Manganese bronze com-
pares in strength to steel. Tobin bronze is 30% stronger
than steel and has some give and bending strain before
breaking. The bolt or pin in the shackle or fork of a
turnbuckle as it meets the chain plate for the shrouds
should always lead fore and aft. The hole in the eye of
the chain plate in the same direction (fore and aft). The
lead in an opposite direction causes frequent breakage of
the lower screw of the turnbuckle, caused by the swaying
of the leeward shrouds, which are always slack to lee-
ward from wind pressure on the sails. With the shackle
slot of tumbuckles standing amidships and the pin fore
and aft, the buckle readily adjusts itself to all conditions
of the shrouds. Of course you can use a turnbuckle with
an eye at upper extremity for your shrouds, but this will
necessitate an open thimble, which is bad, as it stretches
out under great strain, and also causes a rattling noise
owing to the play at the part of the rigging when shroud
and turnbuckle meet. Always use solid thimbles if pos-
sible, and turnbuckles forked at each end.
(To be Contintied)

21. The correct bronze block for wire rigging. (Side and front sliackle.)

22. Snap hooki for Jib stay, bronze.

23. Special bronze block. (For manila or wire a good block aloft for

■mall racing yackts.)

24. Special bronze block, with becket. (For manila or wire a good block

aloft for small racing yachts.)
26. Bronze block front shackle. . (Oome in styles of fittings.)

26. Bronze block side shackle. (Come in styles of fittings.)

27. Bronze block front shackle, npset. (Come in styles of fittings.)

28. Bronze block side shackle, npset. (Come in styles of fittings.) 1

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Internal Explosion and Internal Com-
bustion Marine Oil Engines

By Charles Desmond

PART III

PASSING over the many improvements that deal with
adapting the gas engine to use the various crude oil
products, and with methods of vaporizing, mixing, and
igniting the fuel charge, we come to the last great inven-
tion, which is the operation of engines on the Diesel prin-
ciple. This invention was developed about the year 1887
and a great deal of the original experimental work was
done by Mr. Diesel in New York City.

While each age has had numerous inventors and im-
provers of the gas engine, the men to whom is due the
greatest credit are those who have developed original
ideas — the pioneers. Of these the greatest are without
doubt :

The inventor and maker of the first engine to operate

by the force of an explosion.
The inventor and maker of the first engine to operate

with a mixture of gas and air.
The maker of the first four-stroke engine, and the

man who originated the idea.
The maker of the first compression two-stroke engine,

and the man who originated the idea.
The man who designed and made the first engine that
operated with crude oil ignited by the heat of
compression.

Mixtures of air and gases of various kinds were used
as fuel in the majority of the early engines, but with the
discovery of crude oil and the distillation of it, the value
of using the most volatile of the oil distillates was
recognized and internal explosion engines for marine use
were designed to use gasolene and others of the most
volatile distillations obtained from crude oils, and while
from time to time designers and makers of marine en-
gines produced engines that would work efficiently and
satisfactorily with kerosene and other less volatile dis-
tillations of crude oil, no really serious and concerted
attempt was made in this country to produce engines that
would operate with these fuels until the increased de-
mand for gasolene and advance in its price made it nec-
essary to develop engines that would use the lower grades
of fuel and operate as satisfactorily as engines using
gasolene.

Within the last few years there has been great ad-
vancement made in the design of engines that will use
kerosene, fuel oil distillates, and crude oil, and one of
the purposes of this article is to explain the operation of
some of the most successful of these engines, and some
designing features of merit, and improvements that can
be made with advantage.

I will begin by explaining a few of the fundamental
laws that govern the operation of gas engines.

All gas engines are heat engines. Heat is stored-up
energy, and a heat unit is a measure of quantity, one '
B.T.U. being equivalent to 774 foot-pounds of energy.
A certain quantity of heat always corresponds to a cer-

tain amount of work, and when a mixed charge of gas
and air is compressed in a cylinder of a gas engine work
is done on it, and the work appears in the form of in-
creased temperature of a gas mixture (as heat). When
a cylinder full of air or mixed gas and air is compressed
by the movement of a piston the temperature rises in
proportion to pressure. The laws of compression are :

1. The pressure of a perfect gas varies inversely with

volume and directly with temperature.

2. The volume of a perfect gas varies inversely with

pressure and directly with temperature.

3. The temperature of a perfect gas varies directly

with both pressure and volume.

From these things you can understand that tlitre must
be a system, or scale, for measuring pressure, volume and
temperature of gases. For measuring pressure the so-
called absolute pressure scale that registers o tb when
there is a perfect vacuum and 14.7 lb at atmospheric pres-
sure is generally used, though sometimes the ordinary
pressure gauge that registers o tb at atmospheric pres-
sure is used. The words absolute or gauge pressure al-
ways precede pressure figures to indicate which pressure
is meant.

For measuring volume the generally used volume
measures are used: Cubic inches, etc.

For measuring temperature there are two scales, the
absolute temperature Fahrenheit and the Fahrenheit ther-
mometer reading. The Absolute temperature Fahrenheit
= Thermometer reading + 461° Fahrenheit. Therefore,
when the expression absolute temperature is used, bear
in mind that it means 461*" more than the ordinary
Fahrenheit scale temperature. In other words, an or-
dinary Fahrenheit thermometer reading of 60** becomes
461 -f 60, or 521°, on the absolute scale.

I will next briefly explain temperatures and pressures
in gas engine cylinders.

While the temperature of a perfect gas varies with
volume the rule does not hold good when the gas is im-
perfect, or mixed with other hotter gases ; as, for instance,
when the incoming gas mixes with hot gases that remain
in the cylinder of a gas engine after an explosion or im-
pulse. Under such conditions the temperature will vary
not only with volume, but also with heat of gas remaining
in cylinder, and with the ratio its volume bears to the
volume of charge (gas) taken in.

Under average conditions of service in engines work-
ing under between 60 and 75 tb gauge pressure (74.7 to
89.7 lb absolute) the absolute temperature of charge
when fully compressed will be between 900'' and 1,000**,
and when ignited the temperature will rise to about 3,500®
absolute.

Now as the pressure of a gas rises in proportion to
temperature the difference between the initial and final

(Continued on Page 46)

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Resistance and Model Tests

PART III

CHAPMAN carefully analyzed the lines and propor-
tions of a number of the most successful vessels in
use at that time and from the data thus obtained he
endeavored to determine if the increase in the area of
the immersed cross-sections of these vessels, taken at
regular intervals, followed any regular law.

The method he used to ascertain this was to measure
the immersed cross-section of a vessel at a number of
points and then, having drawn a base line to indicate
the length of vessel on L.W.L. and divided this base
line by ordinates (perpendiculars) erected at points
where cross-section areas were taken, he divided the
area of each cross-section by a constant (the breadth
of midship section) and measured off on the per-
pendicular distances equal to the quotients obtained in
the manner explained. The ends of curves drawn to cut
poin^ts laid out on the perpendiculars in manner ex-
plained were, in many instances, found to be parabolic
ones, both in the fore and after bodies, the vertex of the
curve being at the middle of the base line, and the
line representing the midship section forming the axis.
The exponent of the curves he found to vary from 1.8
to 2.8, according to the fineness of the ship's ends in
proportion to the midship section.

Chapman's researches evidently led him to believe
that parabolic curves gave a form of least resistance and
his rules for designing vessels were based upon this
belief.

As Chapman's designing rules are not generally
known in this day, I give below a brief summary of the
equations of Chapman.

Parabolic System of Designing
Chapman's Fundamental Equations

1st. — ^The exponent of the parabolic curve:
d

n
d

1
m

be

Im — d
being the exponent of the parabolic curve.
being the displacement of vessel in cubic feet,
being the length of vessel on load water-line,
being the area of immersed midship section.
2d. — The distance that midship section should
from middle of the load water-line length :

(n -f 2) X a = k
k being the distance midship section is from middle of

load water-line in feet,
a being the center of gravity of displacement is from
middle of load water-line in feet.

3d— . ,

y = distance of any one section from the midship

section.
X = the difference between the length of line represent-
ing the area of midship section and length of
line representing any other section.
4th. — ^^From the above it follows that

m — X = area of any section.

= X

p being the parameter.

5th. — For the forebody
1

- + k
2

= P

m

For the after body

k °

= P

m

Having ascertained the values of d, 1, m, n, k, a, and
p, a designer using Chapman's formulae can readily cal-
culate the required area of each immersed cross-section
by substituting the successive value of y in the 4th
equation.

Regardless of whether Chapman's theory of shape
is correct or not, it is evident that he was one of the first
to realize that the relative area of successive immersed
cross-sections should be considered as a part of the
problem of resistance. Chapman evidently believed that
a form of least resistance could best be developed by
utilizing the areas of immersed cross-sections, taken at
equally spaced intervals, as ordinate measures for
plotting a curve of displacement and that this curve
should be a parabolic one.*

Du Buat was another experimenter of note and it is
evident that the underlying idea he had in mind was to
determine the speed of movement and pressure of water
set in motion by the passage of a solid through it.
Chapman's experiments had shown that when a body
moved through still water, a quantity of water adheres
to it and partakes of its motion.

DuBuat endeavored to ascertain the quantity of
water thus put in motion and after making a number
of experiments, which, you must remember, were made
with the very crude apparatus available in his days, he
arrived at the conclusion that the quantity remained the
same regardless of change in the velocity of movement
of the body, but that it increased as the resistance
diminished.

Note. — Mr. Calvert, at a later date (1891) made a
seiies of experiments for the purpose of ascertaining
the velocity and movement of water set in motion
along the bottom of a plank moving at a known
velocity, and the distance away from plank that the
movement influence extended. Mr. Calvert attached
to his plank a number of pressure tubes, the ends of
which extended varying distances below the plank.
Then by towing plank at known speeds and noting
the pressure recorded at each tube he ascertained and
recorded pressures. When plank was towed at a
speed of 400 feet per minute the pressure varied from
forward end (bow) to after end (stern). At i foot
aft of forward the velocity of water movement was
equal to 16% of plank's velocity, at 7 feet aft of for-
ward the recorded velocity was equal to 37% of plank's

* There has been more or less controversy about this and
some of Chapman's contentions have been found incorrect.

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RUDDER

April

velocity, at 14 feet aft of forward it was 45% of plank's
velocity, at 21 feet aft it was 48% of plank's velocity,
and at 28 feet aft it was 50% of plank's velocity.
These experiments did, to a certain extent, indicate
that Du Buat's contention is correct.

The negative or minus pressure mentioned by Qiap-
man was also investigated and from the data obtained
he arrived at the conclusion that area of greatest trans-
verse section, the form or shape of the after part of a
vessel, and the length of the body in relation to the area
of its greatest transverse section, all influenced resist-
ances. Here, we have the first indication of the idea
that resistance of a ship and speed might be increased
by increasing length. Du Buat's investigations of this
evidently led him to believe that a certain proportion of
length to breadth was necessary for speed and this pro-
portion should be ascertained for each speed. During
his experiments, he ascertained that, by adding to cubical
contents of his model so as to make its length three
times its breadth, the pressure was reduced to one-
fourth. Here again is the first intimation we have of
the idea that parallel middle body could be added to a
vessel without materially increasing resistance.

Mr. Scott Russel (about 1850) was another investi-
gator of the subject of resistance encountered by vessels
in motion, and after making a large number of experi-
ments with vessels of various types and dimensions, in
both still and rough water, he formulated his well-known
wave-line form theory.

Mri Scott Russel's experiments did a great deal to
advance the world's knowledge of the subject of resist-
ance, and while later investigators have proved that some
of his theories are not absolutely correct, they have also
proved the correctness of his theories regarding the im-
portance of having length of a vessel's entrance (bow)
and stern (run) lines proportioned to intended maximum
speed. Mr. Scott Russel was, I believe, the first investi-
gator to call attention to this.

I will briefly explain the more important of Scott
Russel's theories and rules for constructing a vessel's
lines.

Explanation of the Wave- Form Theoty Formulated
BY Mr. Scott Russel

1. That water displaced by the bow of a vessel
moving ahead forms a wave that travels as a heap of
water.

2. That the shape this bow wave tries to assume
is that of a deep-sea wave of similar length, traveling
at a similar speed.

3. That resistance to the progress of a vessel
through water would be at a minimum if a vessel's
entrance lines are shaped in such a manner that the
water moved by bow could naturally assume the shape
that a deep-sea wave, of similar length when traveling
at similar speed, assumed; and if the stern lines are
shaped in such a manner that water in its movement
to fill the opening left around stern as vessel moves
ahead could naturally assume the shape that a deep-
sea wave assumed when filling in such an opening.

4. (a) That deep-sea waves traveling at various
speeds assume certain forms; (b) that it is the form of
the wave, not the particles of which it is composed, that
travels.

5. That shapes assumed by waves, geometrically
considered, are curves of sines of definite shape, but
differing with height, length and speed of travel of wave.

6. That the length of the forebody (entrance) lines
of a vessel designed for a certain speed should be the
same as that of a wave of the first order having a nattu'al
speed equal to the speed of the ship, and that the length
of the after body (run) lines should be the same as that
of the front face of a wave of second order moving at
the speed of the vessel. (The length of run should be
two-thirds the length of the entrance.)

The rules for determining lengths of entrance and
run are as follows :

Length of entrance = 0.562 X V*
Length of run = 0.375 X V"

V being velocity, or speed, of vessel in miles, or knots,
per hour.
For example, suppose it is desired to ascertain length
of entrance and run for a vessel that is being designed to
attam a speed of 10 knots; then to avoid undue wave-
making the lengths should be:
Length of

entrance lines 0.562 X 10* = 0.562 X 100 = 56.2 ft.
Length of run Hnes 0.375 X 10* = 0.375 X 100 = 37.5 ft.
To these Mr. Scott Russel considered there might be
added any length of parallel middle body required, and
that the increase in resistance due to the added middle
body would only be that due to friction on the added
immersed surface.

7. That resistance would be at a minimum when
shape of the principal water and buttock lines, and also
that of a curve of longitudinal distribution of displace-
ment, assumed a wave form.

Definite rules for shaping water-lines in accordance
with the wave theory of form are given below.

To Shape a Water Plane in Accordance With the
Wave Form Theory, — ^Lay of a straight line the length
of the water plane and divide it into two parts by means
of a line drawn at right angles to it and placed 60% of
the length from one end. This line is called the base line.

The dividing line is the position at which the midship
section must be placed, therefore, the 60% end of the
base line is length of bow and the 40% end is length of
stem.

On the dividing line describe a semi-circle having a
radius equal to one-fourth the extreme breadth of vessel
on L.W.L. and divide its circumference line into any
convenient number of equal divisions, then number the
dividing point from No. i, at base, up.

Now divide the bow portion of base line into the same
number of parts that you divided the circumference line
of semi-circle into, then draw from each dividing point
right-angled lines and number them from No. i, at for-
ward end of base line, up.

Next draw lines through each dividing point of semi-
circular circumference line and parallel with base line.
These lines will cross each of the right-angled lines and
if the points of intersection of each parellel line with the
same numbered right-angled line are used as points for
the drawing of a curved line, a correct wave form line
for bow can be marked. To lay out the shape of stem
portion of the line proceed as follows :

Divide the stern portion of base line into the same
number of parts used for the bow and draw right-angled
dividing and parallel lines in the same manner you drew
them for bow.

Next measure along each parallel line the distance the
semi-circular line is away from the midship section right-
angled line and transfer the measurements aft of the cor-

( Continued on Page 47)

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Hurrah's Nest

"A place for everything and nothing in its place!" Letters for insertion under this head are limited to two hundred and
fifty words, and must he accompanied by correct name and address of writer. Address the Hurrah's Nest, care Editor THE
RUDDER, 9 Murray Street, New York City, U. S. A.

Rudder Fills the Bill

Editor of The Rudder:

Enclosed find money order to cover the cost of my
subscription for this year. Have been away from my
Maine home for ahnost a month, and it was due to this
that I did not write sooner.

Glad to hear The Rudder is coming back to yachting
again. That is where the good old book holds my great-
est interest.

May I ask a question? I guess it will be alright, as
I am one of the "old school." Why not give us some of
the color plates again? Pictures like those in "The Devil's
Belt" series, "Detroit," "Seabird," "Half Moon," "In
Southern Waters," etc. Also some "How to Build" arti-
cles by Fred Goeller, as of old. Raise the price if need
be, but keep The Rudder a real yacht and powerboat
journal. The sport needs one decent one, and I have
always felt that The Rudder was the magazine that
could "fill the bill."

Maine.

B. P. B.

Models Built from Rudder Plans

Editor of The Rudder:

I enjoy The Rudder, when I can get it, and to make
sure that I get it regularly I have now become a sub-
scriber. You published plans of a model destroyer recently
and herewith I am sending you a photo of a model built
from The Rudder plans. It is steam-driven. .

I also send photos of a petrol boat, the plans of which
I also got out of The Rudder. I give The Rudder to
the members of our Model Y. C, and the opinion has
been often expressed that these members would like to
see you publish a design of a 12-metre international rule
model racing yacht.

You do a great deal for the Big Brother or Sister.
If you could see your way to give some attention to the
little one it would help the sport very much. We have
great difficulty in obtaining suitable designs. The majority
of our members cannot themselves design, and the ex-
pense of having plans drawn is too great.

Robert Dickie,
Secretary Ayr Model Yacht & Power Boat Club.

Trpp«r Iieft — Woodhoand Cup Winner
Lower Iteft — Torpedo Boat Deitroyer,

Built From Rudder PUni

MODEL TAOHTS AT ATB

Upper BIglit— Power Boat* Built From Rudder Plane
Lower Rlglit — Steam Enginee of the Deetroyer

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Designs

Rudder Prizes for Designing

The Rudder sometime ago offered two prizes to
stimulate the students of the Cooper Union Free Class in
Ship and Yacht Design. One prize was for ship design
and the other for power boat design.

Several complete sets of plans were submitted and the
winners of the prizes are : Arthur J. Rank, who designed
a 1,500-ton steam cargo vessel, and G. A. Budelman,
who designed a 45-foot water-line power yacht. The
plans of the two successful students are given herewith
and those of the other students will be published from
time to time.

The work of the students was remarkably good, as
the plans, which speak for themselves, show.

The number of students attending the free course
in Ship and Yacht Designing is greater this year than
last. The majority of the men are workers in the
various shipyards and yacht building plants, although
a few are junior draftsmen in designers' offices. The
general standard of the work is much higher this year
3ian was the case during the 1918-1919 session. A
great deal more attention has been paid this year to
the subject of mathematics and the general calcula-
tions that should be made during the design of both
yachts and cargo vessels. Another point of interest
this session is that there are more power-boat enthus-
iasts in the class and they have been given the privilege

of designing yachts in which their individual ideas are
worked under the supervision of the instructor.

•••

Prize Winning Ship Design

Arthur J. Rank is the young designer of the 1,500-
ton steam cargo vessel shown here. He was a student
last year at Cooper Union, where he took up ship de-
sign. When he entered the class he had had no boat
experience whatever. The design shows what remark-
able work the men who only take one year's instruction
at Cooper can do. The plans show a well-balanced boat
throughout, the accommodations and appearance are good
and the lines show a vessel of the accepted type for this
class of work.

The construction is of wood to fulfill the requirements
of the various inspection societies. The block coefficient
is 70%. When it is taken into account that the course is
only three nights a week for about seven months, it shows
what the proper kind of instruction will do. Mr. Rank
has since held a draftsman's position with a designing
firm, and is now connected with a shipyard having sev-
eral large steel vessels under construction.
The principal dimensions of the vessel are :

Length over all 200 feet

Length between perpendiculars.. 190 "

Breadth 40 "

Draught 22 "

Complete Plans of a 1,600-Ton Steam Cargo Veiael Designed by Arthnr J. Bank, Winner of a Bndder Prise in the Work of the Cooper Union

Pree Class in Ship and Tacht Design

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RUDDER

a?

Accommodation and Profile Plani of a 45-Foot L.W.L. Cruising Power
Boat Designed by O. A. Badelman

Prize Winning Power- Boat Design
52-Foot Cruiser

The complete set of plans shown herewith were de-
signed by G. A. Budelman, a student of the Cooper
Union Free Class in Ship and Yacht Design. Mr. Budel-
man has been around boats all his life, but never had any
instruction in the actual art of designing craft until he
entered the Cooper Union class that is conducted by
Gerald Taylor White.

The lines show a boat that has enough bearing both
forward and aft to make her a good seaboat, while she
still has water-lines and buttocks easy enough to make
her an easily driven craft. In profile she is attractive,
with large amount of deck room. Below decks she has

Lines, Deck Plan and Offsets of 45.Foot Power Cruiser, a Prise Winner
in The Bndder Designing Contest

a layout that is exceptionally complete for a boat only
46 feet long. There are two good staterooms, both with
private toilet, as well as a very large saloon and galley.
The locker room is very ample for cruises of any length.
There is a total of 100 gallons of fuel and 200 gallons of
fresh water stored in galvanized cylindrical tanks. The
engine is a 32-37-h.p. Standard. The displacement is
29,200 It), and the block coefficient is 39%.
The dimensions of the boat are :

Length o. a 46 feet 6 inches

Length w. 1 45 " o "

Breadth 11 " o "

Draught 3 " 6 "

52-Foot Cruiser

One of the most attractive power cruisers seen in
southern waters this winter was the Galatea, built by the

Galatea, a 62-Poot Omlsing Power Tacht, Built by the College Point Boat Corporation, From Designs by L. L. Kromhols.
DrlTes the Tacht 16 Miles per Hour. Galatea Attracted Mnch Attention at BCiami

A Sterling Engine

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April

J>v ^—

\—^-\-

AeeoBUBodatioa Plan of aal«te«» a 62-Foot Powor OmiMr Dotignod by L. L. Kromholi, Which ICado the TrU» to Florid* by the Ontildo Bouto

In. Good Tlmo

College Point Boat Corporation from designs by L. L.
Kromholz. A photograph of the yacht under way and
plans of her interior arrangement are given herewith.

This yacht has sleeping accommodations for six in
the owner's quarters, and for two of the crew in berths
in the engine room. In the forward cabin there are upper
and lower berths, while the after cabin has two double
berths. These cabins are finished in mahogany and white
enamelled panels; the ceilings are white enamelled and
the carlins are capped with mahogany. The galley is
finished entirely in mahogany and all the exterior joiner
work is mahogany.

The forward cabin has 6 feet 5 inches headroom, the
after cabin 6 feet 7 inches and the engine room has
6 feet 5 inches headroom.

The Galatea is equipped with a six-cylinder Sterling
engine developing 85 h.p., which drives the yacht
16 miles an hour. Gasolene is carried in three tanks,
the total capacity being 270 gallons. There is one
80-gallon tank for fresh water.

The yacht carries a lo-foot round-bottom tender fitted
with an Evinrude inboard engine and a lo-foot V-bottom
skiflF driven by an Evinrude outboard engine.

The Galatea was launched last November. She went
to Florida by the outside route, giving entire satisfaction,
and has been used constantly during the southern season.
The general dimensions are :

Length 52 feet o inches

Breadth ....11 " 4 "

Draught to skeg 3 " 4 "

Flans of % 62-Foot Offihoro Crnlsor DoU^nod by W. H. MlUotl^ Which Should Bo a Ctood Graft for tho Baoo to Bormnd*

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8«etioii of 62-Foot 6-Inch Offshore OrniMr Deilgnod hy W. H. liUlott

52-Foot Offshore Cruiser as Bermuda

Racer

This single-hander is designed as a family cruiser
for outside work and providing the most commodious
living quarters possible.

The main cabin is provided with transom berths-
which extend to four feet in width, sideboard, table writ-
ing desk and lockers. Forward on the port side is a
large icebox with deck fill, and a toilet room. On the
starboard side is the galley with sink, dresser, lockers,
closets and coal-stove with coal filled from deck. An
emergency-escape hatch is also fitted here to the cabin

top. Forward is a large stateroom with two single berths,
drawers and lockers.

Leading from the main cabin aft on the port side is
a passageway to the after stateroom, which is provided
with a double berth, seat, lockers bureau, etc., etc.

The engine is installed imder the pilot house with
plenty of space around it. It is a SO-8s-h.p. cruiser
BuflFalo engine and an emergency escape to the pilot
house is also provided over the reverse gear.

The construction is plain but substantial, a small
sail for steadying purposes is provided, and the design
has been worked out to provide an ideal offshore cruiser
or Bermuda racer.

The general dimensions are:

Length, o. a 52 feet 6 inches

Breadth 17 " 6 "

Draught 3 "10 "

46-Foot 6-Ihch Raised Deck Cruiser

H. M. Hubbell is having a very attractive cruiser
built at the New Rochelle Boat Building Yard, New
Rochelle, N. Y. This yacht is a heavily-built cruiser of
the seagoing type and is remarkable for her roomy
accomniodations, six? passengers sleeping comfortably,
besides the crew.

The arrangement shows a stateroom forward with
two berths, a locker and a bureau. At the after end of
the stateroom on the starboard side is the owner's toilet
room. Leading from the stateroom are stairs up to the
deck-house which will be a combined saloon and pilot-
house with a transom berth across the after end, making
a pleasant place to sleep in hot weather, when at anchor.

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Aft there is a large main saloon ii ft. by lo ft. In this is The gasolene supplies are carried under the after deck

a Pullman berth on the starboard side, a transom berth in two tanks of 234 gallons capacity. The water-tank

on the port side, and an extra wide berth athwartships. is in the fore-peak over the chain locker.
Forward of the saloon on the port side is a bathroom The boat is finished in panelled mahogany throughout

with a shower bath. On the starboard side is a roomy owner's quarters. The bathroom and toilet room and

galley with a stove and oven, a hot water heater for the galley are finished in tiling. The general appearance

bath, an ice box holding 400 tb of ice, and the usual of the boat shows a sturdy seagoing type of cruiser with

arrangement of sink and lockers. Amidships is the good beam and free-board, and a pronounced flare for-

engine room with full head-room, in this is installed a ward to make her dry in a sea-way.
50-h.p. heavy-duty gasolene engine and electric light The general dimensions are:

plant On the port side is a transom berth and pipe berth Length o. a 46 feet 6 inches

for the crew, on the starboard side place for storage t t. 1 u u

batteries and work bench. , Length w. 1 45 ^^ o

The engine room is ventilated by a large stack in Breadth 11 " o

which is fitted an electric fan to insure good ventilation. Draught. 3 " 6 "

Llnai and Oonitrnction Plan of 19 Foot Orer All Oatboat^ Deilgnad "bj OharUt D. Mower

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A 19-Foot Cat

The plans of a 19-foot over all cat, designed by Chas.
D. Mower, show a handy little boat for fishing, and
afternoon sailing. She is a typical "Cape Cat" with a
short overhang forward, to give a little deck room
around the mast, and a square stern with a "bam door"
rudder hung outboard. Her sections are very similar
to the Hanley type, which are the best catboats built, and
she will be able and fast.

The cockpit is carried aft to the transom, so that an
outboard engine can be used for auxiliary power. The
small cabin gives a place where things can be kept dry,
and where spare gear, fishing tackle, etc., can be locked
up when the boat is not in use. The accommodations
and headroom are rather limited, but many young
amateurs have cruised with sleeping quarters far less
comfortable than in this snug little cabin.

She has 266 square feet in her mainsail, and the boom
has been kept short enough to allow reefing without get-
ting out into a small boat-
Her dimensions are:

Length o. a 19 feet o inches

Length w. 1 17

Breadth, extreme 8

Draught, extreme i

Freeboard, bow 3

Freeboard, least i

o
6
I
8
o
3

54-Foot Express Cruiser

Mr. Herbert V. Book, one of the prominent yachts-
men of Detroit, has just placed an order with the Great

Sail Plan of 19-Foot Oyer All Catboat of Mower Design

Lakes Boat Building Corporation for a 54-foot express
cruiser which, without doubt, will be one of the finest
boats to be delivered this year. The design is remark-
able, in asmuch as seaworthiness, extensive accommo-
dations and a fast turn of speed have been combined in
maximum degree.

54.rool Oniser, Whlcli, With Sterling Engines, is to Be Bailt by the Great Lakes Boat Building Corporation for Herbert V. Book of Toronto

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Mr. Book has selected two of the new six-cylinder
GR valve-in-the-head Sterling engines for his power
plants, which will g^ve the S4-footer a speed of 28 miles
an hour. Controls will be carried to the bridge deck
for one-man operation, and the engine-room installa-
tion will be most complete, including a Matthews
lighting set.

The specifications contemplate crew's quarters for-
ward, followed by galley, main cabin, worked out for
upper and lower berths by night ; bridge deck, engine
compartment, owner's stateroom with shower bath,
and cockpit. Accommodations will be provided for a
party of eight and a crew of two. The boat will be
done in mahogany throughout and all modern equip-
ment will be provided.

Mr. Book's cruiser will be one of the first boats of
the express cruiser type designed for extended cruis-
ing to be powered with the new six-cylinder valve-in-
the head Sterling engines.

87-Foot Power Houseboat

The accompanying plans from the office of Thomas
D. Bowes, M. E., shows one of the latest t)rpe of power
yacht houseboats designed by that firm for a New York
yachtsman for use at Boca Grande, Florida, in the Win-
ter, and in northern waters in the Summer.

The boat is 87 feet over all and is powered with two

125 to iso-h.p. reversible Standard engines. The accom-
modations are very large for a boat of this type and
have been so worked out that the owner's quarters arc
clear of the machinery and crew's space.

Below decks the owner's quarters consist of two
double staterooms, three single staterooms and three bath-
rooms. On deck, the main saloon is 19 feet by 12 feet,
with a stairway leading directly to the owner's quarters
below. Aft of the main saloon is the dining saloon,
13 feet by 12 feet, and aft of this a large pantry, directly
over the galley.

The engine room extends the full width of the
ship with steel bulkheads fore and aft. The gas tanks,
which have a capacity of 1,320 gallons, are between steel
bulkheads and set in drain pans, so that any leakage
will drain directly overboard. In the engine room there
are two separate lighting plants, a compressor set, ice
machine unit, work benches, battery lockers and separate
electric-driven pumps for the water supply, bilge, fire
and the hot-water heating circulation.

The galley is directly aft of the tank compartment
and is 5 feet fore and aft, and the full width of the
ship. Aft of the galley is the cold storage room, and
there will also be an ice-box in the galley and in the
pantry. On the starboard side of the cold box will be
a stateroom for the captain and engineer. On the port
side there will be a stateroom for the steward and cook.
This stateroom will also serve as a passageway from
the galley to the forecastle for serving meals. Aft of the
cold box and between the two staterooms will be the

teiifaiKii, aeiienn isrs

87.Foot Hoiue1>oat for Uia in Southorn Wat«n, Designed by ThomM D. Bowee. Powered With Two 125-150-H.P. StudArd Bnginee

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crew's shower and toilet room. The forecastle is ex-
tremely roomy for a boat of this size, being lo feet fore
and aft and the full width of the ship, and has four
berths and two transoms, lockers and wash basin for
the crew.

The boat will be equipped with a hot-water heating
system with a positive circulation, and hot and cold
running water in the owner's quarters. Large tank
capacity with an additional set of tanks, to collect rain
water from the upper deck, will extend to the side of
the vessel for the full length of the deck houses. The
pilot house is provided, on the main deck forward of
the main saloon, with a bridge above.

An electric windlass and capstan will be part of the
boat's equipment. She will carry two 17-foot bankskiffs
aft, equipped with four-cylinder Universal engines for
fishing, and one 16- foot rowing tender and one 16- foot
sailing tender on the upper deck.

The general dimensions are:

Length o. a 87 feet

Length w. 1 80 "

Breadth 20 "

Draught 4 "

58-Foot Power Yacht

With a view to producing as comfortable a cruiser
as possible on a minimum length for the accommoda-
tion, and with a further view of reducing the cost of
production likewise to a minimum, a new and graceful
cruising power yacht has been designed by Seabury &
deZafra, 150 Nassau Street, New York, who are now
in a position to contract for the construction of these
yachts for next season's delivery. The intention is to
have as far as possible all of these yachts built at the
same yard, so that the initial cost of the patterns,
moulds, etc., may be divided over several boats and
thus reduce the cost to the owners, who otherwise
would have to meet the same costs for each boat.

In the design of the new yacht all unnecessary con-

struction has been eliminated, so that only the essen-
tials are furnished. There is, also, a list of additional
items that may be incorporated into the vessel, so
that the owners may elaborate on the equipment and
furnishings to as great an extent as their fancy or purse
may dictate.

The speed will depend upon the desires of the pros-
pective owners. The power plant may consist of only
one or two four-cylinder gasolene engines, or even of
one or two gasolene engines of the higher powers of
the six-cylinder types, so that the range of speed will
be from 12 miles to 22 m.p.h., according to the power
plant installed. This will also be the final determin-
ing cost factor, as the price of the yacht will be de-
pendent upon the engine installation.

The design, a characteristically graceful Seabury &
deZafra product, is of the raised-deck cruiser type, with
interior arrangement as follows:

Stores and chain locker at extreme forward end,
followed by crew's quarters, with lockers, wardrobe
and crew's toilet. A watertight bulkhead separates the
crew's quarters from the dining saloon next aft. Here
are fitted extension berths, buffet, folding table and
china closet. Aft of dining saloon is the galley, with
four-hole safety alcohol range, ice-box of 250-tb ca-
pacity, dresser, sink, lockers, shelves, etc. Next aft
is the isolated fuel tank space, followed by engine room
of size sufficient for two six-cylinder ehgines of the
most powerful type, should high speed be desired.

Aft of the engine room is another watertight bulk-
head, followed b5^ a double stateroom, with built-in
berths, bureau, lockers, wardrobe, shelves, etc. Next
aft on the port side is the linen locker and toilet room,
while the lobby and companionway are on the star-
board side. Another double stateroom is located at the
after end, so that in all there are uncramped accom-
modations for six persons, besides a crew of two.
Upper berths, having been omitted from the specifica-
tions, can be added if desired by the owner, so as to
increase the accommodations accordingly.

The steersman's position is at the after end of the
raised deck. This position is not enclosed except by

68-r6ot Oralfllng Power Boat, Detlgnod 1)7 8oa1)iiry ft deEftfrft» Wbich Hm UnninaUy Good AccommodattonB

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canvas unless owner desires a permanent built-in pro-
tection, as the open space is preferable for summer and
southern cruising and the disadvantages of increased
weights and wind surface are omitted.

A pole signal mast is located directly behind the
steersman instead of the usual place on top of the trunk
cabin, where the guys interfere with handling the
small boat which is housed thereon and swung from
davits. Also the mast affords a convenient post on
which to affix a drop-seat for the steersman if desired.
A stack is provided and, being divided into two parts,

affords ventilation to the engine room as well as locker
space for deck mops, etc.

Skylights are arranged over forward dining saloon,
also lobby and forward double stateroom. Lighting
will be by safety acetylene system, though there is suf-
ficient space in the engine room for a generator should
owner prefer an electric system.

Particular care has been taken to avoid the cramped
quarters so characteristic of many small cruisers, and
with the saving, through building three or more boats
at one time, an owner will have greater accommoda-

TzoOlt and Arfangvment PUni of a 80-Foot BnnalMiit Building From Dooignf 1»7 O. D. Mowor by tho DtteklMixii Oompany. Poworod Witti «

4.0yL 86.H.P. Storlinc Engine

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tions for no greater expenditure of money than might
be the case with a smaller boat.

The illustration well shows the outboard appear-
ance of this splendid design.
The general dimensions are :

Length o. a 58 feet o inches

Breadth 11 " 9 "

Draught 3 " 6 "

ft®®

Rogue Goes to Indian Harbor

A syndicate of Indian Harbor Y. C. members has pur-
chased the Class R sloop Rogue, built from designs by
John G. Alden. This yacht will be raced against the new
Hanan sloop.

30-Foot Runabout

The plans of a 30-foot power boat, from the board of
Charles D. Mower, show a type of boat that is hardly
a cruiser, and yet is rather more of a boat than the usual

Length o. a 30 feet 8 inches

Length w. 1 30 " o

Breadth, extreme. 6 "10

Draught, extreme 2 ** 7

Freeboard, bow 4 ** o

Freeboard, least 2 " o

New Fleet of S Class Yachts

A new fleet of one-design racing yachts that will
measure in Class S has been built by the Herreshoff
Manufacturing Company at Bristol, and as everything
that comes from that plant in the shape of a vessel
is designed by Captain Nat. Herreshoff, these small
craft may be considered the latest type evolved by
the designer and builder of cup defenders.

Fifteen of these boats are to be built, at least four-
teen have been promised by the opening of the racing
season, and if the fifteenth can be squeezed in, so
much the better. Other boats have been ordered and
will be built later. Of the boats promised ten are for
members of the Eastern Y. C. and the others are for
members of the Seawanhaka-Corinthian Y. C. The
fifteenth boat has been ordered by Commodore Ralph

Llnei of % 30-Foot Biin»bont Building for W. B. McOill of Toronto

runabout type, as she has a raised deck, which gives her N. Ellis. The others are for H. S. Whiton, Paul

good freeboard forward, with flare enough to make her a Hammond, and O. G. Jennings.

dry boat in rough water. It also gives heighth enough in These yachts are of the trunk-cabin type and differ

the engine compartment, so that the usual deck hatches from the Victory Class in that these yachts have

can be omitted. There are two low transom seats, and raised decks. The Herreshoff boats cost $2,700 each,

lockers conveniently arranged to take care of tools, spare They will spread 450 square feet of canvas. While

equipment, and the many odds and ends that are needed they form a one-design class, the fleet is not large

in a smal power boat. enough to make a special class, and so they will sail

The enclosed cockpit will keep her passengers dry in in the regular S Class and compete against yachts

bad weather; while in fine weather the windows can be turned out by other designers. Unfortunately there

easily removed and stowed away. are no new yachts in this class, but there is still time

Her power plant will be a four-cylinder FM Ster- to have some built, should any yachtsman like to pit

ling, developing 85 h.p. at 1,200 r.p.m., and will give her the skill of another designer against Herreshoff. These

a speed of about 20 m.p.h. yachts will doubtless meet the Victory yachts, which

The boat is now being built by the Ditchburn Pleas- are somewhat larger, and the meeting will be watched

ure Boat Company, of Gravenhurst, Ont., for W. R. Mc- with interest.
Gill, Esq., of Toronto, and will be used on the Muscoka The general dimensions are :

Lakes. Length o. a 27.5 feet

She will be built entirely of mahogany, and will be Length w. 1 20.5 "

handsomely finished in every detail. Breadth 7 "

Her dimensions are : Draught 4.75 "

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[Title RegUtered U. S. Pat. Office]

Published on the Twenty- Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6i6s

Arthur F. Aldridge, President; Andrew Paterson. Vice-President and Business
Manager; James R. Thomson. Treasurer; Arthur deZ. Patton. Secretary

Enter *d at New York Pott Office as Seemut-Class Matter

One Year -
Six Months
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The RuBBia can be procured or ■utacribed for at foUowing Pordgn Afeadet:

THE TAOHTSMAK. 158 Strand, London, England.

WM. POBTEOUB k 00^ 9 Boyal Place, Glaagow. Bcottand.

THE INTBBKATIONAL msWB 00., 6 Breama Building, Oliaaotrr Laaa*

London, E. O.
BBBHTAKO'S, 86 Ato do I'Opora, Parla, Franco
GORDON k OOTOH, Bydnoy, Anatralla
Or at any BookstaU

A Busy Season at Hand

The dates set for the races for the America's Cup
have somewhat upset the usual order of things in the
yachting world. The challenger club at first named June
for the races. That date was much too early and in
selecting that date the Royal Ulster representatives
showed that they really know very little of the weather
conditions on this side of the Atlantic. On the other
side yacht racing begins much earlier than it does on this
side and really very little reliance can be placed on the
weather before June, and that month at best is uncer-
tain, often being cool and wet. However, the date now
is July 15th for the first race of the series, and the races
will be continued on alternate days, Sundays excepted,
until ended. Two power-boat events are scheduled for
Cup Race days. The Cornfield Light race of the Colonial
Y. C. is set for July 17th and on the same day the
Columbia Y. C. holds a regatta on the Delaware. Own-
ers of yachts eligible for these races will have to elect
whether they will race or go outside and witness the
Cup races.

It is in the sailing" race schedule that the most trouble
is caused. It seems a pity that the suggestion of the
New York Y. C, that the races be sailed at the end of
July or the beginning of August was not accepted. Such
an arrangement would have meant a fine week or ten
days of racing over the best sailing course on the Atlantic
Coast. Off Newport the water is deeper than oflF Sandy
Hook. It is free from current and past experience shows
that the winds are more reliable and postponements on
account of lack of wind are less. There is plenty of
room to shift the starting point so that courses may be
laid far from the land, and the course can be reached
in a very short time. It was planned to alternate the
races for the Astor and Kings Cups with those for the
America's Cup, and there would have been a large fleet
of yachts racing and following the racers. But that fine
plan has been changed. The New York Y. C, as hold-
ers of the Cup, could have insisted on the Newport
course, but the challengers were so eager for Sandy
Hook that their request for that course was granted.

Now all yachting schedules are being arranged to fit
in with the cup races. In other years Uie race week of
the Larchmont Y. C. would have ben from July 17th to
24th inclusive. The dates for that week have been set
for July 24th to 31st. Perhaps the cup race series will
not be ended by that time, but the race week will start
in any event on the day set.

The racing on Long Island Sound will begin on Decora-
tion Day, which this year will be Monday, May 31st,
with the regatta of the Harlem Y. C. There have been
some slight changes in dates as compared with former
years, but the clubs have arranged for regattas on every
Saturday and holiday until the middle of September

There will be racing in all classes from the 50-footers
down to the new Victory Dink Class. All the so-footers
will not be commissioned, but it is probable that the
Grayling, Istalena II, formerly the Ventura, Barbara and
Acushla will be in commission. Several of the 40-foot-
ers are now owned in eastern waters, where they will
be raced. Others will race in the vicinity of New York.
There will be some keen racing in the mixed class of
yawls, in the N class and the Larchmont O class. The
Buzzards Bay and Bar Harbor 30-footers will race in
one class. Then there will be the New York Y. C. 30-
footers, the Sound schooners, four divisions of the handi-
cap class, the sounders. Arrows, Jewels, Birds, Fish,
Stamford one-design, Indian Harbor knockabouts, Stars
Orienta class, Bell Cats, Bayside Bees, and sailing canoes.
There will be also the new Victory Class and the new
R and S Classes.

The outlook at present is for a large fleet of cruising
yachts. Nearly all the schooners will be in commission,,
including the Enchantress, Vagrant, Corona, Genessee^
Karina, and there will be some steam yachts and a large
fleet of power boats.

Bill to Relieve Yachtsmen of Unfair
Taxation

There is some hope that Congress may repeal the
present laws taxing yachts. Under the revenue act yachts
are taxed 10% of their cost and there is also a tax on
all pleasure boats which is based on length. Congress-
man John MacCrate has introduced a bill known as
H. B. 12957, which repeals these two taxes and in their
place substitutes a tax of 50 cents a gross ton on vessels
•under 16 gross tons with a minimum tax of $1.00, and
$1.00 a ton on all vessels over 16 gross tons.

This bill seems to offer much to smooth away the
unfairness of the present tax laws and if it should
become a law, it will no doubt produce more revenue
than the present tax laws. Under the new bill there are
no exemptions. All yachts are to be taxed, whether
they are sail, power or steam.

The Legislative Committee of the National Associa-
tion of Engine and Boat Manufacturers is much inter-
ested in this bill, and Mr. George F. Lawley, who is
chairman of that committee, has written asking for si
hearing.

Now is the time for yachtsmen to get in touch with
their representatives and urge the passage of this bill.
The 10% tax on new yachts has done much to hurt the
yacht-building industry. It seems unfair that the tax on
a yacht should be 10%, while on an automobile it is
only 5%.

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*' America's Standard
Four Cycle Engine

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Supply a Kermath with gasoline
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The Races at Miami

(Continued from Page 9)

the course. Their danger was apparent to all. At this
juncture, the patrol boat Cricket rushed up to the burn-
ing boat, and Captain Mclver of the yacht Dragon, who
was aboard the Cricket, leaped into the blazing craft
with an axe and managed to cut a hole through the
planking at the chine. Unfortunately, there was a water-
tight bulkhead forward of the place where the hole was
chopped. Seeing that the boat was not going to sink,
Mclver went back aboard of her, at the risk of his life,
and fought the blaze with Pyrene. He got the fire under
control, and the boat was taken in tow and docked at
the Purdy Boat Works. When the excitement attendant
upon the fire had died down, we saw that N'Everthin
was also in trouble at the upper mark. She seemed to
be running around in circles as if her steering gear was
out of order. Nassau came rushing around in 2 minutes
and 48 seconds, running at about a 4S-mile clip. We- We
took nearly another half minute before she came by,
and betting was taking up the attention of the crowd
in the stand. The odds were that Nassau would lap
We- We before the race was over. The second roimd
was like the first, We- We steadily being outdistanced.
After the two leaders had passed, N'Everthin came by.
She was running slowly, and the mechanician was steer-
ing with an oar. As all that was necessary for her to
do was to finish in order to qualify for her points,
she got a cheer as she passed. All realized what a task
it would be to get the crippled boat around the course,
even at reduced speed. At the finish, Nassau's time was
15 minutes 45 seconds for the 10 miles. We- We was
far behind her, with an elapsed time of 22 minutes 41
seconds. One must understand, however, in justice to
We- We, that she had an engine of only about half the
power of Nassau. As another race was about to start,
N'Everthin went off the course, so as to not interfere
with the express boats. After the races, she returned
without making any adjustments to the damaged rudder,
and went over the course to fulfill her obligation.

The start of the 20-mile event for express cruisers
was the cause of a good deal of speculation. Altonia
and Shadow V were tied in the point score. Both were
out for blood. The start was good; and at the end of
the first round. Gar Jr. had a lead of ten seconds over
Hoosier V, while Shadow V was nearly a minute behind.
Altonia was not running well and was nearly half a
minute behind Shadow V. The second round was the
same. Hoosier V was making a wonderful race of it.
She did not allow Gar Jr. to open up more than the
lo-second lead. Shadow V and Altonia were dropping
further and further behind. Gar Jr. and Hoosier V
kept the same positions in the third. In the fourth.
Gar Jr. had increased the lead to 12 seconds. Altonia
dropped out with ignition trouble, caused by a rag,
which, in some mysterious fashion, became wound
around the magneto shaft. In the fifth round. Gar Jr.
had increased the lead to 17 seconds. Shadow V was
about 8 minutes behind, and was lapped by Gar Jr. on
the opposite side of the course. Gar Jr. kept increasing
the lead over Hoosier V and, in the eighth round, both
of the flyers passed poor old Shadow V again. The
tenth and final round was as follows: Gar Jr., 37 min-
utes 35 seconds; Hoosier V, 38 minutes 7 seconds, and
Shadow V, 54 minutes. The winner's time was at the
rate of 32.1 m.p.h. The Hoosier boat ran at the rate

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of 31.48 miles and Shadow V's speed worked out at
22.22 m.p.h.

In the 2-mile time trials, the following results were
obtained: Gar Jr., average of five watches, 3:29, or at
the rate of 34.45 m.p.h. We- We, average of all watches,
3 :20, or at a 36-mile speed. Miss Nassau, 2 147, or at the
rate of 43.1 m.p.h. This is a world's record for dis-
placement boats. Directly following these trials there
were a series of mile trials. As there was no measured
mile on the regular course, all hands adjourned to the
Collins Bridge, off which the trials were held. The trials
were to be run off under the regular Admiralty condi-
tions of six runs alternately with and against the cur-
rent. Miss Nassau's average of all runs was 1:21 2/10.
This is at the rate of 44.3 m.p.h. Her best run of the
series was at practically a 45-mile rate. Hoosier now
tried her luck at the mile, and hung up an average of
1:449/10, a speed of 34.32 miles. Gar Jr. now came
out, and ran at the remarkable speed of 36.6 miles
average. Her time was 1:384/10. Every one of these
runs constitutes a record for the type of boat.

The Boats That Raced and Summaries
Of the ten starters there was not a boat that was
really a new one, with the exception of Hooiser V
and We-We. In the runabout class the most sensa-
tional boat was the Miss Nassau. This boat is a
28-foot by 6-foot 4-inch wave-collecting type of run-
about, designed and built by Chris. Smith of Algonac,
Mich. Originally she was called The Nurse, but she
was recently sold to Mr. C. B. Johnson of the Cleve-
land Y. C. Equipped with a twelve-cylinder V-type
Liberty engine, rebuilt in the Smith works, she is
the most wonderful runabout that has ever been
turned out. Although she has 400 h.p. stowed away
under her hatches, there seem to be none of the diffi-
culties with her power plant that are usually con-
nected with very high-speed and high-powered boats.
Her engine runs at about 1,700 r.p.m. and swings a
20-inch diameter and 38-inch pitch wheel. Next to
her in importance comes N'Everthin. She is a Hacker
designed and built creation fitted with a 200-h.p. six-
cylinder Hall-Scott engine. She is like We-We and
Nassau, a 28-footer. We-We is an exact duplicate in
every way of N'Everthin. She was touted before the
race as a faster boat than N'Everthin, but certainly
didn't show up as well as her older sister. Mouser H
is an old-timer as such boats go. She was built
several years ago by the Ramely Boat Company,
Wayzata, Minn., for Senator George Harding of Chi-
cago, III. She is a 45-footer, powered with a 450-h.p.
V-type Van Blerck engine. She is a big, chunky boat
and was actually traveling in company that was too
much for her.

The most interesting of the cruisers was Gar Jr.,
owned by Gar Wood of Detroit, and built by Smith
at Algonac. She is a 36-foot boat, having a breadth
of 8 feet 6 inches. Her hull is of the displacement
runabout type. The engine is amidships under
hatches. It is a 400-h.p. Liberty-type engine as rebuilt
by Smith. Forward of the engine hatches is a sort of
limousine-type house, having open front and part of
the sides. There is a windshield and side curtain
combination that encloses all of the house. All con-
trols are brought up to the steering position, which
is in this house. Previously she only had this one
house, but upon coming to Miami they found that

A Bufialo Once More
Wins Refialnlity Test

JOSEPHINE, owned by Carl
J Reischel, Erie, Pa., and chartered
by E. H. Scott, won first place in
the 1 1 2-mile reliability cruise of the
Cleveland Yacht Club, thereby also
winning the famous Scripps Cup.

Josephine is powered with a 40-60
h.p. Buffalo Engine.

The Scripps Cup was offered
several years ago as the prize for a
reliability contest.

In every one of these contests up
to the present time a Buffalo Engine
has won first honors.

Which only goes to show that
Buffalos really do excel in reliability.

The Buffalo Book tells all about
the Buffalo line. Shall we send it >

The Buffalo Gasolene Motor Co.

1311-23 Niagara St., Buffalo, N.Y.

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SHIPMATE RANGES

Smallest Size
Body 18^ inches Ions

Largest Size
No limit to length

In goings aloft, if a sailor sees a chafed or
stranded ratlin the rule is **out with your knife
and cut it. " **In coming: abreast of a meal cooked
on a SHIPMATE, the maximum is 'out with
your knife and dig: in."'

The SHIPMATE is the sailorman's rang^e.
Made by
THE STAMFORD FOUNDRY COMPANY
Established 1830 Stamford, Conn.

Let Your Engine Bail You Out

INSTALL a ^ Pequot Bilge Pump and have a dry
boat without tiresome effort. Works whenever engine
U going. Will not aaxnp or bind. Easily attached;
iplit cam fastens together afound abaft by machine screws ;
held in place by act icrews. Can be disconnected at will.
AH pump parts made of brass to avoid rust* Strainer with
each pump. Look for the ^ Mark of
Quality, It pays to buy our kind.

Get This Useful Book

'*5£A CRAFT SUGGESTIONS tad

supplies;^ FuJt oJ ufciul mformabon
abxHil Ground Tackle, 5<eenji8 C«*r, Cooi-
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only 00 receipt of 50 cents.

WILCOX, CRIHENDEN & CO., Inc.

World's Largeti Mfn. of Marine Hardware
120 S. MAIN ST MIDDLETOWN, CONN.

Ved Henvendelser til Annoncerende

the cockpit that had formerly taken up the space aft
of the engine hatches was not in accord with the
ruling for cruising boats, so they had made another
light house, which fitted over the after cockpit. This
gives the boat a peculiar appearance, but her actions
when under way more than compensate for any pe-
culiarity in appearance.

Next in point of interest was the Hoosier V. Here
is a real cruiser, built by Lawley and fitted with a
pair of G. R. six-cylinder Sterlings, having a total of
450 h.p. She is a handsome and seaworthy craft, cap-
able of going on long trips with the owner, Mr. H.
R. Duckwell, of Indianapolis, and party. She is 42
feet long, 9 feet 11 inches breadth and draws 2 feet
6 inches of water. Altonia, owned by Mr. A. C.
Newby, is also a 42-footer with 9 feet breadth, driven
by two 5^4 by 7-inch Speedway engines. She was
built last year by the Purdy Boat Company at Miami
and is well known in Southern waters. Her cruising
accommodations are ample for a boat of her type.
Shadow V, owned by Carl G. Fisher of Miami, is a
duplicate boat in every way, except that she is 46 feet
by 10 feet 6 inches. She was built in 1917 and is, con-
sequently, an old-timer as such boats are rated.

Marpessa, winner of the express cruisers over 18 and
under 25-mile class, is a 50- foot by 10- foot 2-inch boat,
built by Mathis in 1916 from designs by Thos. B.
Taylor. She has two six-cylinder Van Blerck engines.
Marpessa is owned by William J. Matheson, who has
a wonderful estate at the lower end of Biscayne Bay.
In appearance, she is one of the handsomest craft that
raced at Miami.

Miss Milwaukee is a Great Lakes Boat Building
Corporation stock cruiser, 52 feet by 11 feet breadth,
and drawing a little over 3 feet of water. Her power
plant is an eight-cylinder Sterling engine, having a
bore and stroke of 5% inches by 6 inches. She is an
exceptionally comfortable and good-looking craft,
having every feature incorporated in her make-up
that is desirable in a cruising boat.

The Results on the Point System

Express cruisers between 18 and 25 miles speed :
Marpessa, 3; Miss Milwaukee, i.

Express cruisers having speeds of over 25 miles
an hour (points include those credited for previous
races to Bimini, Key West and Palm Beach) : Shadow
V, 44; Hoosier V, 43; Altonia, 32, and Gar Jr. 23.

Open displacement boats having speeds of over 25
miles an hour: N'Everthin, 10; We- We, 9; Miss
Nassau, 8, and Mouser II, 2.

TABULATED RESULTS
Express Cruisers Having Between 18 and 25 Miles per Hour

First Day — 6 Miles

l8t Rd. 2d Rd.

Miss Milwaukee, W. C. Morehead 7:42 rs :o6

Marpessa, D. G. Joyce 7 142 15 :o6

Second Dav

SdRd.

22:24

22:31

l8t Rd. 2d Rd. 3d Rd.
Miss Milwaukee (Did not start)
Marpessa 7:25 14:12 20:50

bedes De rcffcrcrc til THE RUDDER C^ r>^r\ci\c>

April

RUDDER

41

Express Cruisers Having Speeds of Over 25 Miles per Hour
First Day — 10 Miles

Shadow V,

Carl G. Fisher

Altonia, A. C. Newby. .
Hoosier V,

H. R. Duckwall...-.
Gar Jr., G. A. Wood.

l8t Rd.
4:29
Out

3:52
3:45

2dRd.
8:57

7:41
7:31

SdRd.
13:23

1 1 -.29
11:18

4th Rd.
17-51

15:21
16:16

5th Rd.
22:19

19:08
21 :45

Second Day — 20 Miles

IstRd. 2dRd. SdRd. 4th Rd. 5 th Rd.

Shadow V 4:29 9:12 14:20 20:54 25:44

6th Rd. 7th Rd. 8th Rd. 9th Rd. 10th Rd.

3 1 :24 Z7 :o6 42 :47 48 :40 54 :oo

IstRd. 2dRd. SdRd. 4th Rd
Altonia 4:56 11:07 18:08 Out

IstRd. 2dRd. SdRd. 4th Rd. 5 th Rd.

Hoosier V 3:51 7:38 11:24 15:12 19:02

6th Rd. 7th Rd. 8th Rd. 9th Rd. 10th Rd.

22:51 26:41 30:32 34:21 38:07

IstRd. 2dRd. SdRd. 4th Rd. 5th Rd.

Gar Jr 3:41 7:28 11:14 15:00 18:45

6th Rd. 7th Rd. 8th Rd. 9th Rd. 10th Rd.

22:29 26:14 30:04 33:49 37:35

Open Displacement Boats Over 25 Miles Speed

First Day — 20 Miles

Miss Nassau, Ist Rd. 2dRd. SdRd. 4th Rd. 5th Rd.

C B.Johnson 13:39 16:30 19:21 22:11 25:29

6th Rd. 7th Rd. 8th Rd. 9th Rd. 10th Rd.

28:22 31:12 34:04 37:14 40:11

IstRd. 2dRd. SdRd. 4th Rd. 5th Rd.

We-We, Webb Jay.. 3:28 7:00 10:21 14:04 17:34

6th Rd. 7th Rd. 8th Rd. 9th Rd. 10th Rd.

21:02 24:33 28:04 z^'z^ 35:05

Mouser II, IstRd. 2dRd. SdRd. 4th Rd. 5th Rd.

George Harding . . 2>''i7 7-^9 10:51 14:44 18:27

6th Rd. 7th Rd. 8th Rd. 9th Rd. 10th Rd.

22:11 25:55 29:40 33:26 37:14

N'Everthin, IstRd. 2d Rd. SdRd. 4th Rd. 5 th Rd.

William Kemp ... 3:23 6:48 10:16 13:41 17:09

6th Rd. 7th Rd. 8th Rd. 9th Rd. 10th Rd.

20:35 23:59 27:25 30:50 34:14

Second Day — 10 Miles

IstRd. 2dRd. SdRd. 4th Rd. 5 th Rd.

Miss Nassau 2:48 5:37 8:37 12:08 15:45

Wc-We 3:16 7:01 12:07 17:05 22:41

N'Everthin 10 :oo 19 :47 Broke rudder, qualified later

Mouser II Did not start, burned

FREE FOR YACHT CLUB SMOKERS
When Jack Robinson of the Hall-Scott Motor Car Company
was in Los Angeles recently, he secured from Dustin Farnum,
owner of Miss Los Angeles, winner of the Nordlinger Trophy,
450 feet of moving picture film, showing incidents of a very
spirited race.

To committees wishing to run the same at a smoker, concert
or club meeting, they will loan the film free of charge.

The pictures have never been shown in public to date, and
for real thrills they furnish all that could be asked in high-
speed racing. Just write Mr. J. Robinson, care of Hall-Scott
Motor Car Company, Inc., 39 Associated Service Bldg., Buffalo,
N. Y., who will take care of requests as received.

Konkokusha ni ote garni onsashidashi no saiwa dozo

NINETEEN YEARS OF REAL SERVICE

Regal MARINE Engines

Built in one, two and
four-cylinder models.
In sizes 2 H.P. to 50
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RUDDER

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CAPE COD SHIPBUILDING CORP.

COMMERCIAL OR PLEASURE CRAFT

Up to 150 ft. length and smaller boats

of standardized design built by

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OUR LEADER

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Will stand the ocean
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OTHER BOATS WE BUILD

so ft. Cruiser. 14 ft. for Outboard Motor. 17 ft. Club Sail-
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10 and 12 ft. Rowing Skiffs.
YARD: Wareham. Mat*. 367 MbIb Street. Tel. 5-6
New York Showrooms with Tbomai Flemloff Day.lBC, 412 8tb Ave.

Medium duty motors for work or pleasure. Com-
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to 75 H.P. All four cycle, send for catalog

^T^Sms FRISBIE MOTOR CO.

CONO
MIDDLETOWN

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CONN.

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"SERVICE

^w cvciE MEDIUMandHEAVV DUTY

ANDERSON ENGINE CO,

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Dunn Marine
Motors

For ejttfeme simpUdtyj long we*r
and general all-round service* out
moiors best them all. They do their
work easily under all conditions of
climate or weather. At the price
(^uotetl this motor fa furniihed complete
vrlth ftultsbte prapelJex^ shafts mtuffing-
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DUNN MOTOR WORKS
Ogdenaburg. New Yorki V. S. A.

WOODEN SHIPBUILDING

By CHARLES DESMOND

In this book the author has drawn from every known source
and presents the most complete work published to date.

The old and modern methods are described with numerous
line and halftone illustrations.

Price $10.00

Send for Paragraph Index of Contents

The Rudder Publishing Co.
9 Murray St., New York

Bringing Back the Sailboat

(Continued from Page 11)

There shalj be three races on point system to be fixed by the
Regatta Committee. Points in Championship shall not apply on
High Point Cup.

Allotment of Boats — Shall be by lot immediately before the
holding of a race.

Changing Adjustments — All boats must be sailed without
change of any adjustment of any kind, except as to halyards,
sheets and the like.

Race Schedules — In case a race is called off after starting
gun is fired no prizes shall be awarded and fees shall be returned.

In case race is postponed owing to weather or other condi-
tions the schedule shall be pushed back one week and appointees
shall hold their positions for the next date.

Applications for Sailing Races — To be made not less than
one week in advance with the chairman of Fish Class Committee.
Time and details to be fixed by that Committee.

Alternates — May be drawn by lot by the Committee.

Applications for Rentals — For other than races, applications
shall be made to the manager of the club and fee paid at that
time.

fishing — Not allowed.

Damages — Members shall be responsible for all damages ex-
cept when due to accidents beyond their control, as shall be
decided by the Fish Class Committee.

Rotation of Races — Appointments for races shall be made
so that all applicants may race in turn as may be decided by the
Committee. The schedule shall be made so that all classes shall
be given distribution of sailing dates.

Amendments — Amendments to all rules and regulations for
the Class may be made by a majority vote of the Fish Class
Committee.

IV eat her— Fish Class Yachts shall not be taken out when in
the opinion of the Regatta Committee it is inadvisable to do so.

At other times they shall not be taken out when in the judg-
ment of the manager of the club it is inadvisable to do so.

Boat Loading — The maximum number allowed on any Fish
Class Yacht at one time shall be four persons.

Interpretation of Rules and Regulations — Relating to racing
shall be by the Fish Class Committee, whose decision] shall be
final. On other questions the decisions shall be subject to appeal
as elsewhere provided in these rules.

Penalties and Appeals — Penalties shall be fixed by the Fish
Class Committee.

Appeals from decision of that Committee may only be made
to the Governing Committee of the Southern Y. C. upon paying
a fee of Five Dollars to the account of the Fish Class. Decision
of Governing Committee shall be final.

Fairbanks-Morse Engines in a Bark

(Continued from Page 12)

The starting and maneuvering, and, indeed, the whole
operation of these engines, are stated by the chief en-
gineer to be as simple and as satisfactory as with steam
engines. Compressed air is utilized for starting, and a
single stage air compressor is mounted on the after end
of the engine which supplies air at 175 tb per square
inch. There is also an electrically driven single stage
compressor as auxiliary, and so long as the pressure
exceeds 100 tb per square inch the engines will start.
The control of the air starting and reversing is effected
by one lever at the forward end. When vertical this
is in neutral position, and on starting up, after the plugs
are heated, the lever is moved to the fullest extent for-
ward. This operates the air starting valves which are
located in a housing at the back of the engine and are
actuated from the crankshaft through bevel gearing.
The compressed air, after passing through the valves
as opened, is delivered direct to the cylinders, in which
there are thus no cam-operated air starting valves as
usual, only a check valve being fitted in each air circuit.
If it is desired to go astern, the maneuvering lever is
moved backwards and the air valves are set in the cor-

Var god aberopa THE RUDDER nar annonsorema tillskrifvas ^^^ |

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RUDDER

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rect position for delivering the air to the cylinders at
the correct timing for astern running.

The principle of this method is a good one, and it
has been adopted with modifications both in Diesel
engines (as for instance the Armstrong Diesel engines)
and in paraffin sets such as the Thomycroft, although
the methods of effecting it in the three cases are dif-
ferent..

The operation and arrangement of the fuel pumps
are somewhat unusual. On a prolongation of the crank-
shaft at the forward end are fitted four cams, which
actuate the four vertical plunger pumps. There is a
governor at the end of this shaft which varies the stroke
of the plungers and so controls the supply of oil to the
cylinders, being also connected to the throttle lever,
which is located close to the starting air lever.

At the after end of the engine, in addition to the
air compressor, is a small oil fuel pump, and the mech-
anism actuating this also operates the Madison-Kipp
lubricators, which are capable of speeding up by hand
in case of necessity. An electric generator of about
15 k.w. is belt-driven from the port propelling engine,
thus providing all the power required when the ship is
at sea without running the auxiliary set, which consists
of a four-cylinder Kermath electric ignition distillate
engine of about 20 h.p. starting on petrol, and driving
a 17-k.w. 125-volt generator. A small storage battery
is installed which can run the ship's lighting for eight
hours, and there is an electrically-driven general service
pump fitted in the engine-room. A donkey boiler is in-
stalled forward, supplying steam for the steam winches
and is only used in port.

The Cap Vincent was at sea for seventy-five days
from Vancouver to London, with the engines running
practically the whole time, the voyage from the Panama
Canal to London lasting 38 days. The troubles experi-
enced have been quite insignificant, as are the repairs
required after this long run. When it is considered that
the oil consumption at normal speed is only about 20 gal-
lons per hour and sufficient fuel was taken on to take
the ship back to Canada, it will be seen that the fuel bill
for transporting nearly 3,000 tons of lumber is very
small. Fuel oil on the West Coast of America probably
costs about £3 per ton, so that the cost should not be
greater than £6 per day, and under power alone the
vessel makes nearly 6 knots when fully laden or 8 knots
when light. The record of the Cap Vincent is therefore
extremely good and the only criticism to be made is that
the engine power should have been higher. The chief
engineer speaks in very high terms of the reliability of
the engines under* all conditions.

The Seafarer's Debt to the Porpoise

(Continued from Page 15)

without change! That is to say, during that length of
time it will not oxidize, grow rancid, evaporate, "creep,"
gum, or chill under a low temperature, nor will it
deteriorate in any way in the presence of considerable
heat.

A change in the porpoise-hunting industry was in-
troduced because of the war and the urge for sources of
leather other than the hides of land animals. For years
back, tanners have sought with only a modicum of suc-
cess to utilize the skins of fishes of diflFerent sorts. It
was known that the hide of the popoise could be tanned,
but the leather was objectionable for common use be-

TOPPAN BOATS

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LAUNCHES as AMD 30 FT.

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21-rT. RUDfiC^n CLUB BAILINQ
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Modem Model Yachts

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Send for circular

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Eut 133<lSt.. New York OlF

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The BRIDGEPORT MOTOR CO.. Inc.

115 Kossuth Street. Bridgeport, Cofifi., U. S. A.

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HARDWARE

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MANUFACTURERS OF MARINE HARDWARE

2 tnd 3 Sootk Stre«t, New York Factorj, Gratmere, N. Y. City

1690-paft« Catalog will b« aent ansrwhere on imjrment of 25

centa to cover cost of deliTery

cause of its oily, smelly nature. Similarly, it was recog-
nized that the skin of the shark was potentially a source
of leather, if the hard pebbly outer surface could be
removed and the remaining substance suitably treated;
but no one was able to hit upon any satisfactory process
to achieve this end.

Such was the general state of the art, when the price
of shoes began to climb, about the time we entered the
titanic conflict, and the United States Department of
Commerce took active measures to arouse cooperation
on the part of American tanners and chemists. The
Government ofiicials supplied, gratuitously, a great many
shark skins to tanning concerns, but through one cause
or another, all but one of these firms failed to produce
a really commercial product. The stumbling block was
the overheating of the skins during one of the early
preparatory stages in the tanning process. This difficulty
has been effectually dealt with by painstaking experi-
mentation, and to-day, sea leather is in the fullest sense
of the term a staple. Not only that, but leathers of a
wide variety of grades and finish can be produced, and
sold at a profit far below the prices ordinarily charged
for kindred commodities made from the hides of domes-
ticated animals, etc.

There are two fishing stations on the Atlantic Coast,
one at Morehead City, N. C, and the other at Fort
Myers, Fla., operated by one marine leather company,
where facilities are installed for utilizing every bit of
the creatures caught in the nets spread by commodious
motor . boats. Another company is about to begin
operations at Edmunds, Wash., while still others are
taking steps to engage in the new and exceedingly
promising industry. In the case of the shark, as an
example, apart from tanning the skins into leather, a
valuable oil is obtained from the liver, and the rest of
the fish can be converted into a meal for the feeding
of livestock or worked up as a fertilizer. The liver oil
is said to have the medicinal properties which have long
characterized cod liver oil; and it has been determined
by the United States Bureau of Fisheries that oil from
the shark, the grayfish, the skate, etc., is an admirable
dryer for paints and varnishes.

The porpoise is taken with the other denizens of
the deep, and thus an added source of supply of porpoise
jaw oil is made available. Further, the skin of the por-
poise can now be successfully tanned and made into
leather that lends itself admirably to the manufacture
of shoes. Similarly, the hide of the shark is convertible
into leather for footwear and can be worked into hand-
bags, purses, and a wide range of more or less orna-
mented articles. In short, the devilfish, the dog^sh, and
numerous other varieties of aquatic life, heretofore of
little marketable value, can now be transformed into
products that are well worth while, and largely because
of efforts made to meet a lack of leather brought about
by the world war.

The yachting fraternity, quite apart from the interest
aroused by this new field of employment for the ubiquit-
ous powerboat, has reason to be pleased that the sea is
thus furnishing an added source of comfort, through
upholstering materials peculiarly suited to nautical ser-
vice. In the past, fishermen have bent most of their
efforts to catching only the established kinds of edible
fish, and have by this procedure permitted such preda-
tory sorts as the shark, the ray, the dogfish and the like
to multiply without check. Now, these very creatures

En repondant aux annonces veuillez mentioner THE RUDDER /^^ ^^-v^^-vi^l^o

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i MISSOURI OIL ENGINES
(Oil Is oKsoLper)
CnCAPCST POWER in the wortd. These encines wiH fiay f or
rir cost in the first year's run.
WC GUARANTEE that they will run on less than ONE gallon of
roscne, sokir oil, or fuel oil per day of ten hours, i.e., with solar
I @ $.05 a gallon, a 7-t1.P. engine will run all day long for
IIRTY-nVE CENTS, or the 3041.P. aN-day run for $1 .50.
SY to aUrt, EASY
nM. Nabattariaa,
raa, awitchaa^aparfc
iC.oraiasiiatoa.
»T a coBv«rt«cl nto-
• •■a^«. bat a RBAL
•■fla«.
I c«B nMk«
trip •roaad
I world aad
ft have a
»po(catollBe
fmt boat.

a Stmd t9r buUtiin ri^ng MiMMm l7nmiiA Ta **®* N. 1 llh %\ir—\
W tuUPmrtUulmrtmniprtc't. WmQgTl CJIgllie LO, %u |.»,|«. ■■♦..U. ». A. ^

April

RUDDER

45

are to be pursued deliberately and enmeshed, in increas-
ing numbers, in the sturdy seines fashioned especially
for their capture. There will be risks enough in this
new field of endeavor to thrill those bent upon sport
alone. Conversely, the taking of these fish of prey will
allow the more delectable denizens of the deep to propa-
gate, to the advantage of the consuming public.

National Yachting Union Planned

(Continued from Page 16)

of rules. A yacht owner may appeal from the decision
of the regatta commitee, not on questions of fact, but
on interpretation of law as laid down in the rules.
The regatta committee of the club holding the race in
which the differences have arisen determine the facts
and rule on those facts. That committee can also pass
on the interpretation of the rule, but from that ruling
an appeal may be taken.

Now it is proposed to organize a union of associa-
tions and perhaps call it the Allied Yacht Racing Asso-
ciation of America, or the Yacht Racing Union of
America, and just what power this union is to have
will rest with the clubs forming it.

That such a union will be beneficial to the sport
none can doubt. Every other country in which yacht-
ing is a major sport has such an union or association
and this country is far behind the times in this respect.

Just what standing clubs will have that are not
allied to any association is a matter that will require
some careful consideration. The New York Y. C, the
Eastern Y. C, the Corinthian Y. C. of Marblehead,
the Southern Y. C, the Beverly Y. C. on Buzzards Bay
are a few notable examples of clubs that paddle their
own canoes. The New York Y. C. has always held
aloof from joining an association, because it does not
hold any open regattas and the smallest yacht that can
be enrolled in that club and for which races are held
is Class P, of sloops which rate from 25 to 31 feet.
The New York Y. C, however, favors uniformity in
measurement and racing rules, and it was largely
through its action that the present rules became
adopted generally. The Eastern Y. C. and the Corin-
thian Y. C. give open races. They also hold races for
all classes of yachts and work in harmony with the
Massachusetts Union in arranging schedules and in all
matters for the betterment of the sport. There is no
association on Buzzards Bay, so the Beverly Y. C. is
alone there, and there is a similar state of affairs at
New Orleans, where the Southern Y. C. makes its home.

It has been suggested that the new association be
simply a union of associations, and that to have repre-
sentation a yacht club must be enrolled in some asso-
ciation, but where there is no association in the section
a lone club may join with the new organization.

Yachtsmen and yacht clubs have always been in-
dependent. Many clubs have come into existence
because a few yachtsmen in some club have objected to
what they termed unfair interference in their sport, and
have seceded from the club and formed another one
where they can still be independent. Such action is
not beneficial to the sport and it would be much better
for all if all clubs and associations could be enrolled
in the new organization.

The power boat men have two associations. The
American Power Boat Association has been very suc-
cessful in putting the sport of power-boat racing on a

£

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1920

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April

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Laying Down
and Taking Off

By

CHARLES

DESMOND

Pri€9

$2.00

THE author is thoroughly versed in the
subject and has an unusual faculty of
imparting knowledge in a simple way
that enables the reader to grasp the subject.
There are numerous illustrations with
the text.

THE RUDDER PUBLISHING COMPANY
9 Murray Street, New York City

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Si prega far menzione del

firm and fair foundation, particularly in eastern waters
and along the Atlantic Coast. This association is
formed of clubs, and when a certain number of clubs
in one locality has joined those clubs can organize
what is known as a local section, and looks after the
affairs of that particular locality. In the west there has
been the Mississippi Valley Power Boat Association,
and recently the International Power Boat Union has
been formed, with a large membership of clubs in the
middle west. The main objects of these two power
boat associations are very similar, but the difference
is that while the American Power Boat Association
frowns on racing for cash prizes, declaring that cash
prizes promote professionalism, the western associa-
tion favors cash prizes because in its opinion it ma-
terially stimulates the sport.

The associations which will be interested in the
new national union of yacht associations are:

Allied Yacht and Boat Gubs of Gravesend Bay, N. Y., or-
ganized 1917.

Barnegat Bay Yacht Racing Association, seven clubs. New
Jersey, organized 1914.

Chesapeake Bay Yacht Racing Association, seven clubs, or-
ganized 1909.

Yacht Racing Association of Gravesend Bay, thirteen clubs,
organized 1898.

Yacht Racing Union of the Great Lakes, formed of the Inter-
Lake Yachting Association, the Lake Yachting Association, and
the Lake Michigan Yachting Association; organized 1896.

Hudson River Yachting Association, sixteen clubs, organized
'905.

Inter-Bay Cabin Catboat Association, organized by the Y. R.
A. of Barnegat Bay, the Cape Catboat Association of Massachu-
setts, the Narragansett Bay Y. R. A., and the S. E. Long Island
Association; organized 1910.

Inland Lake Yachting Association, composed of clubs sailing
on thirteen lakes, organized 1896.

Inter-Lake Yachting Association, twenty-three clubs, organ-
ized 1894.

Yacht Racing Association of Jamaica Bay, eleven clubs, or-
ganized 1902.

Lake Yacht Racing Association, Lake Ontario, eight clubs,
organized 1884.

Lake Michigan Association, ten clubs, organized 1894.

Yacht Racing Association of Long Island Sound, twenty-
three clubs, organized 1905.

Yacht Racing Union of Massachusetts, twenty-two clubs,
two associations organized 1896.

Narragansett Bay Yacht Racing Association, seventeen
clubs, organized 1898.

Pacific Inter-Club Yacht Association, organized 1896.

Yacht Racing Association of Southeastern Long Island, or-
ganized 1900.

Racing Association of South Jersey Yacht Clubs, seven
clubs, organized 1910.

Internal Explosion and Combustion Engines

- (Continued from Page 22)

temperatures expresses the difference between initial and
final pressure, or the pressure exerted on piston at time
of ignition. And as it is evident that final temperature
(at ignition) remains about 3,500** absolute, regardless
of initial temperature, the lower the initial temperature
is the greater the working pressure on piston will be for
a given volume of charge, and the more economical and
efficient the engine will be.

To illustrate this point I will assume that the absolute
initial temperature in cylinder of a certain engine is 980^.
With a final absolute temperature of 3,500** the working
pressure on piston is about 3.5 times the initial pressure.
Now suppose that owing to excessive heating of incom-
ing charge the initial temperature is raised to 1,100**
absolute. Under these conditions the^working oressurc

RUDDER quando •crivctBjgjtJzed by VnOOQ IC

April

THE A

47

on piston will be only 3.09 times the initial pressure. Or
suppose that through superior design of engine and proper
mixing and cooling of incoming charge the initial tem-
perature is reduced to 800° absolute. Under this condi-
tion the working pressure on piston will rise to about
4.25 times the initial pressure, with corresponding increase
in power and efficiency. It is, therefore, evident that the
cooler the charge is when it is admitted to cylinder and
during compression, the lower the initial temperature
will be and the greater the power the engine will deliver
per unit of its bore and stroke.

Careful tests have proven that with each increase of
pressure without unduly increasing initial temperature
there is a corresponding increase in engine efficiency and
decrease in fuel consumption. There is, of course, limits
beyond which it is unsafe to increase pressure and cool
the charge.

Every engine design is a compromise, because it is
practically impossible to obtain ideal results from one
feature without interfering with some other essential fea-
ture. The designer continually gives away a little power
at one place in the hope of gaining more than he has lost
in some other place. One engine may work most effi-
ciently at 60 lb gauge pressure, while another can do best
work at 80 lb pressure; but under average conditions it
will be found that the higher the compression and the
lower the initial temperature is at time of ignition, the
greater the efficiency and economy will be.
(To be Continued)

Resistance and Model Tests

(Continued from Page 23)

respondingly numbered right-angled line, for after body,
by measuring from the right-angled lines the required
distance along the proper numbered parallel line.

Thus all the points are moved aft a greater or lesser
distance.

If now you use these moved points as points for the
drawing of a curved line you will be able to mark the
shape of the stem portion of the wave form curve.

If you will refer to the upper portion of the Fig. 2
illustration you will see how the points are moved aft-
and the curve laid out.

Technically speaking, the after water-line curve is a
cydoidal or trachidal curve and the completed water-line
is a curve of versed sines. In all cases the points should
be marked and the bow and stern portions of line marked
at one time. Study the illustration.

3 ^ t\ 3
— >YiYf r9nn gyrrvr 1

Outfitting Time

is now here.

Your problem is to obtain promptly, equip-
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to your boat.

We have been furnishing FITTINGS AND
SUPPLIES of this kind to several genera-
tions of boat men.

Our many years' experience is evidenced in
our NEW CATALCM3UE.

SEND FOR IT.
438 No. Wells St., Chicago, III.

SHIP
CANVAS WORK

JOHN CURTIN

CORPORATION

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Steering Gears

and MARINE FITTINGS for

POWER and SAIL YACHTS

Edson Manufacturing Co.

Established 1859

272 Atlantic Ave., Boston, Mass.

Charles P. McCleUan
YACHT SAILMAKER

Pateoted One-Man Boat Tops. Simplicity Sprayhoods. Cushions. Etc.
Rodmaii's Wharf Eatabiished 189a Fall Rhrer, Mass.

Ved Henyendelser til Annoncerende bedes De refferere til THE RUDDER

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RUDDER

April

BRIGGS & BEGKMAN

Yacht
Sailmakers

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by Eugene Doane

Note. — The extreme forward ends of water-lines laid
out in the manner explained will sometimes be so fine
that it would be impossible to obtain the requisite strength
of construction at stem. To overcome this a slight modi-
fication of the rule is often necessary. This modifica-
tion is made in the following manner :

The bow portion of the base line is drawn longer
than it is intended that the bow of water-line shall be
and after the water-line is marked out, as already ex-
plained, the surplus length is marked off at extreme for-
ward end and forward end of the water-line curve re-
marked to terminate at the proper point. The requisite
length is thus obtained and the extreme fineness at bow
is done away with without materially altering the shape.

I have explained this method of shaping water-lines
because it is a scientific methods of acknowledged merit.

Many investigations of resistance were made dur-
ing the period between 1870 and 1880, and while each
investigator added something to the world's knowl-
edge of resistance, it is generally acknowledged that
the investigations conducted by Professor Rankine
and Mr. W. Froude were the most exhaustive and ac-
curate, and it is upon data obtained by these investi-
gators that our present-day theory of resistance is
based.

{To be Continued)

Government Selling Yachts

When this country entered the war the Government
needed vessels of all sizes and types, not only as supply
vessels and transports, but for use as patrol boats, des-
patch boats, submarine chasers, etc. Many yachtsmen
turned their yachts over to the Navy Department at a
nominal rental of $1 a year; others chartered their yachts
for fixed sums, and others sold their yachts at prices fixed
by the boards of appraisement. Since the armistice was
signed the vessels lent or chartered have been returned
to their owners and have been in many instances over-
hauled, repaired, and will be commissioned this year.

Those vessels purchased are continually being offered
for sale. Some of these were in poor condition. The
hard work to which they had been put racked their en-
gines and injured them in other ways, so that they were
not worth nearly what they originally cost.

Many of the vessels thus offered have been purchased
and the following is a list of those vessels which the
Navy Department has sold, and the name of the pur-
chaser :

r MARINE M0DELS1

Pattern Making, Inventions Developed

Special Machinery

THE H. E. BOUCHER MFG. CO.

150 LAFAYETTE STREET, N, Y., U. S, A.

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Name

Type

Length Ft. Purchaser

Arcturus

Gas

90

Reinhard Hall

Weemootah

Gas

W. W. Graves

Rutoma

Gas

68

Reinhard Hall

Katherine

Gas

55

Eugene Bates

Patrol No. i

Gas

40

Edgar W. Heinrich

Bivalve

Gas

55

Merritt & Chaplin

Atlantis

Gas

55

Shirley G. Ellis

Roamer

Steam

82.7

Frank A. Eagan

Paloma

Gas

77-5

J. E. Doherty

Glendoveer

Gas

74

Chas. DeLerno

Hetman

Gas

60

A. S. Johnson

Thrasher

(ex-Petrel)

Gas

45

Henry X. Rilley

Mustang

Gas

56

Allen N. Spooncr

Najelda

Gas

65

A. Danopolis

Lomado

Gas

65.6

John J. Hanson

Quicksilver

Gas

50

Geo. Plant

Whistler

Gas

50

J. E. Doherty

Warbug

Gas

62.4

E. Atkins & Co.

(Continued

on Page 50)

April

TME«

RUDDER

49

Books for 1 Niutioal library

ADVANCE IN PRICES— Owing to the increaaed cost of paper, printing and bind-
ing, we are obliged to advance all our new editions of former $1 books to $1 .25

BOAT HANDLING, ETC.
Bndder On Series —

On Flags, Their Griffin and Use. By A. F. Aldridge $0^5

On Nayigation SimpTifled. By McArthar 1.25

Handy Jack Book of Navigation Tables paper .75

On Sights. By Sheppard 1.00

On Yacht Sailing 60

On Tacht Etiquette. By Patterson 1.00

Southward in the Roamer. By H. C. Roome 1.00

Art and Science of Sailmaking. By S. B. Sadler 6.00

Awnings and Tents, Construction and Design. By Ernest Chandler 5.00

Boat-Building and Boating. By Beard 1.85

Boating Book for Boys 1.60

Book of the Motor Boat. By Verrill 1.50

Book of the Sail Boat. By Verrill 1.60

British and Colonial Flags 60

Handbook of American Yacht Racine Rules 2.00

The Helmsman's Handbook. By B. Heckstall Smith 4.00

Hedge Anchor. By Patterson 1.00

Knota and Splices. By Capt. Jutsum 75

Knots. Splices and Rope Work. By B. Verrill 1.00

Knota. By A. F. Aldridge 1.00

Know Your Own Ship 3.00

Masting and Rigging. By Robert Kipping 1.25

Motor Boats, Construction and Operation 1.25

Power Boat Handbook. By Capt. Paul Ward 1.00

Practical Boat Sailing. By Frazar 1.00

Racing Schedule Sheets 10

Sailing. Bj Knight 75

Sailing Shh)s and Their Story. By E. Keble Chatterton 2.50

Sails and Sailmaking 1.26

Small Boat Sailing. By« Knight $2.26; by mail 2.60

Small Yacht. By R. A. Boardman $2.60; by mail 2.63

The Landsman. By Ensign L. Edson Raff, 1st Bat. NaT. Mil., N . Y. .60

Yachtsman's Guide 1919 $1.00; by mail 1.25

Yacht Sails. By Patterson 1.00

SEAMANSHIP

Fore-and-Af t Seamanship 60

Merchant Marine Manual 1.00

Modem Seamanship. By Knight $3.00; by mail 8.25

Notes on Stowage. G. H. HilTcoat 3.75

Practical Seamanship. Todd A Whall 10.00

Reed's Seamanship 8.00

Seamanship. By Doane 1.25

Tait's New Seamanship. 5th Edition 3.00

SIONALUNO

International Signals — A Few Ways to Use the Code 25

Nautical Telegraph Code. By D. H. Bernard 1.25

Night Signals of World's Shipping 1.25

Signal Card 75

Signalling — International Code Signals 1.00

Signal Reminder. By D. H. Bernard 60

BOATBUILDINa

Bndder How to Series —

How to Build and Rig a Cruising Yawl 1.00

How to Build an 18-Foot Racing Cat 1.00

How to Build a Flattie or Sharpie 1.25

How to Build an Ice-Yacht — with Building Plans of a Scooter .75

How to Build a Knockabout 76

How to Build a Model Yacht 1.25

How to Build a Motor Launch 60

How to Build a Racer for $50 paper 75c; cloth 1.00

How to Build a Rowboat 1.25

How to Build a Skipjack 75

How to Build a Small Cruising Power Boat 25

How to Build a Speed Launch 1.00

How to Build a 32-Foot Cruising Launch. By H. L. Skene.. 1.00

How to Build V-Bottom Boats 1.25

How to Build a Viper 26

How to Design and Construct a Power Boat 2.00

How to Design a Yacht. By O. Q. Davis 2.00

How to Run a Boat Shop. By Desmond 1,25

How to Run and Install a Gasolene Engine. By C. Von Culin . . .25

How Sails Are Made and Handled. By 0. G. Davis 2.00

Boatbuilders' Estimating Pads 1.25

Boat Building and Boating. By Beard 1.35

Boating Book for Boys 1.50

OAS ENGINES
Diesel Engines, Marine and Stationary. By A. H. Goldingham. . . 3.00

Elements of Gas Engine Design 75

Gas Engine Handbook. By Roberts. 7th Edition 2.00

Gas Engines. By Lieckfeldt 25

Gas, Gasolene and Oil Engines. By Gardner D. Hiscox 3.00

How to Run and Install a Gasolene Engine. By Von Culin Sf)

Marine Gas Engines. By Clark 2.00

Motor Boats, Construction and Operation 1 .25

Oil Engines. By A. H, Goldingham 2,50

Questions and Answers from the Gas Engine 1.50

Resistance of Ships and Screw Propulsion 2.25

Valves and Valve Gears for Gasolene, Gas and Oil Engines:

Part I, $2.50; Part II, 2.00
DESIGNS
Bndder What to Build Series — ""

Cabin Plan Book $1.00 Racer Book $1.00

Cat Book paper .50 Schooner Book 1.25

Power Cruiser Book.... 1.00 Yawl Book paper .75

ICE-BOATS

How to Build an Ice-Yacht — with Building Plans of a Scooter .75

YACHT AND NAVAL ABCHITEOTUBE

Naval Architecture Simplified. By Chas. Desmond 6.00

A Text Book of Laying Off. By Atwood and Cooper 2.26

Elements of Yacht Design. By N. L. Skene 8.00

Handbook of Ship Calculations, Construction and Operation... 5.26

Laying Down and Taking Off. By Desmond 2.00

Machinerv's Handbook 6.00

Manual or Yacht and Boat Sailing and Yacht Architecture. Kemp 16.00

Naval Architects' Pocket Book. By MacKrow 6.00

Naval Architecture. A Manual of Laying-Off. By Watson 12.00

Naval Architecture. By Peabody 7.60

Naval Constructor. By Simpson 6.00

Practical Shipbuilding. By A. C. Holmes. 3d Edition 20.00

Practical Shipfittine. By Shl-Dk 2.00

Practical Ship Production. By Carmichael 3.00

Speed and Power of Ships. 2 Vols. By Tavlor 7.60

Tables for Constructing Ships' Lines. By Hogg 1.00

The Power Boat, Its Construction and Design. By Schock 2.00

Theoretical Naval Architecture. By Atwood 8.60

Wooden Shipbuilding. By Desmond 10.00

ELECTRICAL

Dry Batteries. By a Dry Battery Expert 86

Electrical Circuits and Diagrams. By N. H. Schneider 36

Electric Wiring, Diagrams and Switchboards. By Newton Harrison 1.50

Electric Bells and Alarms 36

Induction Coils. By P. Marshall 36

Modern Primary Batteries 85

Practical Electrics 85

Small Accumulators. By Marshall 86

Study of Electricity. By Schneider 36

MODEL YACHTS

How to Build a Model Yacht 1.26

Building Model Boats. By P. N. Hasluck 76

Machinery for Model Steamers 86

Model Engines and Small Boats. By Hopkins 1.26

Model Sailing Yachts. By Marshall 76

MARINE ENOINEERINO

Calculus for Engineers. By Larkman 2.00

Elements for Mechanism. By Schwarab 3.00

New Marine Engineers' Guide 5.00

Marine Propellers. By Barnaby 5.00

Marine Steam Turbine. By J. W. Sothern. 3d Edition 12.50

Manual of Marine Engineering. By Seaton 10.00

Mechanics' and Engineers' Poclcet Book. By Charles H. Haswell. 5.00

Practical Marine Engineering. By Capt. C. W. Dyson, U. S. N. . . 6.00

NAVIGATION

Navigation Simplified. By McArthur 1.25

Lectures of Navigation 1.60

American Practical Navigator. Bowditch $2.25; by mail 2.60

American Nautical Almanac 80

Navigation — A Short Course. By Hasting 75

Navigation. By G. L. Hosmer 1.25

Modern Navigation. By Hastings 76

Self Instructor in Navigation 3.00

Simple Rules and Problems in Navigation 5.00

Elements of Navigation. By Henderson 1.50

Epitome of Navigation. By Norie 2 Vols. 15.00

Navigation. By Jacoby 2.50

Navigators' Pocket Book. By Capt. Howard Patterson 2.00

Practical Aid to the Navigator. By Sturdy 2.00

Wrinkles in Practical Navigation. By Lecky 5.00

Rook of Sights Taken in Actual Practice at Sea 1.00

Brown's Star Atlas 2.00

Deviation and Deviascope 2.00

Manual on Rules of the Road aJt Sea 3.26

Pocket Course Book Chesapeake Bay 25

Pocket Course Book Tjong Island Sound 25

Pocket Course Book New England Waters 25

Pocket Course Book Portland to Halifax 25

Pocket Course Book Race Rock to Boston Light 25

Pugsley's —

Dead Reckoning 2.25

Latitude by Meridian Altitude 2.25

Learner's Compass Card 86

Guide to the Local Inspectors' Examination — Ocean Going —

Steam and Sail 2.26

New York Pilot and Guide to the Local Inspectors' Ex-
amination 2.25

Log Book 2.26

Multiplication Table 1.15

Seaman's Receipt Book 35

Tides 2.25

Kandy Jack Book of Navigation Tables paper .75

Kx-Meridian. Altitude, Azimuth and Star Finding Tables 3.15

Tables for Correcting the Observed Altitude, etc. By S. Anfindsen 1.00

THE RUDDER

Single Copies, 25c: Monthly, a Year 2.00

Hound Volumes: 1910, 1911, 1916, 1917. 1918 4.00

Covers for Binding 1.25

PRICES SUBJECT TO CHANGE

ABOVE PRICES INCLUDE DELIVERY ONLY WITHIN THE UNITED STATES. PURCNASIIIS IN

or ..... T. oov.. .«L.v«.r. ^^ ^^^^^ PubUshine Company. 9 Murray St

FORCIQN COUNTIIIES MUST ADD 2S PKR CENT TO AMOUNT

New York, N.Y.

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Decks Hard to Keep Tight?

Why not try

AND

ELASTIC SEAM PAINT
Will keep decks tight for upwards to
ten years. Yields with expansion and
contraction and will not track out.

Used on Government submarine chasers, also
over 20 S. S. Cos. on all of their steamships

ELASTIC COPPER PAINTS

Prevents Sea Growth

ELASTIC COPPER PAINT is made en-
tirely different from other SUBMARINE
PAINTS. It is an absolute preventive of
MARINE GROWTHS AND WORMS.

It is Made in Two Colors
Bright Red and Green

ELASTIC BOOTTOPPING

BeautifuU rich Bright Red and Green in
color. Will not chip or peel off and re-
tains its bright shade.

Inquire of your dealer or

H. B. FRED. KUHLS,

65th St and 3rd Ave., Brooklyn, N. Y.

We arc Ihc Larfcst Marine Paint Manuf actnrcrs in Uic Werid

WOOLSEY'S
COPPER B EST PAINT

rOR WOODEN BOATS' BOTTOMS IN rRfSH OR SALTWATER

CUARANTKKD

Will Stand for one year if prop*
erly applied, and keep the
bottom clear from marine
growths, as Grass. Moss.
Barnacles. Etc.. and prevent
boring by the destructive
teredo worm.

BRIGHT RED AND BRIGHT GRCCN

COPPER YACHT PAINT

MAKC THC SMOOTHEST SAIUNG BOTTOM

WOOLSCVS SPAR VARNISH

Guaranteed to stand under the most trying
circumstances, as on yachts, boats and Tessels
of any Icind for either inside or outside work.

Yacht White Yacht Black DcckPafait

Engine Enamel Seam Compowid

Canoe Enamel

Lt. Sea Green and Copper Bronze Bottom Patau

C A. WOOi^EY PAINT
AND COLOR COMPANY

Jersey City. New Jersey. U. S. A.

Send for our ''New Marine Booklet with Color
spots and ''How to Paint a Boat' — Free.

Name
Parthenia
Margaret
Dorothea
Sea Otter
Magnet
Me Too
Elagle
Killarney
Shrewsbury
Shark
Marie
Shur
Jeanette
Edithena
Lagoda
Riette
Navajo III
Margaret
Tillimook
Edith M. Ill
Yo Ho
Nightingdale
Arcady
Celeritas
Druid
Whirlwind
Sparrow II
Christabel
Reposo
Vivace
Tramp
Nerita
Polly
Aurore II
Coronet
Dodger II
Eagle
Ellen

Patrol No. 5
Ono
Valeda
Akbar
lonita
Suzanne
Alice
Coco
Wandena
Shad
Zara
. Kwasind

(ex-Nokomis)
Halcyon
Rockport

(ex-Ajax)
Needle
Rambler
Hopestill
Daiquiri
Estella
Lynx II
Admiral II
Traveler
Zig Zag
Kanised
Greyhound
Alpha
Arrovo

Type Length Ft. Purchaser

Steam 114 J. Ross Collins

Steam 145 C. H. Crocker

Steam 182.4 August Grimaldi

Gas 35 Joseph Guild

Gas 95.3 Ed. A. O'Donncll

Gas 50 Carl Warden

Steam 155 Nathaniel L. Bird

Gas 65 John J. Kilcy

Gas 94 Chas. S. McCulloh

Gas 69 Morgan Barney

Gas 65 E. J. Stciner

Gas 70 Wm. H. Browning

Gas 44 B. K. Whitefield

Gas 68.6 W. T. A. Fitzgerald

Gas 80 Robt. J. Buck

Gas 52.8 H. H. Miller

Gas 63.2 H. A. Greenwood, Jr.

Gas 76.4 L. Lubchansky

Gas 58.4 Geo. Jerome

Gas 59 Louis Behrmanc

Gas 43.1 Geo. Blackburn

Gas 45.2 G. W. Ford

Steam 116 C. R. Stewart

Gas 60 Peter Frasse

Steam 217 Hudson S. B. & R. Co

Gas III R. C. Thackara

Gas 46.4 J. G. Lampp

Steam 164 Savannah Bar Pilots

Steam 126.8 John Pelly

Steam 114 Marvin Briggs

Steam Thos. Butler & Co.

Gas 60.6 J. Herbert Brown

Gas 56.10 E. Atkins & Co.

Gas 96.3 J. A. Brander

Gas 90 Reinhard Hall

Gas 76.2 Reinhard Hall

Gas 80 M. Barney

Gas 67.10 Reinhard Hall

Gas 40 Reinhard Hall

Gas 43 H. H. Coomer

Gas 59 J. R. C. McBeath

Gas T}, F. Chester Everett

Ga? 48.10 Wm. Thewes

Gas 75 Joseph E. Doherty

Gas 60 Reinhard Hall

Gas 2fi M. D. Carmichael

Gas 65 Wm. Byers

Gas 43-3 J. K. Doherty Co.

Steam 136 E. A. Stavorondis

Steam 154 Wm. H. Todd

Steam 118 D. W. Flint

Gas 89.6 Herbert H. White

Gas 65 M. Barney

Steam 148 J. M. Scott

Gas 87 Jas. S. Milne

Gas 61.4 Stanley W. Ferguson

Gas 52 Clarence C. Benedict

Gas 57 Kemp Mach. Co.

Steam 115 E. M. Goodsell

Gas 50 Public Health Service

Gas 44 W. D. Carmichael

Gas 90 J. A. Nickelson

Gas 39.9 H. J. Jaeger

/Arthur Palmer
•A. C. Buscher

AWNINGS AND TENTS

CONSTRUCTION AND DESIGNS
hy Erntst ChandUr

Orer 3P0 ptKCi corerinc trttj featare of their coottraction, detifn and detail

PRICE $5.00

THE RUDDER PUBLISHING CO., 9 Murray St., New York

Please mention THE RUDDER when writing to advertisers /^^ |

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RUDDER

51

NEW WORK BY MOWER

The orders received by Designer C. D. Mower show quite
a variety of new yachts for the coming season. The largest is
a 6(>-foot seagoing auxiliary cruising ketch for a New York
yachtsman who intends to use her for a cruise in the South
Pacific.

A 54- foot cruising power boat has been designed for Vice-
Commodore Robert Jarecki of the Erie Y. C. and is now under
construction at Lund's yard in Erie. She will be equipped with
a six-cylinder F. M. Sterling engine and will be a notable addi-
tion to the Great Lakes fleet.

Drawings were furnished for a 45-foot power cruiser,
designed by the owner, which is now under construction near
New York. This boat will be equipped with a Buffalo engine.

A 37-foot power boat with an auxiliary sail in a small
schooner rig has been designed, but the owner has decided to
postpone building on account of the present high prices.

A 30-foot day cruiser of the raised-deck type, designed
for R. A. McGill of Toronto, is now under construction by the
Ditchburn Pleasure Boat Company of Gravenhurst, Ontario.
She will be fitted with a Sterling four-cylinder F. M. engine
and will have a speed of about 25 miles per hour.

Among the sail yachts turned out is a one-design class of
Marconi rigged sloops, 18-foot water-line and 26 feet over all,
designed for members of the Baltimore Y. C, and a class from
the same design will be built at Bay City, Mich.

Another Marconi-rigged knockabout has been designed for a
western yachtsman and will be built by the Burger Boat Com-
pany of Manitowoc, Wis. This boat is 20 feet w.l., 3 o.a., and is
of the raised-deck type. She will be used on Lake Winnebago,
Wis.

Building at Grave's Yard, Marblehead, is a Massachusetts
18-foot knockabout designed for Mr. Frank P. Munro of Boston.
This boat will also have a Marconi rig with a 42-foot mast and
her performance against the older boats with gaff mainsails will
be watched with interest.

Plans of a 30-foot Sea Bird have been furnished to Dr.
Whallcy of Brooklyn and the boat will be built by a South Bay
builder.

Plans of a small cruising schooner have been furnished to
C. W. Cook of San Francisco and the boat is now under con-
struction near San Francisco.

Another boat building in California is a 19-foot over* air cat
of the Cape Cod type for Charles Longstreet, Esq., a Phila-
delphia yachtsman who spends his Winters at Coranado Beach,
Cal., and will use the boat for fishing and afternoon sailing.

Plans of a 21-foot over all centerboard knockabout have
been sent to Mr. C. D. Zurnhurst of Chicago, who will use the
boat on Lake Michigan.

A 21-foot water-line knockabout design has been furnished
to Mr. Fogan, who will use the boat on Long Island Sound.

The smallest boat designed, but by no means of the least
interest, is the lo-foot sailing dink for owners of the New
Victory Class. It is expected that at least twenty-five of these
boats will be built and will give a lot of sport in impromptu
racing.

^eal Varnish Economy

COST per gallon means nothing in figuring on Varnish
economy for best work. You buy varnish to protect
the boat, to preserve the finish, to prevent deterioration.
Good marine varnish will do this; it is also economical be-
cause refinishing is infrequently necessary. Ordinary varnish
used on marine work is costly, no matter how cheap.

Edward Smith & Company's

SPAR COATING

is Real Varnish Economy. It has stood the tests of neariy
a century. Boat owners and boat builders of experience
know they can depend upon SPAR COATING to do fJl
that a high-grade marine Varnish is supposed to do.

AQUATITE

is a high-class Varnish for wood and metal wodc awash most of the
time. Woo*t turn white, dries dust-free in 3 hours.

EDWARD SMITH & COMPANY

VARNISH MAKERS FOR 93 YEARS

Head Office and Wwks: West At., MftTtkSls., Lom Iilui^ City, N. Y.

P. O. Box 76 aty HaU Station, New York City

Wertern Branch— 3632-34 South Morgan St., Chicago.

[RHF.UMATISMa»oGOUT|

PROMPTI.Y RELIEVED BV

BLAIR'S
PILLS t

GREAT ENGLISH X
REMEDY. Os^

ISAFE&EFFECTIVE50M

DRUGGISTS.
D« 83 HENRY «T, BROQKLYH.M,V> ,

LONG ISLAND SOUND SCHEDULE

At the annual meeting of the Long Island Yacht Racing As-
sociation of Long Island Sound the following officers and mem-
bers of the executive committee were elected: President, James
VV. Alker. Manhasset Bay Y. C. ; vice-president, Frank Bowne
Jones, Indian Harbor Y. C. ; secretary, Charles A. Marsland, New
Rochelle Y. C; treasurer, Harry A. Jackson, New York A. C;
executive committee, Howell C. Perrin, Larchmont Y. C. ; George
P. Granbery, New Rochelle Y. C. ; John Clinton Work, Seawan-
haka-Corinthian Y. C, and Edward H. Tucker, New York A. C.

The schedule of races arranged for the season follows:
May 31, Harlem Y. C; June 5, Knickerbocker Y. C; June 12,
Manhasset Bay Y. C. ; June 19, Larchmont Y. C. ; June 26, Sea-
wanhaka-Corinthian Y. C. and Orienta Y. C. ; July 2, American
Y. C; July 3, New Rochelle, Y. C; July 5, Larchmont Y. C;
July ID, Indian Harbor Y. C. and New York A. C. Block Island
race; July 17, Stamford Y. C; July 24-31, Larchmont Y. C, race
week ; August 7, Huguenot Y. C ; August 14, New York A. C. ;
August 21, Manhasset Bay Y. C and Harlem Y. C, Stratford
Shoal Race ; August 28, New Rochelle Y. C. ; September 4, Sea-
wanhaka-Corinthian Y. C ; September 6, Larchmont Y. C. and
Sachems Head Y. C ; September 11, Indian Harbor Y. C, and
September 18, Sea Cliff Y. C.

THE PAINT you have used so long, always reliable when properly applied
io years the leader.

Tarr & Wonson's Copper Paint,

for wooden Vessels' bottoms, prevents boring ol
worms, and all mariae growth.

Prioiiiic coat A. LaCZOnCy VMMm cmC B.

for bottoms of IRON and STEEL Vessels ofeverf
description, to prevent corrosion and all Marine growth.
THE GREAT SPEED INCREASER.

THEY EXCEL ON EVERY POINT

Mannfactyradoolyby TARR & WONSON» Limite4»

Beware of Imitations. GLOUCCSTCR, Mass., U. S. A.

For sale everywhere.

8 Highest Medals.
Gold. Silver & Bronze,

TJrwyir4'r\ Dlin By Chas. Desmond. At the request of numeroai

XxUW lU JX.U11 boatbuildett we have reprinted this leriet <^7 pC

"D 4* C*l-» of excellent «rticle» on Boat Shop efficiency. >** •^'^

a HOat JjHOP^y^rd/I! TWRBtf4crPiiMishioiCo.,»M«rraySt. N.Y.City

En repondant aux annonces veuillez mentioner THE RUDDER

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THE J. H. CUftTISS CO.

2 SOUTH STREET, NEW YORK

Marine Water Closets

Yacht Pump
Closet

Very Highest Develop-
ment of Marine Water
Closets for use above or
below water line, 4-inch
cylinder, discharges con-
tents at third stroke, suit-
able for heavy work or
owner's room. Will out-
wear any other closet: the
gear makes it very easy-
working.

GURTISS IMPROVED MOTOR
BOAT CLOSET

Qimensions: 18x18x11 in.
high to top of bowl; 2% in.
cylinder. For above or
below water line.

The best little closet on
the market today, possess-
ing many of the advan-
tages of the large size toilet.
All brass and porcelain.
Oak seat and cover.

All prices subject to
market advances, which
are continually chan ging .

Needed Information

Size of Propeller Required

Q. — We are asked to recommend a proper size of
propeller to use with an engine developing 24 h.p. at
600 rev. and 40 h.p. at 1,000 rev., when installed in a
28- ft. w.l. and ii-ft. 6 in. breadth boat.

A. — We cannot accurately reply to the question be-
cause you have not given sufficient data. If you cannot
supply information about displacement of boat, shape of
lines (a line drawing), manner of installing engine, and
full particulars about engine and its installation we sug-
gest that you either ask the engine builder to select a
propeller or ask one of the propeller makers to do so.
We know that whoever is asked to suggest size, from
the small amount of information you sent us, will have
to make a guess. Knowing the boat, it is Very likely
you can make a more accurate guess than anyone else.

Design of Lines

Q. — A says that fine concave water-lines are neces-
sary in a displacement boat if greatest speed is desired.
B says that full convex lines will give best results. Is
A or is B correct?

A. — Both A and B are in error if they assume that
speed depends upon using a certain form or shape of
water-lines. Speed does not depend upon the correctness
of any one (selected) element of a design but upon the
accuracy and balance of all elements, meaning by ele-
ments: dimensions, form, distribution of this form and
weights.

American-Built

Sextants

Since 1872 we have built Sextants and instruments of precision.

Quantity production enables us to offer American-built Sextants

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

Stud f9r Booklet 8 (4 SijUs: 7%* mmd 6' Navigational Mat* and Motor Boat)

Brandis & Sons, Inc.

754-7S8 Lexington Avenue Brooklyn, N. Y.

How TO Reach Our Showroom and Factory— 20 minutei' ride: Tike the
Lexincton Avenue train at Brooklyn BridEC entrance. New York side, get out at
Reid Avenue Station, Brooklyn, walk East H block. Phone Buihwick2427

XAI

John Bliss & Co. RAVIGATIONAL

IISTRBMENTS

128 FRONT STREET
NEW YORK

EMPIRE REPAIR & ELECTRIC
WELDING COMPANY

Electric Welding and Boiler Repairs

Shop, Foot of 35th Str«ot
Brooklyn, N. Y.
T«l. aS4S S«uth arovklyn

Vibration

Q. — When my cruiser is running at full speed (i8
miles an hour) there is a great deal of vibration. To
what possible cause may this be attributed and how can
Jhe defects which cause the vibration be remedied?

A. — The vibration you complain of may be due to
any one of several things.

(a) Unbalanced moving parts of machinery.

(b) Unbalanced or poorly designed and finished pro-
peller.

(c) Weakness of engine foundation, or of thrust
block, or of bearing foundations.

(d) Shafting being out of alignment.

(e) Structural weakness of hull or a sudden break
in the longitudinal or transverse strength, such
as is caused by abrupt termination of engine
fore and after, or by setting engine upon an
excessively narrow engine foundation of great
height.

If the rates of revolutions of engine approxi-
mate to multiples of the vibration period of
structural parts of hull there is likely to be an
excessive amount of vibration.
To remedy the condition it will be necessary to deter-
mine whether it is caused by structural weakness, ma-
chinery, propeller or by cause (f). When the cause is
known the remedy will be apparent.

Engines
Editor of The Rtddrr:

I beg to encroach on your valuable time to ask you
your opinion on the following questions. The answers

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New York Office

44 Whitehall Street
■•wllng Qrmmn SeSO N. Y.

April

RUDDER

53

111

WORLD RENOWNED-8 DAY-HIGH GRADE

ASK ANY
USER

^^=*BEST IN THE WORLD — all others are comparative

^DMr and Half Hoar)
".^rsti/^ilu" \ Clocks, Ship's Bell Clocks, Auto Clocks, &c.

For Use on Steamships, Vessels, &c., &c., and
Suitable for Finest Residences, Yachts, Qubs, Automobiles, Motor Boats and

For General Presentation Purposes

WtrOrt sale by Highest CIas» Jewelers and Nautical Instrument Dealers in Largest Cities
Dealers in amall^ cKies, not carrying these floe clocks In stock, can sell many from catalog

Makers Exclusiveiy

ffiEh Grade Clocks 10 State St, BostOD^MaSSe

Many YachU and Club are using the 'CHELSEA'* AutomaUc Ship's Bell Clock,
operating on a special 8V4 inch Bell . . UNIQUE and NAUTICAL,

Chelsea Clock Co.

EsUblished
1897

may be of interest to other subscribers as I have not
noticed any such answer in The Rudder.

(i) Would a 20-h.p. motor-car engine be suitable
for a boat for fresh water? If so, would you need a
gear-box or just a clutch and straight through drive?

(2) If engine turned to the right would a right-
handed or left-handed propeller be necessary?

(3) Would a 14-foot flat-bottom boat, with a tunnel,
attain any speed with a 20-h.p. motor-car engine?

(4) Have you any designs of tunnel boats of small
size, besides the design of the "Sandcrap" (or similar
name) which appeared in The Rudder a few years ago?

I have always been an adherent to the good old sail,
but since shifting away from the sea (much to my
regret) I only have a shallow river and lagoon on which
to "put the wind up" the land lubber.

I have been getting The Rudder regularly for twelve
years now and this is the first time I have come aft to
ask a question, so I conclude I can haul taut and lay
close, and not square away and run for it. — H. B. H.
New Zealand.

( 1 ) An automobile engine can be used to drive a boat
providing there is added to it a thrust bearing, a water
pump (if there is not one on engine) and a reverse gear
or clutch. It can be driven direct, coupled to shaft, pro-
viding the revolutions at which engine is rated, or will
be nm at, are not too many for propeller efficiency.
Read our reply (in October issue) to Joseph L. Leahy.

(2) The easiest way to define a right or a left-
handed propeller is relative to the sides of the boat (Port
and Starboard), and to the direction of rotation of the
upper portion of the propeller.

The upper portion of a right-handed propeller always
turns from Port to Starboard, and, of course, a left-
handed one turns from Starboard to Port.

(3) A properly-modeled, tunnel stern boat 14 feet
in length, if not too heavily constructed, can be driven
at a speed of about 7 miles an hour with a 20-h.p. auto-
mobile engine.

(4) No.

Bear in mind that a tunnel stern hull requires more
power to move it than a hull of ordinary form. Also
remember that it is likely that your 20-h.p. auto engine
will not develop 20 h.p. when it is converted to a marine
engine and installed in a hull.

©*©

MASSACHUSETTS RACING DATES

The Yacht Racing Union of Massachusetts at its meeting
recently awarded trophies and pennants to the winners of last
season's races and arranged the racing schedule for the coming
season.

Albert W. Finlay of the Quincy Y. C, owner of the Bar
Harbor 31-footer Zara and the 18-foot knockabout Dorchen H,
was elected president; Lincoln S. Coffin of the Lynn Y. C. is
the new vice-president, and others officers include Howard Gan-
nett, South Boston Y. C, secretary and treasurer; Arthur E.
McGarry, South Boston Y. C. ; W. C. Cherrington, Mosquito
Fleet Y. C. ; Theodore H. Campbell, Columbia Y. C, and A. A.
Swallow, Savin Hill Y. C, executive committee.

With the adoption of the Bar Harbor 31-foot class there will
be six classes in the next summer's racing — A, B, 18- footers;
Victory, Hingham and Winthrop, 15-footers, and the Bar Har-
bor Class.

Dates assigned for the season are as follows: May 31, South
Boston Y. C. ; June 5, Mosquito Fleet Y. C. ; June 12, open ; June
17, Boston Y. C. ; June 19, Quincy Y. C. ; June 26, Columbia
Y. C ; July 3, South Boston Y. C. ; July 5, Point Shirley- Jeffries
Y. C. ; July 10, Savin Hill Y. C; July 17,. open; July 24, Hing-
ham; July 31, Lynn Y. C. ; August 7, Wellington Y. C. ; August
9 and 14, Corinthia Y. C. ; August 21, Squantum Y. C. ; August
28, Winthrop Y. C; September 4, Dorchester Y. C. ; September
6, South Boston Y. C. (Bermuda Cup); September 11, Boston
Y. C. handicap at Hull; September 18, Corinthian Y. C. Com-
modore's races.

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[ William H. Griffin °^^r " Yacht Sailmakcr ]

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

JOHN G. ALDEN

Tackl Broker and
NaTal Architect

148 StaU Street
Boston, Mass.
T«leplioB«. Richmond 2318

Phone Bensonhurit 5091

A. H. BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT
Plant, Specifications and Eitimatea Furnished

2280 Cropsey Ave.

For All Types of Vessels

Affiliated
HOWARD B. WHEELER.

Ship Builder

Brooklyn, N. Y.

THOMAS D. BOWI8, M.I.

NAVAL ARCHITBCT AND BNGINBBR YACHT AND VBSSBL BROKER

Offices. Lafayette BoildlaK Chestant aad Filth Streets

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WILLIAM GARDNER & CO. ^

Nival Architects, Engineers, Yacht ft Vessel Brokers

Yachts, Launches and Vesseb of All Kindk

No. 1 BROADWAY, NEW YORK

Telephone 3585 Recter

J. MURRAY WATTS CableAdd.'Munrat-

Naval Architect and Cncineer Yacht and Vessel Broker

1 36 Seuth Fourth Street *;Philadelphia, Pa.

FREDERICK K. LORD

NAVAL ARCHITECT
Designer of Sail and Motor Boats
lao BROADWAY, NEW YORK^

TeL 4888 Rector

^^;:^^^i^i<h Tht "fTe// Mmrk'^ of NmvmI jfrthitttturt and Marimt Emgimterimg

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7^a "Built to BEjIBURY Dttign and Sptti/lemiioHs'' addt
t^^ S 10 tht VALUE (not tht cost) of your Boot.

150 NASSAU ST.

Phone: Beekman 2804

NEW YORK

Cable: "Scaza." N. Y.

COXf&l STEVENS I

Naval Architects, Engineers, Yacht Brokers

15 WILLIAM STREET, NEW YORK

Telepkoaoai IB78-IB7e Bread

Complete particulars, plana and photoeraphs promptly aubmiitedon receipt of in
quirjr. State your requirements. Larfe list of yachts of all types for sale or charter

Designing and Building
of all Types of Power
Boats a Specialty

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn. CO.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Copyright 191S. Res W. Wadmaa. lac.

Place Your Order Now

fOR THE NEW BOAT-YOUR INVESTMENT
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/Montreal. Main 3352 ^ ., jNavalart, Montreal

Telephones \ New York. Bowling Green 6077 Cables "Jsuryeyors, New York

N. E. McClelland & co., Ltd.

NAVAL ARCHITECTS YACHT BROKERS

Montreal New York

286 ST. JAMES STREET 2 STONE STREET

^:m'1 Knockabout

A fine all-around cruising boat; excellent sailer; suitable for shal
low water. 20 ft. water-line, 32ft. over all, 10 ft. beam, 20 in
draught. Paper. Xhe Rudder Publishing Co., 9 Murray St., N. Y.City

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THE #8*

RUDDER

55

HUGUENOT Y. C. OFFICERS

The annual meeting and dinner of the Huguenot Y. C.
proved a rousing affair and one of the largest gatherings in
years. All members were elated with the bright prospects of
yachting this coming season and look forward to a great revival
in the sport.

Commodore Williams proposed a class of dinks last July
and the plan met with splendid support, several local clubs join-
ing the Huguenot in promoting the class. The commodore re-
marked they expected to build the boats at a cost of $12^, and
as there were Star, Jewel, Fish Classes, etc., on Long Island
Sound, it was decided to call the dinks the Navigational Class
and permit the builders to seelct suitable names, whereupon
Vice- Commodore Hubbell claimed prior right to christen his
ship Rhumb Line.

The following officers were elected : Commodore, H. H. Van
Rensselaer ; vice-commodore, A. B. Hubbell ; rear-commodore,
A. B. Duryea; secretary, H. E. McCormick; treasurer, F. B.
Lewis; trustees, J. J. Potter, A. Paterson, H. Houghton, R. L.

Kapp.

♦ ♦ ♦

STOVES

During the war period it was not possible to secure a
Khotal kerosene stove, as the Government took over the entire
output for service abroad.

The Khotal is made in America by the W. H. Otto Metal
Goods Corporation of 401 St. Paul's Avenue, Jersey City, N. J.,

1920 RED WING LMPROVEMENT
An interesting improvement in the famous Red Wing Thoro-
bred marine engine, announced by the Red Wing Motor Com-
pany, Red Wing, Minn., manufacturers, is a detachable cylinder
head, which makes the cylinders more accessible and facilitates
the easy removal of carbon accumulations on the piston heads
and cylinders. This engine, with detachable cylinder heads, is
already in production by the Red Wing Motor Company and
some deliveries have already been made.

The detachable heads are supplied on the Model F Thoro-
bred 28-36-h.p. engine of 4iV-inch bore and 5-inch stroke; also
on the Model B 32-40-h.p. engine of 4^-inch bore and 5-inch
stroke.

fhe Red Wing Motor Company reports a tremendous de-
mand for marine engines at the present time, and Manager
J. R. Trautner predicts that 1920 is going to be the greatest
season power boating has ever experienced since the inception

of the sport.

i^ * *

YACHT AND LINE GUNS
The Naval Company, as was to be expected, devoted their
whole efforts during the war to Uncle Sam. They are now pre-
pared to supply yachtsmen as usual or anyone wishing a line-
throwing gun. The Naval Company have in past refused con-

and has stood every Government test. It is made of very heavy
metal and will stand up to tests that absolutely wreck other
makes made up in lighter metal to sell at a slightly reduced
price. A Khotal will give satisfactory service for years and is
sold under a very strong guarantee.

tracts to supply steel line-throwing guns, as F. G. Hall, the
engineer of the company, claims they are useless in an emer-
gency, as sea air rusts and corrodes the barrels in a very short
period. All their guns are bronze or special composition metal
that are free from rust and practically indestructible.
* ♦ ♦

STERLING SALESMANAGER
J. L. Killean, who for eleven years was associated with the
old Lamb Engine Company, has accepted the position of Sales-
manager of The Sterling Engine Company.

His past experience in the engine field will enable him to
give the same service and cooperation Sterling users and pro-
spective buyers have had in the past.

[ J. W» Lathrop Co« "^fs^."; gasolbme Engines]

Kottkokttsha ni otegami onsashidashi no saiwa doze RUDDER nite goran no mune onkaldsoe negaima8i^^-j(30Q^i(

56

THEfl«»

RUDDER

April

IfelSffifeS Power-Beaity-Economy

You get all of them in the Red Wing THOROBRED, and you get in ad-
dition, speed, smoothness, inherent perfection of detail which brings you what
youVe a right to expect for your money — SATISFACTION.
Order your motor now if you possibly can, for the demand is already taxing
our ability to deliver motors and any one of a number of possible contingencies
may cause a disappointing delay later on.

Fia/e sizes, 10 to 40 H.P., tuith e'very modern impro'vement and refinement. Burn kerosene or gasoline.

IV rite us today for prices and all facts

RED WING MOTOR COMPANY, Dept R. Red Wing, Minn, U. S. A.

Unit Pow«r Plant, M«dol "F** TNOROBRKD
£S.ae N.P.. 4 1-1«xSln.

PORTABLE ELECTRIC DRILLS
A very novel device in the plant of The Sterling Engine
Company, Bufifalo, N. Y., is the Electric Drill.

The work consists in the drilling of diagonal oil holes in the
cranks of four-cycle marine engines.

The illustration shows the machine devised for this purpose
and built in the Sterling Works, permitting of the use of stand-
ard Van Dorn Portable Electric Drills.

The table, or bed, is of cast iron planed and provided with
a longitudinal slot in which the two V-blocks slide, their centers
being in a line with the drill spindles. The two vertical members
support the rail, on which are two carriages carrying the slides
for the electric drills. The slides are arranged so that they will
swivel in either direction. At the left-hand end of the table is
a similar head for drilling the central oil hole A, Fig. 2. The
heads en the rail are used for the diagonal holes B in the crank
webs.

inz--??

Van Dorn Portable Electric Drills are particularly well
adapted for all kinds of general production purposes and quick

repair work as size for size they are the most powerful portable
electric drills on the market.

The engine is hand-built in the plant of the Van Dorn Elec-
tric Tool Company, Cleveland, Ohio, on the same principle as
the street car engine, but in miniature form, to meet the same
kind of varying load conditions.

TOPPAN SALES

R. J. Shortledge has purchased a i6-foot Hydroplane, built
similar to the model exhibited at the New York show for use
as a coaching launch in training racing crews.

The boat is very successful in this service and has been
adopted by a number of schools for the purpose.

A class of 2i-foot Sailing Dories has been sold to a New
Bedford Y. C. Alfred I Du Pont of Wilmington has purchased
a 22-foot Dory Launch equipped with a four-cylinder Universal
engine.

A 22- foot Power Dory was shipped to George Blow of
New York.

A 30-foot Cabin Cruiser was sold to A. A. Mead of Stough-
ton, Mass., equipped with a heavy-duty engine.

The Shell Shore Y. C. placed an order for eight 21x6
sailing dories.

With the present work on hand and the numerous orders
for boats to be shipped this Spring the firm is simply swamped
with work. The Toppan Boat Manufacturing Company built up
a large stock of boats and from their regular stock boats they
can make immediate deliveries.

WILL BUY ADDITIONAL SHIPS
Messrs. Seabury & deZafra, Inc., 150 Nassau Street, New
York, Marine Engineers and Brokers, who recently purchased
the power schooner Jayo in the interests of clients, are in the
market for other vessels for the same clients. Small steam
freight vessels of about 400 and 800 t.d.w. are desired, and also
power schooner of each size. Unpowered schooners, if immedi-
ately available, would be considered with a view to installing
fuel oil engines.

Heavy-Duty CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load*
Variable speed instantly obtainable from just

"turning over'* to wide open.
Operates on low price fuel oils.
Fuel consumption .55 lbs. per h.p. per hour.

KAHLENBERG BROS,

SIZES 60 H.P. UPWARDS

*rje/rJ? FOft OUX LtTSRArURS stating YOUK RSQUmFMENTS FULLY

COMPANY, Mftnufacturerf, 17^5 12tk Street, Two Riven, Wii., U. S* A

Var god aberopa THE RUDDER nar annonsorcrna ^^^^^krif^s .^j^^^ j^ r^QQQ^^

April

RUDDER

57

The Allen Dense-Air Ice Machine

BO chemicals. It U placed in the engine room, while the ice-making box and meat rooms

are at distant places of the steamer

Steam Yachts— Atalanta,Constant, Riviera, Emeline,
Apache, Electra, Nourmahal, Josephine, Virginia,
Thespia, Dorothea, Alcedo, Enterprise, Felicia,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Rheclair, Aztec, Rambler,
Surf, Sultana, Emrose, Guinevere, Cjrprus. Nearly
three hundred in daily service in the tropics on
men-of-war, steam yachts and mercantile steamers.

H. B. ROELKER

Designer and Manufacturer Screw Propellers

41 MAIDEN LANE, N. Y.

AN AUTOMATIC BILGE PUMP
The Rock-A-Way Wave Motor Pump utilizes the motion
of rocking of the boat to operate its simple mechanism to keep
the boat free from bilge or rain water. While operating at all
times from the resuisite rolling or movement, it is, perhaps, of
greatest practical service to the owner of a power boat, fisher-
man's dory, yacht or other small craft when the boat is not in
use, thus providing a dry boat when wanted and obviating the
necessity of a trip to "pump her out'' about so often whether
used or not. . .

There is really nothing new and untried in pump principles
and its simple mechanism has been worked out from practical

tests and use on the boat to obtain a maximum amount of power
with a minimum amount of motion of the boat in a compact
article. The surface conditions, most of the time, of the open
salt water and lakes, resulting from wind alone, is commonly far
in excess of the requirements. The wake and chop from passing
boats in otherwise still water provides an intermittent source of
energy. Should these necessary surface conditions be present
only one or two hours, on the average, out of the twenty- four
in any special locality, the bilge water would be taken care of in
any ordinary, usable boat.

As will be gathered from the accompanying illustration, the

pump receives its motive power from a horizontal lever, which
swings on a pivot, the long arm of which is heavily weighted at
its free end. This end is supported by a comparatively large
wheel, turning on a small axle, which rolls from side to side
upon a smooth track as the boat is rocked by the waves or moved
by other causes. The short end of lever is connected to the
piston of the pump by a short connecting rod. As the piston is
pulled out water is taken in through the valve at the end of the
pump cylinder, and, on reverse motion of lever, is expelled
through the valve at its side.

The pump may be located in almost any convenient place in
the boat, but preferably upon a shelf in the cabin, if such is
present, and some three or four feet up from the bottom of the
boat. From the intake port a pipe or hose is run to the lowest
point, where water collects, usually at or near the stern. In a
similar maner, the outlet valve is connected to pipe or hose ruti-
ning over rail of boat or to a discharge port in its side at, or
near, the water line. Best results are usually obtained by placing
pump so that the free end of motive lever will roll from side to
side of boat.

The pump cylinder, piston, valves and connecting rod are
of brass composition, other parts of iron and steel. The dimen-
sions complete are ii inches by 14 inches by 4^2 inches. Weight
approximately 19 lb. Capacity is considerably in excess of usual
requirements of 20 to 40-foot boats under average conditions.

The pump is manufactured by Rock- A- Way Pump Company,
64 Gorham Street, West Somerville, Mass., who will be pleased
to send further particulars.

♦ ♦ ♦

FRISBIE CATALOGUE

The Frisbie Motor Company, of Cono Street, Middletown,
Conn., have issued their new catalogue, covering the Frisbie line
of engines from 5 h.p. to 75 h.p. in one, two, three, four and six
cylinders.

Fifteen years ago the firm adopted the valve-in-the-head
design and today all the latest engines are following this practice*!

This catalogue is very complete, giving full details of the
construction and dimensions for installation. The operation of
the famous Frisbie slow-down is explained and the kerosene
converter is illustrated.

To any on^ interested they will be pleased to send the com-
plete catalogue.

BILGE PUMP

Fog and Ships' Bells
for all size crafts

Jingle Bells, Pulls, Gotigs^
Cranks, etc*

% BEVIN BROS. MFG, CO.

Eait Kampton Confiecticut

Please mention THE RUDDER when writing: to advertisers

58

RUDDEP

April

-02

K)R SALE /

ALSO SECOND HAND Hi

ENGINES.EQUIPMENT. I
' HOUSE BOKTa.ETC.

lillih.

..^at*^

YOUR BOAT, ENGINE OR EQUIPMENT

in storage is not wortli its Iceep and unless talcen care of will soon be worthless. A fifty-cent advertisement will turn

an old outfit into money, l^esides giving the purchaser an opportunity of making it useful and a help^o the sport.

Advertisements 2c a word each Insertion, minimum charge 50c. Heavy-face t3q>e, double price?

Money must accompany copy. Forms close 10th off the month preceding.

r^^^ ^e i\i\ ^^ ^1' 'i^i" photograph furnished by yoo, preiMire a half-tone plate of yoor boat, aieaioring 3% Inches: wide

rOr ^^'•UU by 1 inch deep, and print sane with a 50-word description.

For $ 10*00 half-tone plate 3M Inches wide, m Inches deep and 100-word description.

Sale by the Navy

Yacht, Destroyer and Coast
Torpedo Boat

There will be sold by sealed proposals, receivable at the Bureau of
Supplies and Accounts, Navy Department, Washington, D. C, until 12:00
o'clock noon, 5 April, 1920:

Yacht AILEEN, is a converted yacht, now
in the Third Naval District, Brooklyn,
xN. Y.

Destroyer Hopkins is an old Navy Torpedo
Boat, now in the Fourth Naval District,
Navy Yard, Philadelphia, Pa.

The COAST TORPEDO BOAT No. 14,
now in the Fourth Naval District, Navy
Yard, Philadelphia, Pa.

EzACt location may be ascertained from the Commandant of the
district concerned, and should be obtained before making trip for in*
spection. Sales will be for cash to the highest bidders. Right to reject
all bids reserved. Catalogs of sale and full information concerning the
ressels, and the terms of sale, obtainable from the Bureau of Supplies
and Accounts, or Commandants of the above districts.
S.8-20 JOSEPHUS DANIELS, Secretary of the Navy.

CABIN OEUISER FOR SALE — 35 ft. by 9 ft. 4 in. by 3 ft. Strongly

built by Britt Bros., Lynn, Mass. 1915 Sterling motor, 24 h.p.

four^cylinder four-cycle, speed 10 miles per hour. 12 ft. cabin, 6 ft.

headroom. Mahogany finish. Everything in perfect condition. Apply
to Hollis Burgess Yacht Agency, 15 Exchange Street, Boston, Mass.

MOTOR YACHT ORUISANIA FOR SALE— 48x9x3% ft. Hull heavy
construction, from special picked material, copper fastened. Cabin
select grain quartered oak, sleeps six adults. Luxurious inventory, all
the comforts of home, electric lights, piano, etc. Standard motor, 32
h.p., four-cylinder, fourcycle (Standard Motor Construction Co., Jersey
Oity, N. J.). Perfect cruiser, equipped complete, can go anywhere under

her own power. This outfit, practically new, high-class and modern in
erery detail. On account of naving larger boat built will sell for less
than half. Photos, specifications and inventory sent on request. Boat
can be seen at Harlem Yacht Club, City Island. Address owner, John
J. Barr, 110 West 34th Street, New York City.

FOR SALE — One-cylinder two-cycle: 2-hj>. Bridgeport, f85; 3-h.p.
Thrall, S85; 8-h.p. Gile, f38; 8h.p. Truscott, $40; 4-h.p. Detroit,
|45; 4-h.p. Palmer, $55; 6-h.p. Gray and prop., $75; 8-h.p. Truscott,
$65; 9h.L>. Fox, $75; 10-h.p. Barber, t\^x6^, $105. Four-cycle en-
gines: 2-h.p. one-cyl. Dunn and prop., $40; 5-h.p. one-cyl. Imperial,
$185; 12-h.p. three-cyl. Dunn, $95; 12-h.p. three-cyl. Doman, $175;
15h.p. twocyl. Campbell, 5^x6^. ffear. wheel, $295: 18-h.p. Buffalo

Twocylin' i ^. -

$895.

linder two-cycle: 8-h.p. Ferro.

four-cyl. gear and prop.,

$95; lOh.p. Roberts, $105; 12-h.p. Gray, $180; 12'h.p. Detroit, $95
15h.p. Knox, gear and wheel, $195; 18h.p. Vim, 5x5, $110; 15*h.p.
Page A Buschman. three-cyl., 8^x4. $95; 18-h.p. three-cyl. Fairbanks-
Morse, 4Hx4H. $175; 80-h.p. four-cyl. Termaat-Monahan, 5x5, $245;
30h.D. four-cyl. Fairbanks-Morse, 4^x4%, $265. Standard type four-
cylinder four-cycle engines intended for tractor work and fine for marine
use: One 5x7 Automatic, $850; one 6x6 Model, $885; one 6x7 Doman,
new, $675; 7^x9 Minneapolis, $1,850. Also large line of auto engines,
tractor and stationary engines. Supplies of every nature at rery low

)rices. We take engines in trade and buy them. What have youf

badger Motor Company, Milwaukee, Wis.

The Complete Files and Records
of

STANLEY M. SEAMAN

YACHT BROKER
1900-1917

have been purchased by the

G. W. FORD YACHT AGENCY

30 East 42nd Street New York City

Correspondence with his former clients is solicited.

En repondant auz annonces veuillez mcntioncr THE RUDDE!

■^tizedbyCnOOgle

MAV I '- '"■'''

Piece Work

T^O THE REAL WORKER it means a Fat Pay
^ Envelope Every Saturday at the Submarine
Boat Corporation. Especially for Good

Riveting Gangs

Riveters

Holders-on

Heaters

Passers

Ship Fitters

Drillers and Reamers

Regulators

Erectors

and other Trades

The fairest basis of reward for labor is piece work. Production on an hourly
basis treats the conscientious worker and the slacker alike. But piece work
renders a just discrimination.

The day rate as set by the Wage Adjustment Board states that Riveters should
receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and
so forth. Our piece workers in these departments average from 15 to 20%
higher. The piece work pay is what you make it.

Unskilled but Ambitious Men are Wanted to Learn

the Various Trades

If you desire to become a Shipworker you can learn quickly,

efficiently and thoroughly at our training school.
GOOD PAY WHILE LEARNING. $.46 to .56 per hour.

NEW YORK,N. Y., Liberty St., J«r.^C«itr«IR.R.
Leave 6:13, 6-30, 6:40, 7:S3 A. M.

JERSEY CITY, N. J. Jaduon ATe., Jeney Central R. R.
LesTe 6:35, 6:50, 8:10 A. M.
Broad St., Jcraey Central R. R.
Leave 6:30, 6:40, 6:50, 7;10, 8:10 A. M.

Aleo take Trolley Marked •*Pert
Newaik**.

TRAIN SCHEDULE

BAYONNE, N. J.

GreenvlUe Station, Lehigh Valley
Leavee 7:00 A. M.

NEWARK, N. J.

ELIZABETH, N. J. EUaabeth Station, Jereey Geactal
R.R.,LeaTee 6:50 A.M.

ELIZABETHPORT. Leasee 6:55 A. M.

COME TO EMPLOYMENT OFFICE OF

SUBMARINE BOAT CORPORATION

NEWARK BAY SHIPYARD

PORT NEWARK, N. J.

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THE

Published on the
24th of the Month

RUDDEP

Edited by
Arthur F. Aldridge

Engines

and

Accessories

Copyrifbt 1920, by The Rudder Publishing Co., New York. NOTICE— Th* eomunts of this magaxint, indudimg all artUlti, illustrmtivnt, pUnt and desigmt. are tvvtrtd hj
(•fyright, and their reproduction is mhtolutely forbidden without the consent and permission of THE RUDDER PUBLISHING COMPANY.

Commercial Boats

Yachts

and

and

Equipment

Yachting

Volume XXXVI

May, 1920

No. 5

Lyndonia, the Yacht of the Year

LYXDONIA, a steam yacht built for Cyrus H. K.
Curtis of Philadelphia and Camden, Maine, was
launched from the yards of her builders, the Consoli-
dated Shipbuilding Corporation, at Morris Heights, on
Saturday, April 3d. This is the third yacht Mr. Curtis
has had built by this company. The first, named Machi-
gonne, was built in 1904. She was 115 feet over all

length, 104 feet on the water-line, 16.5 feet breadth and
7.5 feet draught. This yacht was succeeded by Lyndonia,
a steel vessel 179 feet over all and 147 feet on the water-
line, built in 1907. Mr. Curtis used this yacht until the
war came and then sold it to the United States Govern-
ment, and when the armistice was signed he contracted
with the Consolidated Shipbuilding Corporation to build

Oyrns H. K. Onrtis's N«w Tacht Lyndonia at the Dock at Morris Heights, Where She Will Be Finished Ready For Commission. This Steel

Tacht is 230 Feet Length Over All, 200 Feet Length Water-Line. 30 Feet Breadth Moulded. 18 Feet 8 Inches Depth, and 12 Feet 8 IncheyD^nght ^

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TUB Is thf Saloon.

It Is 25 Feet Long ty 17 Feet Wide and Might Be the Drawing Boom of Some Town Honse.
Panelling of the wmiam and Mary Period. The Furnishings Are Very Artistic

It Is Treated in the Simple

the new craft, which is by far the largest and most com-
pletely fitted and furnished vessel built since the war put
a stop to all work of this kind.

Lyndonia is a very handsome craft, and so much care
has been taken in her design, her construction, her fittings
and furnishing and in the artistic finish of her interior,
that she will stand out as the most perfect pleasure vessel
owned in American waters.

Mr. Curtis dearly loves the water. He has cruised
up and down the coast in his yachts for many years,
making his headquarters at Camden, Maine, in the Sum-
mer, where he owns a very handsome summer residence.
He is also commodore of the Camden Y. C and is a
member of the New York, Eastern, Philadelphia, Cor-
inthian, Portland, Boston and Columbia (N. Y.) yacht
clubs. It is very probable that after the summer season
Lyndonia will cruise in southern seas for the Winter.
The general dimensions of the yacht are:

Length over all 230 feet o inches

Length on water-line . . 200 " o "

Breadth, moulded 30 " o "

Depth 18 " 8 "

Draught 12 " 8 "

Saturday, April 3d, was an ideal day for a launching.
The sun shone warm and clear and Morris Heights was
in gala attire for the event. The yacht, painted white,
and with her rails and deck houses glistening with new
varnish, stood on the ways ready for her maiden plunge
into the river. From her two pole masts strings of flags
fluttered in the gentle wind. Mr. Curtis brought a large
party from Philadelphia to witness the launching. In
this party were Mr. and Mrs. Cyrus H. K. Curtis, Mrs.
Edward W. Bok, Carey W. Bok, a grandson of the
owner, who stood sponsor for the yacht, Mr. and Mrs.
Hugh Burke, H. B. Pennell Jr., John J. Spurgeon, Miss
Elizabeth Hart, Edward W. Farmer, Mr. and Mrs. John
C. Martin, Miss Isabel Martin, Missi Edith Martin and
Harrison P. Martin.

Others present were Mr. and Mrs. H. B. Plant, Mr.
and Mrs. John W. Kiser, Thomas A. Howell, Mr. and
Mrs. J. Stanley Joyce of Chicago, Mr. and Mrs. John J.
Amory, Mr. and Mrs. Clement Gould Amory, Mr. and
Mrs. J. H. Amory, Mr. and Mrs. W. J. Parslow and
Bruce Scrimgeour.

Shortly after the time set for the launching, the build-
ers having announced that all wa^ ready, Mr. Curtis
gave the signal and the big steel yacht started to move
slowly down the ways. As she started Carey W. Bok
smashed the bottle of wine on her bow, naming the
vessel Lyndonia. Is was a pretty launching and as soon
as the vessel was afloat tugs caught her and brought her
back to the pier, where she will be finished.

The officials of the Consolidated Shipbuilding Com-
pany then escorted the owner's guests over the yacht,
showing what wonderful accommodations she has. After-
wards the owner and his guests were entertained at
luncheon at the Biltmore by the builders.

Captain A. W. Rich is Mr. Curtis's sailing master.
He is a Camden man and has been with Mr. Curtis
fourteen years, having had charge of his three yachts.
Captain Rich has watched the yacht grow and has been
very active in the work of fitting the vessel, and now he
is anxious to put to sea as soon as possible. It is ex-
pected that the yacht will be finished and delivered to
her owner by June ist.

Lyndonia has three decks, the boat deck, from which
the yacht is handled, the main deck and the lower deck,
half of which is used for the accommodation of the
owner and his guests.

On the main deck the dining saloon is in the deck
house at the forward end. This house is built of steel,
sheathed with teak and, with the exception of the space
over the engine and boiler compartment and a small
room for the radio operator, it is used exclusively for
the living apartments of the owner and his guests. The
dining saloon is 24 feet 3 inches long, and its average

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width is i6 feet 6 inches. Next aft, on the port side, is
the pantry, connecting by a stairway and a dumb waiter
with the galley, which is on the lower deck. Aft of the
pantry is the radio operator's room.

On the starboard side is the smoking room, from
which a stairway leads to the bridge deck. The smoking
room can be entcied from the dining saloon and from
the deck. A pass^ige leads from the smoking room over
the engine space, so that when the weather is inclement
the after apartments in the deck house can be reached
without going outside.

Aft of the engine space in a double stateroom for
Jlr. and Mrs. Curtis, which is i6 feet fore and aft and
19 feel wide, and then comes the saloon, 25 feet long
and 17 feet wide. At the after end of the saloon is a
shelter nook which can be reached by a door from the
saloon, or, of course, from the deck. This is upholstered
with leather seats and may be compared with the ob-
servation seals at the end of a Pullman car on the rail-
road.

On the boat deck is another teak house, the chart
house, and the captain's stateroom and bathroom. On
this deck are the owner's launch, 30 feet long by 6 feet
6 inches breadth, equipped with a Speedway engine;
the crew's launch, 24 feet long by 6 feet breadth, an
18-foot dinghy, and two life boats, 22 feet long.

The guests' rooms on the lower deck are in the after
part of the yacht. These consist of two double state-
rooms, 14 feet 6 inches long by 14 feet wide. A bath

and toilet room, 14 feet by 5 feet, adjoins each state-
room. These two rooms are next to the engine compart-
ment. Further aft are two smaller rooms with adjoining
toilet rooms. These are separated by a lobby and still
further aft are two rooms separated by sliding doors
which have adjoining bath and toilet rooms.

Forward of the engine space is the galley, 11 feet
long and the full width of the yacht, and six staterooms
and a mess room for the officers. Forward against it are
the crew's quarters.

The Lyndonia is rigged with two pole masts, splendid
sticks of pine, which were spHt lengthwise and the heart
of each removed. This saves some weight. It allows
the wires for the mast head light and signals to be run
through the spars instead of outside and by removing the
hearts of each log the chances of the spars splitting are
lessened and they retain their handsome appearance,
not being marred by ugly cracks and openings, much
longer than they would if they were solid.

The standing and running gear is all of the very best,
the standing rigging being of steel wire rope and all run-
ning gear of manila. The blocks were made by Merri-
man Bros. These blocks are all made with lignum-
vitae shells, roller-bushed composition sheaves and bronze
pins, and the workmanship and finish are of the very
best.

The yacht has one smokestack well proportioned to
the size and design of the vessel. A powerful Sperry

The Dlxilng Saloon is on tht Main Deck at the Forward End of the Deck Honse. It is 24 Feet 3 Inches Long by 16 Feet 6 Inches Wide, and is

Finished to Represent the Style of the Jacobean Period

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The Smoking Boom Repreitnts the Early Tudor Period. The Oak FanelUng is Fumed and Waxed. Certain Members of the Cornice are Treated
in Polychrome, While the Ceiling is Treated in a Way to Represent the Early Plaster Work

searchlight is operated from the chart room and the
wireless antennae is as usual suspended between the two
masts.

The launches were built by the Consolidated Corpora-
tion, which means that they are well designed, beauti-
fully finished and thoroughly up-to-date in furnishing
and equipment.

The two lifeboats were built by the American
Balsa Company, Inc. These boats are 22 feet by 6 feet
6 inches by 2 feet 10 inches and are of 24-person capacity.
They are built of steel, with keels in one piece. The
gart)oards are riveted to the keel by a double line of
through rivets. Independent air tanks of special design
each with a test connection are secured under the side
benches and forward and aft. The gunwales, mouldings,
short end decks and rudder are of teak. These lifeboats
are furnished with Mills releasing gear. These gears
release simultaneously, but only when the boat is partly
or entirely waterborne. A full ocean-going outfit, in-
cluding mast and sail, is in each boat.

The interior fittings and decorations of the Lyndonia
are diflFerent from those found in the average steam
yacht, at least in these waters. Every effort has been
made to get away from the stiff and stilted style of
furnishing and the owner's apartments are as much like
what one might find in a handsome home as it has been
possible to make them. W. & J. Sloane were retained
for this work and great care was taken to make the
interiors as artistic as possible. R. F. Robertson, who
is the artist in charge of Sloane's decorative department,
worked out the whole scheme and the decorations are
restful and rich and the colorings quiet and soothing.
There is nothing ornate in any of the rooms. There is
hardly a suggestion that one is in the interior of a large

vessel. On the main deck there are four rooms that call
for special mention.

The saloon, which is 15 feet by 17 feet, is treated in
the simple panelling of the William and Mary epoch,
made in walnut as far as possible. The furniture is
arranged so as to bring the homeliness of a room rather
than the stiff built-in seats and lounges usually seen in
ships. Settees and sofas serve the purpose of fixed seats
in their arrangement, and, of course, as the vessel will
not be on a solid foundation, these sofas and seats as
well as other pieces of furniture are fixed. The can-
delabra for the electric lights are made to harmonize
with the other furnishings in style and coloring. This
saloon resembles a room so much that it is only when
looking through the plate glass windows that one ap-
preciates that it is a yacht.

The large double stateroom occupied by Mr. and
Mrs. Curtis represents the Adam period. Originally this
room was designed to represent the Louis XVI, but
that plan was changed. The carpet for the two rooms,
which can be thrown into one by sliding doors, was
specially designed and woven for this room. Adjoining
this room is a bathroom tiled for four feet and fitted
with the most up-to-date plumbing.

The smoking room is treated in a semi-antique man-
ner. The panelling of oak, which is fumed and waxed,
represents the Tudor period. The gray tone is very
pleasing and the furnishings in keeping with that period.
Certain members of the cornice are treated in poly-
chrome and the ceiling is decorated in a way to represent
plaster work. Easy chairs, a table, a desk, are the fur-
nishings. A toilet adjoins in one corner and a stairway
partially screened by a grille leads to the bridge deck.

The dining room is made in white oak in the style

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of the Jacobean period. Advantage has been taken of
the ceiling beams and work successfully applied to those
usually unsightly structural necessities, so that they are
attractive features in this yacht. The furniture in the
dining saloon is of the period represented and the electric
candelabra^r^the silk hangings at the windows, all har-
monize with the general color* scheme. The forward
end of this room is oval and the windows at the front
and on the two sides are made to slide down, thus giving
plenty of ventilation.

On the lower deck there are six guests' staterooms.
Some of these are fitted with twin beds and the furnish-
ings are securely fastened. They have the comfort of
a home and not the crowded condition usually found
on a vessel. These rooms are panelled and enamelled
and have mahogany doors and trim. Each room repre-
sents a different epoch. Two are of the American
Colonial period and the others of the Eighteenth Century
style.

There are seven bathrooms connecting with the
owner's and guests' rooms. In addition to these there is
a bathroom connecting with the captain's room on tnc
bridge deck, a bath and shower in the officers' quarters,
a bath and shower in the orlop deck crew's quarters,
and the usual toilets are in many parts of the ship. All
the plumbing fixtures were furnished by the J. L. Mott
Iron Works. The bathrooms are tiled and the baths are
porcelain glazed white. Hot and cold fresh and salt
water is supplied to each bath. The supply valves are
compressed and the handles and name plates are china.
There are the usual sinks, tanks and tubs in the engine
room, galley, pantry and laundry, and these are of the

most modern design with all up-to-date fittings. Such
care has been taken in the design of these necessary
fixtures that they have been made artistic and very
attractive in appearance.

The Lyndonia is fitted with wireless tel^raph and
telephone installed by the De Forest Radio Telegraph &
Telephone Company. The radio room is on the port side
of the main deck just forward of the engine space. The
interior telephones were installed by the Western Electric
Company. The system is a most extensive one and all
rooms and all operating parts of the yacht can be
reached by telephone.

The yacht is driven by two triple expansion engines,
each with cylinders 12, 20^ and 34 inches in diameter
by 24 inches stroke. These, turning 200 revolutions a
minute develop 1,000 indicated hosepower. They will
drive the yacht 16 miles an hour and possibly a little
more. Steam is generated in four Seabury water-tube
boilers. Each has a heating surface of 1,709 square feet.
They are oil burning and two burners made by Schutte
& Koerting are fitted to each boiler. The fuel, 200 tons,
is carried in the double bottoms of the yacht. This is
sufficient to give a cruising radius of 3,000 miles at 14
knots and 6,000 miles at 12 knots.

In the engine space, which is 26 feet fore and aft
and the full width of the yacht, are the circulating pump,
the auxiliary condensers, two electric generating sets
engine-driven and the ice machine. The boiler space,
25 feet 6 inches fore and aft, also contains the feed
pumps, steering engine, evaporating plant and blowers.
Two feed pumps, 9 inches by 6 inches by 10 inches;
the ballast pump, 6 inches by 6 inches by 6 inches; the

Tb« StaUroom of Mr. and Mrs. OurtiB B«pr«s6nts the Adam Period and Has All the Comforts of a Bedroom in a Residence, Bather Than th«

Stiffness of a Yacht's Stateroom. This Boom is 16 Feet Long by 19 Feet Wide

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fire and bilge pump, 6 inches by 6 inches by 6 inches;
the evaporator feed pump, 3^ inches by 4 inches by
4 inches, and three fresh-water pumps and one sah-water
pimip, each 4^ inches by 3 inches by 4 inches, are all
Duplex, made by the Blake Pump Company. The two 8-
inch circulating pumps were furnished by the Morris Ma-
chine Company. The deck-washing pump, electric driven,
was made by the Gould Manufacturing Company. The
evaporator and feed water heater were made by Schutte
& Koerting and the blowers by the American Blower Co.

Electricity for lighting and many other uses is fur-
nished by two engine-driven generating sets furnished
by the General Electric Company, one of 15 k.w. and
the other 30 k.w. The auxiliary condensers were made
by the Wheeler Condenser & Engine Company.

The propellers, windlass, steering gear, capstans and
boat hoists for the yacht are furnished by, the Hyde
Windlass Company. The windlass is a Hyde electric
pump-brake windlass. The steering engine is a combined
steam and hand steerer. The change from one method
of steering to the other can be made at the steering
engine or from the pilot house. This engine is fitted
with a patent check valve which automatically shuts off
steam from the engines when it is at rest. There is a
small capstan aft, electrically operated, which has a
wildcat under the capstan fitted for chain. The electric
boat hoist has double gypsies driven by one engine. The
gypsies are to operate simultaneously so that the hoisting
and lowering of the boat can be accomplished by one
machine.

The yacht is equipped with Baldt anchors and the
chain has been supplied by the American Chain Com-
pany. The radiators for heating the vessel are made by
the American Radiator Company.

The engines, boilers, condensers, lighting system,
cleats, chocks, heating system, port lights and tanks are
all made by the builders. Triplex glass is used in the
port lights.

The engine telegraph is the Cory standard 9-inch
single engine, single- face mechanical telegraph trans-
mitter, pedestal type. The indicator for installation in
the engine room is the Cory standard yacht type indi-
cator, 12-inch dial. These machines are made of polished
brass and are furnished with reply. They are made by
Chas. Cory & Son, Inc., who also furnished the revolu-
tion counters and the lights.

The galley is, of course, a most important feature
of a big yacht like Lyndonia. It is equipped with a
Consolidated range, built for burning oil or coal. It is
a large one, because food for a large company will have
to be prepared on it. There is a large refrigerator and
the ice and refrigerating plant is supplied by the Clothel
Company.

Chelsea Ship's Bell Clocks are used wherever it is
necessary to have accurate time. The china and glass,
specially designed for the yacht, were made by Higgins
& Seiter and it is as artistic in design and decoration
as the other features of the vessel.

The awnings, a double set, with white upper and
blue undersides; the sails, covers, and the flags, in fact,
all the canvas and bunting were made by Wilson
& Silsby, Inc. Valspar was used for all interior work
and Devoe colors and Smith's enamel for the interior
finish. Much of the hardware and necessary supplies
for the upkeep of the yacht, such as mops, brooms,
brushes, etc., came from C. D. Durkee & Co.

(Continued on Page 59)

Oyrus H. K. Curtis, th« Owner of the Yacht, Stands About the Center of This Oroup. His Orandson, the Tall Young Man, Next But One to
Mr. Curtis, Acted as Sponsor For the Yacht. He U Holding the BotUe of Wine. This Oatherlng Was the Launching Party,

Guests of Mr. and Mrs. Curtis

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Oil-Blectric Drive Gains Foothold in the

Field of Yachting

By Robert G. Skerrett

ELECTRICITY is coming into its own afloat, and,
curiously, it is achieving this in the reverse order
in which steam as a prime mover obtained its first foot-
hold aboard shipping.

It is a matter of common knowledge among most
people at all familiar with maritime affairs that the
United States Navy put electricity to work on the sea
when the **white squadron" came into being with the
advent of our modem fighting fleet. Then, as a decided
novelty, our marine engineers elected to abandon the oil
lamp and to substitute glowing incandescent bulbs as
illuminating agencies. Step by step, thereafter, the elec-
trical equipment of succeeding battle craft grew- until
"juice" was the motive energy for a multiplying variety
of auxiliaries.

In the course of time the electric power plant of our
ships of war attained the dignity of a kilowatt output
of notable volume, and yet the general attitude towards
the equipment amounted to an assumption that it would

always be secondary in importance to the craft's pro-
pelling machinery. But the reciprocating engine gave
place eventually to the turbine, and the latter, in the days
of its earlier adoption, compelled radical changes in the
sizes of the driving screws. This was because the tur-
bine could not turn over the big propellers fast enough
to utilize the steam feed efficiently. Accordingly, the
only apparent solution lay in cutting down the screws
so that the whirring rotors could revolve economically
at their highest possible rates.

But the original forms of the propeller had virtues
of their own, and there were various reasons why they
should be employed, if possible. Realizing this, the in-
ventive engineer evolved a reduction gear that could be
interposed between the speeding turbine and the main
screw shaft, and thus made it practicable to use again
the big propeller with its more leisurely rotary velocity.
This marked a notable advance in the art of marine pro-
pulsion, but it entailed the employment of a mechanical

e Edwin UvUk

TlM Taeltt Elfay» WUeh if tht Flnt of B«r OUsi to Bo Equlppod With an AnzUiary OU-Eloctrlc Drive. With Her OanTM Stowed tlie Elfay

U Able to Make 8.6 MUea an Hour

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L«ft — The forward tnd of the Elf ay's Wlnton-Diesel oil engine, showing the govemor on top at the right. To the rear and left can be seen the

26-h.p. Qnayle oU engine for charging the storage battery through a direct-connecting 10-k.w. generator
Center — A view of the Elfay's motor-drlTon pumps and machine tools. The latter are installed for repair purposes

Bight — The propelling engine and dutch for engaging and disengaging the screw shaft of the yacht Elfay. The photograph is taken ftom al>aft
the motor. The whole arrangement is decidedly compact

intermediary of a more or less delicate and complicated
character. All the while, the electrician was doing a
deal of thinking, and without any parade he planned to
reap the full benefits of the turbine as a prime mover
while getting rid of the reduction gear and gaining,
besides, an astonishing facility of control in the matters
of speed both ahead and astern. His revolution meant
nothing less than driving powerful generators by means
of turbines and using the current so produced to actuate
engines connected directly to the propeller shafts.

The performances of the electrically-propelled collier
Jupiter of the Navy, the earliest of these installations,

were so successful that the Government authorities did
not hesitate to adopt a similar system for the biggest of
our dreadnoughts, and thus after more than a quarter
of a century of proved merit afloat, electricity as the
prime medium of propulsion came into its own — sl vast
stride from the days when it sent its relatively feeble
impulses to the carbon filaments of a few scores of bulbs
arrayed somewhat stingily at divers places within the
quarters, living spaces, and the operative departments
of the gunboats and cruisers of the first of our steel
fighting ships.

(Continued on Page 46)

A Model of the Three-BCaated Schooner Yacht OuinlTere, Which is Now in Oonrse of Oonstmction. This Vessel la to Have an 011-Bleetr*9 Drift

Capable of Insnrlng a Speed of 11.6 Knots

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The New Shop of the Elco Works

THE Elco Works of the Submarine Boat Corporation
at Bayonne, N. J., is really the home of the stand-
ardized yacht. When Henry R. Sutphen devoted all his
energies to small boat building he made a thorough study
of what could be accomplished by quantity production
and he very soon demonstrated that the cost of yachting
could be materially reduced. Mr. Sutphen's experience
in building a fleet of small boats some years ago for the
Engineers Department of the United States Army for use
as mine layers was the first big step made in quantity
production. The experience gained in these boats led to
the building of the express launches and runabouts and
the 40 and so-foot cruisers and the first cruisettes in such
numbers that the cost of those boats was much lower
than if each boat had been designed specially to meet the
requirements of the owners. The war came, and, profit-
ing by experience, the Elco Company was able to build

about seven hundred of the 80- foot M. L.'s for the Brit-
ish, French and Italian Governments in phenomenally
fast time. Then came the i lo's for the American Navy,
some of which were built at Bayonne. When cargo car-
riers were needed Mr. Sutphen, by his experience, waa
able to develop his plans so that merchant ships were
btdlt by standardized methods of fabrication and the
Newark Bay Shipyard was established, where one hun-
dred and fifty vessels of 5,000 tons capacity have been
built.

Before the war the plant at Bayonne was compara-
tively small. There was a well-equipped shop sufficient
to meet the demands of that time, but with the big work
of the war and with the now increasing demands for
small boats of all types, pleasure or commerce, it has been
necessary to enlarge the plant. Today it covers a big
area of ground and has several modern shops, well ar-

VIEWS OF THE NEW BUILDINO SHOP OF THE BLCO WOBKS
Upper Iitft — ^Interior looking towards the water front Upper Bight — Shows the slipway and the hugeness of the building

Lower Left — ^Another interior view of the builidng, where forty-flve
cruiaettea may be built at one time

Lower Bight — The ahops as seen from the baain

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ranged, well equipped and capable of turning out boats
in unlimited quantities, and as the quantity increases the
cost to the purchaser will decrease.

In the past Winter a new cruisette was planned. It is
32 feet long and equipped with a 38-h.p. J. V. B. engine,
which will drive it 12 miles an hour. This boat is fin-
ished in two styles, one an open boat which sells for
$2,450, and the other a cabin boat with four-berth ac-
commodation, toilet, galley and full equipment, which
sells for $3,450. The boats are well built, carefully de-
signed and have attracted much attention because of the
reasonableness of the prices.

They were shown at the New York and Boston ex-
hibitions and so many orders have been received by the
builders that today deliveries cannot be promised before
June. Some of these boats have been ordered for ship-
ment to South America. A purchaser, however, is not
obliged to have his boat finished as the builders planned.
The hulls, engine and equipment are alike in each style.
They may be likened to the chassis of an automobile. A
purchaser can have any top put on this hull and he can
take the hull and its engine to his own shop or any shop
he favors and have his boat finished to meet his own
views of what a small cruiser or work boat should be.

The Elco Works o>yn a large water front on Newark
Bay, just north of the Central Rairoad of New Jersey
bridge. There is plenty of room for further develop-
ment and for the building of other shops and storehouses.

Next to the railroad is a large space for the storage
of lumber and materials. Sidings from the railroad run
into this storage space and extend down the pier, so that
the lumber may be easily handled whether it arrives by
railroad or is brought in by cargo vessels, which tie up
at the pier. Next to the storage space is the mill, where
the rough lumber is cut, shaped and finished. This mill
is 280 feet long and 60 feet' wide and is completely en-
closed so that the work can go on in all conditions of
weather. In this mill the keels, floors, frames and plank-
ing are all cut and shaped and each piece is carefully
marked as it is finished, so that the men assembling these
parts know just what to do with each piece.

Next to the mill is the new building shop where thirty
60- foot cruisers or forty-five cruisettes can be built at
the same time This shop is 142 feet wide by 280 feet
long In the width there are two rows of columns, which
allow two building bays, each 57 feet wide. There is
a runway 28 feet wide down the center. This shop is
built with brick walls on concrete base. The roof is saw-
tooth construction and the upper parts of the walls are
glass in steel frames, so that there is plenty of light. The

Plan of the Elco Works from the water front, showing the piers, basins
and marine railways

height in the bays is 18 feet. At the outboard end,
that is, on the water front, there is a crane bay 64 feet
wide and 160 feet long, with headroom of 31 feet. In
this bay there is a traveling crane for handling boats, and
a slipway. The slipway is 61 feet long by 22 feet wide
and at the end fronting on the water is a rolling door by
which it can be completely enclosed. A 60- foot boat can
be removed by the crane into the slipway, where it can
be tested and tried while under cover. This will enable
the men to work in perfectly still water and to test the
boat no matter what the weather conditions may be. The
crane will also lift the boat out again and carry it over
the railroad track, where it can be loaded on a flat car
and shipped at once to any point. This building is steam
heated.

Next to this shop is a construction building 280 feet
by 150 feet. The two buildings are separated by a ma-
rine railway. In this construction shed there is one row
of columns and the headroom is 35 feet. One marine
railway runs into the shed and it is possible to build in
this shed a vessel 140 feet long and to launch it, with
deck houses, rails and all equipment on board. Still fur-
ther along is space for storage and for building and this
space was used to great advantage in building the 80 and
iio-footers. Some of these boats were built inside the
shed and some outside. When the weather was favorable
the men worked outside, but in rain or storm they were
shifted inside and continued work similar to what they

(Continued on Page 42)

Two views of the new boat building shops of the Elco Works. The picture on the left gives the water front view and entrance to the slipway,

and the picture on the right shows the side of the building and railroad spur

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Cup Yachts to Meet for Races

THE Resolute and Vanitie are under orders to re-
port at New Haven ready for racing on May 20th.
That is just eight weeks before the date set for the
first race of the series for the America's Cup. It will
not mean eight weeks of racing, however, in which to
fit the yachts to compete for the Cup, because much
of that time will be needed to shift and change sails,
make alterations in trim, and possibly to repair dam-
ages. Then the yacht selected to defend the Cup,
which is to be named a week prior to the first race,
will have to be put in dry dock, cleaned and furbished,
so that she may be in faultless condition for the inter-
national contest.

Every effort is now being bent to get the two
yachts ready. Resolute is at Bristol, where Captain
Christiansen is busy with the crew overhauling stand-
ing and running rigging and examining spars and sails.
Although that yacht has several suits of sails, not
■ eighteen or twenty, as the daily papers insist, some of
these sails have worn out and been replaced with new
ones. Then a new wooden spar has been built and this
will be thoroughly tried to prove its worth. The Reso-
lute will, however, be as nearly as possible in the same
trim as when she raced in 1914 and 191 5.

Her crew, twenty-eight men, have been Carefully
selected and each man is a competent yacht sailor and
keen racing man. The crew, spare spars and sails will
live on board the steamer Montauk, which has been
chartered for use as a tender to the yacht and to tow-
it from harbors to the racing course and back again
afterwards.

The Resolute will, as in the past, be sailed by Charles
Francis Adams, one of the most competent yacht
sailors in this country. Robert W. Emmons Jr. is the
managing director of the yacht, and he, with George
A. Cormack, John Parkinson and Arthur Adams, will
assist Mr. Adams and be the amateur crew on board.

The Vanitie is at City Island. This yacht, built
from designs by William Gardner for Alexander Smith
Cochran, has been given to the New York Y. C. and
the syndicate defraying the expenses of building and
trying out the Cup defenders is defraying the cost of
maintaining the Vanitie this season. In her first year
the yacht was racing under the management of her
owner. Captain Dennis was sailing master for part
of the season and he was succeeded by Captain Harry
HafT. Unfortunately there was lack of harmony on
board and although the yacht at times showed much
speed and good sailing qualities her chances of suc-
cess in the races were often spoiled by bad handling.
Poor judgment was shown in many races, but in spite
of this she won at times and in all the races she was
very close to the Resolute. The next season, 1915,
the Vanitie was chartered by Former-Commodore Cor-
nelius Vanderbilt and again did well in her races, but
was beaten in many races by her time allowance. The
Vanitie is the larger of the two yachts and has to allow
time to the Resolute. When she came out first this
allowance was 6.45 seconds a mile, or 3 minutes 22
seconds over a 30-mile course. Later some changes
were made which reduced her measurement and the

allowance was cut down to 2.7 seconds a mile, or i min-
ute II seconds on a 30-mile course. That handicap is
considerable. The Resolute is a very fast boat under all
conditions of weather and on all points of sailing, and
by many experts is regarded as the fastest and best
yacht Herreshoflf has ever turned out.

Some experts have argued that Vanitie could be so
improved that she could be made to beat the Resolute.
It has been suggested that her weights on deck be
lightened by cutting off her after overhang where it
ceases to be of any use, by removing her rail, and by
substituting a lighter deck for the metal one she has
used. It has also been suggested that if her sail plan
were changed, making it shorter on the base line and
reaching higher in the air, her speed would be mater-
ially increased, particularly in light weather.

Some of these changes are being made. The deck is
being taken off and one built like that of the Shamrock,
of thin veneers of wood, is to take its place. Parts of
the rail are to be taken off, leaving the deck practically
flush, with just a foot rail. The weights thus saved
will be placed in the hull of the yacht, where experi-
menting will show it can be carried to the best advan-
tage.

Two new suits of sails have been ordered, one
made by Ratsey and one by Herreshoff, and some of
the sails used in previous races will be recut to fit the
new spar plan, which will be shorter on the base line.
The mast will be the same as has been used, but the
hoist of the mainsail will be higher and this will nat-
urally set the club topsail higher in the air, that spar
having a longer pole and shorter sprit. These changes
should increase the speed of the yacht and perhaps
make her fast enough to defeat the Resolute.

Rear-Commodore George Nichols will sail the Van-
itie. Commodore Nichols is a very clever sailor of
yachts and has had marked success in the so-foot class.
He owns the so-footer Carolina and has owned many
smaller craft. He will be assisted by W. Starling
Burgess and Sherman Hoyt. The steam yacht Xarifa
has been chartered as tender for the Vanitie.

New Haven has been selected as the headquarters
for the yachts, because the Sound is widest at that
point, and a fine triangular course, 10 miles to each
leg, can be laid off there and it will be possible to lay
off a course 15 miles to windward, or leeward, and
return, under certain conditions of wind. There the
yachts are to sail several trial races. Those races,
however, will not count in determining which is the
better yacht, but are for the purpose of enabling those
in charge to find out all about the yachts and learn
their likes and dislikes. They will be experimental
races and when they are ended it will be known just
which sails are best suited for the many different
points of sailing and what is the proper trim for each
boat to develop its best speed.

Another reason for going to New Haven is that
the Shamrock IV will be at the western end of the
Sound, where she will be tried out as often as possible
against the 2S-metre yacht Shamrock, a Fife-designed

(Continued on Pag^e 43)

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The Eleventh Boston Power Boat Show

ALTHOUGH there has been a seven-year lapse
since the last Boston show, the recent exhibit at
Mechanics Hall proved that power boats still hold a place
in the hearts of Bostonians. Staged on the main floor
of the hall and set off with tasteful decorations the
boats and eng^ines presented a very attractive exhibit.

While the boats were not as numerous as at New
York, the ones that were on hand were chiefly those
that appeal to the pocketbook of the average man. The
very high-powered mahogany creations were shown in
several cases, but the greater part of the boats were
those that could be used for general knocking around
without a paid crew.

The Consolidated Shipbuilding Corporation was on
hand with a 32 by 6-foot runabout of the raised sheer
type equipped with a four-cylinder 35-44-h.p. Speedway
which drives the hull at 18 miles an hour. There were
also three of their Speedway engines on stands as well
as many photographs of yachts of their build.

Geo. Lawley and Son Corporation displayed a beauti-
ful sedan runabout 36 feet long, double-planked with
mahogany and powered with a six-cylinder 175-h.p.
Sterling. Her speed is 25 miles an hour. Their second boat
was the 41- foot Flyaway, also a sedan-type mahogany
craft fitted with an eight-cylinder Sterling which has
driven the boat on trials at 29 miles an hour.

The Elco Works showed their well-known cruisette,
fitted with a J. V. B. engine and selling completely
equipped for $3,450-

The Cape Cod Shipbuilding Company had on view
six of their stock boats, ranging from a 20- foot by 5 foot
6 inches power boat with a 4-h.p. Palmer under a hood
aft, to a lo-foot bright finished rowing skiflf. A 17-foot
sloop rigged dory with center board and sails, selling
for $250, was a feature of the exhibit. On several of
their boats they were showing Neptune outboard engines.

The Toppan Boat Manufacturing Company had two
very handsome half-decked power dories with Universal
engines ; one open dory with 3-h.p. Palmer ; one dory skiff

fitted with a two-cylinder outboard engine made by the
Koban Manufacturing Company, which should have
power enough to drive a boat of this type as well as a
regular inboard machine. Three rowing skiffs of the
modified dory type completed their hull exhibit. In the
same booth was the exhibit of the Kermath Manufactur-
ing Company, which showed three of their four-cylinder
standardized plants," 12-h.p., i6-h.p., and 20-h.p. complete
marine units. Universal Motor Company's engines were
also shown in the Toppan booth ; there being three models
of their 9- 12-h.p. units, having various equipments. A
single-cylinder Barker of 2^ h.p. was also shown.

The Southland Steamship Company, Yacht Building
Department, had an attractive booth where photographs
of the large plant at Savannah, and of the 45-foot stock
express cruisers they are building were displayed. They
report that three of the four cruisers have already been
sold and are to be named Imeranit, Katinka and Isa-
queen. Designed by Hand, these boats are the last word
in high-grade worlananship.

The engine exhibits were headed by the display of
the Walter H. Moreton Corporation, who occupied one
of the largest booths ever seen at a show. The firm is
handling many of the best known marine engines, and
the exhibit consisted of the following: A 4-cylinder
Model F speed Red Wing of 28-36 h.p. and a Model A
14-20-h.p. 4-cylinder of the same make. The new type
VM 4-cycle 20-25-lLp. and three 2-cycle engines made by
the Gray Motor Company. Engines of the Frisbie Motor
Company were shown in all sizes from a single-cylinder
7-h.p. to a six-cylinder 75-h.p. plant. All were of the
regular valve-in-head type. Two models of Scripps 4-
cycle machines were also shown as well as Evinrude
inboard and outboard, and Universal motors. A display
of Coltunbian propellers added a bright touch. Master's
boatmeters were shown, mounted on a display board,
while a Matthews Little Husky electric lighting plant
was almost hidden under the flywheel of a larger engine.

The display of the Sterling Engine Company was

Oipe Ood Skiffs and Dories, Lawley Banftboat and Eleo Oruisetto, a
PlflAttog Varietj of Usefnl Boats

The Largest Booth at the Show. About Thirty Engines Were Displayed
in the Exhibit of Walter B. Moreton Corporation

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PUDDER

May

Gray-Prior, Hartford, Arrow and Skandla Engines In the Booth of
0. B. Hamblen ft Co.

located in the Moreton booth and included every type
of this firm's line. The cut-open machine that showed
the design of the G. R. model to the hundreds who
thronged the booth at the New York Show was again
on view, as well as five other Sterling models from the
12-15-h.p. heavy-duty up to the 300-h.p. G. R. speed
machine.

The Fairbanks Company showed many two-cycle
engines made by the Hubbard Motor Company, as well
as the V'enn-Severin type of marine oil engines in sizes
from 10 to 200 h.p. Electric light systems and Paul's
water systems were also shown.

Knox engines made by the Camden Anchor-Rockland
Machine Company were placed on exhibit in the follow-
ing types: One 25-h.p. heavy-duty 4-cycle 2-cylinder;
one 2-cylinder medium-duty 12-h.p., and one 2-cycle,
single-cylinder 3-h.p. similar to Sea Bird's power plant.
Their kerosene carbureters completed the line.

C. B. Hamblen & Co., agents for several marine
engine builders, had a fine exhibit of Gray Prior engines.
There was the 4-cylinder, 4-cycle medium-duty engine
as well as the 2-cycle Hartfords in three sizes. These
latter engines are also made by Gray Prior. A 4-cylinder
Fay & Bowen and a wee 2-cylinder Arrow were placed
near a great Skandia 38-h.p. heavy-duty oil engine.

Fairbanks-Morse & Co. had their big C-O crude oil
engines in a booth near the entrance. Three models,
2, 3 and 4-cylinders, were shown. The horsepower range
was 30 to 60 h.p. at 400 r.p.m. Engines of this type are
very popular with the owners of fishing and other corn-

Three Kermatha and Three Unlvenala, With Toppan Dories in the Bear.
ThiB is the Booth of the Toppan Boat Manufacturing Company

mercial boats. A type F electric light plant for 40 lights
was also placed.

The new J. V. B. engine, first shown at New York,
made its bow to Bostonians in the booth of the J. V. B.
Engine Company.

Mr. Stone, of the Knox Motors Associates, was kept
busy explaining the merits of the latest Knox 4-cylinder
4-cycle valve in the head engine.

Photographs of the heavy oil engines made by the
Midwest Engine Company were shown at the booth of
the Hayes Pump and Machine Company.

A line of pneumatic water systems for yachts and
homes was shown by Stephen B. Church.

W. J. Connell Company had on view a line of Spar-
ton marine signal horns made by the Sparks Withington
Company in both hand and electric types. The Sparton
vacuum gasolene system was also on view, as well as
searchlights made by the Edmunds and Jones Corpora-
tion, and the well-known carbureters made by Wheeler
Schebler Carburetor Company.

A very complete line of brass and galvanized hard-
ware was displayed by the Boston Marine Hardware
Company. Among their leaders they have the hardware
made by Wilcox-Crittenden & Co., as well as Kauri
varnishes.

The Hyde Windlass Company had a beautiful pyra-
mid consisting of 27 polished bronze propellers of gradu-
ating sizes as well as their new davits.

Sinclair Refining Company showed racks containing

(Continued on Page 44)

Looking Up the Main Aisle.

The Decorations Far Outdid Those of Any
Previous Show

The

Speedway Runabout and Other Attractions of the Oonsolidaled
Shipbuilding Corporation

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Standardization at International Plant

The rapid increase in the price of all commodities,
including boats and their fittings, has caused the trade
to take up more seriously than ever the problem of cut-
ting production costs by means of the standardization
of output. One of the leading efforts in this direction
is the stock cruisers being turned out by the International
Shipbuilding & Marine Engineering Corporation of
Nyack, N. Y. This firm was organized previous to the
war and almost immediately obtained contracts for the
building of some of the iio-foot chasers and also for
many of the large wooden tugs for the Shipping Board.
As both of these boats were highly standardized, and
the office and shop divisions of the plant had been
schooled in the advantages of this class of work, it was
but natural that the company should look to the yachting
field for a continuance of the system.

In the same way the hardware and cabin fittings are
stowed away in bins where they are accessible and where
the amounts on hand can be instantly checked. The
workmen have been trained along the same lines, so lost
motion is obviated. It is only by such a system that the
price can be held down to the present scale.

After much planning their designer, William Deed,
drew up plans for a raised-deck boat 32 feet long and
9 feet wide to be equipped with a 20-h.p. Kermath engme.
It was then decided that the boats could be built in two
types without the changing of the hull itself in any way.
The first type is a boat of the pure raised-deck type,
containing accommodation for the sleeping of four per-
sons, with the necessary toilet and galley facilities. The
second type was to be a bridge-deck boat, having addi-
tional accomodations for two persons in an after cabin.
From the start these boats have been a success. About

twenty of these boats were in process of construction
two weeks ago. In one shop there was a row of the
raised-deck boats that seemed to stretch as far as eye
could reach. In various other shops one came upon
gangs of men who were putting in all of their time
accomplishing one part of the construction. One gang
was working with surprising speed in getting out the
heavy white oak steam-bent frames. These were being
bent over forms and bevelled to the exact shape. After
being stayed in position with cross spawls they were
stored in a place laid aside for that purpose. In another
part of the plant keels were being turned out in quanti-
ties, while in an upstairs joiner shop were the various
panels, doors, buffets, bureaus and other cabin furnish-
ings stored in neat piles all ready to fasten in place.

The four-cylinder Kermath engines were decided
upon as the proper power plant after much thought and
many trials. Every one of the boats will be fitted with
these engines, for the International Company felt that
their clients would much prefer a plant that had stood
the test of time for years.

In order that customers who wanted a slightly larger
boat could be accommodated, the shop is now turning
out some 34, 36 and 38-footers. All of these larger boats
are built-over the same moulds as the 32-footers, except
that the station spacing is increased and the midship
frames are allowed to spring out a little more to give a
few inches more breadth. In other respects the stem
and its parts, bulkheads, transoms, lockers, etc., are
identical. The result of this efficient shop procedure is
that the single-cabin cruiser is selling for $3,500, the
double-cabin boat for $4,000, while the three larger sizes
are at proportionate figures.

32-Foat StAndardlsed Double Cabin Oroistr, BuUt by the Intarnationftl Sbipbnildlng ft Marine Engineering Corporation; Equipped Wltb a

20-H.P. Kermath Engine

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Hoosier V — Ghampion Express Cruiser

THE owners of the express cruisers who took part
in the racing at Miami were either so pleased with
the sport and perhaps dissatisfied with the results, that
after the| Bay races on March Sth and 6th they agreed
to re-run the series of five races in which they had par-
ticipated. These included the three outside races and
two races on Biscayne Bay, which constitute the cham-
pionship series.

In the first series Shadow V won with 44 points,
Hoosier V was second with 43 points, Altonia scored
32 points, and Gar Jr. 23 points.

On February 14th, Hoosier V won the race from
the Biscayne Y. C. dock to Bimini and return, 113
miles. Her time was 3 hours 55 minutes 28.7 seconds,
and her average speed 28.7 miles an hour. Altonia
was second in 3 hours 59 minutes 50 seconds, and
Shadow V third in 4 hours 9 minutes 25 seconds. Gar
Jr. did not finish because of engine trouble. The three
yachts to complete the course beat the former record
made by W. H. Hands's Countess, which was 4 hours
12 minutes 20 seconds.

On February 21st the race was to Palm Beach and
return, 138 miles. Hoosier V won in S hours 8 min-
utes 32 seconds, with Shadow V second in 6 hours 16
minutes 35 seconds. The sea was unusually rough
and there was a stiff northeast wind. Gar Jr. and
Altonia were forced to withdraw.

The third race was to Key West, 158 miles.
Shadow V won in exactly 6 hours, Altonia was second
in 8 hours 47 minutes, having made 130 miles of the
course with only one engine. She threw a propeller
blade shortly after the start. Gar Jr. and Hoosier V
hit shoals, lost propellers, and were unable to finish
the race. The results of the Bay races were given in
The Rudder last month and the points were figured on
those two events and the three outside races.

The second series began on March loth, with the
race to Bimini and return. Hoosier V won in 4 hours
42 minutes 30 seconds. Altonia was second in 4 hours
45 minutes 15 seconds, and Shadow V third in 4 hours
51 minutes.

The next race to Palm Beach was won by Altonia
in 4 hours 56 seconds. Shadow V finished in 5 hours
30 seconds, and Hoosier V in 6 hours 42 minutes 40
seconds. Altonia made a new record on this trip,

Hoosier V, the FMteit Express Oraiser, Winner of the duunpionsbip

at Miami

which was 12 minutes 32 seconds faster than that
made by Hoosier V in the first race. Her average
speed was 28 miles an hour.

The race to Key West was won by Hoosier V in
5 hours 16 minutes 51 seconds. Altonia finished in
5 hours 34 minutes 33 seconds, and Shadow V in 5
hours 47 minutes 55 seconds. Hoosier V made an-
other new record and averaged 29.92 miles an hour.

The Bay races were held on March 17th and i8th
The lo-mile race was won by Hoosier V in 19 minutes
55% seconds. Altonia's time was 21 minutes sH sec-
onds, and Shadow V's time 31 minutes 20% seconds.
Shadow V had magneto trouble at the start and the
others had made nearly two laps of the course before
she really started.

Hoosier V won the 20-mile race in 38 minutes 1%
seconds. Altonia's time was 42 minutes 16% seconds,
and Shadow V's 44 minutes 13 seconds.

In the second series Hoosier V scored 4 firsts and
I third ; Altonia i first and 4 seconds, and Shadow V
I second and 4 thirds. The point score in this series
was: Hoosier V, 37 points; Altonia, 34 points, and
Shadow V, 19 points.

The total point score in the two series was Hoosier
V, 80 ; Altonia, 66 ; Shadow V, 63, and Gar Jr., 23. So
Hoosier V is the winner of the championship for the
Express Cruiser Class.

Hoosier V is owned by H. R. Duckwall. She was
built from designs by Fred D. Lawley by the George
Lawley & Son Corporation. She is driven by two
twin-model GR six-cylinder Sterling engines, develop-
ing 450 h.p.

Her dimensions are as follows:

Length o. a 42 feet o inches

Breadth 9 "11 "

Draught 2 " 6 "

«••

U CLASS ASSOCIATION

A meeting of the owners of the sonder boats was held on
Wednesday night, April 14th. It was decided to discontinue the
word "sonder/' and the owners have associated themselves under
the name of the "U" Class Association of Long Island Sound.

The following officers were elected : Henry T. Gomidge,
chairman; L. R. Hall, of Tams, Lemoine & Crane, secretary, and
H. I. North, measurer. The executive committee consists of the
chairman, secretary, Allen Clark, John F. Lalor and Jacob Kep-
pler. The executive committee adopted a handicap system which
will be used by the class this year. All the races will be gov-
erned by the International Yacht Racing Association and the
Yacht Racing Association of Long Island Sound.

The following are the names and owners of the U Class
Boats : Helen and Ouray^ John F. Lalor ; Badger, Jacob Keppler ;
Mingo, Henry T. Homidge; Top, Charles E. Russell; Junior,
Normand Muhlfeld; Joyette, Mrs. Edgar Palmer; Juanita, J. K
Hayes; Eel, L. R. Hall; Tern, W. T. Homidge; Peg, Charles
Porter; Otter, Ernest Johnson; Feather. Allen Clark; Wag,
H. I. North, and several other of these fast little boats, whidi
it is* expected will come down to these waters from Marblehead
and thereabouts. ResultSj of these races will be watched with
interest, as these little flyers are manned by some of the keenest
Corinthians on the Sound.

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Wire Rigging and Rope Work

By H. Percy Ashley

IN galvanized iron turnbuckles as a reule the forks are
too much spread If your turnbuckle is too wide at
jaw to take the solid thimble nicely, go to the blacksmith
shop and have it reduced to fit. Do not do it yourself,

Th« strongeit and belt iambnckle, east manganest bronie ends and
forged Tobin bronst screw. The narrow opening of Jaw is for wire
rigging; tbe larger for cbaln plate

as you are liable to bum the iron, and it should never be
reduced cold. If the galvanizing is spoiled regalvanize
or touch up with aluminum bronze. Keep the lower
shackle as it is and make the chain plate eye wide, as

A good tnmbnckle^ cast manganeie bronze body and forged Tobln
bronze shacklea at eacb end. It also comes with eye at each end

extra strength at this point of the chain plate is an ad-
vantage.

The strongest and best turnbuckle — cast manganese
bronze ends and forged Tobin bronze screw. The nar-
row opening of jaw is for wire rigging; the larger for
chain plate.

GalTsnlzed malleable Iron body and wrought Iron shackle ends. Also
furnished with eye at one end

A good turnbuckle— cast manganese bronze body and
forged Tobin bronze shackles at each end; also comes
with eye at one end.

Galvanized malleable iron body and wrought iron
shackle ends ; also furnished with eye at one end.

Galvanized malleable iron barrel and wrought Iron shackle ends.
Always eqnlp this style with lock nnts. It can be had with eye

Galvanized malleable iron barrel and wrought iron
shackle ends. Always equip this style with lock nuts;
can be had with eye.

Breaking Strain of Turnbuckles

Style A comes in sizes suitable for steel rigging from
3/16-inch to 5/8-inch diameter. Use the breaking strain
on 19-wire plough steel rope (diameter) and get turn-
buckle that breaks at same figure. The opening of the

upper jaw is suitable to take a wire rope thimble, and of
the lower jaw to take a chain plate.

Table

FOR Style A

Suitable

Length

Length

Approx.

Proper

diameter

between

between

breaking

working

Uze

wire

pins
closed

pins

strain

strain

rope

extended

in tons

intone

H

A

^y^

10^

A

J4

7V4

IIJ4

3.0

0.60

K2

A

10^

IlK

4.3

0.86

H

H

15

6.2

1.22

H

V2

1154

I5>4

II

2.2

H

^

12

17

17

34

The above is an under and safe estimate of strain
on these buckles.

Style B, With Shackle at Each End

^-in. diameter screw, breaking strain of turnbuckle 3 tons,
^-in. diameter screw, breaking strain of turnbuckle 4 tons,
^-in. diameter screw, breaking strain of turnbuckle 5^4 tons,
^-in. diameter screw, breaking strain of turnbuckle 8 tons,
^-in. diameter screw, breaking strain of turnbuckle 9 tons.

Styles C and D Galvanized Malleable Iron Body or Barrel,
Wrought Iron Ends

j4-in. diameter sciew, breaking strain of turnbuckle 1.620 lb.
^-in. diameter screw, breaking strain of turnbuckle 2.800 lb.
Yi-xrx, diameter screw, breaking strain of turnbuckle 6.200 tb.
^-in. diameter screw, breaking strain of turnbuckle 10.800 lb.
fi-in. diameter screw, breaking strain of turnbuckle 14.300 lb.
^-in. diameter screw, breaking strain of turnbuckle 22.000 tb.

Thimbles

The only correct wire rope thimble to use in connec-
tion with a forked turnbuckle is a solid thimble. The pin
of the fork of the turnbuckle fits in a hole in thimble.
The open space is put there to save weight and is used
advantageously in seizing the wire rope with binding
wire to the thimble in making the splice. Each thimble
should fit exactly the size of wire rigging used if spliced
bare; if served, a trifle larger to allow for the serving.
These thimbles do not lengthen by a heavy strain or rattle
in a breeze.

Left — OalTanlied Iron or bronie lolid tteel rope thimble for shrondi.
Bight — Gftlvanlced iteel open thimble for wire rope

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May

The open thimble for steel rope is used in connection
with pennants to where the shackle of a block is to be
inserted and the strain is not too great. If there is a
heavy strain use the solid thimble and upset shackle on
block.

The two illustrations show galvanized steel thimbles
for manila rope, one being open and the other closed.
The former is most in use.

Left — Oalvanized steel open thimble for manila rope,
▼anlied steel closed thimble for manila rope

Right— Oal-

The Ashley thimble is used in connection with an
Ashley jig for hoisting sails with single-wire halliards.
It is quick and neat and leaves no extra rope on deck,
and is now used in small racing yachts. This rig was
tested on 250 to 600 square feet of sail on ice yachS
during a number of years in heavy blows and nothir.^
ever parted.

Left to Bight — ^Metal shoulder cleat to support shrouds at masthead.
Wooden shoulder cleat. The Ashley thimble, used in connection with
the Ashley single pennant rig. The proper wrought iron shackle, screw
pin

The shoulder cleat for mast head, upon which rests
the loop for the shrouds and stays, should be substantial
and of dimensions to stand the strain of the combined
rigging resting upon them. They cgin be purchased of
plain and polished brass, also of galvanized iron. Put on
with substantial brass or galvanized screws. They come

in all lengths, from 4 to 12^ inches. You can make
substantial and satisfactory shoulder wooden cleats of
locust. Fit the curve of the mast and sink ys inch, glue
and screw in place. There is a gutter put in the upper
side of cleat to fit the size of rigging. A cleat for say
15^-inch circumference steel shrouds should be about 8
or 9 inches long, ^^ inch at top, giving a winding taper
of ^ inch at bottom and about 23^ or 3 inches wide,

Left — Bronze cleat, hollow,
with cotter pin

Bight — Bronze shackle pin, secured

Grain of wood parallel

according to size of your mast,
to outside of cleat lengthwise.

Cleats
There is a very good bronze cleat made hollow^ (see
illustration) now in the market. This is used in connec-
tion with the Ashley thimble in making up the one-
pennant jig. If a wooden cleat is made properly of oak
or locust it is a joy to use, especially for sheets.

(To be Continued)

BALTIMORE Y. C. OFFICERS
The following are the officers of the Baltimore Y. C. for
this year: Commodore, Isaac E. Emerson; vice-commodore,
Arthur Hale; rear-commodore, H. B. Wilcox; secretary, J. A,
Dinning; treasurer, Ed. J. Shriver; measurer, H. M. Foster,
governors, J. A. Richardson, Parker Cook, R. S. Maslin, Harvey
Rowland; house committee. Dr. W. G. Foster, W. B. Lalor,
W. H. Towles; regatta committee, Laurance K. Jones. F. W.
McAllister, Henry Morrison.

4t * ♦

THE VICTORY CLASS
The twenty sloops of the Victory Class building at Nevins
Yard at City Island are progressing satisfactorily. This fleet of
racing yachts will be completed by the opening of the season and
will furnish lots of good sport. The owners of these yachts are
Robert VV. Martin. Howard Whitney, Carroll B. Alker. Harold
I. Pratt, James B. Ford, R. A. Brown, E. G. Potter, R. B. Meyer,
H. S. Morgan, F. Trubee Davison, F. R. Meyer, H. M. Curtis,
Dr. C. L. Atkinson, C D. Norton, J. S. Morgan Jr.. W. H.
Appleton and James T. Pratt. C. Sherman Hoyt and A. H.
Sherwood are partners in one boat, as are J. R. Swan and
W. A. W. Stewart in another.

The Work Bench 4

A MONTHLY department for yachtsmen who build
their own equipment is to be Established in The
Rudder. In each issue there will be a question pertaining
to the design and construction of some item of equipment
for power or sailing yachts. Fon the best answer each
month The Rudder will give a credit order for $25, which
will be accepted in payment for goods handled by any ad-
vertiser in the current issue. Contestants whose answers
are published, but who are not first prize winners, will re-
ceive a credit order for $5. Readers are invited to suggest
questions. Where postage is enclosed drawings will be
returned. Prize orders will be mailed directly after pub-
lication.

Rules

Drawings must be made with black ink on white paper
or tracing cloth ; lettering as large and clear as possible,
and all dimensions plainly marked, as the reproductions
will not be to scale. Descriptions limited to about five
hundred words. Answers must be received on or before
the first day of the month preceding publication. Address
Contest Eitor, The Rudder, 9 Murray Street, New York

^ ^' Question for the July Issue

Answers must be received on or before June ist.
Describe and illustrate a homemade fuel tank gauge
that will register at a distance from the tank.

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Internal Explosion and Internal Com-
bustion Marine Oil Engines

By Charles Desmond

PART IV

It is very evident that even in the early stages of gas
engine development a difference of opinion arose regard-
ing the number of strokes that should be used for the
cycle of operations and this controversy is, to-day, no
nearer a decision than when it first arose.

All internal explosion and internal combustion engines
are heat engines, the function of the engine being to
transform the heat energy in the fuel into mechanical
energy, which can be usefully employed. In other words,
heat is stored up in every fuel and this heat is released
when we burn the fuel as a fire, or wlien we convert the
heat in a fuel into gas and then burn the gas, or when
we use the fuel to generate steam or to operate a gas
engine.

When a fuel is used to generate steam for the pur-
pose of operating a steam engine, or to operate a gas
engine, a certain amount of the heat energy in the fuel
is transformed into mechanical energy and the efficiency
of transformation is determined by the percentage of
heat units, in each unit of fuel used, it converts mto
mechanical energy.

In order to be able to accurately determine both the
economy of an engine and the efficiency of the trans-
formation of heat energy into mechanical energy it is
necessary to have some scale by which both the heat
units in a fuel and the mechanical energy can be meas-
ured and converted into interchangeable terms ; and also
to know the heat value of the fuel, the amount of fuel
used and the amount of mechanical energy defeloped in
a stated period.

The foot-pound (ft.lb) is the unit used for measur-
ing mechanical energy, the horse power (h.p.) is the
unit of the rate of working or delivering mechanical
energy and the Brtish thermal unit (B.t.u.) is the meas-
ure of heat energy most frequently used in this country.
Note. — A ft.-tb is the energy required to lift one
pound (avoir.) one foot high. Taken at sea level.

A h.p. is 550 lb lifted one foot in one second of time,
or its equivalent. (33,000 ft.tb per minute.)

A B.t.u. is the amount of heat that will raise the tem-
perature of one pound of water one degree (Fahr.),
starting from 39.1°.

A B.t.u. is 778 ft.-tb of mechanical energy trans-
formed into heat.

Knowing the values and the relation that each of the
terms bears to the others it is an easy matter to con-
struct a scale, or table, like the one I give below, and to
measure the economy and efficiency of any gas engine
when once the amount of fuel consumed in a stated
period and its heat unit value, as well as the power
developed in the stated period, is known.

0.7694 B.t.u. is equivalent to one h.p. second.

42.416 B.t.u. is equivalent to one h.p. minute.

2545 B.t.u. is equivalent to one h.p. hour.

It is, of course, desirable to obtain the greatest amount
of mechanical energy from a given quantity of fuel and
one of the principal aims of all designers is to evolve an
engine which will increase motor efficiency, meaning by
motor efficiency the measure of the economy of the
engine or the ratio betzueen the amount of energy it
delivers during a specified time and the amount of en-
ergy supplied by the fuel during that time.

Average Marine internal explosion engines of small
size show between 14 and 24% motor efficiency and
under favorable conditions engines of this type have
shown a motor efficiency as high as 30%.

In the case of internal combustion engines a motor
efficiency of 45% has been obtained with some of the
large Diesel type engines, the average for this type of
engine being between 28 and 35%. It thus is very evi-
dent that in even the most efficient of engines the per-
centage of heat units in the fuel which are actually
turned into mechanical energy is exceedingly small.

The dispersion of energy in the fuel an internal ex-
plosion engine uses is (about) as follows, but it must be
remembered that the percentages vary in each design
and type of engine.

35% lost in cooling water (average).

35% lost in cooling exhaust (average).
8% lost in engine friction and transmission (aver-
age).

78% of loss (average).

The remainder (22%) is the average percentage
actually turned into mechanical energy and usefully em-
ployed.

The relatively low percentage of the heat units actu-
ally turned into mechanical energy may surprise you,
but don't forget that the average marine gas engine has
a higher percentage of motor efficiency than the average
steam engine of similar size.

Before I proceed further it is advisable that I briefly
explain the meaning of several terms which will be used
in this series of articles.

(a) We consider heat as stored up energy. A heat
unit is a measure of quantity.

(b) Heat energy of a fuel is its heat value.

(c) Mechanical energy is the heat unit value trans-
formed into terms of power.

(d) Motor economy is a term used, when dealing
with the motor only, to define economy of fuel. It can
be expressed in terms of weight or capacity (volume)
or in terms of heat value.

(e) Motor efficiency is a measure of the economy of
the motor. It expresses the ratio between the amount of
energy that the motor delivers during a specified time
and the amount of energy that is in the fuel supplied
during that time.

(f) Mechanical efficiency of a motor is the ratio of

(Continued on Page 49)

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How the West Popularizes Power Boating

By J. W. Sackrider, Admiral of tiie Mississippi Valley Power Boat Association

EVERY red-blooded man or woman who learns to
know a power boat and who gets a taste of the en-
joyment it holds immediately becomes a personal propa-
gandist for the sport.

Therefore, the question, "What can we do to make
power boating a popular sport?" is timely, because every
boatman wants to see this very thing accomplished. This
question is asked and discussed at boat clubs all over the
country and has been for many years, but until a few
years ago it seemed that no real and adequate method
of popularizing the sport has ever been found.

Since boat racing is the higher development of the
sport and the branch which attracts the attention of the
public, I believe that racing offers the opportunity to
find ways and means to make the game popular.

Racing has been going on for years, of course, but
the tendency generally has been toward the development
of expensive boats and high-priced engines, so that it
became a sport for millionaires rather than for the aver-
age man.

We believe that, out here in the Mississippi Valley,
we have found the solution, and the success of our ex-
periments for the past few years bears out our contention.
We long ago concluded that if racing of boats was to
be popular it must be democratic, and if it was to be
democratic, it had to be within the reach of the average
man; otherwise the great bulk of the people turned to
things they could afford and left boat racing to the men
with a "bar'l of money."

It was with this in view that the Mississippi Valley
Power Boat Association decided that power was the
logical basis of speed, and that the way to classify power
was by cubic inches of piston displacement, with no
restrictions as to hull, design or size. These cubic-inch
classes were adopted, therefore, in 1912, and they have
been so successful that our annual regattas in the Mis-
sissippi Valley have become the wonderment of the whole
coxmtry.

This system of classifying the boats put boat racing
within the reach of every man, no matter what his finan-
cial circumstances. He is certain, when he builds his
boat for a certain class, that no one is going to be able
to race in the same class with more power than he has.
Therefore, it is up to him to exert his utmost in-
genuity to produce a hull that will give the greatest pos-
sible speed for the power allowed, and then, if he is a
good general in a race, and can keep his racing machine
in perfect mechanical trim, he has a chance with the
best of them to win first prize in the class for which he
has built his boat.

The rules adopted by the Mississippi Valley Associa-
tion run from 90 cubic inches of piston displacement, a
special rate recently adopted, to 1,300 cubic inches, which
takes in the eight-cylinder Sterling racing engine, and
in between practically any reliable engine made in the
country will fit into one class or another. The result is,
a man who already has an engine can build a hull and

race in the class his engine will fit, or if he is buying a
new engine, he can select the engine for the class he
desires to enter.

These rules have been very effective in developing
high speed with small power. The winner of the $1,000
Webb Championship Trophy last season was Miss
Quincy, owned by C. E. Padgett of Quincy, 111., a
16-foot Hacker design, built by Mr. Padgett, powered
with a three-cylinder Pierce-Budd engine and fitting into
the 151 cubic-inch class. Mr. Padgett has gotten better
than 30 miles an hour with this boat, which is certainly
going some for the power installed.

The Mississippi Valley Power Boat Association's
cubic-inch rules have worked out so well, that they have
been adopted by many power boat clubs in various parts
of the country, outside of the forty-seven clubs affiliated
with this association. At Detroit, recently, the I. P. B. U.
was organized to promote racing and it is probable that
this new organization will adopt the Mississippi Valley
rules in their entirety, and recommend their use by all
Boat Qubs in the country.

So great is the interest in this kind of racing this
year that a large number of Eastern and Canadian cities
have promised to send class boats to the annual regatta
of the Mississippi Valley Power Boat Association at
Burlington, Iowa, July 2nd, 3rd and 5th, and without
doubt, we will have the greatest flock of small race boats
in the Valley R^ces this year that have ever been assem-
bled anywhere in the country.

Appended herewith are the official rules of the Mis-
sissippi Valley Power Boat Association, showing the
various classifications, the distances of races, prizes and
general conditions; also a formula by which any boat-
man, knowing the bore and stroke of his engine, can
easily figure out his cubic inches of piston displacement

OFFICIAL RACING RULES M. V. P. B. A.

Classifications

Class 151 — Open to all boats powered with an engine not
exceeding one hundred and fifty-one (151) cubic inches piston
displacement.

Class 224 — Open to all boats powered with an engine not
exceeding two hundred and twenty-four (224) cubic inches piston
displacement.

Class 320 — Open to all boats powered with an engine not
exceeding three hundred and twenty (320) cubic inches piston
displacement.

Class 478 — Open to all boats powered with an engine not
exceeding four hundred and seventy-eight (478) cubic inches
piston displacement.

Class 69s — Open to all boats powered with an engine not
exceeding six hundred and ninety-five (695) cubic inches piston
displacement.

Class 1300 — Open to all boats powered with an engine not
exceeding thirteen hundred (1,300) cubic inches piston dis-
placement.

Webb Trophy Championship Race — Open to all boats, irre-
spective of power or size, up to forty (40) feet overall length.

Cruiser Race—The cruiser race shall be a scratch race. The
boats must be equipped for two or more for general cruising,
providing for livmg and sleeping on board with lavatory, toilet
and galley as permanent equipment.

(Continued on Pape) 52)

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Designs

150-Foot Power Yacht ^^^ engine room is located amidship with watertight

bulkhead fore and aft of same. Provision is made for

Among the latest productions in motor yacht design the installation of a pair of 200-h.p. fuel oil engines of

is that of the graceful 160-foot steel yacht from the the Diesel type. Access to the engine room is through

boards of Seabury & deZaf ra, Inc., who have produced a the fidley from deck. The engine exhaust is carried up

vessel so perfectly in balance of proportion as to give the through the stack.*

impression of a yacht of considerably larger size. The i^ the after deck house at the forward end is lo-

design was prepared for a former steam yacht owner ^ated the owner's room, with large double brass bed,

and thus shows again the tendency of the times in sub- wardrobe, desk, book cases, settee, and private bath and

stituting the fuel-oil engine for both the gasolene and toilet room. The balance of the after deck house is

steam power plants. devoted to the social hall. A stairway from this hall

In this design, as may be seen from the accompany- leads to the quarters below, where there are one double

ing elevation, a very business-like yet exceedingly grace- and four single staterooms with four baths, and in addi-

f ul yacht has been produced, with stem almost plumb, tion a maid's room and large linen closet,

while retaining the yachty overhang fantail stem. There The water and fuel-oil tanks are located in the double

are two deck houses of teak with steel engine room trunk bottom and a tank capacity is provided sufficient for a

supporting stack between the houses. In the forward cruising radius of 1000 miles without refueling. A max-

deck house are located the luxunous dining saloon with jmum gpeed of fifteen miles is guaranteed,

a large pantry on the port side immediately aft, while ^j^^ j^^ j^ ^j moderate draft so as to cruise in

on the starboard side is a convenient wash room and southern waters

toilet. Adjoining the pantrv and extending almost the ' •. . . n .
full width of the deck house' is the galley, equipped with Two pole masts are provided and a small boat equip-
large coal range and water heater, etc. A companion- ™«"t' consisting of a 25-foot owner s launch and a 21-
way with entrance from the after starboard side leads J^°*bo\7^ ' '^""'^' ^" '^^°°* ''^'^°^* ''"'^ * '^'^^^^
down to the quarters below where a single stateroom is rr,, ', , r , /. ^ . « « «• f
located on the port side of the lobby with a toilet and ^.^ ^he deck of the forward deck house affords a splen-

shower hath to starboard '^^'^ lounging space, protected by the awnings, as well

shower bath to starboard. ^ ^j,^ j^^.^^ ^^^^^ ^^^.^ ^j^^ ^^^^^^.^1 ^^ ^^^ ^^^^^ j^ ^^^^

Forward of this stateroom are the crew s quarters the bridge at the after end of the forward deck house,

with access from companionways located on deck for- ^he general dimensions are :

ward of the forward deck house. These consist of crew t fv, 4 • u

space well forward and separated by watertight bulk- ^^ngth o. a 150 teet o inches

heads fore and aft. Next aft are the officers' quarters Length b. p 136 ^^ o

with staterooms for the captain, two engineers, mate, Breadth, moulded 21 "6

Stewart, bos'n and cook. Officers' bath and toilet and Depth, moulded 10 "6 "

mess rooms are also here provided. Ex. loaded draught 5 " o "

150-roat Oniltiiig Taelit to Be Equipped Witb HeftTj-OU EnglnM. Deilgni Were Made by Seabury k deZafrs, Inc., end Work Will Be Started

Shortly

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2f RUDDER 51ir

Akb^r a 58-Foot Cruiser roomy cabin, well equipped with lockers and drawers
^, . . . . ' . ,-11 and two extension berths. Aft of the main cabin there
Ihe Akbar is a new express cruiser desiirned by - „uu^ o \^^.^^ ^^n^,, ^^a *^^;i«4. t-^^^
rr^, T-\ r» \f T- T /- A\; /-ui 1 ^^ oUite 3, ISLViie galley ana toilet room.
Thomas D. Bowes, M. E., for George W. Childs V^ , , r i • n t , . • i
Drexel, to replace the former Akbar taken over by , Deck controls for the engines will be located in the
the Government forward cockpit, so that the boat can be handled by
The new Akbar is equipped with two six-cylinder ^^e owner from this point. A bridge is also provided
Model K Murray & Tregurtha engines, which, it is ^^^ ^^ the glass-enclosed cockpit on top of the engine-
expected, will drive the boat about 30 statute miles room trunk, so that the boat can be handled from out-
per hour ^^^^ "^ ^ P^^^ hand w^hen desired. Lngine-room tele-

This boat makes a very good combination day boat graphs will be provided on the bridge,
and short cruising boat. She has a glass-enclosed cock- The Akbar is now under construction by the Hodg-

pit forward similar to the original Akbar, which prob- don Brothers at East Boothbay, Me. She will be

ably was the first boat to be equipped with a perma- double-planked mahogany with mahogany deckhouses,

nent glass enclosure for her cockpit. Her construction and equipment will be of the very

The crew's quarters are forward, the engine room best throughout,
and tanks amidships under a separate trunk, the top Jhe general dimensions are :

of which is just the right heighth from the deck to t u o r • u

form seats, so that the deck around the engine-room Length 58 feet o inches

trunk is available for deck accommodations in good Breadth 10 ** 2

weather. Aft of the engine-room trunk there is a Draught 3 " 6 "

Plani of the Akbar, a 58-Foot Express Crniser Building for Qeorge W. Childs Drexel, From Designs by Thomas D. Bowes. To Be Equipped
With Two Six-Cylinder Model K Murray & Tregurtha Engines and Make 30 Miles an Hour

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RUDDER

31

:\-.. '"^^

82-Foot L.W.L. Auxiliary Commercial Schooner, Built by Frank C. Adams, East Boothbay, Maine, From Designs by John Q. Alden

82-Foot Water-Line Commercial
Schooner

A very attractive 82-foot water-line auxiliary
schooner is being built from designs by John G. Alden,
by Frank C. Adams, East Boothbay, Me., for a Pacific
company, which is to be used partly as a passenger
boat and partly as a cargo boat in the South Pacific.
This vessel is now about ready for launching. The
lines are practically identical with those of a modern
knockabout Gloucester fishing schooner. The ballast
is all inside and consists of about fifty tons of iron and
cement. The sail plan is entirely inboard, but Mr. Alden
is sure the boat will be a fast sailer for offshore work.

The auxiliary power consists of a 6s-h.p. Acme
engine, made on the Pacific Coast, from which a speed
of 7 knots is expected. The engine will be run on dis-
tillate, with a tank capacity of 2,000 gallons. The
water supply will consist of 2,500 gallons, located
under the galley.

The accommodations, for a boat of this type, are
excellent, and consist of two single staterooms aft,
main saloon and toilet, with the engine entirely aside
in a separate engine room. The galley, as is necessary
for tropical waters, is partially on deck, and the deck
house is built in with a great deal of care, and very
heavily constructed. The sails and anchors will be
hoisted by a Mianus deck engine, so that the crew can
be reduced to a minimum.

With very slight alterations this boat can be changed
to a yacht, giving an additional saloon and two or three
additional staterooms, together with bathroom. Several

customers are now considering duplicating her in this
way.

This model can be built and completely equipped,
ready for sea, with the war tax paid, for about $50,000.
A steel schooner of the same over all length, such as
the Vagrant, built by a first-class builder, would cost
at least $150,000, and the expense of operation would
be at least double each year.

SaU Plan of an 82-Foot Auxiliary Schooner, Which Will Be Used In the
South Pacific

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32

THEe«*

RUDDER

M ay

The construction is very heavy, consisting of 2-inch
ceiling and 2^-inch planking, except at the garboards,
where the planking is 35^ inches. The frames are
sided 6 inches and moulded 10 inches, double sawed, 24
inches on centers, with treenail fastenings. The rest
of the construction is correspondingly heavy.
The general dimensions are:

Length o. a 107 feet o inches

Length w. 1 82 " o "

Breadth 21 " 6 "

Draught 12 " o "

56-Foot Power-Driven Shoal Draught
Houseboat

This shoal draught houseboat was designed by Ralph
E. Winslow. A tunnel stem was adopted so as to decrease
the draught and use a large, efficient propeller.

Her arrangements are well developed. On deck there
is a large deck house, which is used as a dining room
and observation room. The forward part can be curtained
off and used as an inside steering station. There is also
an outside steering station on the forward deck. The

after part of the deck house is given over to a galley.
There is ample outdoor space on the forward side and
after decks for the owner and guests and a small quarter
deck for the crew.

Below decks iare four staterooms, one being a double
stateroom, and a large bathroom, and also a living room
or below deck cabin, which has sleeping accommodations
for four persons by the use of the transom and Pullman
berths. This gives sleeping accommodation for from five
to nine persons. The living room is especially attractive,
as it is a fine place to lounge in evenings, play cards,
etc., and is equipped with desk, book case, and a small
tile yacht stove or fire place. It also gives a room to go
to in bad weather when the steward is preparing meals
in the dining room.

The after part of the boat is given over to the crew,
engine room, etc.

This design has very interesting features and would
be an exceptionally good boat for charter purposes as
well as for private use.

The general dimensions are:

Length o. a 56 feet o inches

Breadth 15 " o "

Draught 2 " 9 "

Proflle and Axrangement Plan of a 66-Foot Power-Driven Shoal-Dranght Honaeboat, Designed by Balph E. Winalow.

Salted for Crolalng in Florida Waters Next Season

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33

PUng of » 100-Fooi Twin-Screw Oil Engine Ptoiglit Boat, Built "by Smith k Wlllluni From Dotlgni by J. Murray Wattf .

*Atrato, Is for Use In the Coastwise Trade of Oolnmbla, Sonth America

This Vessel, Named

100-Foot Freight Boat

Plans given herewith show a twin-screw oil engine
motor boat, Atrato, designed by J. Murray Watts, and
buih in the Spring of 1920 by the Smith & Williams
Company of Salisbury, Md., for T. A. Scharberg of
Cartegena, Colombia. This boat is powered with two
Bolinder's engines developing 180 h.p., and is the second
boat built for Mr. Scharberg from Watts's designs, the
first being the 103-foot Sinu, equipped with a single
loo-h.p. Bolinder's engine, which has been operating in
the coast-wise trade of Colombia, S. A., for the last
three years.

The middle portion of the hull is given up to cargo,
the crew's quarters are forward and the engine room is
aft. There is a good-sized deck house aft of amidships,
in which is a large saloon and a galley and pantry. Aft
of this come the engine room and two toilet rooms,
one on the port and one on the starboard side.

On the upper deck is the pilot house, and aft of that
a deck-house with staterooms for the captain, the first
mate, and engineer.

The Atrato carries 2,000 gallons of fuel oil, giving
her a very large cruising radius. She will shortly leave
Chesapeake Bay on a trip to Cartegena. She will take
down a cargo of agricultural machinery and oil-well
piping and supplies.

The general dimensions are:

Length o. a 100 feet

Length, l.w.l 95 "

Breadth 23 |*

Draught 8

STAR CLASS ASSOCIATION

The Star Class Association has announced the winners of
scricSr club and special races for the 1919 season. The inter-
club series was won by Altair, owned by E. V. Willis, Port
Washington Y. C; Taurus, W. L. Inslee, Bayside Y. C, was
second, and Hydra, C. E. Hyde, Port Washington Y. C, third.

Aria, owned by George A. Abbott, Bayside Y. C, won the
Bayside Y. C. series; Snapper, Adrian Iselin II, Port Washing-
ton Y. C, was second, Altair was third.

Altair won the Manhasset Bay Y. C. series, with Taurus
second and Hydra third.

The Port Washington Y. C. series was won by Altair, with
Hydra second and Snapper third.

Altair won the Captain's Island race; Saturn, owned by
Geo. W. Elder Jr., Port Washington Y. C, was second, and
Snapper third.

The Inter Club series for the second division was won by
Aquilla, Gordon Curry, Manhasset Bay Y. C; Neptune, E. W.
Treves, Bayside Y. C, was second, and Banshee, David McLean,
Manhasset Bay Y. C, third.

The Bayside Y. C. series, second division, was won by
Aquilla; Neptune second and Big Dipper, J. R. Robinson, Bay-
side C..Y., third.

The Manhasset Bay Y. C. second division series was won by
Aquilla; Vega, R, G. D'Oench, Manhasset Bay Y. C, second,
and Banshee third.

Aquilla won the Port Washington Y. C. second division
scries. Dione, G. A. Duerr, was second, and Banshee third.

The racing this year will be continued in two divisions.
There are to be nine official Sunday races, three at each club,
and a yacht must sail out two of the three races to qualify.

Allan Walker has resigned as secretary of the Association
and Adrian Iselin II, Roslyn, L. I., has been appointed to fill
the vacancy until the annual meeting, which will be held May 29
at the Port Washington Y. C.

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How to Build a 24-Foot Amberjack

By Gerald Taylor White

THE usual type of runabout, lacking shelter of any
sort is far from being a comfortable boat in rough
or rainy weather. A folding top will provide a certain
amount of shelter, but the occupants have a cooped-up
feeling when the curtains are down. Amberjack has the
advantages of the ordinary runabout with the additional
point of providing a comfortable and sheltered position
for the operator and several guests. With the windows
closed and a canvas fly reaching aft from the roof of
the house to the back of the stern seat, the boat will
provide cruising accommodations for two people if a
couple of cots or air mattresses are carried. Under the
two forward seats there are drawers pulling aft and
holding food and small oil stove. Forward of the engine
space can be arranged for the stowage of bedding and
other duffle. The forward set of windows is fastened
to the engine hatch and the deck is reached by sliding
this hatch forward and thus opening the entire end of
the house. The glass is removable and can be stowed
in a rack made for the purpose in the engine room.

Of V-bottom form Amberjack will drive easily and
a 20-h.p. engine of the four-cylinder, four-cycle type
should provide a speed of about 15 miles an hour under
fair conditions. More power could, of course, be in-
stalled ; a 4a-h.p. plant weighing not over 650 tb would
be able to drive the boat about 21 miles. In any case
speed is dependent upon the care which you take in fol-
lowing the plans and making a smooth workmanlike job
of the hull. Regarding the cost of materials for the
building of Amberjack it is difficult to give an accurate
figure, but the lumber, hardware and fittings will cost
in the neighborhood of $225.

Amberjack is built on the seam-batten, web-frame
system, there being no moulds to be built and then
thrown away. In starting construction the first thing
is to get out the keel and its parts. The best method is
to lay the shape of the keel, etc., out on the floor full
size. A plan showing the set-up of the keel is provided
for your guidance and when used in connection with the
specifications will provide all needed information. The
next step is to get out the frames by applying the Table
of Offsets. It must be remembered that the Table is
given in the usual manner with all dimensions to the
outside of the planking and to the top of the planksheer.
You must be sure to deduct the thickness of these parts
when getting out the frames. The body lines can be laid
down on heavy manila paper and the latter cut out to
the proper shape and used as a pattern for the frame.
You will note that the bottom frames are straight from
keel to chine, while the side frames have a curved outer
edge.

The heels of the frames are to be fastened together
with a 3-inch floor timber, as shown, but the comer at
the chine will be made by lapping the side frame down
over the bottom one and fastening with rivets or bolts.
As soon as a frame is made it should be braced by fast-
ening a piece of rough 3 by 7/g-inch stuf from side to
side about 4 inches below the frame head. This is to

prevent the frame going out of shape until the clamps
and planking are fastened on.

In setting up the keel it will be necessary to provide
a set of keel blocks upon which the boat will rest. These
can be made from unplaned 2 by 4-inch stuflF set up so
that there is one at each station. The heights of these
keel blocks will be 12 inches more than the distance
given in the Table for Heights above Base Line. After
placing the complete backbone upon the blocks you must
stay the stem and stern to the. floor with shores, being
sure that the keel is exactly plumb. Now set the frames
up on the keel and fasten in place as specified. A shore
must be run from outer comer of each frame down to
the floor. Care must be taken to see that the frame is
plumb in two directions and also at right angles to the
center line of the keel.

In the next issue the description of building Amber-
jack will be concluded.

Specifications for the building of Amberjack:

Length o. a 24 feet SJ^ inches

Length, w. 1 24 " o

Breadth 6 " o

Draught 2 " 2

In General: It is the scope of these specifications to
describe the building of a High-grade boat. All fasten-
ings, unless otherwise specified, are to be of brass or
copper; all lumber to be of B or better grade free from
all loose or slash knots and from sap streaks and checks.
All timber must be properly seasoned and kept in a dry,
airy place while awaiting use. It must be borne in mind
that the boat is intended as a medium-speed craft, and
all equipment should be considered from the standpoint
of weight and smoothness of underwater surfaces.

Upper Keel: White oak sided 2j4-inch and moulded
as shown on the set up plan.

Lower Keel: White oak sided 2j^-inch and moulded
as shown. To scarph into the upper keel at Station No. 5
and fasten with ^-inch through bolts on 12-inch centers.
The seam between the upper and lower pieces is to be
carefully made and stop waters place through the keel
at a point where the two keels and the rabbet join. At
Station No. 3 the keel is to be cut down to a ij^-inch
depth and the end wood thinned down in a neat curve.

Stem: White oak sided 2j4-inch and moulded S-inch,
to be joined to the keel as shown and fastened to the
stem knee with two J|-inch through bolts and one blind
bolt 12 inches long. The stem will be rabbetted for the
planking in the usual way, the outer rabbet line being
2 inches back from the face of the stem. The bottom of the
stem and the fore end of the keel are to be rounded up in
a neat curve having a radius of 9 inches. There will be
a stopwater of >4-inch white pine run through the comer
where the keel, stem knee, stem and rabbet line cross.

Stem Knee: Natural crook white oak sided 3-inch
and moulded as shown with arms iQj^-inch and 24-inch
as indicated. Fastened to keel with two through bolts
and one blind fastening. All bolts to be ^-inch diameter.

(Oontlnued on Pspe 65)

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Resistance and Model Tests

PART IV

MANY of the early investigators of resistance as-
sumed that by dividing the immersed body of a ves-
sel into parts, such as immersed surface, water planes,
cross sections, etc., calculating the resistance of each
part separately, and adding totals the amount of re-
sistance offered by water to a vessel's movement could
be determined. Professor Rankine devoted a great
deal of time to checking the accuracy of the calcula-
tions made by and theories advanced by previous in-
vestigators and also to developing calculations that
could be applied practically to determining the resist-
ance of water against a vessel moving ahead at a
speed proportional to its lines and dimensions.

Professor Rankine's tests were all made at what,
today, is considered low speeds. In formulating his
rules Profesor Rankine assumed that the speeds he
used would not be greatly exceeded. His tests led him
to believe that:

1. The whole of the appreciable resistance that
water offered to a vessel's passage through it was due
to the formation of frictional eddies.

2. The wave-making resistance was of such minor
importance that it could be ignored.

3. The angles of entrance lines and surface area
should be considered as being of major importance in
all resistance calculations.

Though the assumptions, as stated above, have
been proved incorrect, when the speed of a vessel is
great it is certain that Professor Rankine's method of
approximating frictional resistance is of value and
gives very accurate results in all cases when speed is
moderate and vessel's shape is normal. These methods
I shall explain later.

To Mr. W. Froude belongs the credit of originat-
ing the modern system of model experiments, by
which the resistance of full-sized vessels may be de-
termined, and it can also be said that Mr. Froude's
analysis of data that was deemed correct when he
began his experiments did more than anything else to
eliminate inaccuracies, to confirpi the general correct-
ness of a number of ideas originated by such men as
Beaufoy, Chapman and Scott Russel, and to put cor-
rect theories in such an understandable and orderly
form that many seeming contradictions of others in-
vestigators were reconciled and made clear.

To Mr. Froude belongs the credit of establishing
the first modern testing tank and apparatus for ac-
curately testing resistance of models, and also of mak-
ing the first exhaustive and comprehensive resistance
trial with a full-sized vessel. Both of these things
were done with the assistance and under the direction
of the British Admiralty. The testing tank being con-
structed at Haslar (near Portsmouth dockyard), and
the full-sized vessel tests being conducted with the
Active, a gunboat fitted out for that purpose by the
British Government.

A number of Mr. Froude's tests were made for the
purpose of ascertaining the accuracy of resistance fig-
ures in general use at that date and his experiments

indicated that Colonel Beaufoy's surface friction fig-
ures were very accurate.

Mr. Froude next endeavored to elucidate many of
the theories advanced by previous investigators, and
after making a large number of experiments he ar-
rived at the conclusion that the material flow of water
put in motion by a vessel is in stream lines, and that
while shape of vessel and speed of its movement in-
fluenced resistance, the stream line motion of water
particles undisturbed by surface influence and set in
motion by a vessel did not vary much. This stream
line theory of resistance is the one upon which modern
resistance calculations are based, and for this reason
I will explain it, but before doing so I will briefly ex-
plain a few general conclusions arrived at by various
investigators of the subject of resistance and proved
to be correct by the experiments of Mr. Froude.

1. Water is not a perfect fluid, therefore the par-
ticles of which it is composed do not move past one
another with perfect freedom and in doing so cause
friction upon each other and upon the surface of any
solid body past which they move. This friction on
a solid immersed in water (named Frictional Resist-
ance) varies with (a) roughness of surface, (b) extent,
or area, of surface, (c) with velocity of movement of
water particles past the surface, and (d) with length
of surface.

2. When area, length and condition of surface re-
mains unchanged frictional resistance varies approx-
imately as the square of the velocity when speed is
proportioned to length of solid.

3. Length of solid immersed in water sensibly
affects mean frictional resistance per square foot. Re-
sistance decreases with each increase in length of sur-
face, as can be seen by comparing figures in Table 5*
which are taken from Mr. Froude's published data.

Table 5— Frictional Resistance per Square Foot of Surface
AT Uniform Speed of 600 Feet per Minute
(Figures taken from Mr. Froude's published data.)
Nature of
Surface Length of Surface

—2 Ft.-— — 8 Ft. — —20 Ft. — — 50 Ft. —
ABOABO ABO ABO
Parafine ...1.95 .88 .37 1.94 .314 .260 1.93 .271 .287
Smooth paint

or yamiah.2.00 .41 .39 1.85 .325 .264 1.85 .278 .240 1.83 .250 .226
Fine sand... 2.00 .81 .69 2.00 .583 .450 2.00 .480 .884 2.06 .405 .887

A — Power of speed to which resistance is proportional.

B — Mean resistance in pounds per square foot at speed of 6oo

feet per minute.
C — Resistance in pounds per square foot at distance from front

(bow) named in heading.

4. Experimental data indicates that the decrease
in frictional resistance per square foot of surface as
length of surface increases is due to this cause :

When a body immersed in water moves forward
the portion of surface that goes first in line of motion
meets water that is not in motion, and as the body
moves ahead its forward movement imparts some mo-
tion to the particles of water in contact with and near
to the body, and this motion is in the direction of
movement. Therefore all of the body back of portion

(Continued on Page 51)

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fifty words, and must.be accompanied by correct name and address of writer. Address the Hurrah's Nest, care Editor THE
RUDDER, 9 Murray Street, New York City, U. S. A.

Praise for The Rudder

Editor of The Rudder:

I would like to congratulate you on the excellence of
The Rudder. Keep it up.

I am very much interested in the designs you publish.
G)uld you not get some of the plans of the large steam
yacht and power boats? I should like to see the com-
plete plans published as was done some years ago with
the sailing yachts. I think it would be very interesting
if some of the details of construction and fittings could
be published occasionally as well as the plans.

The last competition interested me very much. Why
not. have some more designing competitions? I might
suggest an auxiliary yawl with accommodations for
three persons. A real cruising seagoing sail boat with
power, 30 to 44 feet over all, but let the designer select
his dimensions, the boat to be as small as possible, and
still make a comfortable craft for three persons to live
and cruise on. I might also suggest a competition for a
small power boat 33 to 36 feet long to accommodate
four persons, or a runabout under 26 feet long.

The articles by Mr. Desmond have been excellent and
I hope that you can have more of these, perhaps on
engineering, power yachts and commercial vessels, pro-
pellers, oil and gas engines, steam engines, sailing craft,
rigging, etc.

Your articles on the war and commercial vessels have
been fine. I hope that the commercial end will be kept
up some, but of course e3q>ect to see more yachting than
commerce now that yachting has come back.

I believe that you publish the best and most interest-
ing yachting magazine in the country.
Massachusetts. A Reader for Over Twenty Years.

Model of the U. S. S. Nevada

Editor of The Rudder :

This model was begun early in 1916, but, owing to a
variety of circumstances, was not completed until the
f ollowmg year. It was made for and is in the possession
of Mr. Henry Reuterdahl, the eminent marine artist and
writer.

A short description of the prototype will not come
amiss. The Nevada, at the time she was built, was con-
sidered the peer of any craft afloat and, despite recent
additions to the various navies of the world, as well as
our own, is still good for the first line. The Nevada is
575 feet long between perpendiculars (583 feet over all),
95 feet breadth, and draws 28 feet 6 inches of water. The
main battery consists of ten 14-inch guns in four turrets,
the forward and after turrets being three-gun turrets,
while the middle pair, arranged to fire over the tops of
the others when necessary, are two-gun turrets. The
torpedo defense battery consists of twenty-one 5-inch
guns. There are four saluting gims and provision was
made for four 3-inch aircraft guns, although these were
not mounted when I visited the craft, nor when I made
the model.

Mod«l of the Battleship Nereds, BoUt by Aloyi Brunbach

Two views of the Model of the U. 8. 8. Nerad*, 8howliig the Azraage-
meot of Her Ouui

The Nevada has twin screws and is an oil burner.
She has one funnel and two fire-control masts and can
make over 21 knots per hour.

The model is to a scale of 1/16 inch to i foot o inch,
and is, therefore, 1/192 full size. It measures 36 7/16
inches over all, is just under 6 inches wide, a bit over 2
inches deep and has a draught of just over i}i inches.
It is designed as an artist's "dummy," and is not intended
to float, although with sufficient ballast it can be brought •
to the correct water-line. I tried it and she made an im-
pressive picture.

Of course the more minute details must of necessity
be lacking in a model of this character, but a good deal
has been shown. Of course all the guns, including the
A. C. guns (the saluting guns were omitted) are shown;
as are such items as range finders, wireless and battle
radio, deck winches, capstans, gipsy head, and soforth.
The hatches and deck vents are quite accurate, both as to
number and location.

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Although the photographs show the flag at the stern,
it was later put on the mainmast gaff, and as finally com-
pleted the model is in a sort of "semi" cleared for action
state. The flagstaff and jackstaff, as well as railings are
struck, gunports are open and boat away, but the cowls
and flying bridges are still up.

The details below the water-line are also represented.
The bilge and docking keels are shown, as are the pro-
pellers and struts.

The photographs were taken by an amateur and have
not been retouched or altered in any way, so show the
model as it is.

No. I shows a broadside view of the model.

No. 2 is taken down upon the stem, a view similar to
one taken of the U. S. S. Pennsylvania from Brooklyn
Bridge.

No. 3 is taken from above the port bow.
Virginia. Aloys Brambach.

C. p. M. Y. C. Races

Central Park Model Y. C.'s races for the season of
1919 and their results, which culminated in the usual
annual dinner, where handsome cups were presented to
the winners, shown at the top of the list in each class.

Standing for 1919 Season

Third-Class Sailing Yachts

Taelit*8 Owner's No. lUces Total Points Final

Sailed Points Dropped Points

One-Design Hydroplane Class

Name Name

Frances W. Bloomfield. .

Sequoyah J. McKenna . . .

Dauntless F. A. Branig. . .

Galatea H. Griffiths . . . .

Smart Set C. W. Bedell...

Duck T. Malloy

Maybe M. C. Heider. . .

16
16
13
14
II
7
I

107

102

88

83

68

28

4

36-FooT L.W.L. Class

Yacht's
Name

Eaglet .

Fly

AUcia . .
Stovern
Argo ...
Triton ..
Wasp ..
Dragon Fly. .
♦ Protested.

Owner's
Name

.F. L. Herreshoflf
.T. H. Barrington
.F. A. Branig...

.S. Berge

.J. McKenna ...

.H. Lyon

.W. L. DeBuse..
.G. W. Magalhaes

No. Races
Sailed

13
14
12

7
7
4
5
4

Total Points
Points Dropped

88 4
♦8

o

92

76

47
31
25
23
18

o
o
o
o
o

95
88

83

68

28

4

Final
Points

84
84
76
47
31
25
23
18

Owner's
Name

Yacht's
Name

Elraara VI.... J. F. Rapp. .
Ex-Calibur ...H.Johnson
Whiz Bang C. Johnson

No. Races Total Points Final
Sailed Points Dropped PoinU

39
23
16

o 39

o 23

O 16

The club's schedule has been arranged for the coming
season so that the racing begins the first Sunday in May,
with the 36- foot water-line boats at the line at 9 o'clock
a. m. Should, however, there be lack of breeze the period
is extended to 11 o'clock. This allows the power-boat
division, whom are all busy on a new 15-lt) displacement
class, to take advantage of a calm period, otherwise the
power-boat races will follow the sailboats at 11 o'clock.
The next, or second Sunday in May, is used by the 42-
foot water-line class, under the same conditions and ar-
rangements with the power-boat division. This arrange-
ment follows on alternate Sundays until the last Sunday
in November.

The entries to the club's designing or naval architec-
ture class were so numerous that two evenings each are
devoted to the work by John D. Berg, Commodore, so
that the sailing men can have their instruction on one
evening and the power-boat men on another.

There will be added to this year's racing the original
Alpha Class fleet, which, while only 36 feet over all,
should show some mighty interesting racing.

Howard Griffiths

Wheel for a 20-Footer

Editor of The Rudder:

I have a speed hull of the V-bottom type with fine
lines and no skeg forward of the wheel. The boat is
20 feet long and has a breadth of 5 feet 6 inches. The
planking is two layers of j4-inch cypress. I am instalHng
a four-cylinder four-cycle engine that develops 90 h.p.
at 1,200 r.p.m. Will you kindly tell me what wheel is
suitable and about what speed I may expect under the
best conditions.

Savannah, Ga. J. V. D.

Answer. — ^We would suggest an 18-inch by 32-inch
three-blade wheel. You may expect about 32 miles an
hour.

Raff and Fliher Looking Them Over. Elmara VI is in Bapp's Handa

Start of Model Tachta in a Baca on Oentral Park Lake. One Boat Off
and Otheri to Follow at lO-Second Intonrali

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May

THE««*

RUDDEP

[Title Regiitered U. 8. Pat. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6x65

Arthtir P. Aldridge, President: Andrew Patersoa. Vice-President and Business

Manager; James R. Thomson. Treasurer; Arthur deZ. Patton. Secretary

Snitrtd at Ntm York Pnt Offiu as Seemtd-Clau Matter

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WM. F0BTE0U8 ft 00^ 9 Boyal Plac^ Glasgow, Scotland.

THB IHTBBVATIOHAL XBW8 00„ 6 BrMuns BnSldtaf, OkaaowT L«Mb

Zioadon, B. O.
BBBHTAVO'S, 86 Ato d« rOp«ra, Parli^ Franco
OOBDON ft GOTOH, Sydney, Anstrall*
Or at tay BooksttU

The Tax on Yachts

Yachtsmen will have to thank the Waterway League
of America if they are relieved from the burden of the
present unfair taxation. That organization has worked
indefatigably to have the taxes fairly adjusted. The io%
tax on all new yachts has almost stopped building and
the so-called foot tax increases by sharp and abrupt in-
tervals, with no gradation, and discriminates unfairly.

Senator Calder and Representative John McCrate are
sponsors for bills which will adjust these errors. The
Senate Bill No. 3904 has been referred to the Committee
on Finance, and Ae House Bill No. 12,957 to the Com-
mittee on Ways and Means, of which Joseph W. Ford-
ney is chairman.

It was entirely due to the efforts of the! Waterways
League that these bills have been introduced. If these
bills are passed the 10% and the foot taxes will be re-
pealed.

The bills introduced propose to abolish the tax on new
yachts and boats, and instead of the present tax on the
use of yachts and boats, it provides for a tax of 50 cents
per gross ton on yachts, pleasure boats and boats with
fixed engines of less than 16 gross tons, and sailing boats
of more than 5 gross tons and under 16 gross tons, with
a minimum tax of $1 ; and $1 per gross ton over 16 gross
tons.

The Committee on Legislation of the National Associ-
ation of Engine & Boat Manufacturers has asked for a
hearing on these bills. Those interested in yachts, whether
as builders or owners, should now use every possible
influence to get these bills passed and so relieve yachting
from the effects of burdensome taxation. The tax of
10 per cent on all yachts built has very seriously crippled
the yacht-building industry. But for this tax the number
of yachts built for this season would have been much
larger than it is. The heavy imposition made yachtsmen
refrain from building. With this tax removed the yacht-
building industry would flourish and the government
would receive in other ways much more than it is now
collecting by this burdensome tax.

If yacht owners would write to the members of the

Ways & Means Committee of the House of Representa-
tives or to their own representative, giving their views
on the new bills, it would do much to show Congress
that the proposed changes should be made.

America's Cup

The races for the America's Cup have always been
the subject of more or less friction among yachtsmen
of the two countries that have been represented in the
contests. A sporting event like the competition for this
historic trophy should create or cement friendships
rather than promote any animosity, but, ever since the
Cambria came over in 1870 there has been more or less
trouble with each contest. Perhaps this friction is not
so much between the yachtsmen because they, or the
better informed, thoroughly understand the situation
and the proper interpretation of the rules.

Just now one English publication is telling its readers
that it would be unfair for the defenders of the Cup to
allow any alterations to be made in the Resolute or
Vanitie and that they should be tried out just as they
were when the war made the withdrawal of the challenge
imperative. The argument made is that this series of
races is simply a continuance of the plan interfered with
by the war. To a certain extent this is true. When the
Royal Ulster Y. C. asked to have the race sailed in 1919
the New York Y. C declined. It was not the time then
for spectacular and costly sport. For that matter it is
not the time now. The club, however, told the challeng-
ers that it would consider a renewal of the challenge for
races this year and would agree to put an existing yacht
against the challenger.

The challenge for a race in 19 14, when the Shamrock
IV came here, was voided. Another challenge was sent.
It was not a renewal of the old one. If it had been, the
same conditions and dates for races would have gov-
erned. New conditions and new dates, dates so early
that the yachting season of this country has been very
much upset, have been agreed on. It would be absurd
not to try to improve the speed of the defenders. If they
can be improved it is perfectly fair and proper to do so.
By the same argument as the British writer is putting
forward it is unfair for those in charge of the Shamrock
IV to make the extensive alterations that are being made
on that yacht.

But what's the use of carping? The race is to be
sailed next July. The New York Y. C. has, as usual,
been very fair and considerate in arranging the condi-
tions to govern that series of races. The history of the
Cup shows that the holders of the trophy have always
been willing to make concessions. It is always in a very
difficult position as the trustee of the Cup and must in-
terpret the Deed of Gift as it sees right. The trophy
is the incentive to bring together the fastest yachts of
the two countries. If at any time before the yachts reach
the starting line those in charge think they can be im-
proved they would be very wrong if they did not do so.
What all want is a good race and if the Shamrock IV
can win the American yachtsmen will cheer as heartily
as the British. tf|0#

The one-man torpedo boat, a picture of which was
printed in The Rudder of April, was built from designs
by L. L. Kromholz of New York City, under patents of
W. B. Shearer. The caption under the picture as printed
was in error.

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The New Shop of the Elco Works

(Continued from Page 18)

had been doing outside, but under cover. This plan
proved to be a great time saver and enabled the work to
be completed very quickly. There are more marine rail-
ways outside the shops and shed, as the plans show.

Back of the mill, where the offices of the company
used to be, are the joiner shop, the machine shop, the
coppersmith shop and the paint shop. All the mahogany
for the interior fittings, rails, coamings, etc., are cut,
shaped, painted or varnished, and practically finished
before being sent into the shop where the boats are as-
sembled. To expedite the handling of these parts a street
runs from the mill" through the center of the building
shops. Big sliding doors on both sides of these buildings
throw this street open and as the plant is further enlarged
this street is to be continued.

The first building on the land side is the office build-
ing. This, too, is new, but was built before the recent
improvements were made. This is a three-story building
so feet by lOO feet. On the main floor, which is one big
open space except for the room of Manager T. S. Han-
son, is a section where E. B. Conrad, the purchasing
agent, has his staff. In another section Irwin Chase, the
naval architect, does his planning and figuring and other
clerical departments occupy the rest of this floor. Up-
stairs are other rooms for various purposes.

Manager Hanson is a busy man. The Elco Compaiqr
has lots of work on hand and this has come on top of
the work of extending the plant. Mr. Hanson is thor-
oughly familiar with the details of every department and
knows exactly what is going on everywhere. He knows
too how to expedite production and to get the very best
out of the big plant and staff under his control.

From the water side the plant looks very imposing, as
it covers a big tract of ground and extends for nearly
i,ooo feet occupied by bulkheads, piers, basins and marine
railways. The first pier is 375 feet from the railroad
bridge. This is 425 feet long, T-shaped, and the exten-
sion on the southeastern side is 150 feet and on the oppo-
site side it is shorter and supports the gasolene tank. The
basin for yachts and other vessels is 340 feet wide and
is formed by the first pier and another 560 feet long.
As the plan shows this basin is divided into two sections.
The marine railways are both sides of the long pier.

Several 60-foot and so-foot cruisers are being built in
the new shop. The 60-foot cruisers are equipped with
the new 75-h.p. Standard engine. The demand for these
yachts has been such that the builders will be hard pressed
to make deliveries in time for the opening of the season,
but the work will be finished. The Elco Company builds
its standardized vessels in groups and when those of the
first group are disposed of another group is started. The
third group of cruisettes is now under way and others
of further groups have been ordered.

Several 30 and 36- foot Elco Express runabouts are
also building and will be finished in time for the opening
of the season.

Several yachts are in the shed or basin to be over-
hauled for their owners. Three runabouts attract much
attention because of their history and the remarkably good
condition that they are in. (Jne is a 27- foot runabout
built for Dr. George Fales Baker of Philadelphia. This
boat has been in constant use every season since it was
built and shows no sign of decay. The planking is just
as good as when first put on and the sheer strake, which
has been scraped and varnished, looks like new. The

Var god aberopa THE RUDDER nar annonsorema tillskrifvMfj^ecl by X^rrOOQ^^

May

RUDDEP

43

second boat is a 3S-foot Elco express, built in 1913. It
was exhibited at that year's show and is sound and in
fine shape. The third boat was purchased by Ernest
Dupont of Wilmington, Del., in 1917. It has gone
through three seasons and is now to be overhauled and
put in condition for the fourth. These three boats are
examples of the work done at the Elco Works. Each has
had hard usage, but no planks are started and the plugs
are just as smooth and tight as when first put in.

««•

Cup Yacht

(Continued from Page 10)

boat. It would not be cpnsidered just proper for the
challenger and the defenders to be sailing in close
company and so the defenders have gone further to
the east.

After tuning up oflF Newport the American yachts
will go to Newport, arriving there about June 2d, and
there they will race in earnest for the honor of defend-
ing the Cup. Several races are to be sailed, just how
many has not been determined, but the managers say
they will race every day. That, however, will not be
possible, because at times changes in sails and other
improvements will have to be made, and these changes
all take time. Weather conditions, too, will have to
be considered and should the weather be unfavorable
the tuning-up time will be shortened very much.

However, the weather does not play favorites and
if it interferes with the defenders' work it will also
interfere with the work of the challenger.

It seems a pity that the Cup races are not to be
sailed off Newport. The New York Y. C. could have
insisted on that course, as under the conditions gov-
erning the America's Cup races the challenged club
names the course. The course at Newport is an ideal
one. When that course was considered the Cup Com-
mittee planned to lay the course well out to sea, mak-
ing the starting and finishing lines 9 miles southeast
of the Brenton Reef Light Vessel. This would have
made it a very fair course, clear of all headlands and
with deep water, deeper than off Sandy Hook every-
where. Local knowledge would have been at a dis-
count. It would not have figured at all.

Off Sandy Hook much depends on local knowledge,
as the challenger of 1901 realized. That year Sham-
rock II was beaten by Columbia in the second race
because those on the Columbia were able to benefit
by a new wind which late in the afternoon draws oflF
the New Jersey Coast. Columbia was a beaten yacht,
but she stood in towards the shore, those on the Sham-
rock let her get away, and catching this new wind she
was able to draw up on the Shamrock. Although she
was beaten on actual time, she won on corrected time
and the Cup was saved. Past experience off Sand}'
Hook cannot count for much with the challenger, be-
cause every time a yacht has come representing the
Royal Ulster Y. C. there has been a different manage-
ment and past experience has counted for nothing.
However, the races are to be off Sandy Hook, so we
must make the best of the situation and hope that the
course may be kept clear from tows and merchant
ships and that the weather will be fair, so that the bet-
ter yacht may win.

A lot of tinkering is being done on the Shamrock
IV. The lead forward has been cut away and fined off
and then the after end of the keel was treated in the

A Buflalo Once More
Wins Reliabil% Test

JOSEPHINE, owned by Carl
J Reischel, Erie, Psu, and chartered
by El. H. Scott, won first place in
the 1 1 2-mile reliability cruise of the
Cleveland Yacht Club, thereby also
winning the famous Scripps Cup.

Josephine is powered with a 40-60
h.p. Buffalo Engine.

The Scripps Cup was offered
several years ago as the prize for a
reliability contest.

In every one of these contests up
to the present time a Buffalo Engine
has won first honors.

Which only goes to show that
Buffalos really do excel in reliability.

The Buffalo Book tells all about
the Buffalo line. Shall we send it >

The Buffalo Gasolene Motor Co.

1311-23 Niaffara St., Buffalo, N.Y.

Please mention THE RUDDER when writing to advertisers

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SHIPMATE RANGES

Smallest size
Body i8Ji<^ inches long

Largest Size
No limit to length

It isn't every deep-water sailor who knows
what a raffee-topsail, a ringf-tail, or a jimmy-
green is, but there are mighty few shell-backs
who don't know what you mean when you mention
the word ''SHIPMATE,"

It's the sailorman's range. Always reliable —
fair weather or foul.

Made by
THE STAMFORD FOUNDRY
Eaubiithed 1810 Stamford, Conn.

COMPANY

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THE ^ Navy Anchor takes hold at the first
pull of the cable, and the harder the tug
the firmer the hold.

(S^ Stockless Navy Anchor

Solid wrought iron shank; free from "pin hole." Lies in
holding position at angle of 55° to flukes, per Navy Speci-
fications. One-piece head;
no mud-gathering pockets.
Tripping fin on head ab-
solutely prevents dragging
flukes up. Heavily galvanized
by hot process. Proper shackle
furnished. At your dealers or
write us.

Can't
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Won't
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Get This Vahuble Book

"Sea Craft Suggestions and
Supplies;" over 275 pages of
useful hints about Moorings,
Steering Gear, Compasses, etc.
Sent for only 50c.

Wilcoxy Crittenden & Co.* Inc

ISO S«utli Main St., MIddUtawn, Conn.

same way to balance the keel properly. A change has
been made in the rake of_ the rudder post and the rud-
der Itself is being reduced in area. The Shamrock
IV's lead keel measured 30 feet on the bottom. This
is much longer than that of the Resolute, which meas-
ures 18 feet, and will naturally slow the challenger in
handling.

Now the weights are being altered. This reduc-
tion of weight will not shorten the water-line to any
appreciable extent, because shortening the water-line
will change the draught allowance under the rule.
Draught is limited to 16% of the water-line length,
plus 1.7s feet. Any excess over that limitation is mul-
tiplied by 3 and added to the rating. Shamrock IV,
by her design, has accumulated many heavy penalties,
and it is not likely that Designer Nicholson will add
more. What he is trying to do is to reduce the rating
and cut down the time allowance. The weight removed
from the keel will be placed in the hull of the yacht.
This raising of the weights should make her heel
quicker in light airs and so remedy a defect which her
designer says is her bad fault.

There has been talk of the new mast of Shamrock
IV being longer than the old one, but this is not likely,
as the yacht now has a very large spread of canvas.

Shamrock, the 7S-metre yacht, is expected here this
month. She will be put in racing shape at once and
the trials with the challenger begin as soon as possible.

New spars, rigging, sails and other fittings for the
challenger are to be sent here to replace some lost in
the fire at Jacobs. These may come by steamer, or
they may be brought over on the vessel that will con-
voy the 7S-metre yacht. City Island will be a busy
spot from now until the Shamrock and her tenders go
down to the Hook to compete for the Cup.

««•

The Eleventh Boston Power Boat Show

(Continued from Page 22)

their line of oils and greases for all varieties of marine
engines.

Champion spark plugs and spark plug cleaners, made
by the Champion Spark Plug Company, were attractively
arranged against a background of purple.

Reverse gears, made by the Paragon Gear works,
were shown in both the assembled and knock-down con-
ditions. A list of the many firms in the marine engine
business who use their gears was a feature of the booth.

The Woolsey Paint & Color Company had their line
of marine paints and varnishes in an interesting display.

Emalco hardware, made by the Malone Hardware
Company, includes every sort of fitting for marine ser-
vice; but one of the leaders they had on view was the
Emalco Qamp, a device to facilitate the placing of planks
in the proper place before fastening.

Winsor and Son showed the extinguishers made by
the Fire Gun Manufacturing Company for the power
boat trade.

Valspar, as usual, had a display that attracted a lion's
share of the attention. The submarine and the glistening
enamelled panels proved the quality of the products of
Valentine & Co.

Ever Warm Safety Suits were in the booth of the
National Life Preserver Company and demonstrations
were continuously made of the value of this life-saving
device.

En repondant aux annonces veuillez mentioner THE RUDDER l^ r^r\r\\c>

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The Atlantic Radio Company, Inc., had a complete
line of wireless telephone and telegraph instruments on
view. They arranged a set that transmitted messages
from one end of the booth to the other to show the
action of the equipment.

A crowd always surrounded the boooth of the U. S.
Vaporizer Company, makers of the Olsen Kerosene
Vaporizer, which can be easily attached to any engine,
permitting the use of kerosene instead of the higher-
priced gasolene.

Navigational instruments of all sizes were shown by
W. E. Hadlock & Co. Their line included compasses,
sextants, binnacles, lamps and marine clocks.

H. S. Potter, a marine electrical engineer, had samples
of his yacht work, as well as a Matthews electric light-
ing plant and other lighting specialties.

Bootless Spark Plugs, made by Oakes & Dow, were
arranged in a pretty exhibit. The polished brass shells
that are characteristic of these plugs contrasted sharply
with the blue velvet of the display board.

A new and ingenious piston ring was shown by the
Double Seal Ring Company. Demonstrations showed it
to be perfectly leak-tight.

Carlyle Johnson Machine Company had a booth dis-
playing their line of reverse gears. Their new giant gear
is designed to hold lOO to 125 h.p. and is of the same
typt as the smaller gears that have given such good ser-
vice for many years.

A large line of electrical fixtures, as made by Atwater
Kent, Westinghouse and Waltham, as well as Tungsten
spark plugs. Master carbureters. Klaxon horns j^nd Ex-
cide batteries were shown by the Jackson Electric Com-
pany.

Thermex Silencers, built by the Central Manufactur-
ing Company, were shown by G. A. Fletcher in the booth
of the makers.

A new safety starting handle for marine engines
was shown. by the Oulton Manufacturing Company. The
design of this crank is such that it is impossible to receive
injury in case of a kick-back of the engine, as the crank
will be released instantly.

Two aeroplanes were shown, one built by Curtis
Airplane Company of N. E., and the other by Whitte-
more Hamm Company.

«*•

MAY CHALLENGE FOR BROOKLYN CUP

John G. Alden has purchased the little short-ended Herrcs-
hoff knockabout Senta and will change the name to Navahoe.
The yacht was built in 1909 and is 33 feet over all, 25 feet on
the water-line, 9 feet breadth and 6 feet draught. She carries
9,000 ft) of lead, part of which is inside, and spreads about 700
square feet of canvas. Mr. Alden is thinking of challenging for
the Brooklyn Y. C. Challenge Cup if a satisfactory date can be
arranged for the race.

ST. GEORGE'S Y. C

The St. George's Y. C, Bermuda, has survived the war. Com-
modore Percy W. Graham- Shelley, M. D., has been very active
in reviving this club and now it is ready to welcome all yachts-
men who visit Bermuda. The new quarters of the club are in
what used to be the Hotel Higinbottom and the quarters are fine.
Several races have been arranged for this season, among which
are contests for The Rudder Cup and Trott Cup. The officers
of the dub are : Commodore, Percy W. Graham-Shelley, M. D. ;
vice-commodore, W. E. Meyer; rear-commodore, F. E. Smith;
secretary-treasurer, P. L. Lightbourne ; chaplain. Rev. A. T.
Tucker; fleet captain. Colonel Lockhart, R. G. A.

NINETEEN YEARS OF REAL SERVICE

Regal MARINE Engines

Built in one, two and
four-cylinder models.
In sizes 2 H.P. to 50
H.P. To operate with
gasoline, distillate or
kerosene.

REGALITE

The New Electric Lightiiig Plant

For Yachts, Mills, Stores and Homes

|<K.W. Generator.
Air Cooled, four-
cycle motor, direct
connection.

Write for
C«taloff

Regal Gasoline Engine Company

59 West Pearl Street

Coldwater, Mich.

The 20* Century

2, 3, 4 ami 6 CyNndera

10 HP. Co 300 HP.

Marine Gasolene Engine

•Mut ]ast what the name lapUes. It Is th« eagine of th« 10th coatary. Bona al
lae many advantages are •"

Neatness of Deslffn, Ease of Operation, Simplicity of Oonstruo*

tlon, Absence of Vibration and Noises, Economy of Fuel#

Moderate Revolutions and Ample Bore and Stroke

I^Jf"" ul' *••*. •?'' I"""^"^ KKOIKH etnlKKlIei all the latest ImproTemeats. to-
Catber with a standard of construction that will take others years to eqaal.
MANUrAOTUWKO aOLCLV BY

THE NEW YORK YACKT,LAUNCK & ENGINE CO.
Morris Heights, New York

Builders of Yachts, Launches and Business Boats of all desoriptionc
High-ciats Workmansttip a Specialty

Design and Construction Unsurpassed— Joinet Work Unequaled
Prices PhenomerwII/ Low
Call or write and give us a chance to prova it
tialMttas Irom Grand Central Depot

Hagan el favor mcncionar el RUDDER cuando escriven

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PUDDEP

May

0iErttsKero5<T%«^ Mattes Electrkit^

Maiitie or StationaiT
Electric Geiwrating Sett

Kf rofene or Gaioliiit

40 er SO Lifht CipAcftf

THE MATTHEWS COMPANY

BPmt ClIntDfl. Ohio r

U.S.A. t.^

Medium duty motors for work or pleasure. Com-
pact; easy on gas, oil and repairs. 1 to 6 cyl.; 5
to 75 H.P. All four cyde. send for catalog

^J^lsl^r^ FRISBIE MOTOR CO.

^*^f^U€G. ^Q^Q STREET

MIDDLETOWN CONN.

lUIILT/W*

"SERVICE

f CYCLE MEDIUM and HEAVV DUTY
ANDERSON ENGINE CO.

4038 North i^etcUwtll St. - - CHICAGO

€«l of Sin lie
CrHndtrr 2 (f. P.

Dunn Marine
Motors

For ejEtretne simpUcityt lofig wear
and g«n«ral a II- round service, our
mptoTB beat them all. They do iheir
work easily under all conditions of
clltnaie or weather. At the price
duQttd ihU motor fi furnUhcd cpmplctfi
wtlh suitable prap^lJer. thaft, Btuffing-
box, mu^tr, Banffi^-i^ouplJne, coil vpnrk-
pluff. mixing vfitvr* 4nJ oil-cup.

We build ensln«« in «Ik ilfe«, from thii
«1nj[le cylinder 2 HP, to a 6cy Jin der ^^ H. P.
M^e can saw you money on the purchase
oTa motor. AVrite u* for our eataloaue. or
better itlLI s^t your motor ordefed of us.

DUNN MOTOR WORKS

Oftd^nabuTt* New York, U. S. A.

WE BUILD

Commercial and Pleasure Graft up to 150 ft.
Standardized Sailing and Power Dories, Launches,
Outboard Motor Boats, 10 and 12 ft. Rowing
Skiffs and Yacht Tenders.

GAPE GOD SHIPBUILDING GORP.

Office and Works, 367 Mmin Street

WAREHAM. MASS.

KEEP YOUR BOAT DRY WHILE AT ANCHOR

HOW?

Let the Rocking of the Boat Pump the Water

Imtfducfry PHco oaly SI7.S0

ROCK-A-WAY PUMP COMPANY

61 Gorham Street Dcpt. C West Somcrville, Mass.

Oil-Electric Drive Gains Foothold in Field of Yachting

(Continued from Pace 16)

Latterly, the field of nautical electric drive has wid-
ened considerably. A short while back a trawler was
built in Massachusetts and equipped with Diesel engines,
two dynamos, and an electric motor for the functioning
of the craft's single screw; and now kindred adaptations
are being made in the realm of yachting for the purpose
of giving sailing vessels the power of self -propulsion
when the wind fails or when, for one reason or another,
it is not desirable or convenient to depend upon their
canvas to insure headway. This evolution will inevitably
expand, because the dual system of impulse has advan-
tages that cannot fail to compel recognition. Aside from
its gains in efficiency, convenience, and flexibility, the
oil-electric motive plant constitutes an economical equip-
ment.

During January of the current year, the schooner
yacht Elfay was put in commission by her present owner,
Russell A. Alger. The boat was built in 1914 by N. G.
Herreshoff to the order of Robert E. Tod, and at that
time was provided with a comparatively small gasolene
auxiliary engine as an emergency feature. The vessel
was known then as the Katoura. Two years later, she
was purchased by Mr. Alger, but hostilities prevented
any extensive use of the craft. However, last year, her
owner decided to make her ready for service, and deter-
mined to install a more powerful auxiliary propelling
plant, and after due consideration chose an oil-electric
combination.

Mr. Alger, so it seems, has long been an intimate
friend of Mr. Alexander Winton, the well-known auto-
mobile manufacturer of Cleveland, and the latter urged
upon Mr. Alger from time to time the logical develop-
ment of electrical drive for yachts. It was only natural,
then, that the El fay's owner should favor an equipment
consisting primarily of a Winton-Diesel oil engine ; and
for the other half of the power plant the cooperation of
the Westinghouse Electric and Manufacturing Company
was sought.

The yacht's main engine is a six-cylinder Winton,
of the full Diesel type, having a 7j4-inch bore and a
stroke of 11 inches. It is designed to develop 115 h.p.
when making 425 r.p.m. By means of a very sensitive
governor, the fuel supply is nicely controlled and the
speed of the machine is held substantially uniform, the
maximum variation not exceeding 20 r.p.m. To this oil
engine is directly connected a 75-k.w. Westinghouse
direct-current generator of 125 volts. From this dynamo
there is driven, by a silent chain, a 9-k.w., 125-volt ex-
citer making 900 r.p.m. This exciter furnishes the field
current for both the main generator and the propelling
engine, and the excess capacity of something like 5 k.w.
is available for auxiliary services, such as illumination,
ventilation, etc.

The propeller engine, also of Westinghouse make, is
of 90 h.p., and at full speed revolves 350 times a minute.
This relatively small apparatus is placed way aft so as
to call for only a short screw shaft. The engine is
coupled with the shaft by means of a clutch, which can
be disconnected when the Elfay is under canvas. When
the engine is running at full speed the yacht does about
Syi knots. The propeller is a three-Waded one of 4^
inches by 42 inches. The electrical plant, i. e., the gen-
erator, exciter, and driving engine, arc of standard pat-
tern modified only to the extent of being provided with

81 prega far mensione del RUDDBR qaando scrivete

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ball-bearings to facilitate satisfactory operation when
the craft has a list of considerable amplitude.

The manner of handling the Elfay when underway
is extremely simple, and, naturally, the method of control
constitutes one of the boat's most interesting features.
The operation is thus described by one of the Westing-
house experts: "When it is desired to use the power,
the engineer starts the Diesel engine with its generator
and exciter and then brings them up to speed. Next, he
closes the switch that connects the propeller-motor arma-
ture with the generator, and also the switch which links
the propeller-motor field with the exciter. With these
things done — and certainly they are simple — ^the engin-
eer's task is for the time being ended so far as the actual
propelling of the yacht is concerned. His only other duty
is that of keeping an eye on the engine to see that it
functions without a hitch. The man on the bridge there-
after maneuvres the vessel and at the same time varies
the speed and the direction of motion.

"Control underway is exercised through the agency
of a controller which resembles in a measure the kindred
apparatus placed on trolley cars and other automotive
vehicles. This equipment is mounted immediately for-
ward of the Elfay's steering wheel, and the action of
the screw is regulated by the horizontal sweep of a
handle. By turning this to one side the engine is started
ahead, and the yacht's speed is increased progressively
until the handle has traversed the full arc permitted in
that direction. Returning the handle to its ori^nal posi-
tion stops the engine, while swinging the lever around
on the opposite side causes the propeller-engine to give
the boat stemway, the rate of this motion growing as
the handle sweeps through the backing arc. When ad-
vancing at full speed, the yacht can be checked quickly
by the prompt reversal of the engine, the change from
forward to backward drive being accomplished in the
brief span of five seconds.

"The control system is based upon the regulation of
the generator voltage. As has been mentioned, the fields
of both the motor and the dynamo are separately excited.
When the engine is in service its field is kept continually
at full strength, but that of the generator is varied
through the agency of a rheostat which is operated by
the controller handle. If this lever is in the off position,
the generator field is open and, therefore, no current
is ddivered to the engine. Plainly, then, the effect of
shifting the handle is to augment, to diminish, or to
reverse the field current of the dynamo, and in this way
to govern the voltage supplied to the engine, thus dom-
inating both the speed and direction of motion of the
boat.

"A set of meters is mounted conspicuously in front
of the control station, and the various units serve to
show the voltages of the generator and the exciter, the
measure of current being taken by the motor, and also
the speeds of the generator and the engine. The navi-
gator, therefore, has a complete understanding of the
driving equipment and can maneuvre the vessel with
speed and precision. The propelling engine responds
at once to the bidding of the controller, and there is no
call for the transmitting of signals to the engine room,
accordingly, no chance for misunderstanding and delay
through failure on the part of the personnel below deck."

Electricity does other things beside drive the Elfay.
She is lighted and heated electrically, and the same
energizing medium serves to actuate her capstan, two

. Learn Hanigallon liy Mali ^£^1^

ping companies and merchant marine. Culaio Wai^
ren Sh«p|»ard, formerly ioBtractor for IT.S. Shipping
Board, will tellyou how to
qualify.

SALARIES UP TO $412
PER MO. AND EXPENSES
Write immediatriy for vahi-
able free booklet, "Year

Future is on the Seven SeM."

WORLD TECHNICAL INSTTTDTE
DePt. 28 . I^iller Bldg. Jtney City. N. J.

IRHEUMATISMahdGDUT^

PROMPTLY RELIEVED BY

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|SAFE&EFFECTIVE50Sc$L

DRUGGISTS.

Modem Model Yachts

Sailing and Power

Blue prints to work from.
Sawed to shape hulls to work on.

Lead Keels cast. Sails made.
Hollow and solid Span. Fittingi.
Send for circular

Wm. RICHARDS

88.90 Alexander Ayenue
Eaatl33dSt. N«wYorkCil7

BRIDGEPORT

''THE MOTO'RTHAT MOTES''

Real Kerosene Motors

Non-backfiring Two-Cycle Motors up to i8 H.P.
in both the Medium-Speed and Hig:h-Speed Types.
Heavy-Duty Four-Cycle Motors from 24 to 48 H.P.

The BRIDGEPORT MOTOR CO.. Inc.

115 Kossuth Strest, Bridgeport, Conn.. U. S. A.

Charles P. McCleUan
YACHT SAILMAKER

Pateoted Oae-Maa Boat Tops, Simplicity Sprayhoodt. Cuthioat. Etc.
Rodman's Wharf Ettablithed 189a FaU Rirar, Masa.

Ved Henvcndclscr til Annoncerende bedes Dc reffcrcre tU THE RUDDER

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RUDDER

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"CHAMPION" the Pioneer for

BOAT ^^^m LIGHTING

It n now fiftetfl Tcirsitncir the fir»t "CHAMPION" outfit
was msta led on » boat. Im proved itcidily e*cT tince. The>
are complete lo tlie I ait tcrew*

Let m ihow yotj how ooc would tuii is fcmr boat. PL«iit
mcntiaa 3i» ind eibm arrangefneot.

Heclor M^cRae. 3t6 St, P.nl StT«t, Ballimw*. Md.

If HOT A I KEROSENE

The rooit tuccestful ttorc crcr dcTited, for use on land or at sea. They operate
taccessfolljr where other types fail and are practically Indestructible.

Insist on a

Khotal

and Insure
hot grub on
eTery cruise.

Madt in
jfmtrica hy

Wm. H. Otto Metal Goodt Corp. t^^^l^Ztf^!t.l:

HYDE

TURBINE TYPE

Propellers

SPEED-

EFnOENCY-

REUABILITY

Catalog a ad Prices
Free Upon Request

HYDE WINDLASS CO.
BaUi, Maine, U. S. A.

^MISSOURI OIL ENGINES

(on to oKe«k.per)

CHEAPEST POWER in the worid. These etif ines %^l pay for
their cost fai the first year's mn.

WE GUARANTEE that they will mn on less than ONE gallon of
kerosene, solar oil, or fuel oil per day of ten hours, i.e., with solar
oil ® $.05 a gallon, a 7-H.P. engine will run all day long for
THIRTY-nVE CENTS, or the 30-H.P. all-day run for $1.50.
EASY t« lUrt, EASY
to niA. No batteries,
%vireo, switclies, spark
plus, ormasnctos.
NOT a coaverted raao-
line earV*** ^"< * RBAL
•U oaf la«.

Yo« caa oaake
a trip aroaad
Ike world and
a«T«r have a
dropofraaollBe
la year boat.

Stmd /^ tmiUHrn giving fM' ,, * P.. *„- p. tSOt N. 1 1th Str*«t
^tmilMrH€uImrsmmdpntts. HlHtOOn EJglDC U0> St. Lo^la. Ma., U« S. A.

Koukokusha ni otegami onsashidashi no saiwa doze

winches amidships for the handling of the yacht's can-
vas, an air compressor, various pumps, ventilating fans,
and a i-ton ice machine. The boat is provided with a
5^-k.w. wireless outfit. These various auxiliaries obtain
their power from the exciter when the main engine is
operating. At other times the needful current is sup-
plied by a 300-ampere-hour Philadelphia storage battery.
This accumulator is charged by an auxiliary generating
set consisting of a 25-h.p. Quayle oil engine, with an
electric starter, connected to a is-k.w. dynamo. The
battery has sufficient capacity to meet the subsidiary
needs of the boat, without recharging, for a period of
two days.

According to the data available, the Elfay makes
8J4 knots under electric drive on a consumption of 7^4
gallons of fuel oil. The boat has storage capacity for
2,400 gallons of fuel oil, so that she should be able to
cover a distance of quite 2,500 miles independently of
her sails. There is tank space for 360 gallons of lubri-
cating oil; and with all of her stores aboard the Elfay,
enjoying a reasonable measure of favoring winds, should
have no trouble in essaying a voyage lasting several
months. The vessel has an overall leng^ of 152 feet, a
water-line length of 115 feet, a breadth of 30 feet, an
extreme draught of 21 feet 2 inches, and is of 313 tons
gross.

Following upon the heels of the Elfay, the George
Lawley & Son Corporation of Neponset, Mass., is build-
ing for a prominent member of the New York Y. C. the
Guinivere, designed by A. Loring Swasey. She will be
a three-master schooner with an overall length of 195
feet, a water-line length of 150 feet, and a breadth of
32 feet 6 inches. Her displacement will be 642 tons, and
her draught when loaded 15 feet. The craft is to have
an oil-electric auxiliary drive.

Her power plant is to consist of two six-cylinder,
350-h.p. Diesel engines of the Winton 24-A model de-
signed for 225 r.p.m. Each engine will be directly con-
nected to a 225-k.w., 125-volt Westinghouse direct-cur-
rent generator ; and each of these prime movers will also
drive, by means of a noiseless chain, a is-k.w. Westing-
house exciter for the purpose of supplying the field
current for its generator and the propelling engine,
surplus energy being utilized for auxiliary services. The
propeller shaft is connected by means of a clutch to a
single S50-h.p., 250-volt Westinghouse engine turning
220 times a minute at full speed. Under normal con-
ditions, the two generators will be linked in series and
furnish current to the driving engine; but the control
is so arranged that either dynamo can be used alone to
provide juice for the working of the screw at reduced
speeds or to guard against total disablement should one
or the other of the generators suffer a breakdown.

The control of the propelling engine will be effected
by varying the field current of the generators, and the
engine will be started, stopped, and brought to full
speed — either ahead or astern — through a munber of
steps, by turning a hand-wheel mounted in the engine
room. It is expected that the Guinivere will make iij^
knots at full speed when under her oil-electric drive.
The electrical apparatus has been especially designed
for marine use. The insulation is safeguarded against
moisture, and non-corroding metal is employed wherever
required. The bearings of the generators and the motor
are of the standard oil-ring type, but, in addition, pro-
vision will be made for floating them with oil under

RUDDER nite goran no mime onkakisoe^&egaimasu |

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RUDDER

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pressure so that they will operate properly if the ship
lists to a considerable degree. The exciters are equipped
with ball-bearings.

All auxiliary apparatus on the boat, including the
anchor windlass, sail winches, pumps, ventilating fans,
ice machine, lights, etc.,' are to be actuated by electric
power. This equipment will obtain the needful current
from the exciters when the main engines are running,
ro from two auxiliary generating sets when the maino
engines are shut down. Each of these sets will be com-
posed of a 25-h.p. Quayle oil engine, and a 15-k.w. West-
inghouse generator. Special connections will be provided
on the switchboard so that the anchor windlass can be
furnished energy from the main generators in case of
emergency.

The yacht Guinivere will cost complete about half a
million dollars, and she will be the last word in luxurious
equipment and motive self-sufficiency. The craft should
be completed during the coming Summer.

The electric drive has an advantage over the internal
combustion motor and the reciprocating engine by reason
of the uniformity of its torque, which reduces to a very
marked degree the vibrations set up by the propeller.
For pleasure craft, especially, this gain in smoothness
of operation has much to commend it. Further, the use
of the oil engine as a primary source of power makes
for ease of fueling, greatly reduces the presence of grime
and objectionable smoke, and, for a given weight of.
combustible, insures a wide radius of action.

When entering or leaving a harbor by a tortuotis
channel, when contending with swift currents, and when
threading a way among crowded shipping, electric drive
stands forth preeminent because of the extreme ease
of control which it affords and the facility of reversal
of motion. This maneuvering capacity lessens greatly
the likelihood of collision or other mishap which would
be very difficult to avoid in the case of a vessel lacking
this promptness of response. ,

Not so long ago, electric apparatus were looked upon
as tricky and delicate mechanisms calling for constant
and exceedingly skilful supervision. Experience in all
fields of application, however, has established the relia-
bility, the ruggedness, and the dependability of present-
day standard engines and generators. They function
well with a minimum of attention, and it would be diffi-
cult to name any type of motive equipment boasting a
larger factor of dependability. Electric propulsion of
yachts and small craft generally is bound to increase
steadily now that the virtues of the dual system are so
convincingly proved.

Internal Explosive and Internal Combustion Marine
Engines

(Continued from Page 27)

its output (delivered h.p.) to the net indicated horse
power.

(g) Thermcd efficiency of a motor is the efficiency of
transforming the heat in the fuel into mechanical energy.

(h) Density of a gas is its heaviness or weight com-
pared to some standard.

(i) The specific volume of a gas is the space occupied
by a named weight or volume of it.

(j) -^ perfect gas is one which in passing through
changes in temperature, pressure and volume behaves in
accordance with these laws.

SAMDS

a r I n e
Plumbing

XUl^ FIXTURES STANDARDIZED

AAD REPAIR PARTS ARE

AVAILALBLE AT ALL TIMES.

Plate F1080
''Winner" Pump Closet.

Vltro-adamant bowl; 2%-
Inch supply and waste
pump; rougrh;

Oak seat 98S.00

Oak seat and cover . . 87.60

i

Plate P-1060 (Patented)

"An^lo'* Sea-
Valve* straigrht
couplingrs and
lockingr plate,
used on supply
and dischargre
of Sands' "Wln-
MAnslo"— ner" closet.
f Plate F-2598 Pair $6.76

**G1riii%uoil*^ lMat«- V^

Plate F-«02
«Glenwood'* Folding
Lavatory, vltro-ada-
mant basin, N.P. brass
pump, copper lining,
soap, brush holder
and trimmingrs.
Quartered oak. pol-
ished finish $62.00

Mahograny, polished
finish $67.00

Plate F-1619
nrnMH (Galley Rulk-
hrml Piinipt mou[itir.'d
on Iron frame, pal-
Ished faucet, handle
reversible.
2" ...$1U.OO

^H" -- ■ ^■*'i"

p] Ate F- 1070

**Fri»co»' Pump ClOHet; vUro-adamant
oval hopper bowl; 3-inch supply
nrij] waste pump: mi^ta! parts rouj?h,
N,P, handle; oak woodwork. .$8CS.OO
"FrlHCO" closet always eiant with
pump at right hand facing unless
otherwl*ie specified.

riatp F-4ft2

'»>loiio** 12'' Vltro-AilflHiant Copner
I^nvatory with N.F, braMs pump and
fun '^S** trap 534,50

Write f 41 r booklf't II 1 ii Jit ra t i a ir our
line of Marine Plnmbliiif Flx4areii
nnil ^peclnltlen.

Plate F- 1070 (Patented)

*M(»u(»'*^^ Plate F^93

, A. B. SANDS & SON COMPANY

22-24 Vesey Street New York. N. Y.

(CopTTirhtedj

Var god aberopa THB RUDDER nar annonsorema tillskrifvas

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^eal Varnish Economy

COST per gallon means nothing in figuring on Varnish
economy for best work. You buy varnish to protect
the boat, to preserve the finish, to prevent deterioration.
Good marine varnish will do this; it is also economical be-
cause refinishing is infrequently necessary. Ordinary varnish
used on marine work is cosdy, no matter how cheap.

Edward Smith & G>mpany*s

SPAR COATING

is Real Varnish Economy. It has stood the tests of nearly
a century. Boat owners and boat builders of experience
know they can depend upon SPAR COATING to do all
that a hi^-grade marine Varnish is supposed to do.

AQUATITE

is a Ugh-ckst Vaioiah (or wood juid metal work awash most of tlie
time. Woa*t turn white, dries dust-free in 3 hours.

EDWARD SMITH & COMPANY

VARNISH MAKERS FOR 93 YEARS ,_ ^ ^
HeaaOBeeandWerks: West At., Mft7thSU., LsMltluJ City, N. T.
P. O. Box 76 aty HaU SUtkm, N«w York Qty
Westeni BraBck~3532-34 Sovitk Morsan St., Chieaco.

G. De Coninck & Co.

Largest Yacht Yard In France

Laffittc
Pant

TORPIDO AUTO-OAHOT

Length ai ft. breadth 4 ft. 8 in., draught jo in. Motor la-H.P. Speed iS
miles. The best boat built for the money; safe, speedy, silent, eom*
fortable. Priee.$1.4S0. ,_. ^ ^ . ^

W« alio balld SallUc aad Steam Yackti. Worklac boati of all kiad*. Steal and
woodea kail*. Motor boat! a specialty ; alto wltk aerial propeller. Write Jof cataleg.

If you want |oo^olroulatfof|^ on y otir

Automobile, Launch
or Motor Boat, use a

LOBEE PUMP

Lobee Pump & Machinery Co.
17-21 ParisK Street, Btsffalo, N. Y.

Wli^ON & SILSBY, Inc

Yacht Sails

ROWTS WHARP

BOSTON, MASSACHUSETTS

1. The volume of a gas at constant temperature is
inversely proportional to its pressure.

2. The volume of a gas at constant pressure is pro-
portional to its absolute temperature.

3. The pressure of a gas at constant volume is pro-
portional to its absolute temperature.

4. A certain quantity of heat always corresponds to
a certain amount of work. When work is done by com-
pressing a gas all the work appears as heat, raismg the
temperature ; when work is done by a gas, as in expand-
ing, an amount of heat equivalent to the work done dis-
appears, lowering its temperature, and the work dotie
can be measured by the fall in temperature, or the fall
in temperature by the work Hone.

(k) Absolute pressure as used in gas engine calcula-
tions means the pressure measured from a vacuum or the
gauge pressure plus the pressure of the atmosphere, usu-
ally taken at 147 tt) per square inch.

(1) Absolute temperature as used in gas engine cal-
culations has its zero point at about 460.66** Fahrenheit
scale below the ordinary zero. It equals 492.66° below
the freezing point of water.

Note. — Referring to the above definitions it is neces-
sary to bear in mind that while the temperature of a
perfect gas varies in volume, the rule does not hold good
when the gas is mixed with other and hotter gases, as
when mixed with the hot gases remaining in the cylinder
of a gas engine after the exhaust stroke. Under such
conditions the temperature will vary not only with vol-
ume but also with the heat of the gas remaining in
cylinder after the exhaust stroke, and with the ratio the
volume and heat of burnt gas remaining in cylinder bears
to the volume and heat of gas taken in during the intake.

To explain the (j) paragraph I will make use of
figures obtained during' tests of certain internal explosion
engines. In one engine the compression was 75 tb gauge
(89.7 lb absolute) ; the absolute temperature of charge
when under this pressure and ready to ignite was 1000**
and the absolute temperature when mixture was fully
ignited was 3,400°-

The final pressure on piston was about 3.5 times the
initial pressure.

In another engine of same type but having an im-
proved method of mixing and cooling the charge and with
5 tb greater compression (94.7 lb absolute) the initial
temperature was only 800°, the absolute temperature
when charge was fully ignited was 3,400° (this does not
change) and the pressure on piston approximated 4.25
times the initial temperature. The gain in power and
economy was very pronounced.

Careful tests proved that with each decrease in initial
temperature and increase in compression there was a
gain in efficiency and economy. The actual gain in
efficiency was i^% and the gain in economy was 2%.

The compression pressure obtainable in the cylinder
of an internal explosion engine is limited because of the
difficulty of avoiding premature explosions due to heat
generated by compression of charge. Cooling of charge
can only be carried to a very limited point. In engines
of the automobile and marine types compression pressure
is between 60 and no tb per square inch and efficiency
between 14 and 24%, the highest figure being obtained
in a limited number of high compression modem engines.

In engines of the semi-Diesel type having compression
pressures between no and 250 tb per square inch the
efficiency lies between 15 and 30%; and in engines of
the true Diesel type compression pressure is about 500 tb

Please mention THB RUDDER when writing to advertiiers

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RUDDER

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per square inch and efficiency lies between 30 and 40%.
In general engines of the first mentioned type (auto-
mobile and marine) are designed to use gasolene, the
light distillates, mixtures of gasolene and kerosene; the
fuel being fed through a carbureter and method of
ignition electric spark.

Engines of the second type (semi-Diesel) are de-
signed to use distillate, kerosene, fuel oil, gas oil, and
crude oil; the fuel being direct injected and ignition
being by means of hot-bulb, hot-tube, and compression
heat in the engines, having a sufficiently high compression
to enable this method to be used. In the majority of
these engines the fuel is directly injected into the cylin-
der.

Diesel type engines are designed to use crude oil, the
fuel being directly injected into the pre-heated air in
cylinder and ignited by the compression heat.

(To be Continued)

Resistance and Model Tests

(Continued from Page 87)

that sets the water in motion will be rubbing against
water having some motion in the direction of move-
ment, and cannot experience as much resistance as
the forward portion.

5. Resistance other than frictional. Experiments
made with a very thin plate wholly immersed in water
and moved end on (with its thickness in the direction
of motion) prove that the resistance a plate held in
this manner encounters is almost entirely frictional,
or due to friction of the particles of water with its
surface, and that the amount of frictional resistance
depends upon area and length of plate, the degree of
roughness of its surface and speed of motion.

6. When, however, a plate is turned so that its
surface directly faces the line of motion (is at right
angles to it) the resistance it encounters is almost
entirely due to pressure of the water against the lead-
ing surface of plate.

This resistance, termed direct or head resistance,
varies with area, with velocity of movement and with
roughness of surface. When plate is sufficiently im-
mersed to prevent surface disturbance acting up it,
depth of immersion does not change resistance, but if
it is not sufficiently immersed to prevent surface dis-
turbance (wave making) there is some increase in
resistance.

7. When a plate is held with its face turned toward
the line of motion, but at an angle that is less than a
right angle (less than 90** with line of motion) and
moved forward at a uniform speed the resistance is
less than that encountered by the plate held at right
angles. Carefully made experiments indicate that if
resistance at night angles (90**) is i.oo, then resistance
at other angles is

90 80 70 60 50 40 30 20 ID
1.00 .930 .880 .820 .730 .580 .435 .325 .270

8. When a plate wholly immersed and held in
manner described in sixth and seventh is moved ahead
the leading face of plate imparts a certain amount of
motion to the water disturbed by the plates advanced,
and at the same time some of the water surrounding
plate flows into and fills the opening left at back of
plate by its advance, the general line of movement of
water particles disturbed by the face of plate being
outwards and in stream lines when clear of the dis-
turbance caused by the plate's advancement, while the

The Lyndonia Is
Sperry Equipped

SHE HAS:

A Sperry Gyro Compass
A Sperry Ship Stabilizer
A Sperry Searchlight

Your yacht may not be as large
or costly as the Lyndonia, but
your safety and comfort are of such
importance that you cannot af-
ford to neglect the choice of
Sperry Equipment.

The Sperry Gyroscope Co.

BROOKLYN, N. Y.

En repondant aux annonces veuillez mentioner THE RUDDER

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THEfl^

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Ma'

COUSENS & PRATT

SAILMAKERS

274 SUMMER STREET BOSTON, MASS.

Steering Gears

and MARINE FITTINGS tor

POWER and SAIL YACHTS

Edson Manufacturing Co.

EstabUshed 1859

272 Atlantic Ave., Boston, Mass.

BRIGGS & BEGKMAN

Yacht
Sailmakers

NEW BEDFORD

MASS.

MERRIMAN BROS.

YACHT BLOCKS

185 Amory St.

Boston, Mass.

NEGUS

Compass Specialists
Charts

140 Water St. Logs

New York City Marine Glasses i'"'''

MARINE M0DELS1

Pattern Making^ Inventions Developed

Special Machinery

THE H. E. BOUCHER MFG. CO.

150 LAPAYCrre STREET, N. Y., U. S. A.

movement of water particles flowing back of the plate
as it advances is in eddies.

9. When a plate not wholly immersed is held in
the manner described in sixth and seventh, and moved
ahead, water will heap up in front of its face and create
waves that will rapidly follow each other and move
away into the surrounding water as they are formed.
This wave making is in addition to the water move-
ment mentioned in eighth and, of course, adds to re-
sistance, tfifigto

How the West Popularizes Power Boating

(Continued from Page 28)
Speed Trials — To be run over an accurately measured
course of not less than one mile in length. Time to be figured
on the average of the time made on an up stream run and a
down stream run over the same course.

Admiral's Trophy Race — Open to any boat, without restric-
tion as to size or power, which is owned by a member of an
afHliated club, who is a residest of the city in which such club
is located. Such boat to be entered by said club as its represen-
tative in said race.

Length of Course
displacement.

Class 151 5 Miles

Class 224 5 Miles

Class 320 5 Miles

Class 478 10 Miles

Class 69s 10 Miles

Class 1300 20 Miles

Webb Trophy Race 25 Miles

Cruiser Race 10 Miles

Admiral's Trot)hy Race 10 Miles

The official course must be laid out so that each lap shall be
not less than 2^/2 miles, and shall not exceed five miles in length.

Speed Restrictions
Webb Trophy Race — The winning boat must run one lap at
not less than 50 miles per hour, and must average not less than
45 miles per hour for the entire race.

Cash Prizes

Class 151 —

First $100.00

Second 5000

Third 2500

Class 224 —

First $125.00

Second 60.00

Third 30.00

Class 320 —

First $150.00

Second • • . . 70.00

Third 40.00

Class 478 —

First $175.00

Second 90.00

Third 45 00

Class 695 —

First $200.00

Second 100.00

Third 5000

Cup Prizes

Webb Trophy Cup Race — The Thomas Webb Champion-
ship Trophy.

Class 1300— Permanent "Mississipi Valley" challenge cup to
be held by winner until record is bettered in same class.

Speed Trial — For broken Association Record — "Minneapolis
Cup."

Cruiser Race — Cups to be selected and awarded by the Race
Committee.

Admiral's Trophy Race — Trophy to be selected by Race
Committee and to have the name of the incumbent admiral en-
graved thereon.

GENERAL CONDITIONS

Prizes — Custody of all cups and trophies, and money to
recover all the cash prizes, together with the amount necessary
to cover the expense of the Race Committee in conducting the
races, to be turned over to the Treasurer of the Association by
the morning of the first day of the Regatta.
(Continued on Page 54)

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"NEW JERSEY"
TOP AND BOTTOM PAINTS

FOR EVERYTHING THAT FLOATS

te used and pronounced BEST by eminent marine architecU, by discriminating
yacHtemen and by the big builders everywhere in this and foreign countries. As a
preservative and a factor of protection "New Jersey" Copper Paint

unexcelicd.

write for descriptive matter on
Brown Copper Paint
Yacht Red Copper Paint
Yacht Green Copper Paint
Yacht White (Semi-Gloss)
Marine Gloss White
Marine Flat White
Marine Mixed Colors

^ HARRY LOUDERBOUGH, INC.
^^ JERSEY CITY, N. J. U.S.A.

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Decks Hard to Keep Tight?

Why not try

AND

ELASTIC SEAM PAINT
Will keep decks tight for upwards to
ten years. Yields with expansion and
contraction and will not track out.

Used on Government submarine chasers, also
over 20 S. S. Cos. on all of their steamships

ELASTIC COPPER PAINTS

Prevents Sea Growth

ELASTIC COPPER PAINT is made en-
tirely different from other SUBMARINE
PAINTS. It is an absolute preventive of
MARINE GROWTHS AND WORMS.

ft is Made in Two Colors
Bright Red and Green

ELASTIC BOOTTOPPING

BeautifuU rich Bright Red and Green in
color. Will not chip or peel off and re-
tains its bright shade.

Inquire of your dealer or

H. B. FRED. KUHLS,

65th St and 3rd Ave., Brooklyn, N. Y.

We arc the Larscal Marina Paint Mannffactnrart in tiia Warid

WOOLSEY'S
COPPER BEST PAINT

roR wooorN boats* bottoms in frcsh or saltwater

GUARANTEED

Will Stand for one year if prop-
erly applied, and keep the
bottom clear from marine
ffrowtht, as Grass. Moss.
Barnacles. Etc.. and preyent
boring by the destraetiTC
teredo worm.

BiilGnT RED AND BRIGHT GRCCN

COPPER YACHT PAINT

MAKE THE SMOOTHCST SAIUNG BOTTOIM

WOOLSEVS SPAR VARNISH

Guaranteed to stand under the most trying
circumstances, as on yachts, boats and Teasels
of any kind for either inside or outoide work.

Yaclit Wliita Yadit Blade Dacfc Paint
Cnclna Enamel Scani Ca
Cano ~

LL Saa Graan and Capper Branzc Battaw PaInU

C A. W00I5EY PAINT
AND COLOR COMPANY

Jcraey City, New Jcraay. U. S. A.

Send for our *'New Marine Booklet'* with Color
Spots and ''How to Paint a Boat'— Free.

(Continued from Page 52)

Starts — Races open to any boat or boats belonging to any
recognized Yacht or Power Boat Club. Starts for all races shall
be flying starts. All boats to score up to the pole boat. Boats to
draw for position.

Points — Each race to consist of two heats and to be decided
by points as follows : First, shall count five points ; second, three
points; third, one point. Tied boats may divide the prize money
by unanimous consent of the owners of the boats tied, or they
may run off the tie, at their option.

Restrictions — Aside from its own class a boat may enter
the next two higher classes only. But in the event of a boat
winning one heat of a higher class, it may enter the next two
succeeding classes.

Means of propulsion must be at all times partly submerged
and must act at all times on the water. No aerial propulsion
is allowed.

Power — The power employed shall be limited to engines of
the internal combustion type.

Measurements — All boats must be measured for the cylinder
dimensions by the Official Measurer of the Association, and all
measurements must be reported by him to the Race Committee
by noon of the day of the races.

Each boat owner must furnish to the Official Measurer an
affidavit from the manufacturer, showing the cylinder dimensions
of his engine. Any boat owner filing a false affidavit will have
his boat barred from all of the races of the Regatta.

Exqepting Class 151 Entries, there must be two men in each
competing boat during the progress of the race. All occupants
of race boats must wear life preservers approved by the race
committee.

Control — All boats entered at the regatta to be under full
control of the Association Race Committee. The race committee
shall have discretionary powers to compel them to come out and
race when called, and shall have power to penalize for failure
or refusal of owners or drivers to comply.

Certificates of Record — The Association shall furnish each
winning boat with a certificate signed by the Admiral and Sec-
retary of the Association, showing the time made in the winning
of the respective races.

FORMULA

Figuring the piston displacement of your engine is an easy
matter by the use of the following table. The bore indicates a
certain cylinder area, which, multiplied by the inches stroke, and
then multiplied by the number of cylinders, will give the exact
piston displacement. For example, a 5x5 four-cylinder eng^ine
would be Calculated as follows. The cylinder area of 19.635,
multiplied by 5, gives 98.175 cubic inches piston displacement
per cylinder, which, multiplied by 4, gives 392.7 for the four
cylinders.

Bore
In

Cylinder
Area

3 7.0686

z% 7.669922

zVa 8.295787

3H 8.946197

3^ 9.62115

3^ 10.320647

3fi 11.044687

3^ 11.793272

4 12.5664

A\i 13.364072

454 14.186287

4^ 15.033047

AV2 15.90435

aM 16.800197

4^ 17.720587

aPA 18.665522

5 19.635

55^ 20.629022

5^ 21.647587

5^ 22.690697

5'/^ 23.75835

5^ 24.850547

5^ 25.967287

5^ 27.108572

6 28.2744

Bore Cylinder

In. Area

6^ 29464772

6^/4 30.679687

6>^ 31.919147

6^/4 33.18315

6^ 34-471697

6^ 35.784787

(i% 37.122422

7 38.4846

VA 39-871322

7^ 41.282587

7H 42.718397

754 44-17875

7^ 45.663647

7Va 47.173087

7?< 48.707072

8 50.2656

8^/^ 51-848672

8^ 53-456287

8^ 55.088447

854 56.74515

8^ 58-426397

8^ 60.1321^

8^ 61.862522

9 63.6174

The Boston Power Squadron, after some years of inactivity,
has been revived. The officers are: Commander, Roger Upton;
Lieutenant-Commander, W. L. Fettis; Secretary-Treasurer, K.
P. Smith.

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How to Build a 24-Foot Amberjack

(Continued from Page 84)

Stern Knee: Same as stem knee except that the lower
arm is to be iSyi inches long. To fasten to the stem
post with three ^-inch through bolts and one blind bolt.

Stern Post: White oak 2yi inches square, butt
jointed to the keel and double-bevelled on the after side
to enable the two sides of the transom to stand off at
the proper angle. Stern post to extend to deck.

Transom: Of V-shape, each side to be made from
two or three pieces of %-inch mahogany or quartered
oak, each piece joined to the next with at least three
dowels and the seams cleated on the inside. The joint
at the apex of the V is to be carefully made and the
stern post is to be covered with a strip of flannel well
soaked in white lead before placing the transom sides.
The transom is to fasten to the stem post with 2j4-inch
No. 12 screws on 4-inch centers with the heads counter-
bored and wood-plugged. Around the forward outer
edge of the transom there will be oak cleats ij4-inch
thick and 2 inches wide to provide proper fastening wood
for the plank ends. These cleats must be screw- fastened
on short centers and must project over the transom
enough to take the bevel so that the cleats will touch the
planks for their full width.

Keel Batten: White oak in one piece from stem to
stern, 5 inches wide and % inch thick; butted against
the stem knee and worked around the stem post. To be
fastened to the upper keel with ij4-inch galvanized boat
nails well headed into the wood. Before the batten is
placed the top of the keel must be painted with a thick
white lead paint. The lower outer edges of the batten
will afterwards have to be bevelled off to take the plank-
ing bevel.

Bottom Frames: White oak 3 inches deep and i^-
inch thick on 36-inch centers, to be set up so that the
after side of the bottom frame is even with the mark
on the keel indicating the stations.

Side Frames: White oak sided ij^-inch and moulded
as per Table of Offsets. Frame material is to be such
that the minimum moulding will not be less than 254-
inch at the head and 3J^-inch at the foot. To fasten
to the bottom frame with at least three through rivets or
bolts in the lap at the chine. Fastenings to be arranged
so that the notch for the chine can be cut without dis-
turbing any fastenings. Bottom frames are to notch over
the keel batten so that the outside of the frame is even
with the fair surface of the hull.

Floor Timbers: White oak sided ij^-inch and
moulded 3-inch, fastened to the frame heels with at least
four rivets or bolts in each side. Floor timbers to fasten
to the keel with one long galvanized boat nail with the
head well countersunk. Nail to be slightly off center
to clear the limber hole, and staggered in respect to the
holes in each frame.

(To be Continued)

A. S. COCHRAN BUYS INTREPID

The auxiliary schooner yacht Intrepid has been sold by
Captain Lloyd Phoenix to Alexander Smith Cochran. This
yacht was built from designs by J. Beavor Webb in 1903 and is
well known along the Atlantic Coast. Captain Phoenix joined
the New York Y. C. in 1866 and is one of that club's oldest
members. His yachts have always been named Intrepid and he
has been a most enthusiastic supporter of the sport.

Is Your Yacht Equipped to
Talk From Ship to Ship
and Ship to Shore by the

New DeForest

Wireless

Telephone?

Now in Commacial Ute Reqidret no Ezpeit Manipulation

Operation Guaianteed Telephone Sett dow in ute by U. S. Navy

For Temu WHie or Win

RADIO INSTALLATION COMPANY

(RADIO NEWS & MUSIC INC.)
165 Wetl 3ltl Street New York Oly

Goblet

Metal Valve
YachtlPump Closet

MARINE PLUMBING SUPPLIES
GASOLENE TANKS and OTHER SPECIALTIES

WILLIAM H. GOBLET

1 144 Bar Strevl Roaebank,; Suteti Ukiid« N« Y-

THE PAINT yott have used to long, alwaya reliable when properly applied

go yeara the leader.

Tan* & Wonson's Copper Paint,

for wooden Vestelt' bottoms, prevents boria« ol
worms, and all marine srowth.

Primifis coal A. LaCEOHC^ rWiliinc coal B.

for bottoms of IRON and STEEL Vessels of everf

description, to prevent corrosion and all Marine erowth.

THE GREAT SPEED INCREASER.

Forsale everywhere. THEY EXCEL ON EVERY POINT

8 Hiehest Medals. Maoiifaclared oaly by TARR & WONSOM» Unite<

Gold. Silver ft Bronze. Beware of ImiUtions. GLOUCCSTCIU Mbmw U. S. A.

Konkokiuha ni otegami onsashidashi no saiwa dozo RUDDER nite goran no mime onkakisoe negaimasa

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56

RUDDER

May

Thats the Book
YoirMrcD

GEO. B.
CARPENTER CS, GO'S

MARINE

CATALOGUE

1929
Edition

is now off the press. This is good

neivs for sailors everyw^here. If

you have not sent in your name

and address for a copy, DO SO

AT ONCE.

Geo*B*6arf£K^£r & 60.

COMPLETE MARINE EQUIPMENT

438 N. Wells Street

Chicago, Illinois

American-Built

extants

Since 1872 we have built Sextants and instruments of precision.

Quantity production enables us to offer American-built Sextants

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

Stnd f»r B-kht 8 (4 Strhs: 7H' and 6* NavigatUnal Matt and Motor Boat)

Brandis & Sons,

754-758 Lexington Avenue

Inc.

Brooklyn, N. Y.

How TO Reach Ouk Showroom and Factoky— 20 minutei' ride: Take the
Lexington Arenue train at Brooklyn Bridge entrance. New York tide, get oat at
""-'i Av«nu6 Station* Brooklyn, walk East % block. Phone Buihwick2427

John Bliss & Co. MVIUTIONAL

IRSTMMENTS

128 FRONT STRErr
NEW YORK

EMPIRE REPAIR & ELECTRIC
WELDING COMPANY

Electric Welding and Boiler Repairs

Shop, Foot of 35th Street
Brooklrn. N. Y.
T«l. a«4« South Brooklyn

New York Office

44 Whitehall Street
■owllna aroon attO N. Y.

The First National Marine Exhibition

Those yachtsmen who did not join the crowds at
the National Marine Exhibition held during the week
of April 1 2th to 17th at Grand Central Palace, missed
a rare treat. Not only was the show interesting
from the standpoint of the deep-water man, but many
of the exhibits that crowded three floors of the Palace
were equally interesting to the yachtsman who takes to
the sea in small vessels. The exhibitions of models in-
cluded yachts as well as cargo vessels and was probably
the finest collection of such work that has ever been
brought together under one roof.

It is a noteworthy point that the exhibitors who were
shipbuilders were all of the newer firms that have come
into the business in recent years and upon whom the
brunt of the task of regaining America's prestige upon
the sea will fall. Among the firms exhibiting products
of interest to the power boat enthusiast might be men-
tioned Brandis and Sons, Inc., who were showing their
line of sextants and the Richie Compasses. Another
well-known firm was Bowler, Holmes & Hecker, who
were showing the products of the Universal Motor
Company. W. & J. Tiebout, makers of marine hardware,
had various items of their large assortment on hand,
while G. W. Campbell showed the Cole Course Protrac-
tor, Anchor Brand Caulking Mallets and the nautical
instruments made by the Marine Compass Company.
The Durkee Manufacturing Company also showed a line
of compasses, many of which were of the smaller type
for yacht work.

The radio instruments made by Cutting & Washing-
ton were displayed in the booth of the makers. The
Hvid type engines, formerly known as the Bumoil, are
now made by the Dodge Manufacturing Company, who
have been known as manufacturers of high-grade ma-
chinery for many years. The railroad strike held up
the exhibit of engines, but a supply of literature and
several technical salesmen took care of the callers. The
Submarine Boat Co., of which the Elco Works is a sub-
sidiary, had a very large booth in which the feature was
a map executed in bas-relief, showing the shipbuilding
yard and the Elco plant to the best advantage. The
model also showed the west side of the Port of New
York and its possibilities for development. One of the
features of the show was the booth of the H. E. Boucher
Manufacturing Company, who showed many of the won-
derful models for which they are noted. Two of these,
built to scale, were of the schooner yacht Elena and the
three-masted auxiliary schooner Guinevere. They had
all their canvas set and appeared to be sailing.

Columbian bronze propellers for power boat and ship
use were shown by the makers in several types. Hyde
Manganese Bronze propellers as well as their steering
gears were shown by the Hyde Windlass Company. A
very complete line of gasoline strainers, pipe fittings,
and pumps was shown by the Lunkenheimer Manufac-
turing Company, while the stabilizers and gyro com-
passes made by Sperry Gyroscope Company attracted
a share of the attention. The extensive line of toilet
fixtures made by the J. L. Mott Iron Works was shown
in an exceptionally large booth. Mianus marine engines,
as adapted for lifeboat service, were shown by the Astoria
Boat Works. Valentine & Co., makers of Valspar Var-
nish and Enamels, had a duplicate of their Motor Boat
Show booth, including the historic submarine, which.

Var god aberopa THE RUDDER nar annonsorema

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RUDDER

57

l*:S=*BEST IN THE WORLD — all others are comparative

tHftar snd tliM IfdurJ

Mantel i ^'.'ii'sSi^Ilir t Clocks, Ship's Bell Clocks. Auto Clocks, &c.

For Use on Steamships, Vessels^ &c., &c., and
Suitable for Finest Residences, Yachts, Clubs^ Automobiles, Motor Boats and

For General Presentation Purposes

P^^On sale by Hi ghee t Class Jewelers and Nautical triHtrument Dealers iei Largest Cities

D liters Iti ftmallcf cittee, not OLiryina thiSQe fine clocks In a lock* can u|l mimy from catalog

IJnelSea dock Co. wgh srade ciocks 10 State St.. Boston, Mass*

E«Ub1kht>d~| Manr Yachts and Club aro udn« the "CHELSEA*' Automatic Ship's Bell Clock,

1«»7 I operating ou a jpecial B'A inch Bell . . UNIQUE and NAUTICAL.

unlike the leopard, changes its spots to show the water-
proof qualities of Valspar Varnish. Topping Bros, at-
tractively arranged a display of their marine hardware
for deck or quarters. The Delco Light Co. had a com-
plete marine lighting set on the floor. Devoe paints and
varnishes were shown by the makers while the booth of
David Kahnweilers Sons contained samples of the life-
saving equipment in which they specialize. The Marine
type of the Golden Glow Searchlights was shown by
the Electric Service Supply Company.

The show was held under the auspices of the National
Marine League, of which August Belmont, a yachtsman,
is president. Admiral Benson, chairman of the United
States Shipping Board, put the show in commission and
at the luncheon which preceeded the opening Secretary
Alexander of the Department of Commerce was the
chief speaker.

In addition to the commercial exhibits the Depart-
ment of Commerce, the Shipping Board, the Coast &
Geodetic Survey and the Navy Department were repre-
sented. The Department of Commerce showed among
other things how leather is being made from the skins
of sharks and porpoises. This new industry was the
subject of a very interesting article in last month's
Rudder.

The Navy Department showed a model of a paravane,
that ingenious apparatus for catching mines. It also
showed pictures of the Trans-Atlantic flight of the
N. C. 4, a model of the Eagle boat and a model of one
of the most modern submarines. The show was most
instructive not only to those who know little about ship-
ping or shipbuilding, but to the expert. It should be
made an annual affair.

The Bermuda Race

The Columbia Y. C. is planning to arrange a race to
Bermuda. The date set for this contest is June 26 and
prizes have been offered which will be won outright by
the successful racers. There is no challenge trophy and
no strings to any of the prizes. The Royal Bermuda
Y. C. will attend to timing the yachts at the finishing line,
which will be off St. David's Head, and that club will
start the yachts on a race home for which it offers the
prizes.

Already several yacht owners have signified their
willingness to take part in this race, and one of these is
Mr. Vincent Astor, who owns the power yacht Cris-
tina. The committee, in order to arrange for condi-
tions and a classification agreeable to all owners, are to
be invited to a meeting and to express their views.
This was done so that no one may be barred. Should
the committee now announce that the race is for yachts
50 to 90 feet it is possible that some owner who is will-
ing, to race would be ineligible because his yacht does
not fit that classification.

The plan is a good one and should result in a good,
fair race being arranged in which there ought to be a
fair-sized fleet of honest and able cruising yachts.

©®«

EASTERN Y. C CRUISE
The annual cruise of the Eastern Y. C. will be to the west-
ward instead of to the eastward, as has been the custom for
several years. The fleet will rendezvous at Mattapoisett on the
evening of July 5th. By easy stages the yachts will reach Glen
Cove on July 13th. This will bring the yachtsmen to New York
in time for the first of the series of races for the America's Cup,
which is scheduled for July 15th.

Please mention THE RUDDER when writing to advertisers

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THEfl«»

RUDDER

May

Yacht Sailmakcrl

[ WHIiam H. Griffin

CITY ISLAND,

N.Y.

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

JOHN G. ALDEN

Taclil Broker aad
Naral Architect

148 State StrMt
Boston, Mass.
T«lephon«. Richmond 2318

Phone Benftonburtt 5091

A. H. BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT

Plant, Specifications and Eidmatet Fnrnitbed

For All Types ol Vessels

Affiliated

^^«« « A HOWARD B. WHBBLER.

2280 Cropsey Ave. ship Bonder

Brooklyn, N. Y.

THOMAS D. BOWI8, M.B.

NAVAL ARCHITECT AND BNGINBBR YACHT AND VBSSBL BROKBR

Ofices, L&layette Balldiac Cheatnat and Filth Straats

Ball Phona PHILADKLPHIA, PA. Cable Boma

FRIDIRIO S, NOOK

NAVAL ARCHITECT AND YACHT BUILDER

U O. Pll«ii» «A»T ORBBNWICN, «* ■»

WILLIAM GARDNER & CO.
Ni¥d Architects, Engineers, Yacht & Vessel Broken

Yachts, Launches and Vesseb of All Khids

No. 1 BROADWAY, NEW YORK

TdephoAC 3585 Rector

J. MURRAY WATTS CablaAdd.'Mnnrat •

^•^al Af chiUct and Cncinccr Yacht and VcaacI Broker

1 36 SoUh fourth Street Philadelphia, Pa,

FREDERICK K. LORD

NAVAL ARCHITECr
Deaigner of Sail and Motor Boats

' T«L 48M KMiar 120 BROADWAY, NEW YORK^

The **Hall Mark'* of Nmvml jirthitectur* Mud Marine Emgimetrime :

SEABURY & de ZAFRA, Inc.

NAVAL ARCHITECTS & ENGINEERS (

VESSEL BROKERAGE INSURANCE |

"Built to SEABURT Design and Speci/ieations'' adds I

to the FALUE (not the cost) of four Boat. I

150 NASSAU ST. NEW YORK

Phone: Beekinan 2804 Cable: "Seaza." N. Y.I

COX & STEVENS

Naval Architects, Engineers, Yacht Brokers

15 WILLIAM STREET, NEW YORK

ia7a-ia7eBroa4

Complete particulars, plans and photoerapha promptly submitted on receipt of in
quiry. Slate your requirements. Large list of yachts of all types for sale or charte

Desiffning and Butldinf
of all Types of Power
Boats a Specialty

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn. v>0«

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

IkOLWAUKEE

WISCONSIN

Copyrlfht 1919. Rex W. Wadmaa, lac.

Place Your Order Now

POR THE NEW BOAT-YOUR INVESTMENT
Wia BE SMALL COMPARED WITH OURS, TILL
BOAT IS READY EOR SHIPMENT. LET'S
CO-OPERATE

MCADUTCLIS BOAT • «MmC OO.
SkMMMlM. M. T.

/Montreil, Mtin 3352 _ . , . )N«T»l.rt, Montrril

Telephones \ ^„ york. Bowling Green 6077 '••»'«» tSarreron, Ne» York

N. E. McClelland & co., Ltd.

YACHT BROKERS

Mew ToTk
2 STONE STREET

NAVAL ARCHITECTS

Montreal
286 ST. JAMES STREET

Walter E. Pommer, K

Architect

specialty— Wood and Steel
Commercial Veaaels

324 BRUMDBR BUILDINQ
MILWAUKEB, WISS.

Bn repondant aux annonces veuilles mcntioner THE RUDDER d by

Coogle"

THE«»»

RUDDER

World's Record Claimed for French
Hydroplanes

If reports from Paris are to be credited, the Amer-
ican and British boats will have to look to their laurels
in the forthcoming races for the Harmsworth Trophy.
It is stated that in recent trials on the River Seine, the
new Sunbeam Despujols made speeds of upwards of 70
miles an hour. The power plant of the new craft is a
French type Sunbeam engine of very light weight, devel-
oping 450 h.p.

The boat is a product of the Despujols plant, where
the two French entrants in the British International
Trophy race of 1912 were built. It may be remembered
that these two boats were very fast, but the engines were
not able to stand up under the strain of a long race. The
most noticeable point in regard to the hydroplanes at that
time was their extreme light weight. In the last race
both hulls and engines were of Despujols design. Sun-
beam engines have shown their ability to deliver a large
amount of power for their weight and also to stand up
under long and difficult conditions. The dirigible R-34
which recently made the round trip between England and
this country was fitted with British type Sunbeams.

The Sunbeam-Despujols is entered to compete at the
Monaco meeting and the records of her performance
there will be watched with much interest.

Lyndonia, the Yacht of the Year

(Continued from Page 14)

Ever}' instrument that will aid her captain and nav-
igating officer is to be found on board. Some of these are
imported, but the majority are made in this country.
There is a gyro-ship-stabilizer, made by the Sperry Gyro-
scope Company. This stabilizer was specially designed
for this yacht and it will very materially add to the com-
fort of all who may be on board, because it will keep the
yacht on an even keel and will almost entirely do away
with the rolling motion, which to some is so objectionable.
There is also a gyro-compass, made by the same firm.
This compass is similar to those now used in all American
warships and in many of the ships of foreign countries.

There is a well-equipped laundry on board which is
larger and more up to date than the laundries of many
of the large hotels and clubs. It is furnished with elec-

trically-operated machinery and in addition to the wash-
ing machine there are ironers, dryers and machines for
pressing all clothing.

The Lyndonia is the most perfectly equipped yacht
afloat and has conveniences and comforts that are not
found on much larger vessels.

MISS NEW ORLEANS AFTER GOLD CUP
A syndicate of members of the Southern Y. C. has purchased
a high-speed power boat and will try to win the Gold Cup this
Summer. The new boat is a single step hydroplane 24 feet long,
equipped with a 450-h.p. Curtiss Liberty engine. The price paid
to Glenn H. Curtiss for this craft is said to be $10,000 and Mr.
Curtiss agrees to deliver the boat, which is to be named Miss
New Orleans, in time for the races, which are to be held next
September. A speed of 75 miles an hour is the ambition of the
builders. (^^

Statement of the Ownership, Management, Circulation, etc., required
by the Act of Oongress of August 24, 1912. of THE RUDDER, Published
Monthly, at New York, N. Y., for April 1, 1920.
State of New York,
County of New York.

Before me, a Notary Public, in and for the State and County afore-
said, personally appeared Andrew Paterson, who, having been duly sworn
according to law, deposes and says that he is the Business Manager of
THE RUDDER, and that the following is, to the best of his knowledge
and belief, a true statement of the ownership, management, etc., of the
aforesaid publication for the date shown above, required by the Act of
August 24, 1912, embodied in Section 443, Postal Laws and Regulations,
to wit:

1. That the names and addresses of the publisher, editor, managing
editor, and business m&nagers are: Publisher, The Rudder Publishing
Co., 9 Murray Street, New York City; Editor, Arthur P. Aldridge,
9 Murray Street, New York City; Business Manager, Andrew Paterson,
9 Murray Street, New York City: Managing Editor, None.

2. That the owners are The Rudder Publishing Co., 9 Murray
Street, New York, City; Arthur F. Aldridge, 9 Murray Street, New York
City; Andrew Paterson, 9 Murray Street. New York City; Jas. R. Thom-
son, 9 Murray Streetj_New York City; A. de ZjbPatton, 9 Murray Street,
New York City; P. W. Goeller, Jr., 9 Murray Street, New York City;
Jas. R. Thomson, Jr., 9 Murray Street, New York City; E. Thomson,
9 Murray Street, New York City; John Thomson, 9 Murray Street, New
York City.

3. That the known bondholders, mortgagees and other security
holders owning or holdinif one per cent or more of total amount of bonds,
mortgages, or other securities are: None.

4. That the two paragraphs next above, giving the names of the
owners, stockholders and security holders, if any, contain not only the
list of stockholders and security holders as they appear upon the books
of the company, but also, in cases where the stockholder or security
holder appears upon the books of the company as trustee or in any other
fiduciary relation, the name of the person or corporation for whom such
trustee is acting, is given; also that the said two paragraphs contain
statements embracing affiant's full knowledge and belief as to the cir-
cumstances and conditions under which stocknolders and security holders
who do not appear upon the books of the company as trustees, hold
stock and securities in a capacity other than that of a bona fide owner;
and this affiant has no reaason to believe that anv other person, associa-
tion, or corporation has any interest direct or indirect in the said stock,
bonds or other securities than as so stated by him.

ANDREW PATERSON, Business Manager.
Sworn to and subscribed before me,
this 17th day of March, 1920.

GEORGE J. BARTELS, Notary Public.
Commission Expires March 30, 1921.

[}. W> Lathrop Co> "^^

Conn MARINE

J:!^.; GASOLENE

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Curtiss Marine Plumbing Specialties

m. 14Q4
OUBTIflB IMPBOTED MOT OB BOAT

diOSET-^DinieiiBioni iBilS In. Height 11
In. to top of bowl. FoT above or balo» water-
llae. Wh^n installtd aboT* w. L it mftrelj re-
qairet & lea-valTe od auction plpQ. Th& fnl«t
■nd outlet conplinffl Arv eqaipped with lead
pipe cinch hhiohb. niAklnff it poaslMd far adj-
oae to IniuLL EvpMiall^ adapted tot imalt
boat use, wbere apace ia limlt&d.

3H0WEB
BATHS, wUh

three way
connftftioQB^
hot, cold and
aea water.
M&TT0T1 oval
and square.
Iflaaa towel
racks, etc.

Tig. 1101

ONE OF THE MOST SUBSTANTIA!. MBD-
lUM SIZED CLOSETS BUILT— Dim en a Lou <
15il9 in. Special compoiition casting. All
wearing p&rtB relnf OTced and unmually bearj
Han^ea and eonnectiona make it practically
ind£atmctibl«K Can be taken apart with ordi-
nary screw driver and monkej wrencli. The
moat dnrable in«diimi tlie cLoaet bniU.

Tig. 1414

4 INCH CYlOHUBE^SiiB, 22i24 id. TWi
fixture wai designed for ub« la ap«eiftl
toilet roomB^ where an ornamental aa well a*
a pnetica! flxtiire ia wanted. No eipeaae
hat been Jipared in the deel^ and conatrae-
tion, Aaklnff it one of the fioeat yacht wattr
cloaeta ballt.

Fig. 1429

TAGHT BATH TUB-^

For ap^cial toilet Tooms.

Fif. 2a4.B

BIVBTBD 80BEW
PLATE VBNTILA-
TOB — ^This is one
of the many itjlt^a
of Tacht and Ship
Ventilatort we
carry In itocV. We
make Tentilatora
for i?Ter7 purpose
aboard abip. Let
na quote you on
your reqtilreiiieiiEa.

THE LBAS PIPE OIHOH FITTlMOS — A p-est boon to boat owners
and builders, effecting a aavlnf of $5 to 910 oil the Installation of a
water closet. Anyone can Install it. Yon almpl; slip the lead pip*
ibronrh the thimble, tnm over the end^ aerew np the conpliHf cut
and the inatallatlon is complete. The prices are^

Solderleas connection outboard cotipllnf s, % -Jn. and S-in . .

Cloaet connecttoDs .,.. ^ .»«..«>,...< , « . ^ ^ ^ . ^ .

Outboard connection thron^h hull, Fif. 1385 — l^-ln...

^'In. seacock for auction, with strainer. * . * .

Tig, 1910
WASTE PUMP — 8 •in. braaa pump for pomp
ing oat waste tanks, baths, ete. IH-in
suction, IH-in- discharge. The npright lorer
makes rery easj work. Contents do not pas^
through piston; discharge at lower part o
eylindTer, This allows pumping of hearj
coarse material.

We also carry in stock various types i^
Galley and Bilge Fampa, with reTeraib^
gearing that en a b Us you to Install at an
angle. Baain Pnmps, wall pnmps. Oasolsh
Pumps, with spe'Cial valvfis and elaraps.

FU. 1SB9-A

riK. 200tt

FOLDING LAVATOET — Diroenaions,
height 19^115 In., depth cloaed 6^ In.
Mahogany or quartered oak case. Pump
and fixtures nickel plated.

We alao carry other styles with ov*l
case and Force la in Lavatories that At in
small comers. Bath Tuba, Mirror*, etc.

OUBTiaS CAPSTAN — This capstan ia
intended for boat a between 50 and S5
ft., as It Is made for %-in. B. B. B.
chain only. It may be used fot either
rope or chain, or both at same time.
Weight. 105 lbs. Dimensions, height
15 in.f diameter of head 10^ in..
diameter of bass 12^4 In.

Sead ivr Comitlete Catatagae at Marian
Pfumtins Speciaftles

The J. H. Curtiss

Company

2 South Street

New York

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THE

RUDDER

June, 1920
Price 25 Cents

i

\ ^

<

Piece Work

T^O THE REAL WORKER it means a Fat Pay
"*■ Envelope Every Saturday at the Submarine
Boat Corporation. Especially for Good

Riveting Gangs

Riveters

Holders-on

Heaters

Passers

Ship Fitters

Drillers and Reamers

Regulators

Erectors

and other Trades

The fairest basis of reward for labor is piece work. Production on an hourly
basis treats the conscientious worker and the slacker alike. But piece work
renders a just discrimination.

The day rate as set by the Wage Adjustment Board states that Riveters should
receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and
so forth. Our piece workers in these departments average from 15 to 20%
higher. The piece work pay is what you make it.

Unskilled but Ambitious Men are Wanted to Learn

the Various Trades

If you desire to become a Shipworker you can learn quickly,

efficiently and thoroughly at our training school.
GOOD PAY WHILE LEARNING. $.46 to .56 per hour.

NEW YORK,N. Y., Ub«rtySt..J«wC«itimIR.R.
Uav* i-M. iiM, t:M, 7i5S A. M.

JBRSBY CITY, N.J. JaclnonAT«..J«M7 CaitnlR. R.
L«am (:35, (iM, S:l« A. M.
Broad St., Janay CoitiBl R. R.
Lmt* feSO, M«, M», 7:1*, Ssl* A. M.

AIm tak* TroUar Markad "Part
Nawaik".

TRAIN SCHEDULE

BAYONNE, N. J.

Graanvllto Station, Lolil«h Vallay
LaavM 7:M A. M.

NEWARK, N. J.

ELIZABETH, N. J. KHxabath Station, tmrnj Camral
R. R., LMvaa i-M A. M.

ELIZABETHPORT. LaaTai t>W a. M.

COME TO EMPLOYMENT OFFICE OF

SUBMARINE BOAT CORPORATION

NEWARK BAY SHIPYARD

PORT NEWARK, N. J.

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THE

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24th of the Month

PUDDEP

Edited by
Arthur P. Aldridge

Engines

and

Accessories

Coprrtcht 1920. by The Rvddir Publishing Co.. New York. NOTICE— Tht fmunu •f this maemxim*, iHeludime mil mrticUs, Uluttrati^mt, pimmr and dtsignt, mrt cwtred h
(•tjriihu and thtir rtproduettom it mhstluttly farhiddtm wJtAouf tk* couttnt and ftrmitsiom 0/ THE RUDDER PUBLISHING COMPANY.

Commercial Boats

Yachts

and

and

Equipment

Yachting

Volume XXXVI

June, 1920

No. 6

What are Shamrock's Chances of Success?

By Addison G. Hanan

'J HAVE been asked this ques-
tion so often that when
Shamrock was sent to City
Island some few months
ago I journeyed up there
to see her while she was
hauled out on the ways,
directly alongside of Van-
itie. Aly first impressions
of the big green boat were
of ugliness and power.
Viewing the two sloops to-
gether, I was struck by the
vast difference in their ap-
pearance — Vanitie, with
her graceful lines and fine
ends, looking the swift
Greyhound type ; Shamrock, like some huge brutish crea-
ture with unlimited power. She positively makes Vanitie
look tiny, although the two boats are about the same
water-line length.

Shamrock is a well-designed racing boat when you
eliminate beauty as a factor. My principal criticism of
her is that she has an unnecessarily long keel, which will
make her slow in stays and increase her wetted surface.
This long keel will be an advantage when she is hauled
on the wind in a fresh breeze, for her lead will be low
and her lateral plane large enough to keep her from mak-
ing leeway.

Shamrock has an exceedingly straight sheer and
rather stubby overhangs, especially forward, and is unlike
any other boat in America. To get a rough idea of her
appearance you should think of Independence, with three
feet more tumble home than she actually had, with bow
and stem pinched in somewhat at the quarter beam point

of measurement, and bow snubbed off so abruptly that
it looks likes the blunt end of a cucumber. The British
boat has an under-water midship section somewhat re-
sembling Josephine's, and this section has much less dead
rise and a decidedly harder bilge than the section of
either Vanitie or Resolute. With this hard bilge and
long keel, her wetted surface will be so large that she
will need a lot of sail to drive her. She certainly will
not be a dangerous rival in light weather to windward
with the customary ocean swell rolling in against her
heavy bow, for under these conditions she will be at her
worst.

I differ from most of the critics in regard to her abil-
ity to go to windward in a strong breeze and a lump of
a sea, because of her full U-shape bow section. I have
always found boats of this type were at their best under
heavy weather conditions, because they have the power
and buoyancy to drive at high speeds, while fine-ended
boats reach their limit of speed and are much more
quickly over-powered than the full-ended type. When
Josephine was building the experts who looked her over
predicted that she might be fast running and reaching,
but would be slow to windward in a breeze and sea. She
turned out to be precisely the reverse, remarkably fast
under these conditions, but only fairly fast running and
reaching.

Mr. Nicholson's whole conception of Shamrock is a
bold one, and his aim has been to produce a powerful
hull capable of being driven at high speeds. It is a mys-
tery to me why he has played the heavy weather game
when our average summer wind is quite light. He has
almost, but not entirely, disregarded our rating rule of
measurement and designed for speed alone, being willing
to pay in time allowance the price his boat will be pen-
alized under the American rule. The result will be that

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Shamrock, with her heavy tax on quarter beam length
and large sail area will probably rate some 7 to 10 feet
more than the Resolute, which will mean that she will
have to give the American boat a lot of time allowance.
For example, suppose Resolute should rate 80 feet
and Shamrock 90 feet, then Shamrock would have to
allow Resolute 6 minutes and 55 seconds over a 30-mile
course. When you consider the speed at which these large
boats travel in fresh winds, you can see that the British
boat will have to finish a long distance ahead to win from
our boat.

While we are on this subject of the difference in rat-
ing, I wish to remark that I see no good reason for mak-
ing a match of this kind where two boats of such vastly
different rating measurements race together. Here in
America, as in all other countries, yachts are built to rate
at the top of certain classes and race without time allow-
ance, the first boat home in her class wins. If this method
has proved so entirely satisfactory in our regular regattas,
why should it not be equally good for an international cup
race? In the coming match each boat must measure 75
feet on the water-line length, and designers are permitted
to use any displacement, sail area, or quarter beam length
they think desirable.

I fear this match will make a very unsatisfactory
series of races from the public standpoint should the Lip-
ton sloop by any chance finish first in each race, but lose
on account of time allowance. His boat would be gi.en
the credit by the uninformed public of being the faster
boat and they would say our special rule of measurement
deprived him of the fruits of his victory. How much
more satisfactory it would be to build both boats to the
top of a specified class ; then the first boat to finish would
be the victor. Perhaps Lipton instructed his designer
to build a boat fast enough to come home first, even if
she lost on corrected time, thinking there was more glory
in coming in first and losing than in coming in second
and losing.

The racing in our rating classes has proved that the
large boat with a moderate sail area can beat the small
boat with a larger sail area; so conversely, Resolute,
with her rather larger hull and moderately small sail plan
should beat Shamrock on corrected time. I am sure that
a type like Shamrock, with her penalties, could not win
if she rated the same as Resolute, because she would have
to be shortened many feet on the water-line in order to

rate in the same class, which would make her a small boat
with a large sail area.

There is one factor, however, which may aid Sham-
rock, and that is, the insufficient time allowance given by
the large boat to the small boat. This allowance has been
cut down several times during the past twenty years, so
that in a fair race to windward and return, a small boat,
with equally as good a model as a large boat, has abso-
lutely no chance of success. To prove this statement, I
wish to draw attention to the fact that there has never
been a real small yacht win an Astor Cup, although they
have been trying to do so for the past twenty-»five years.
Mr. Nicholson has undoubtedly been smart enough to
discover the insufficient time allowance given to our
small boats, and decided that under these conditions it
would pay to give time. Should he win with Shamrock
it would not prove that he had beaten our rating rule
with a freak boat, but it would prove that our time
allowance table is wrong.

Of the two American yachts contending for the honor
of defending the Cup, Resolute, designed by Nat. Herres-
hoff, has made decidedly the best showing, having won
about 75% of her races against Vanitie. She is a won-
derfully fast boat, and can be relied on to perform credit-
ably under all conditions of weather. She was designed
to be at her best in our average summer weather, which is
light to moderate winds. Resolute has a slack bilge and
a decided dead rise to her midship section. Her keel is
rather short (about 21 feet) and her rudder is small,
so she should have a very small wetted surface. As
wetted surface or skin friction is almost one-half of the
resistance of a vessel moving through the water at slow
speeds, you can see Resolute should be a wizard in light
airs.

While Mr. Herreshoff has given Resolute a very easy
underbody to drive with a moderate sail, he has cleverly
given her a powerful topside, so when she heels in strong
winds she gains stability and length rapidly, but in light
winds takes a list readily. She is by far the cleverest big
boat designed under the present rating rule and with her
reasonably small sail area, good size displacement (prob-
ably the limit allowed under the rule) and a quarter beam
length very little in excess of that allowed, she will have
a small rating measurement for her 75-foot water-line
length. She is the absolute antithesis of Shamrock and
that is one reason why this race is so much of a gamble.

Shamrock lY Beadj to Be Moved Out of the Home in Which she Wintered. Her Long Keel ii Very Noticeable and the Light Portions Show All

That is Left of Her Lead

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Vanltie in ft Light Woathw Trial on Long IiUnd Sound. The Dark
Cloths in the Mainsail Give a Fair Idea of the Increased
Hoist in Her Sail Plan

Resolute has been consistently and ably sailed in all her
trial races by Mr. Charles Francis Adams, who in my
opinion measures up well to the late Charlie Barr and
there is no man in America better qualified to handle
the stick of the American defender than Mr. Adams.

To look at Vanitie and Resolute sailing, most people
would pick Vanitie for the fastest boat, for she is a beau-
tiful looking boat above water, but has certain defects
which prevent her showing her inherent speed. While I
hesitate to criticise such a master designer as William
Gardiner, it is my humble opinion that she is entirely too
light headed, the center of effort of her sail area is de-
cidedly too far forward of the center of lateral resistance.
The result is that in a strong wind and heavy seaway she
crabs off to leeward as her bow lifts out of the water,
losing many feet on each sea, and making it almost im-
possible for the helmsman to work her out to windward
properly. In light weather she is so light headed she can-
not use a good size jib topsail to windward, which, of
course, kills her chances under these conditions, for this
sail is the most effective one on a racing boat when the
wind is soft.

She also has a tendency to rout when being driven
hard, but in spite of these faults she is a very fast boat in
heavy weather, and I have seen her beat Resolute easily
in a good strong breeze, only to lose all her lead by over-
standing the weather mark. With proper alterations she
could be made a formidable rival for Resolute, but while
certain minor alterations are being made on her, such as

a lighter deck and a loftier sail plan, I doubt if these half-
way measures will improve her speed enough for her to
be selected to defend the cup against such a wonderful
all-around boat as Resolute; therefore, the latter boat is
almost sure to be the defender. Vanitie has also been
handicapped by very indifferent handling, and at times
has been positively poorly sailed. Those who are going
to handle Vanitie this year should make an improved
showing with her, but while they are very good sailor men,
they are not quite in the same class as Mr. Adams.

To sum up, I should say that if Shamrock is properly
balanced and well sailed, she should beat Resolute boat
for boat in a strong breeze at any point of sailing ; in light
or moderate winds Resolute should beat Shamrock, or at
least hold her even. I may be mistaken, but I feel that
Resolute will be a very difficult boat for Shamrock to beat
on corrected time.

Shamrock's best chance to win will be in a race that
starts in a good fresh breeze which gradually dies out
towards the finish. Assuming that she was fast enough
to get a fair lead early in the race, then when the wind
flattened out at the finish, it would take Resolute a long
time to go a short distance, so these are the conditions
most favorable to the Lipton yacht. To my mind, under
our usual American weather conditions, she has not much
chance of success, but under certain other conditions she
will prove to be a very fast boat, and should she have
luck, she will be a dangerous, competitor.

Beeolute Tuning Up on Narragansett Bay. Like Vanitie This Yacht Has

a Higher and Narrower Big and Fonr New Cloths are

Noticeable in Her Mainsail

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Yachting in Great Britain, 1920

By Colonel Duncan F. D, Neill, D. S. O.

YACHTING in the British Isles has been hard hit by
the war and its aftermath, almost more so than any
other sport, and it will be considerable time before it can
be re-established. The tide of yachting is at low ebb and
many think that it will remain so for a long time. During
the war a great number of our yachts, both, steam and
sail, were sold; and a number of them, in fact, most of
the best steam yachts, large and small, were taken over
by the Admiralty for patrol work ; several were sunk by
torpedoes, mines, or by gunfire, and others were severely
damaged by the enemy but managed to reach port.

Most of the yachts on completion of their war service,
when returned to their owners, were found to be in such
a state of disrepair that it would not pay their owners to
recondition them at the present time, owing to the high
cost of labor and material.

Some owners, instead of reconditioning their vessels,
sold them to foreigners for trade purposes, and of these
the Greeks have bought a good many, as their inter-
island trade lends itself to small craft, and the Greeks
have always been famous for buying up craft that seemed
by reason of their age and infirmities to be of no use to
anybody else ; and they have to reckon on high coal prices
for many years to come.

Several former yachts now find service as salvage ves-
sels, a business that has greatly developed since the war,
because of the very large number of wrecks that lie around
our coasts, due to the U-boat sinkings. Some yachts,
steam and sail, were turned into makeshift fishing boats,
trawlers and drifters. Many of these were sunk in the
Channel and North Sea. Those that survived the sub-
marine menace have mostly been laid up, as, with the
great number of real fishing vessels released by the Ad-
miralty since the armistice, there is no chance of making
money now with converted yachts; but they have served
their purpose and helped out creditably in the food get-
ting. All praise to them and their crews. The little

vessels deserve a better fate than to be broken up in some
junk yard, as they undoubtedly will be, as they are so
knocked about that it would not pay to buy one even at a
very low price and reconvert her into a yacht.

A number of steam yachts that had been in war service
have been taken back by their owners, but many have been
sold to speculators, as their owners decided to take the
reconditioning money paid by the Admiralty and sell the
yacht for what it would bring. Owing to the very high
cost of repairs they did not feel able or inclined to lay
out much money on a pleasure vessel, as in many in-
stances the amount of reconditioning far exceeded the
first cost of the yacht.

At the present time many things are against the re-
vival of yachting. Wages are three times the pre-war
rate, laying-up and fitting-out charges are about four
times what they were, the coal bill for steam yachts is
enormous, while fuel for power yachts far exceeds the
pre-war standard. Welsh smokeless coal in the north is
almost impossible to get, owing to transport difficulties,
so those yachts using coal have to burn the soft coals,
which are good enough for tramp steamers, but bad for
the white decks of a well-cared- for yacht. Some of the
larger yachts have been converted into oil burners in place
of coal, but the price of fuel oil has risen so much that
it is questionable if any saving will be made by the change.
Taken all round one can sum up the situation in the words
of Gilbert & SulHvan, "The lot of the yacht owner is not
a happy one."

Many yacht owners who ran larger vessels before the
war are content, or, to put it in a better way, are com-
pelled to use smaller ones, so that we find many more
small craft than formerly. Here again the supply is lim-
ited and the cost of building a new vessel is enormous.
The price of petrol (gasolene) has advanced greatly, but
petrol is not much in favor with us ; and the engine most

(Continued on Page 38)

Colonel Duncan F. D. Neill, Oommander of the Lipton Forces, and Captain Tuner Alongside the Shamrock's Huge Mast. Note the Dummy Sheave

in the Spar for the Throat Halliards Near Captain Turner's Left Hand

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Cup Yachts Now in Racing Form

THE Cup yachts Resolute and Vanitie are now busy
with their tuning up races. They are sailing off
New Haven to get them in the best possible condition,
and on June 2d will begin the series of races off New-
port that are to determine which shall defend the Amer-
ica's Cup against the Shamrock IV-

The Shamrock forces are gathering at City Island.
Colonel Duncan F. D. Neill, D.S.O., after five years
at the front arrived early in May to take charge and help
get everything in readiness for sailing. Colonel Neill is
a thorough yachtsman and a very capable helmsman. He
goes about things in a quiet way and accomplishes much
without any fuss. Captain Turner and his crew arrived
about the same time. Charles E. Nicholson, the designer
of the yacht, came on the Mauretania, arriving on May
8th. W. P. Burton, who is to sail the challenger, arrived
on the Adriatic on May 21st, and Shamrock, the 23-metre
yacht, is expected to be here and ready for sailing as a
trial boat early in June.

The Resolute was fitted out at Bristol, and the Vanitie
was overhauled at Jacob's yard at City Island. These
two yachts are now very different from what they were
originally. The changes made are expected to improve
their sailing abilities. The Resolute by her records has
shown that she is a wonderfully fast yacht under all con-
ditions, and in her races she has defeated the Vanitie

sometimes by a large margin and sometimes by the allow-
ance she received.

The races sailed in 1914 and 191 5 showed that Reso-
lute could be improved, and when arrangements were
completed for the international races Captain Herreshoff
set to work to make his representative in the trial races
a better boat. To do this changes were made in the sail
plan. The spread of canvas has been increased and
changed so that it is much taller than it was originally.
The boom has been lengthened about 2 feet and now
measures ^^ feet 6 inches. The bowsprit is a little longer
outboard and the mast has been lengthened 4 feet, giving
the mainsail more hoist.

The most striking changes, however, are in the club
topsail. The sprit of this sail has been shortened so that
it extends very little beyond the gaff, and the yard has
been lengthened several feet so that the head of the club
topsail is now very much higher than it was when the
yacht first appeared; and, looking from a distance, she
seems to be carrying a Marconi rig, the sail plan is so tall
and narrow. With this increased sail area the yacht's
rating has naturally been increased, but by how mudh is
not yet known. In her first races Resolute rated 80.9 feet.
The Resolute had a new wooden mast in one giece, a new
aluminum gaff and new hollow club topsail spars, all of
extreme lightness. This mast collapsed in the first race.

Sesolnte's New Built Mast, Looking Like a Bunch of Asparagni, After It Collapsed in the Flrit Bace Sailed Off New Ha^

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Of course it is impossible to tell how much she
has been improved. All yachts are world beaters when
on paper and they sail wonderfully fast when by them-
selves. It is only when they get alongside another vessel
of similar size that their qualities can be gauged.

As a tender the Resolute has the steamer Montauk,
on which the amateurs and the members of the crew live.
The Montauk carries all the spare sails, spars and rig-
ging, and will tow the racing yacht to the course each
day.

Robert W. Emmons 26. is the managing director of
the yacht and has a lot of work on his hands. He has
always been a keen sportsman, and since graduating
from Harvard he has been a very ardent yachtsman.
While at college he played football and baseball and took
part in the last football game played at Springfield against
Yale when Hinckey was captain of the Yale team. That
was a memorable game. This year Mr. Emmons is Mar-
shall of Harvard's commencement exercises. His class
has its 25th reunion and his son, who is president of his
class, graduates. Just now Mr. Emmons is worrying
about how he is to be at Cambridge and on the Resolute
at the same time.

The Resolute's after guard is a Harvard aggregation,
so that there will be a cessation of racing probably about
the time of the commencement exercises. Charles Francis
Adams, who sails the Resolute, is treasurer of Harvard:
his brother, Arthur Adams, the navigator of the yacht, is
also a Harvard man, as is John Parkinson, who w^as a
member of the class of 1905 with Mr. Emmons. George
A. Cormack, the secretary of the New York Y. C, is a
yachting veteran. To show this it is only necessary to
say that he sailed on the schooner Coronet when that
yacht won the race across the ocean in 1886, and he has
been on racing yachts ever since. It would be very diffi-
cult to find a more competent amateur crew or a more
perfect organization for a big racing yacht than is now
on the Resolute, and this perfect organization will more
than offset any faults of design or construction, if there
are any, in the yacht itself.

The Vanitie is a very different yacht this year. First
of all a large part of her most objectionable rail has been
removed. This rail was formed by the top strake of plat-
ing which was carried 8 inches above the deck, and on
top of it was a teak cap i^ inch thick. The white pine
deck, which was 1^ inch thick, has been removed, and
in its place a thin light deck of veneer ^ inch think has
been put on the yacht. These changes alone have made
a weight saving above the water line of about 5,000 tb.
This weight has been put below in inside ballast and it
has been placed so that the present trim of the yacht is
much better balanced than it was originally.

The mast has been lengthened about 5 feet. This
lengthening is shown by the dark cloths in the picture of
the V^initie printed herewith. One of her old sails was
re-cut and lengthened, and was used in her first tnals.
She has a boom 79 feet 9 inches long, which is somewhat
shorter than her original spar, and her bowsprit has been
shortened 18 inches so that her sail plan is now consider-
ably shorter on the base line. The topmast is longer tlian
her old spar. It is hollow, built egg-shaped and looks odd.
Even the picture shows the curve in the spar. She has
a new, hollow topmast, new gaff and new club topsails
spars, which are cut to fit the prevailing fad for height,
and new spreaders. The yard is very long and the sprit

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June

short. The club topsail will tower about
164 feet above the deck.

All this weight-saving and change of
sail plan are expected to improve the
yacht's speed. They should, and if the
Resolute is still able to defeat the Vanitie
it will show that the chances of success-
fully defending the Cup are much better
than they were six years ago.

Rear Commodore George Nichols is the
manager of the Vanitie and is also her
helmsman. He is a very capable yachts-
man and has had much experience in han-
dling small boats. He has sailed the 50-
footers and won hard races, and there is
no reason why he should not handle the
\'anitie as well as he has the smaller craft.
He is a keen sailor, resourceful and ener-
getic, and has all the necessary nerve. Mr.
Nichols is a Harvard man, and in 1914-15
was one of the amateurs on the Resolute,
acting as navigator. He is assisted on the
Vanitie h^ W. Starling Burgess, a son of
the late Edward Burgess, Sherman Hoyt,
and Charles J. Nourse.

Vanitie was launched Saturday, May
1st, a few hours before Resolute was put in
the water. She had her first sail a week
later, or one day ahead of Resolute's trial,
and some who are inclined to be supersti-
tious take these records as good omens.
There is a very fine spirit of keen rivalry
between those in charge of these two de-
fenders, which means that each yacht will
be raced to its limit in efforts to win.

The two were hauled out for a final
cleaning on May nth. Resolute at Bristol
and Vanitie at City Island. It has been
agreed that they will not be hauled again.
They reached Morris Cove on May 20th,
ready to begin their preliminary trials.

The Shamrock IV has been somewhat
of a mystery to many because of the ex-
traordinary statements about the yacht
published by the daily press. We have
been told that lead has been taken off, the
keel shortened, and this lead has been
bolted under the keel, increasing her
draught to fabulous dimensions. These
scribes forget that any excess of draught
over 13 feet 9 inches is multiplied by three
and added to the rating. However there is
no more mystery. When Colonel Neill ar-
rived here he frankly talked about the
yacht, what she has done and what they
hoped to do. He allowed pictures and even
measurements to be taken, and showed that
the challengers were keenly alive to the
penalties that might be incurred. When
Mr. Nicholson arrived he was just as frank
as Colonel Neill and he invited those in-
terested in the Resolute or Vanitie to visit
the Shamrock IV and examine her thor-
oughly inside and out.

The Shamiock IV is a remarkable ves-
sel in some ways and rather crude in
others. Her construction is a very fine

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Vanltle Hm & New Set of Spreftders and a New Topmast. The Topmast
Is Egg-Shaped and Its Carres are Very Noticeable in the Picture

piece of work, her form is not as brutish as at first
seemed. Her lines are fine and indicate much power.
She has an enormous keel as compared with the two
American yachts. It is half as long again as that of
Resolute and consequently she has a very large wetted
surface. This will hurt her sailing before the wind and
in reaching, which Mr. Nicholson admits are her two
weak points. She has shown herself very fast turning to
windward in fresh wind, and in one trial against the
metre yacht she beat her ii minutes in 14 miles. This
was her best performance.

She was sluggish in light weather and so to improve
her in that weather about 18,000 tb of lead have been cut
from her keel. The picture shows where it was cut. One
big chunk was taken from the forward end and mahogany
was put in its place. More was taken from the after
end, the rake of the rudder post was changed, and more
was removed from the top of the lead. This removal
would naturally lighten the yacht, decrease her draught
and shorten her water-line. To give her the full limit of
draught slabs of lead, which were moulded in Mr. Nichol-
son's yard at Southampton, were sent over and these
have been bolted on the bottom of the keel. These slabs
are curved and are 43^ inches in the thickest part. The
yacht had a decided hollow at her original water-line. This
curve has been very cleverly padded out with wood and
the water-line carried out so that it is close to 75 feet on
her new line of floatation. Her quarter breadth has also
come in for much criticism and experts have declared
that she will take a big penalty, but Mr. Nicholson says
this will not be as much as some think.

He asked what allowance he was thought to give the
Resolute, and when told that it was thought to be at least
five minutes he smiled and quietly said it is much more
than that but how much he could not figure yet. The
changes made in the weights of this yacht will cause her
to heel more quickly to her sailing lines and will naturally
improve her speed in light weather.

Mr. Nicholson said it was unfortunate that there was

such a big difference in the sizes of the yachts, which
would naturally detract somewhat from the interest in
the contest. He had to build the fastest yacht he could
turn out on 75 feet water-line, without any class limita-
tions. Naturally he turned to the fastest form, disregard-
ing penalties, and he expressed surprise that Herreshoff
or Gardner had not done the same thing. If the condi-
tions had been with the class limitations of the New York
Y. C. rule he would have had a much more serious
problem and the yachts would all have rated about the
same. Mr. Nicholson has a very high regard for the
Resolute and Vanitie and said, "if they have improved
the speed of those two we certainly have a very hard
proposition to solve."

The Shamrock has a set of beautiful spars. There
are two wooden masts and one steel spar. The new
wooden spar is 26 inches in diameter in its thickest part.
It buries about 8 feet below the deck and the topmast
is housed about 18 inches. From the deck to the highest
point of measurement the mast of the Shamrock meas-
ures 145 feet 8 inches and the club topsail extends about
30 feet beyond this. The mast has a peculiar jumper
stay. A band just below where the jaws of the gaff set
has five struts to strengthen the mast and take up the
thrust of the gaff. Five stays are set over the struts.
Colonel Neill was asked what to call them and he quickly
replied:- "Call it the fiddle stay. It has five strings and
one can play a tune on them." Another odd feature,
and in marked contrast to the rigging on the American
yachts, is the throat halliard. It leads through a dummy
sheave in the mast in one part, and it will need some
beef to hoist the mainsail. To some experts this puts
an unnecessary strain on the mast, but the Shamrock's
mast is strengthened at this point with a metal band. All
the iron work on the mast is very strong and very plain.
There is no gingerbread . about any of the fittings and
every possible ounce of weight aloft has been saved.

Colonel D. F. D. Neill has been here with all the
Shamrocks. He is a very keen racing man and sailed
in races all around England. Colonel Neill has had a
remarkable war experience. He was here with the Sham-
rock IV at the start of the war and hurried home to
attend to his army duties. For four and a half years he

(Continued on Page 39)

A Cloee View of Slutmrock's Keel, Showing How the Lead Wm Cut Oil
to Lighten the Tacht and Help Her InJE^ght Weather,

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Yacht Building Yards Very Busy

Many New Vessels at Herreshoffs

Herreshoff's plant at Bristol is known as the home
of the Cup defenders. To enumerate all the successful
yachts that have come from Bristol designed by Captain
Xat. Herreshoff would occupy too much space, but it
is sufficient to mention Vigilant, Defender, Columbia,
Reliance and now Resolute, the Cup yachts, and such
speedy vessels as the 50 and 70- footers; the schooners
Queen, Elena and Katoura; the torpedo boat destroyers
Cushing and Dupont, and numerous steam and power
yachts.

This year the plant is very busy. Not only has the
Resolute been overhauled, fitted with new spars and com-
missioned there, which in itself is a big task, but many
other power and sailing craft have been built. It is a
long time since Herreshoflf's was* so busy and much of
this success must be credited to A. Loring Swasey, who
is the vice-president of the company. Mr. Swasey is not
only a designer of repute but he is a practical constructor
of considerable experience and a very capable business
manager. This Spring Captain Nat. Herreshoff has been
far from well. He contracted a heavy cold on his return
from Bermuda and at one time . pneumonia was feared.
James Swan is the Superintendent of the plant. He is
one of the most capable steel constructors in the country

and the work now in progress in the shops shows his
skill.

Of course the Resolute has been the big attraction at
the plant. She is gone now and when she sailed away
after having shown somewhat of her remarkable qualities
all hands heaved sighs of relief. They were pleased that
the changes made were apparently improvements and
they were pleased too that there would be more time to
attend to the requirements of other yachts building.

A fleet of small sloops to measure in Qass S have
been built. Eleven of these are for members of the
Eastern Y. C. and others are for members of the Sea-
wanhaka-Corinthian and New Haven Yacht Clubs. These
boats are different in model from Herreshoff's recent
yachts, and when afloat they very much resemble the
famous Cock Robin except that the new boats have Mar-
coni masts of considerable but not excessive lengths.
Some of these boats have been tried and showed up well.
A picture herewith shows one under sail. There is going
to be much friendly rivalry between the owners of these
S yachts and the owners of the Victory Class. The Vic-
tory yachts rate about a foot more than the Herreshoff
boats, measuring 17.93 ^^^^t while the S boats rate under
17 feet. One Victory yacht is being built at Graves Yard
at Marblehead and is fitted with a curved Marconi spar.

\i

i ''It*

A OlM 8. Sloop With Marconi Sig, BaUt bj Htrroohoff, on Her TrUl Trip Anothor Vlow of tbo Herreahoff CUu 8 Sloop Showing OU«rly tha

Holght of Hot Spar

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■nilLilirii

Views of the Herreshoff Plant at Bristol, B. I., the Home of Cup Defenders. The Steamer Montauk, the Tender of Besolute, is Seen in the

Her owner is very keen about meeting the S boats during
the season.

Several yachts of the 12- feet 6-inch class, known as
the Children's Class on Buzzards Bay, have been built
at Herreshoff's and are ready for shipment. These tiny
little sloops look like toy yachts. Altogether twenty-two
have been built and they are used by the younger mem-
bers of the families living in the vicinity of the Beverly
Y. C. at Marion.

A 97-foot power cruiser for W. H. Vandervolt of
Moline, 111., is nearing completion and will be finished
in July. This yacht is 15 feet breadth and 6 feet draught.
It is to be driven by two Moline-Knight automobile en-
gines of 150 h.p. each. These have been adapted to
marine work.

A steel steamer is building for Charles A Stone. This
yacht is 140 feet long and 16 feet breadth. The plating
is all finished and is a wonderfully fine piece of work of
which all at HerreshofF's are very proud. This yacht is
to be fitted with Herreshoff engines of 1,700 h.p. and
Herreshoff boilers and is to make 20 knots.

A 55-foot cruiser for Henry L. Tiffany of New Bed-
ford having 16 feet breadth is to be driven by a 7S-h.p.
Speedway engine with geared drive.

The Vansanta for George M. Pynchon is completed
and has been delivered to her owner. This is a very
attractive-looking power boat 85 feet long and with two
Speedway engines of 150 h.p. each, driving twin screws
and making 18 miles an hour.

A high-speed express cruiser has been built for August
Heckscher. This yacht is 66 feet long, and with two Van
Blerck engines of 200 h.p. each is to make 30 miles an
hour. The boat is named Adolar.

An order has just been placed with the Herreshoff
Company for a yacht 165 feet long to be built of steel.
This vessel is for next season and will be driven by two
Winton crude-oil engines which will be connected with
two electric generators driving two electric motors.

The auxiliary schooner yacht for Carll Tucker is nearly
completed and ready for commission. This vessel is built
of steel and is very -similar to the Mariette built in 1916
by Herreshoff's for J. F. Brown of Boston. The new
yacht is 108 feet length over all, 77 feet on the water-line,
23 feet breadth and 14 feet 10 inches draught. It has a
75-h.p. Speedway engine as auxiliary power. Mr. Tucker
has named his yacht Ohonkara, which is Indian and being
interpreted means "come aboard." Yachting history tells
that this broadcast invitation may be rather dangerous.
Some years ago Commodore Caldwell H. Colt was senior
flag officer of the Larchmont Y. C. and owned the famous
old schooner Dauntless. The Larchmont Club like others
has its own signal code and one warm afternoon flags
were hoisted on the Dauntless and a gun boomed out to
call attention to the signal. The flags said "come aboard

and have a drink,'' and the decks of the Dauntless were
not large enough to accommodate the thirsty crowd. But
then times have changes. Yachts in the old times before
the present dry spell were wet inside as well as outside.

Lawley's Yard a Busy Place

Eastern yachtsmen are taking a very active interest
in the sport this year, as visits to all the building yards
in the vicinity of Boston prove very emphatically. Not
only are many new craft being built but hundreds of
yachts, large and small, are fitting out.

One of the busiest spots is the yard of the George
Lawley & Son Corporation at Neponset, Mass., and one
might think that yachting was at its pinnacle of success
to judge by the work being done there. The big basins
at this plant are filled with some of the best known
American yachts, and on a very large number of these
work is being rushed as fast as possible to have them
ready by the time the weather really settles to a normal
state. Of course the work is delayed. Varnishing and
painting cannot be done in the rain, and some yachts that
were to be out early will be late. This is an experience
found all along the Atlantic Coast. The weather this
Spring has played havoc with the work of the yacht
builders and seriously interfered with the pleasure of
the owners.

At Lawley*s things are being rushed. "Uncle George,"
as the popular president of the Corporation is affection-
ately called by all who know him, is busy pushing his
work and smoothing the rumpled feelings of those who
don't apreciate what harm poor weather conditions will
do. Fred Lawley, the designing and constructing head
of the firm, is looking after the new boats and seeing that
the firm's slogan, "Lawley built,'* is shown in all the
work; and A. E. Eldridge, the treasurer, is attending to
the office end. This trio makes a fine combination.

Last Winter a large concrete and steel boat shop with
its contents, including two newly built yachts and an
older shop that had been removed from South Boston,
were burned. The fire was a very serious loss and caused
much delay in the work of the plant. It seems, however,
to have been somewhat of a boon to those who own or
live in cottages at Neponset, for charred and partly
burned logs have been hauled from the ruins, and in their
spare time the residents of these cottages are chopping
them into kindling wood for next Winter's supply. The
new shop is growing fast. It is 200 feet long, and when
completed will be a most up-to-date addition of concrete
and steel construction.

The largest vessel building at Lawley's is the 195-foot
steel auxiliary schooner for Edgar Palmer, designed by
A. Loring Swasey. This yacht is to^-^e equipped with

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June

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15

Winton crude-oil engines and electric generators and
motors. It will be equipped with every modern appliance
for operation and navigation, and richly furnished and
equipped. The frames are nearly all bent, the material
is being assembled and the keel is to be laid very shortly
in the shop where a steel yacht for R. T. Crane Jr. is
now nearing completion.

The Crane yacht, built from designs by Henry J.
Gielow, is a steel vessel no feet long. It is to be driven
by two six-cylinder 8-inch by 11 -inch Winton gasolene
engines. This is the largest yacht built in this plant for
use this season and it will be a very attractive addition
to^ the fleet of American pleasure craft.

In the same shop is a '75-foot cruising power yacht for
former Senator H. F. Lippitt. This vessel was designed
by F. D. Lawley and is equipped with two Sterling
engines, GR model of 300 h.p. each, and is to make 23
miles an hour. Senator Lippitt visited the yard a few
days ago and was immensely pleased with his new yacht.

A 1 1 5- foot houseboat built from Gielow designs for
J. Harrington Walker was ready for launching and was
to have gone south last Winter, but was destroyed in the
fire. A new yacht has been built but has been transferred
to another yachtsman. This yacht is powered with Win-
ton engines.

A duplicate of the Hoosier V, the fastest express
cruiser, is being built for Carleton Hammond of Boston.

This boat, however, is to be driven by one six-cylinder
Sterling engine, GR model, instead of two as in the
Hoosier V.

Two Class R sloops are nearing completion in another
shop : one from designs by John G. Alden, and the other
from designs by George Owen. These boats were built
upside down, and then turned over to have their lead
keels bolted on. There is a marked difference in the
models of the two and their meeting will be interesting.
They are to race later in the season against Addison G.
Hanan's new sloop.

In this shop with the two sloops are two new sonder
boats designed by F. D. Lawley, and two launches which
are to be shiped to Havana for members of the Havana
Y. C. The launches are 30 feet long, V-bottom model,
and each is equipped with a four-cylinder Sterling engine,
GR model of 150 h.p.

A 48-foot cabin cruiser is building for Graham Peters
of Boston, which, with a six-cylinder GR model Sterling
engine, is to make 19 miles an hour.

Several yacht tenders varying in length from 30 to 40
feet have been built. The most attractive of these was for
Commodore Edward L. Doheny's steam yacht Casiana.
It is 36 feet long, double-planked with teak coupe tender
with glass enclosure in the center, helmsman's cockpit
forward and another small cockpit for a quartermaster
aft. This launch is driven by an eight-cylinder Van Blerck

Scenes in the Yard of the George Lawley Corporation at Neponset, Mass. The Upper Left Shows Activity in Fitting Out Yacht. Upper Bight is
a new 116-Foot Houseboat, Built From Qielow Deiigni. Lower Left Shows the Indra on the Ways and Lower Bight the Two_New B
Class Sloops and a Sonder Boat. No, This Picture is Not Upside Down; the Yacht is Built This Way

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June

engine, and it made the trip from Boston to New York
in 13 hours running tirne. The launch was designed by
Henry J. Gielow.

The Constellation, flagship of the Eastern Y. C, owned
by Commodore Herbert M. Sears, is one of the largest
sail yachts fitting out. Constellation is 131 feet over all
length. She was built in 1889 from designs by the late
Edward Burgess at Piepgras's yard at City Island, and
now has a four-cylinder Standard engine installed as
auxiliary power. Former Governor Douglas's Machigonne
H, a steel steamer 140 feet long, and the steam yacht
Halcyon, both of which were used by the Navy in the
war, have had their war paint and fittings removed and
are being put on a peace basis again for use this season.

Among othef yachts fitting out are Edward Lovering's
auxiliary schooner, Indra; E. F. Greene's auxiliary
schooner, Windward; George A. Draper's steam yacht,
Elkhorn ; Louis K. Liggett's power yacht, Marold ; Robert
Saltonstall's schoner, Caroline; E. J. Bliss's schooner,
Shawna; Bancroft Davis's auxiliary yawl Emily Jane,
and the Content, Inca, Narkeeta, Wasaka, Tramp I and
Tramp H, Shiassa, Spalpeen, Seafarer, Toormina and
manv others.

Steam Yacht Xarlfa, BnUt In 1894, Now the Tender of Vanltte

Jacob's a Yachting Center

Jacob's yard at City Island has, like Herreshoff 's, been
a center of attraction because the Cup yacht Vanitie
has been refitted there, and an additional attraction has
been the presence of the Shamrock IV, the Cup challenger.
But in addition to these two yachts many others have
been refitted and several are still receiving finishing
touches.

The ruins caused by the big fire of last March when
the Queen, Mystery and other vessels were destroyed
have almost disappeared. The wrecks of these vessels
were sold for junk and only the hull of the Mystery
remains. This hull was not damaged beyond rebuilding.
It has, however, been sold for use in a commercial line,
and is to have the lead keel taken off. When the busy
rush is over and the scarred land cleared, Mr. Jacob
plans to erect new shops and store houses and will make
his plant much more coniplete than it has been in the past.
Mr. Jacob suffered very serious loss by the fire. All his
data, plans, models, etc.^ the result of twenty years of
work, were destroyed and cannot be replaced.

The Corona, owned by Qeveland H. Dodge, has been
thoroughly overhauled, and the famous yacht, now 2y
years old, looks as well as ever. She was built by Herres-
hoff as a Cup yacht in 1893, the year Vigilant was the
defender.

The Elfay, formerly Katoura, after having been hauled
off the reef where she touched during her recent southern

A Victory Glass Sloop Beady for Laanchlng at NeYins*8 Yard at Oitj

Island

cruise, is being overhauled and repaired. She was not
seriously injured. The auxiliary schooner Ariadne, now
owned by ChristofTer Hannevig, is being conditioned.

Among other yachts that have been or are now being
fitted for commission are : the power yacht Juniata, built
in 191 1 by Jacob's from Gardner designs for George W.
Elkins; the auxiliary brigantine Mohican, built in 1890
by Lairds from designs by St. Qare J. Byrne, and now
owned by Robert W. Perkins; the steam yacht Gem,
owned by William Ziegler Jr. ; the steam yacht Xarifa,
now the tender of the Vanitie; the power yacht Taniwha,
owned by H. B. Anderson ; the steam yacht Emerald ; the
schooner Idalia, owned by Joseph B. Morrell; the sloop
Medora, the yawl Lasca, the Houseboat Briney, the house-
boat Moss Digger, the power yacht Fli Hawk and the
schooner Intrepid, recently purchased by Alexander
Smith Cochran.

The power yacht Cigarette, built by Jacob for L. Gor-
don Hammersley, is to have new engines. This yacht,
55 feet long, was originally equipped with two Duesen-
b^rg engines and with these she made 35 miles an hour
on her trial. Now Murray & Tregurtha engines are to

Flrit of the Victory Sloops, Owned

5Tti?ecr!^

On^nTf on Her Txlal Tklp

June

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* I Her principal dimensions are :

1 Length o. a 144 feet

2 Length, w. 1 133 "

1 Breadth, moulded 20 "

'^ J Draught 7

17

Haida, 155-Foot Cruising Power Yacht, Building at Kyle ft Purdy'g for
M«Jor Max 0. Fleisclunann

be substituted, and with these it is expected that yacht
will make 38 miles an hour. If she is a success, Mr.
Hammersley plans to enter the yacht in the cruiser con-
tests at Miami next winter and try to beat the record
made by Hoosier V.

The Sonica, formerly the Savarona, is at Jacob's for
a refitting. This yacht has just returned from an ex-
tensive southern cruise. She was built in 1906 by Lawley
and is equipped with a Standard engine for auxiliary
power. The fire destroyed the plans, templates, and pat-
terns of the new 150 foot power yacht for Vincent Astor
as well as frames that had been bent and material assem-
bled. The keel has been waiting for months now because
it is impossible to get the steel. Work will be resumed
as soon as possible.

A few days ago the old Cup defender Puritan put in
the basin for repairs. She is now an aujciliary and is
used in commercial work but she looks just as good as
when she was built in 1885 except that she is not so
bright and fresh. She is in marked contrast to the
Vanitie and Shamrock, the present-day Cup yachts.

Victory Fleet at NevinSv

Nevins's yard is filled with yachts and many of them
are being overhauled. Nevins built twenty of the Victory
Qass of sloops and the workmanship on those boats is
fine. The yachts sail well too and they will furnish some
of the best racing of the season. In looks they are not
all that they might be, but the raised cabin and the straight
so-called Marconi spar are largely responsible for the
odd appearance. Their models are good and they will
be fast.

Next to Nevins's yard is Ratsey's fine sail loft, where
the sailmakers have been busy since last October. Ratsey
has made sails for both the Cup defenders. Resolute and
Vanitie, and of course for the Shamrock, but that yacht's
sails were made at the Cowes plant.

At the yard of Kyle & Purdy the new yacht for
Major Max C. Fleischmann of Cincinnati is nearing
completion. The plans and specifications for this yacht
were drawn by Henry J. Gielow. This new yacht is to
be named Haida and is built of steel, the plating being
in and out, as this style of construction gives the greater
strength with less weight. The lines of the vessel, while
showing power, are very easy, extending in fair curves
from stem to stem.

7 inches

7 "
o "
6 "

Fortuna, Houseboat, Launched

President A. T. Murray of the American Bosch Mag-
neto Company has just received from the New York
Yacht, Launch & Engine Company of Morris Heights,
New York City, the power yacht Oriana II.

The Oriana II is substantially built in every detail.
The interior finish of this boat is raised paneled poplar,
white enameled, rubbed to a flat finish. AH bureaus,
lockers, etc., are of mahogany. The plumbing is from
the J. H. Curtiss Company, and the fixtures are of the
latest type. The stove is fitted with an Oliver kerosene
burner attachment, which eliminates the use of coal, at
the same tinxe giving every advantage of a coal range.
The gasolene tank is of copper with a capacity of 350
gallons. The material for the interior decoration, includ-
ing carpets, curtain^, upholstery and coverings, were fur-
nished by W. & J. Sloane and are of excellent taste.
There are two small boats, one a 14- foot tender and an
1 1 -foot dinghy.

The Oriana II is laid out with guests' quarters for-
ward consisting of two built-in berths, a built-in toilet
and the necessary lockers and drawers, making this com-
partment complete in itself. Partly under the bridge and
partly in the main cabin is the engine room, which is
fitted with an eight-cylinder Sterling engine and a belco
electric outfit. The crew's quarters are also located in
the engine room, having accommodations for two men.
The gallfey is aft of the engine room, extends the full
width of the boat, and is fitted with built-in ice box, sink,
Shipmate coal range, dresser, etc. The main saloon is
aft of galley, on each side of which is a Pullman berth
and a locker. The owner's quarters consist of a state-
room aft with two built-in berths, lockers, bureaus and
a toilet.

(Continued on Page 40)

A Broadside Launching of the Houseboat Fortnnai Designed by
Oielow for Richmond Talbot

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The Lure of the Canoe

IN the whole field of water sports there is no division
that has more devotees than the canoe. Men whose
cruising grounds are the roaring rapids of the wilderness
or the crested seas of the ocean depend upon the light craft
for their pleasure and often for their livelihood as well.
The true canoeman is at home whether there are three
inches or three miles of water under the keel. On one
week end he may drift placidly down some rural stream
flanked by rolling farm or wodland, while the next may

Shooting Falls on the Bamapo River. A Steady Hand and a Staunch
Boat are Required

find him dashing through primeval forests defying the
rapids' wrath. He may hoist his sail and accompany the
yacht club fleet on their afternoon runs; or if he is of
the sort that likes to commune with Father Neptune, he
puts on the heavy weather rig and proceeds to sea. The
famous 1 7- foot canoe Yakaboo, owned and handled by
Frederic Fenger of Boston, cruised through the islands
of the Caribbean, being at times out of sight of land for
half a day or more.

Few people appreciate the remarkable seaworthy quali-
ties of the canoe. A decked sailing boat handled by an
experienced man is quite capable of making any trip that
can be made without sleep. It is of course necessary to
get to smoth water before one turns in for the night. In
the hands of canoemen these little boats do not upset

The More Conservative OrnlBers Preferred to Carry Around the Tumbling
Waters of the Dam

except when attempting **stunt" work such as the boat
shown in our picture that is leaping the water falls. The
accidents one hears about are caused by overloading the
boats or by allowing inexperienced men to handle them.
Canoes are of two general types. The canvas-covered
or "rag" boat is the most popular, and is used for rough
service where the boats have to be carried through brush

Spring Thaws Provided Plenty of Water for the A. 0.
the Annual Atlantic Division Cruise

A. Canoemen on

or dragged over rocks. The wooden canoe is lighter and
more easily handled, and when decked over is used for
deep water or racing service. The ketch-rigged, decked
sailing canoes will outsail the majority of the racing
knockabouts of two and three times their length. Canvas
boats cost about $70 while a completely equipped racing
machine may cost as high as $450.

(Continued on Page 50)

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Planning for Many Contests

The Bermuda Race

The Bermuda race being arranged by the Columbia
Y. C. is scheduled to start noon Saturday, June 26th, from
off the club house at the foot of West 86th Street, New-
York. The regatta committee of the club has decided
to accept entries from owners of power yachts not less
than 39 feet load water-line and to classify the yachts
entered somewhat according to their lengths in order
to make the races as interesting as possible. They will
put all yachts of about 100 feet in one class. Those of
50 feet in another and these classifications will naturally
depend on the number of yachts entered. Each yacht
must pass the inspection of the committee before being
allowed to start and each yacht must carry a crew of at
least five persons, two of whom must be amateurs.

So far the only entry is that of the Cristina, owned
by Vincent Astor. This yacht is 1 10 feet length over all,
103 feet on the water-line and is powered with two six-
cylinder 8J4 by II Standard engines, which drive twin
screws. The Cristina was built in 1908 by Lawley from
designs by Henry J. Gielow.

While this is the only formal entry several owners
hkve signified their willingness to take part in this race
provided their yachts can be got ready in time or their
business can be arranged to allow them to be away for
several days. The committee has decided that there must
be five starters or it is no race and the indications at
present are that the fleet will exceed that number.

Among those who may take part are A. T. Murray,
president of thie American Bosch Magneto Company, who
has a new yacht named Oriana II, which has been built
by the New York Yacht, Launch and Engine Company.
This yacht is 53 feet long and with a Sterling engine of
lis h.p. is to make 14 miles an hour.

Humphrey Birge of Buffalo, owner of Miss Liberty, a
5 1- footer built by the Great Lakes Boat Building Cor-
poration and powered with an eight-cylinder Sterling
engine, has expressed his desire to take part in the race.
A. C. Woodman of Philadelphia will enter the Elbaroda,
a boat 82 feet long on the water-line and built by the
Consolidated Shipbuilding Corporation last year. This
yacht has two Speedway engines.

Philip de Ronde of New York may enter the Inkosi,
a 65-foot yacht built in 1918 from Gardner designs by
Wood & McClure at West Mystic, Conn. This yacht
has two six-cylinder Speedway engines.

Howard W. McAteer of New York will enter the
Aloha, a 72-footer built in 1907 by the Williams, Whittle-
sey Company and equipped with a six-cyHnder 8 by 10
Standard engine.

The Florence, owned by Julian F. Detmer, 127 feet
6 inches on the water-line and equipped with two Winton
engines is another possible starter. This yacht was built
by Lawley in 1914 from designs by Henry J. Gielow.

J. D. Birden of Baltimore is having a yacht built

which he hopes will be ready in time for him to take part

. in the race. Other yachtsmen who are waiting for new

boats are also hopeful that they will be able to participate

in this race, so the outlook is particularly good.

Already arrangements have been made whereby the
contestants will be able to re-fuel at Bermuda. The
Standard Oil Company will send a special boat to Hamil-
ton to be there before the yachts arrive so that they will
be able to fill their tanks and start for home as soon as
they like. The Royal Bermuda Y. C. will arrange the
details of the race home and will consult with the own-
ers before announcing the date or these conditions.

ft®®

Challenge for Manhasset Cup

The Corinthian Y. C. of Marblehead is to compete
in a race for the Manhasset Bay Challenge Cup now held
by the Indian Harbor Y. C. H. L. Bowden, who has
owned the Class P sloop Hayseed, formerly Michicago,
has purchased the Valiant, another Class P sloop, for-
merly owned by George Lee. The Hayseed last year did
well in the class racing, defeating the other yachts until
the Wasaka came out, when she was beaten. Mr. Bow-
den is having a Marconi spar designed for the Valiant
by William Gardner and she is to be tried out against
the Hayseed, and the faster of these two yachts will be
the challenger. Hayseed has a 60-foot spar. That of the
Valiant will be several feet longer. The Nahma will
defend the cup.

ft®ft

Niantic Bay, an Active Club

Niantic Bay, a small inlet on the north side of Long
Island Sound, just west of New London, is well adapted
to small boat sailing and a fleet of at least fifteen cat-
boats of the sneak box model, 15 feet long, will compete
in many races arranged to be sailed next Summer. Com-
modore J. A. Stevens has a summer home at Niantic and
in 1905, his first season there, he found out .what a mag-
nificent piece of water Niantic Bay was for sailing
yachts of small type. He had an 18-foot sneak box, cat-
rigged, built by J. H. Perrine of Bamegat, N. J., shipped

(Continued on Page 45)

r

.**

NUntic Bay Fleet of 18 -Foot Cat Boats Baclzig

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Wire Rigging and Rope Work

By H. Percy Ashley

PART III

Wire Splicing

Tools, — The tools are few and simple, consisting of :
an iron bench vice; one pair 8-inch cutting pliers (Vulcan
brand is the best) ; a pricker (the iron of which is
about 6 or 7 inches long, and ^ or J4 inch in diameter
at handle, which is large enough for wire rope of
Ij4 inches circumference; for larger rope use a wire
rope* marlin spike) ; a wooden mallet and a cold chisel.

Wire splicing is not at all the complicated job the
uninitiated make you believe. There is really only one
kind of splice used in wire rigging, as everything is
simply a loop splice. Your shrouds, etc., at mast head
arc merely large loops, and the thimbles are only smaller
loops pulled tightly around the thimbles.

Plate 29 — Showing Six Strands and Hemp Core in Center

The splice is simplicity itself, being only the six loose
strands wound around the six contact strands, with
the lay of the ropes in the same direction in both.

See Plate 35. Each loose strand starting and ending
in space, between the six contact strands. It only re-
quires a little practice to make the splice a perfect job,
and to look as if it were a part of the steel rope put in
place by machinery (see Finished Base Splice Plate 41).

Plate 30 — How to Serre Bope Before Cutting. Arrow Showi Place to Cat

To sum up a splice : it is only the loose strands wound
around the contact strands of the wire rope — two or
three times for each of the six strands.

How TO Splice a Shroud Loop, Runners and Bridles

See Plate 29. Note the wire rope consists of six
strands and hemp core. This core is cut out at the
point where the loose strands meet. Observe each strand
is twisted tighter than the lay of the strand at the

Plate 31 — The Proper Position to Pat the Strand in Vice and Twiit the
End With a Lay of Wire, Ufing the PUeri For That Purpose

extreme end, to prevent it from unravelmg, also that a
stopper or serving is put on the rope at the pdint where
loose strands meet. In cutting your wire with a cold
chisel, always serve each side of the intended cut (see
Plate 30).

1

Plate 32 — How to Hold a Wire in Vice While Splicing. One Tuck Taken

It shows at the center how the rope is served (cord
or electrician's tape wound around it) before cutting.
The place designated to be cut is between the two serv-
ings and shown by arrow. First parcel and serve the
wire intended for the loop (see Parcelling and Serving).-
The required dimensions of your loop depends, of
course, on the size of your mast at the head, but the

Digitized by

Google

June

RUDDER

31

Plate 85— Orofs Designates Loose Strmnd Tacked and Wound Aronnd

Oompaet Strand Shown by Star. Note That the Lay or Twist of

the Wire in Both Strands is the Same

shroud loop should hang at an angle of about 45**
For example: if your mast is 3-inch diameter, the loop
should be 12-inch circiunference at inside measure;
which would equal an additional circumference of J4 of
the circumference of your spar at contact point.

See diagrams of mast head working drawings.
Measure down your wire rope about 10 or 12 inches and
put on a serving. This gives you the length of the
lo.se strands — that are to be tucked around the intact
rope. Now remove with care the stopper and when cut-
ting the wire which is at the extreme end, take each
strand of the six and unwind one at a time. Grip each
of these strands separately in the vice, letting the end
protrude about }i of an inch above the jaws of the vice
and twist several times, with the lay of the wires, using
the pliers. This tightens the end of the strand and pre-
vents it unraveling.

Plate 37— The First Three Tucks, Strands A, B, 0, in Rotation.
These are Under Tucks

Unreeve all loose strands down to the point of seizure
or whipping at meeting of strands (see Plate 29). Place
your contact rope in vice in position as shown by Plate 32.
Now cut out the hemp center or core, and of course the
wire rope has been previously served with marlin or

Plate 34 — Shows the Front Tuck

Plate 31. They can be whipped (wound with waxed
shoemakers' ends, or fine cord, see Plate 43 ) . The former
is the most practical method. In the running (12- wire)
steel rope — owing to each strand having a hemp core it
is difficult for a beginner to twist up strands at the ends,
and a whipping may be used for convenience.

Plate 31 shows the proper position in vice of
brands to be twisted. Plate 29 shows how all the strands
have been twisted at the ends (each end being twisted).

Plate 88 — Showing One Tnck for Bach Strand Before Pulling Snng

covered with pigskin. Divide three strands on each side
of contact wire as shown in Plate 36. You will note that
strands A, B and C are on the right side of contact wire
and D, E and F on left side. The letters denote the rota-
tion in which the strands are tucked around the contact
strands of the rope.

FUte 86 — Three Strands on Each Side of Contact Bope

Plate 89— One T«ck for Each Stri

■ffg^z^is g°y"GoogIe

22

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RUDDER

June

Plfttt 40 — Three Tacks and Beady to Ont Off the Six Strands. Close to
Contact Bope

Plate 34 shows the first tuck. Put the contact wire
in the vice, as shown in Plate 32. Bend around your
loop, putting three strands on each side of contact wire
(Plate 36).

Hold loop in left hand, insert pricker in between the
contact strand nearest to loose strand A (do not with-
draw pricker until strand has been installed under con-
tact strand). Withdraw pricker, use pliers holding the
end of strand and give quick jerk toward vice, and if
the lay of the two strands (contact and loose) are the
same, it will slip in place. Before you pull tight, see that

Plate il^Finlshed SpUce

the lay or twist of the wires are the same. Use the
utmost care that no kink is made in the loose strand, as
it is very difficult to take out.

Plate 38 designates the six loose strands of one tuck
each, before being pulled in snug. Plate 39 is the same
six strands, pulled snugly in place. Put in three tucks

Plate 42— Finished Senred Mast Head Loop

for each strand and make them stand out in a row, as
shown in Plate 40. Put your splice on a block of wood
and use mallet on splice, cut off the six strands close to
the intact rope, use the mallet lightly, and again go over
all the splice, and it should be like Plate 41. The splice
is now parcelled and served and finished (see Plate 42),
but requires two coats of varnish before being hung
around the mast head, gaff or boom.

It would be well to get a piece of 5/16-inch diameter
(7 wires to a strand) iron rope and practice on that
before starting your gang of rigging.

(To be Con tinned)

Plate 43 — Showing Whipping at Extreme Ends of Strand^ for 12-Wire
Bnnning Steel Bope

A^

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Enchantress II, a 74-Foot Express Cruiser, Designed by Bowes k Mower, Equipped W11

^m^fi'^^oogle

Ignition

By E. J. Williams

MANY users feel incapable of doing anything to
the ignition system, due principally or primarily
to a lack of knowledge of what the system consists of
and the principle of operation. Jump spark battery
systems are made up in numerous styles and with all
the different principles which are in use they all have
the same basic units comprising the system, namely,
coil, timer and battery.

A jump spark coil is made up of a core, primary
and secondary winding and condenser, generally em-
bodied in one unit, and with or without a vibrator.

Some systems utilize one coil
for each cylinder; others only
one coil for all the cylinders.

Coils are made with one
low-tension and one high-ten-
sion connection for each coil
where one coil is used for each
cylinder, and the same two con-
nections when one coil is used
for all cylinders. With the
former style of timer systems
the coils are invariably equip-
ped with vibrators, or a master
vibrator for all the coil units,
while with the latter coils vibrators are seldom used,
the spark delivered at the plugs consisting of a single
spark instead of a series of sparks as when using a
vibrator.

When only one coil is used for more than one cyl-
inder, the timer is generally called a timer-distributor,
because it combines a timer and a distributor in one unit,
the distributor being necessary to distribute the current
from the same coil to the next firing cylinder. The timer
arm in this system separates the contact points, or closes
and separates them once for each cylinder, controlling
the low-tension or primary winding of the coil, at the
same time the distributor arm rotates distributing the

Timer, Used With Four In

dtridaal Ooils for Four

Cylinder Eni^es

Non-Vibrating
Type Coil

Single Cylinder Vibrating
Coil Uied with Timer

secondary or high-tension current from the secondary
coil winding to its proper spark plug.

Timer-distributor systems are made in various styles
of design and construction, but aside from general ap-
pearances and minor details the principle is the same and
all arrive at the same result by different design of con-
tact-breaking methods or distributor arrangement. Some
contact apparatus produce a sharp snap in which a trigger
form of principle is utilized; others have cams which
operate levers fitted with contact points, which close at
certain determined positions; while others are made
which close the circuit throughout a large period of its

Tlmer-DlBtribator
Unit for Six Cylin-
ders, Used with Sin-
gle Non- Vibrating
Coil

Operation and open momentarily to produce the spark
at the plug.

Coils with vibrators occasionally cause difficulty due
to the vibrator being incorrectly adjusted. When the
engine begins to misfire, some persons have a habit of
first giving the vibrator adjustment screw a turn on all
the coils before looking elsewhere for the trouble. The
screws are seldom turned back to their original posi-
tion after the misfire is eliminated, which may be
found in some other part of the engine equipment, and
finally the points become badly pitted and cause poor
contact simply because too much
current was passing through them.

The proper method of keeping vi-
brators in perfect working order is
to see that the contact points are
clean and the surfaces present a flat
face to each other. Turn each vibra-
tor adjusting screw down until it vi-
brates when the timer is in contact
for that individual coil. When all
vibrators operate and the engine is
started, if all cylinders fire correctly,
turn back the vibrator adjusting screw
slowly until the engine misfires in

the cylinder which the coil repre-
sents, then turn the screw slightly in
the opposite direction until the mis-
fire is overcome. If, on the other
hand, the engine begins to misfire
when started up, locate the coil rep-
resenting the misfiring cylinder by
touching or resting the finger on
each vibrator until the one is found
which has no eflfect on the operation
of the engine. This one, then, is the one which will have
to be adjusted as previously described.

After each vibrator has been adjusted leave it in this
position. This position of the vibrator adjusting screw
represents the most efficient adjustment obtainable to con-
sume the least amount of current from the battery. In
other words, it is the lightest contact pressure on the
vibrator points which will ignite the gas in each cylinder.
This light contact pressure naturally permits only the
minimum amount of current necessary to satisfy the coil
to produce a hot spark at the plugs. It is always well
to remember that the tighter the
vibrator adjusting screw is turned
down the more current flows
through the points, the sooner the
points pit, and the quicker you
experience vibrator trouble.

If adjusted properly as de-
scribed, the wear will be reduced
to a minimum, and maximum re-
sults will be derived. It is always
best to periodically inspect the
contact points for evidence of

P

Contact Breaking Ap-
paratus of Trigger
Constmctlon Used on
Timer-Distributor

Four IndlYldual Colls
with One Master Vibra-
tor Used with Timer —
One Coil for Each Cylin-
der. But Only One Vl>
brator to Adjust

ogle

34

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RUDDER

June

pitting or dirt. Coils having no vibrators, of course,
eliminate this detail, but with non-vibrating ignition
systems, as previously mentioned, one coil is used for
all cylinders and a timer-distributor is used. While no
vibrator contacts are used except in an occasional sys-
tem where a vibrator is combined, with or separate

#

TUner-DlBtribntor In On« Unit, and Showing Diitributor Head Removed
and Cap Off the Timer

from the coil, for starting purposes, the timer must
have contact-breaking mechanism, with contact points
which require being kept clean, surfaces flat and prop-
erly adjusted, and the means of adjustment varies ac-
cording to design.

If difficulty occurs when using a timer-distributor
system, the contact points should be looked over. They
should be attended to and adjusted in accordance with
the directions issued by the manufacturer. Very often
the first indication of trouble will be erratic firing of the
engine, in which case the cam operating the contact lever
may not turn in a true circle, due to wear in the bearing
of the spindle to which it is attached. This can be easily
determined by trying to locate any looseness or play with
the cam. If the cam is loose on the shaft it may, how-
ever, cause this condition. In case the bearing is worn
and there is no means of take-up, it will have to be taken
off the engine and repaired before results can be ex-
pected.

A broken carbon in the distributor arm may also cause
difficulty and this should be renewed at once.

In this system one high-tension cable leads from the
coil to the distributor, and another cable from the dis-
tributor to each spark plug. Old cables leading to any of
these points will cause trouble sooner or later. Trouble
in the high-tension cable from the coil will cause difficulty
in all cylinders, or no spark at any
plug. Misfiring in one cylinder can
be caused by the contact-breaking
mechanism not operating for the
cylinder, bad cable or terminal con-
dition at the plug, or the spark plug
itself.

Lack of spark in all cylinders
may also be caused through inaction
of the coil itself, owing to insulation
breakdown, condenser connections
being bad, condenser becoming inac-
tive, contact breaker sticking or
badly out of adjustment by contact
screws not coming together, or by
the high-tension cable leading from
the coil to the center of the distribu-
tor becoming broken, which would
not convey the current to the dis-
tributor as previously described.
Timer-distributor systems are also made in which
hard-starting features experienced with some engines are
overcome. This consists of using a vibrating spark of
fairly long period of duration at the spark plug, and is

Diagrammattcally

Showing Oonnectionf

of Foor-Oyllnder

Tlmer-Dlitrlbntor

Syitem

accomplished by using a vibrator on the coil which is in
operation only when starting. A special switch is used
with this system which cuts in the vibrator when the
engine is to be started, and as soon as the engine is in
operation, by turning the switch to another position the
vibrator is cut out and the coil operates as a non-vibrat-
ing coil, as previously re-
ferred to. Coils of this type
are very convenient where
engine manifold or carbure-
ter conditions are such that
the engine is hard to start.
The reason for the vi-
brating spark firing the
charge of gas when a single
spark fails to do so is due
to the long duration of the
spark produced generating
enough heat at the spark
plug points to overcome the
off proportions of the gas in
the vicinity of the plug in
the cylinder. In other
words the vibrating spark
will ignite a proportion of gas and air which a single
spark will not readily do. This is also one of the
reasons why a vibrating spark is sometimes necessary
to start engines which are hard starting when the
ignition equipments consists of a magneto. When the

Tlmer-mstrlbntor System Com-
bining Timer. Dlstribator and
Coil in One Integral Unit With
Drive Shaft Extension. This
Unit Can Be Installed In Place
of a Magneto, as Its Base is
Standardised With Magneto
Bases

1

>*|f.

>

0

Dlstribator Bemoved From Magneto, Showing

Oearlngs Necessary Between Armatnre and

Dlstribator for the Latter to Bon at 0am

Shaft Speed

Magneto Contact
Breaker Showing
Similarity to Timer-
Distributor Breaker

engine is running, however, a single spark non-vibrat-
ing coil will produce more synchronous ignition than
the vibrating type.

The contact-breaking mechanism found in most of the
timer-distributors more closely resembles the various
types of magneto contact breakers than they do those of
the ordinary timer and coil systems, except that they
have one break or separation of the contact breaker for

^

Low Tension Magneto and Make-and-

Break Coil, Both Familiar Equipment

on Make-and-Break Engines

dBtL

Magneto Installation—a BTeit,
Simple, Compact Attachment

each cylinder during its revolution, while the magneto of
the two-pole type has two separations of the points per
revolution, irrespective of the number of cylinders over
two.

In a magneto where the contact breaker opens twice
during each revolution of the arm^ure-^to which the

Digitized by vjlj

June

THEe»ft

RUDDEP

25

contact breaker is attached— ;^earing is resorted to be-
tween the armature and the distributor to make the latter
operate at cam-shaft speed, which is the same spepd of a
timer-distributor. This gearing is necessary to distribute
the current to any number of cylinders over two. Though
magnetos have been made to operate four cylinders —
without a geared distributor to operate at cam-shaft speed
— by utilizing a double collector ring on the armature
shaft, this system or principle delivers a spark in two
cylinders simultaneously, one occurring in the correct
cylinder and the other in a cylinder in which the piston
is on the exhaust stroke. However, due to structural ar-
rangements necessary to produce this type of magneto,
especially that of the armature, and also due to its base

Two Styles of Weil-Known High-Tension Magnetos; Waterproof and
Von-Waterproof Types of Separate BCannfactnre

dimensions not standardizing readily with other types,
it has never met with enthusiastic reception.

Magnetos have gradually drifted from the low-tension
styles of a few years ago to the strictly high-tension type.,
with the primary and secondary winding on the armature.
A few years ago the low-tension magneto was a very
familiar piece of apparatus on marine engines and several
makes of automobiles, but today it is only occasionally
seen on some heavy-duty engine equipped with make-
and-break ignition.

The high-tension magneto makes the installation and
whole ignition equipment so simple, compact and neat to
attach to an engine that its nearly universal adoption,
especially on large engines, is not to be wondered at. The
protection from moisture afforded by the location of the

heavy-duty engine makes the installation reliable, even
without taking into consideration the weather-proof types
of magneto which can be furnished by magneto manu-
facturers. Another appealing feature of the magneto is

e li

•

Botor or Armatare of Magneto, Not Woond With Wire, Showing Bear-
ings and Pole Shoes to Which is Attached Ooil Windings
Under the Magneto

the absence of intricacies, which is welcomed by the en-
gine owner.

High-tension magnetos at one time strictly consti-
tuted the type using a primary and secondary winding
on the armature, and without the aid of additional coils
produced a hot, synchronous spark capable of igniting a
wide range of gas proportions within the cylinder. Many
events of international character in the way of speed, en-
durance and reliability were won with this type of igni-
tion equipment over all other systems ; in fact, during the
late war all nations proclaimed the superiority of the
strictly high-tension magneto for practically all war re-
quirements.

Today we have what is known as the high-tension
magneto with or without a primary
and secondary winding on the ro-
tating armature, and the high-
tension magneto with a low-tension
winding on the armature and an
additional coil or transformer lo-
cated inside the magneto housing or
separate therefrom. With years of
experience back of the various well-
known makes of magneto today,
there appears to be no question
as to the reliability of the various
products, even though a different
principle is involved in their manufacture

Magneto in Section
Using Above Shown
Botor and Pole Shoes.
Coil and Condenser
Can Be Seen on Top
of Pole Shoes Over
Botor

The Work Bench 4

A MONTHLY department for yachtsmen who build
their own equipment is to be established in The
Rudder. In each issue there will be a question pertaining
to the design and construction of some item of equipment
for power or sailing yachts. Foil the best answer each
nx)nth The Rudder will give a credit order for $25, which
will be accepted in payment for goods handled by any ad-
vertiser in the current issue. Contestants whose answers
are published, but who are not first prize winners, will re-
ceive a credit order for $5. Readers are invited to suggest
questions. Where postage is enclosed drawings will be
returned. Prize orders will be mailed directly after pub-
lication.

Rules
Drawings must be made with black ink on white paper
or tracing cloth ; lettering as large and clear as possible,
jand all dimensions plainly marked, as the reproductions
will not be to scale. Descriptions limited to about five
hundred words. Answers must be received on or before
the first day of the month preceding publication. Address
Contest Editor, The Rudder, 9 Murray Street, New York

^^' Question for the August Issue

Answers must be received on or before July ist.
Describe and illustrate a simple hand-operated bilge

pump, arranged to draw from the various compartments

and to discharge overboard.

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The Season's Schedule

THE yacht racing season opens this month and the
power boat owners will be busy until Fall. A rare
program of events has been arranged by many clubs and
associations in all parts of the country and as there is
very little confliction of dates the entries in the most im-
portant races should be very represenative. The racing
this year promises to be better than any previous year
and shows how quickly the sport has been revived.

Unfortunately there have developed some differences
between the yachtsmen of the east and of the middle west.
In the east the American Power Boat Association and all
the clubs allied with that Association are opposed to cash
prizes. The members believe that cash prizes savor of
professionalism and are opposed to racing for anything
except trophies. In the middle west the newly organized
International Power Boat Union favors cash prizes and
in all the races the winners and often several of the lead-
ing boats at the finish receive sums of money for their
success.

In the east each boat in a race must be steered and
navigated wholly by an amateur member of a club belong-
ing to the Association. An amateur is defined as '*one
who participates for sport as distinct from gain." This
rule also says that "no person who enters a race where
cash prizes are offered shall be considered an amateur."

The American Power Boat Association in announcing
the races for the Gold Cup which will be held at Detroit
next September also announces that anyone who com-
petes for any cash prize before the dates will not be
permitted to take part in the cup races. The program
arranged for the first week in September at Detroit in-
cludes races for the Gar Wood, Sallan, Fisher, Bronze
and Silver Trophies, the Gold Cup and the i-mile tnals,
and a week of fine sport is anticipated.

Racing in the east will open about Decoration Da>.
In the vicinity of New York the regatta of the Columbia
Y. C. on June 12th will be the first event of importance.
The Bermuda Race arranged by the Columbia Y. C. is
scheduled for Jime 26th. The race of the New York

AI. B. C. to Albany and return, 270 miles up and down
the Hudson River, will be started on Friday, July 2d.

The Block Island Race of the New York A. C. promises
this year to be the best in the history of this famous con-
test. It will be started on Saturday, July loth, and so
much interest is being taken in it by power boat owners
that at least twenty starters are expected by the com-
mittee in charge. The New York A. C. has a fine pro-
gram for both sail and power boats. As usual there is
a Block Island Race for sailing craft as well as for power
boats and on Saturday, August 14th, the club will hold
an open regatta on the Sound for sailing yachts.

The cruiser championship races of the American Power
Boat Association will be managed by the New York A. C,
on August 14th, and more than $1,000 worth of prizes are
offered as attractive features for these events. To help
swell the fleet of starters the Delaware River Yacht Rac-
ing Association has arranged a cruise from the Delaware
to Long Island Sound. The start will be made on August
loth and the vachts will arrive on the Sound in time to

A 26-Foot So* Sled, Bnllt by the Boeing Alrplmae Company From Designs

by Albert wifirm^n^ Equipped With Two Hall-Scott Engines

of 200 H.P. Each; Speed 47 Miles per Honr

H. C. Berg, Sales Manager of the Boeing Airplane Company, is Standing
Beside the Helmsman of the Sea Sled

participate in the cruiser races. The third event of the
New York A. C. is the navigation race which is scheduled
for August 28th.

The Cornfield Lightship race of the Colonial Y. C.
is scheduled for July 17th and the race to Poughkeepsie
and return arranged by the same club is set for August

2ISt.

The Mississippi Valley Power Boat Association will
hold its annual regatta at Burlington, Iowa, on July 2d,
3d and 5th. The Interlake Yachting Association's week
of racing will this year be at Erie, Pa., beginning July
nth. These two events will attract all the best and fast-
est of the boats of the middle west.

The Qeveland Y. C. has announced that the race for
the Scripps Trophy will be raced on Saturday, August
T4th. This trophy was donated by W. E. Scripps of
Detroit and was won last year by Josephine of the Erie
Y. C. It is held by the winning club until the next race.
In addition to the big prize there are ten cash prizes rang-
ing from $300 to the winner down to $10 for the tenth
boat to finish. The winner also receives a replica of the

(Continueid

Digitize

litr

n^Google

Designs

24-Foot 6-Inch Water-Line Schooner

A tiny schooner with accommodations for four per-
sons has been designed by John G. Alden, of Boston, for
Gerald W. Ford, and will be built this Summer. This
yacht is rather unique. It is to have a Marconi mainmast
with solid spar without the curve. This towers above the
foremast and gives a rather odd appearance.

The boat is designed to be a fairly smart small cruiser.

It has the hollow water-lines which Mr. Alden is using
so much, with considerable flare to the deck line. The
center of lateral plane is as far aft as possible. With a
schooner rig the boat will lie at her moorings with all
sails set and not sail around. She should be almost as
fast as a knockabout with the same sail area.

The Marconi spar measures 40 feet 8 inches to the
top of the sheave. The boom is 18 feet 3 inches long.

Inboard Profile, Arrmngemont and Deck Plani of a 24-Foot 6-Incli L.W JL. Bchoonor, Doaigiied by Jolm O. Alden

" "^"igTtiztaty^SOOgle

a8

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June

The foremast is 26 feet from deck to truck. The fore
boom is 9 feet long. The total area of sail is 656 square
feet divided as follows: main sail 367 square feet, fore
sail 180 square feet, jib 109 square feet.

The cabin arrangement, as the plans herewith will
show, is rather novel. It provides comfortable sleeping
accommodations for four with a roomy galley amidships
and seats separate from the berths. This is done in order
that they may be lower down. To get wide spring
berths it. would be necessary to raise them so high that
there would not be sufficient headroom under the deck.
The yacht has 5,000 lb of outside lead ballast.
The general dimensions are:

Length o. a 32 feet 4 inches

Length, 1. w. 1 24 *' 6 "

Breadth 9 " o "

Draught 5 " o "

©®«

A British Sea-Going Cruiser

The husky cruiser shown in the accompanying plans
is of a type that is being developed for the strenuous
cruising conditions that are met with on the other side.
This boat is 55 feet long, 1 1 feet wide and has a draught
of 3 feet 10 inches. Her designer is W. G. McBryde of
Glasgow, although her general layout and many of the
special features are the work of her owner. Colonel Dun-
can F. D. Neill, late of the British Army and now in
this country as representative of Sir Thomas Lipton in
arranging for the fitting out and the tuning up of the
Shamrock. Colonel Ndll intended to have the boat built
for this Summer's cruising oflF the Scottish Coast, but
gave up the plan in order to come here and take charge
of Shamrock.

Bigged with a Marconi Main Mast This Littto OnilMr Will Be a Distinct

NoTSlty

The plans show a boat having a pilot house over what
would ordinarily be a small bridge deck. In the pilot house
are arranged all controls and navigating equipment
Directly under the house are the two 26-30-h.p. kerosene-
burning engines. Aft there is a small self-bailing cockpit
with side seats. Just forward of the pilot house is stepped
a heavy spar carrying two leg o'mutton steadying sails.

Below decks there is a roomy saloon aft with two

Lines of a Omlslng Schooner, Designed hy John O. Alden, Which, on 24.Foot 6-IttCh L.WL.., WUl Have Sleeping ▲ooommodations for Four Penoni

and a Boomy Oalley

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June

THEfl»»

RUDDEId

39

Ontlraard Profile of a 55-Foot Cmlfing Power Boat, Designed by W. O. McBryde of Glasgow, For Colonel D. F. D. Nelll

transom berths and the usual buffets and wardrobes. Next
forward is the galley and companionway on the starboard
side and the toilet room to port. The latter is arranged
to be used as a dressing room. Forward of this space,
and separated from the engine room by a steel watertight
bulkhead, is the owner's stateroom, containing two single
berths, bureau, wardrobes and wash basin. A skylight
above gives plenty of light and air. In the engine room
there is space for the two fuel tanks, an electric light
plant and work bench. The quarters for the crew arc
forward and contain two good berths and a small toilet
room. The entire construction is of steel with wood
decks and houses.

55-Foot Houseboat

The accompanying plans are of a 5 5- foot houseboat
designed by Ralph E. Winslow of Bristol, R. I. The
designs have been made so that two different arrange-
ment plans can be used: one with the forecastle, engine
room and galley forward, and one with these rooms aft.

In both designs the same amount of room is obtained
and everything duplicated with the exception of a reversal
of the arrangement below decks. Each arrangement in-
cludes a large main cabin with buffet or sideboard, writing

desk, victrola, extension dining table, transom, two Pull-
man berths and a general storage locker under the stairs.
An owner's stateroom is provided with a private toilet
room, bureau, two berths, two clothes lockers, etc. Also
there are two guests's staterooms, with berths, bureaus,
seats, clothes lockers, etc. A large general bathroom
with shower is provided.

The galley is large and conveniently arranged, has a
large ice box, food locker, stove, dresser, sink, dish
shelves, lockers and drawer, and is well ventilated. The
engine room is roomy and provided with space for an
electric plant, hot water heater, work bench and locker.
There are provisions for a crew of two with clothes lock-
ers for each man and a crew's toilet room.

On deck there is a good-sized deck cabin with win-
dows on all sides, which will be specially popular on wet
and stormy days.

The forward deck forward of the deck house has been
designed for the navigating bridge. It is protected by a
wood and glass wind and spray shield with doors on
either side to the forecastle deck. By the use of side cur-
tains in bad weather this bridge becomes practically a
pilot house and still the persons in the deck cabin will be
able to see ahead through the windshield.

The after deck is over 17 feet 6 inches long, the full
width of the boat, and should be very comfortable with

Colonel NeUl Planned the Interior Arrangement and the Plans Show That He Will Have Very Comfortable Quarters

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RUDDER

June

U,jf^nrnrnfnr>^ i^i r j o^ q q ^

B^k2

-^JT;-.j-".:w^.v„:r.' -^r?^

56-Fooft HoiiMboat* DaiisnaA Ij Balph B. WUulow of Bristol, B. L

plenty of room for chairs, etc. A windlass is provided to 9 miles an hour. By the use of a slightly tunnelled

on the forward deck for handling anchors, etc., and one stern a large propeller can be used and still keep the

on the after deck for use in case of grounding. draft to 3 feet or less.

The power specified is a four-cylinder 40-h.p. engine The designs show a studied attempt to make a small,

of medium to slow speed which should drive the boat 8j4 comfortable, roomy power houseboat, that can go any-

Intorior Arransemttit of the 65-Foot Power Honaoboftt, With the Owner's ^oarten In the After Part and Engine Forward

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THE««ft

RUDDER

31

ArrangemttDt Flan of tlie 56-Foot Fowor HoaMboat^ With the Own«r'i Qnarten in the Fore Fart and the Crew Aft

where along the coast in any reasonable weather, a rather by Chas. D. Mower of New York, and building by the

yachty-looking vessel and one not especially expensive to Burger Boat Company of Manitowoc, Wis., these boats

build or operate. There are provisions for sleeping six are worthy of the most careful consideration. Ten of

or seven persons in the owner's part of the boat and them are now under construction, and one of the first to

plenty of storage space, lockers and other conveniences come east will be entered in the Block Island Race by

for living aboard. her owner. The war record of the Burger plant coupled

The general dimensions are: with the skill of Mr. Mower insures the highest possible

Length o. a..- 53 feet o inches grade of construction and equipment.

Breadth 15 * 6 '^ j^^ appearance the boats will have a pleasing sheer and

Draught 3 o * ^ profile free of the usual extreme high sides. The accom-

H modations are sufficient for six persons. In fact the boats

*' * are laid out so that a family may live aboard for the

T3,^«.#vA«. D^^4. r^^*^^^-^« T^*^4.^-.« C4.^^i, entire Summer in perfect comfort. In every part of the

Burger Boat Company Enters Stock quarters there is an abundance of light and air, and, being

Cruiser Field of the bridge deck type, there are two separate cabins,

The latest addition to the growing list of stock cruisers each with its own toilet facilities. The headroom in all

is the boat shown in the accompanying plaiis. Designed cabins and even in the fore part of the engine room is

Froflle of a 36-Foot Stock OmiMr Building by tlie Bnrger Boat Oompanj, Fr6m Designs by C. D. Mower

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3a

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June

6 feet. Locker space for clothing and boat equipment is
exceptionally complete. The separation of the main saloon
and the engine room with a water and gas-tight bulkhead,
prevents any annoyance from the engine. The location
of the galley amidships just aft of the bridge, and reached
by a companion means that meals can be prepared in
comfort in any sort of weather. In fact the cook can
keep an eye on the stove without leaving the deck.

The boats are 36 feet long, 9 feet wide and have a
draught of about 3 feet. The price, due to the quantity
production, will be only $4,350, complete for cruising
with the exception of dishes and linen. The power plant
will be a four-cylinder, four-stroke Scripps Model D
equipped with electric lighting and starting plant. The
speed will be 12 miles an hour.

Resolute Loses Her Mast

The Resolute and Vanitie started in their first informal
race on Saturday, May 22d, off New Haven. At the end
of the first round of the course Resolute's mast crumpled
up and fell with its smother of canvas a wreck into the
water. Fortunately no one was injured although two sea-
men were carried overboard. This piece of news was of
sufficient importance to change the forms of The Rudder
in order to give it to our readers.

The race was started in a light wind over a course
71/2 miles to leeward and return. Down the wind Vanitie
took the lead, but the mark boat was about two miles
from its proper position and when seen both yachts had
to haul up to fetch it. Then a shift in the wind gave
Resolute the better position. It was very light at first
on the beat home but the wind freshened towards the en^
of the leg and while Resolute was leading Vanitie
began to gain in the freshening wind and pointed higher
than her rival.

Resolute overstood just a trifle and bore off for the

Seetioni of the 36-Foot Borger-BuUt Stock CmlBer

mark. She was preparing to gybe. Just as she drew even
with the mark boat when she had the wind abeam the
mast buckled and snapped. The photograph in another
part of this issue shows just how it looked.

This mast was a built hollow wooden spar in one
piece from heel to truck. It was very light and was an
experiment. It saved 600 lb weight as compared with
the mast and topmast the yacht used in her early trials
but it proved a failure. It was very fortunate that the
accident happened when it did rather than just before
the Cup races. Both Resolute and Vanitie are using spars
that perhaps sacrifice strength for lightness.

Inboard Profile and Arrangement Flan of a 36-Foot Cruiser, Designed by C. D. Mower, Which, With a Four-Cylinder Scripps Engine, Will Mski

12 Mller per Hour

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How to Build a 24-Foot Ambeijack

By Gerald Taylor White

PART II

IK last month's Rudder we described the laying down
and setting up of the semi-speed boat Amberjack, and
now we take up the actual planking and building of the
house. If you will turn to the specifications you will find
that the actual methods of fastening and shaping the
various parts are described in detail. The specifications
arc arranged in order so that you can pr6ceed to build'
in the proper rotation. The work requiring the greatest
amount of care is the planking and the joiner work of
the house. The former is very simple in this case, as the
seam battens will run in the proper shape of the planks
and all that is necessary is to have a helper or two to hold
the rough boards up against the hull while you mark the
proper shape out on the inside. A number of small hand
clamps will be necessary to hold the plank in place while
fastening. In planking you should fit the garboard, or
plank next the keel, first. The next one will be the
top strake of the side planks. As soon as a plank is out
it should be fastened in place permanently. Now plank
from the top down and from the bottom upwards till you
meet at the chine.

When you come to the point of installii^ the engine
it will be necessary to stretcl^ a wire through the shaft
hole. This wire can be held at the after end by a brace
placed between the two keels, and at the forward end by
a brace placed across the hull. The wire should be
stretched tightly by means of a tumbuckle. You can then
arrange the engine bed to suit this center line of shaft.

If there are any points in the description or plans that
you think require further information, write to The
Rudder office, fully explaining your difficulties and we
will see that you are straightened out.

Specifications for Building Amberjack

Chine: White oak or yellow pine in one piece from
stem to stem, sided ij4 inches and moulded 2 inches.
Neatly fitted into a notch in each frame and also tapered
and notched into the stem knee so that the outside of the
chine is even with the outside of the frame line. The
chine must be so notched that there is wood enough out-
side of the frame line to permit the proper bevelling.
Qiine to be fastened to stem, stem cleats and frames with
one 2j4-inch screw in each.

Clamps: Yellow pine in one piece, notched into the in-
side of every frame head and extending from the after
side of the stem to the transom. Clamp must be set in so
that it projects above the frame heads enough to allow
for a crown of yi inch in i foot. To be fastened to each
frame head with a through rivet passing through plank,
frame and clamp. The rivets are to be staggered so that
alternate frames fasten to the top or bottom of the clamp.

Breast Hook: White oak, with 12-inch arms placed
against the after side of the stem and between the ends
of the clamps. To fasten with through rivets or bofts
passing through plank, filling piece, clamp and breast hook
arm. To be ij^-inch thick.

Seam Battens: Yellow pine or spmce, }i inch by 2

inches, in one piece, notched into the frames and boxed
into the stem cleats and stem knee. The battens are to be
spaced so that they come directly under each plank seam
and must be arranged to suit the planking material at
hand. Battens to fasten at stem and stern with screws
and at each frame with a ij4-inch boat nail.

Limber Holes: To allow passage of bilge water there
is to be a half round hole, i^-inch in diameter, through
frame and floor timbers at the keel batten.

Planking: White Cedar to finish ^-inch thick, ar-
ranged so that there is no plank wider tfian 7 inches on
the bottom and 5 inches on the sides. Planks are to screw-
fasten at stem and stern and rivet at keel, chine and seam
battens, with fastenings on 3-inch centers. At each frame
the planking is to screw- fasten with at least three fasten-
ings in each. All fastenings are to be; countersunk for
either wood plugs or putty, as desired. Planking must
be made from good grade material and all loose or slash
knots removed and wood plugs substituted. Before plac-
ing on boat the planking is to be smooth planed on both
sides and trued up on the edges. At the chine where the
bottom overlaps the side planking the joint is to be care-
fully made with both edges well covered with a strip of
flannel soaked in white lead paint. The joint is then to be
fastened where possible on 6-inch centers by driving in a
No. 6 screw ij4 inches long through the bottom plank
and into the side fflank edge. These screws are not to be
counterbored. All other seams are to be caulked with one
thread of cotton or lamp wicking and then payed with
thin white lead paint. All seams are to be made so they
are tight on the inside and stand open about 1/16 inch
on the outside.

Planksheer: Mahogany or white oak to finish ^ inch
thick and 3 inches wide. To fasten to edge of upper plank
and clamp with screws well counterbored. The fasten-
ings are to be staggered on 4-inch centers. The top of the
clamp is to be bevelled off to the crown of the deck before
the planksheer is placed. In case it is impossible to get
the planksheer out in one piece it can be made of not more
than three pieces, providing the joints are fastened to-
gether with a hooked edge scarph. In the way of the
scarph the space between the clamp and plank is to be
filled with spruce filling pieces.

Forward and After Decks: Mahogany or white pine,
as desired, to finish 5^ inch thick and 1% inch wide. In
case the deck is to be canvas covered the decking can be
made of cedar or cypress laid in widiCr strips and fastened
with galvanized nails, covered with 8-ounce canvas laid
in white lead or marine glue. If bright finished the fas-
tenings must be blind.

Deck Beams: Spruce, sided ^ inch and moulded i}i
inch. To be cut to a crown of J4 inch in i foot and
halved into the damp and breast hook and fastened with
one boat nail in each end. The deck beams are to be spaced
on i2-inch centers or as shown on the plans.

Engine Bed: Yellow pine, sided i J4 inch and moulded

(Oontinned on Page 41)

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New Accessories

New Rudder with Many Advantages

One of the most interesting devices that has been put
before the power boating public is the Kitchen Reversing
Rudder. Not only does this rudder steer the boat in the
usual way, but it also acts as a reverse gear and speed
control. As shown in the illustration the device consists
of two half-cylindrical plates arranged in the ordinary
nidder aperture. The rudder post, instead of being a
single shaft, consists of a single shaft surrounded by a
hollow one. Each of the rudder plates is fastened to
one of the shafts. By means of an actuating gear located
at the steering position, the two blades can be made to
open or close, or both may be swung about the center
line of the rudder post without changing their position
in respect to each other.

In reversing, the blades are brought together without
changing the direction of the engine, or even slowing it
down. The column of water from the wheel is thrown
aft against the deflecting walls of the blades and the
direction of the stream reversed. The boat then moves
astern. By changing the angle of the blades the speed
can be cut down or the boat stopped without touching
the engine controls. As there is always a load on the
engine there can be no racing of the machine when the
gear is in the neutral position. There is no need for
reverse gear or one-way clutch, as every advantage of
either of these devices is found in the new device.

Kitchen's Reversing Rudder Company, 747 Royal Liver
Building, Liverpool, England, the makers of the device,
state that the gear has been used on many privately-
owned boats as well as on many of the power craft of
the Admiralty. In 1918 the device was tested on a 25-
footer whose speed ahead was 9.8 knots. From full speed
ahead to full stop took only 23 feet, or less than a boat-
length. With a lighter load the same boat took 16 feet
to come to a dead stop. On a heavy 50- footer fitted with
150 h.p., the rudder brought her to a stop in her own
length, and permitted her to be turned around in a com-
plete circle having a diameter of 75 feet.

Another feature of the device is the possibility of re-
volving the boat around on an axis through the hull itself.

The position of the blades for this maneuvre is shown
in the illustration. This makes handling in crowded
waterways, or negotiating sharp bends in narrow streams
a simple procedure. The gear for actuating the movement
of the blades is simple, and the device can be installed in"
any boat without the hull being built specially for the
installation.

An Interesting Fuel Tank Innovation

It may seem thai the practice of deliberately putting
water in the gasolene tank could not be sanctioned ; but
when the tank is arranged according to the plan patented

"^•a C<i»^fa Vfc-Vgr ^

To ^a■<.>c«■^■^

[fc

?r..,

To 23 «.c«;

<«•»>«.*» T^.-f**,

I m K.

By Using Tills Typo of Tank the Gasolene Can Be Kept Under Pressare
With Water From the Jacket

by the Maritime Hydraulic Oil Service of loi Broadway,
New York City, the use of water in the tank becomes of
great advantage. With this system the tank is first filled
with water through the deck filling pipe. The gasolene
is then poured in, and, coming from a higher head, dis-
places the water into the sump and up through the water
pipe and overboard. A pipe from the chamber on top
of the tank leads to the water jacket of the engine.
Through this pipe a constant head of water is main-
tained; as the gasolene is used the space is filled with
water. Being heavier than oil the water naturally occu-
pies the bottom of the tank. At no time is there any air
in the tank to vaporize a portion of the contents, nor is
there any room in which the fuel can swash. No ex-
plosive mixture can form in the tank owing to the absence
of air; neither does the displacement and trim of the
boat change as the fuel is used up. Another point is
that even though a fuel pipe be broken, or a valve left
open, the only gas that can flow into the bilge would be
that in the pipe. The contents of the tank cannot be
accidently drained, as all connections are on the top. The
fuel pipe to the engine being above the water overflow
pipe it is impossible to get any water in the fuel line
under any conditions even though the tank be practically

(Continued on Page 51)

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RUDDEP

J unc

RUDDEP

[TiUe Registered U. 8. Put. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6165

Arthur F. Aldridge, President; Andrew Paterson. Vice-President and Busineii

Manager; James R. Thomson, Treasurer; Arthur deZ. Patton. Secretary

EnUrtdai New York Poit Office as

Clou Matter

One Year -
Six Months
Single Copy

SUBSCRIPTION RATES

$2.00
i.oo

.25

T»« Rpppn can be procured or •ubicr0>ed for at foUowiag Foraiga Agcacka:

niE TAOHT8MAV, 168 Strand, London, England.

2H£- ^Qj?B0U8 k 00, 9 Boyal Placa, Olaagow, Scotland.

TBB niTBBHATZOHAI. HBWS 00, 6 Braama Balldlnc Obaaoaiy Laaa^

^•^mAvsk, B. 0.
BBSMTAirO'S, 89 ATa 4a I'Opara, Paris, Ttanea
OOBDON k GOTOH, Sjdntf, Anatralla
Or at any BoakstaU

Addison G» Hanan Analyses the
Cup Yachts

If Addison G. Hanan had taken up Naval Archi-
tecture as a profession he would have been a Herres-
hoff at the top. of the class. If he had followed the sea
as a professional skipper, he would have been another
Captain Barr. As it is he is a manufacturer, and yachting
is his sport. He has made a study of yacht designing,
yacht building and yacht handling and has been so suc-
cessful that he is an authority. Mr. Hanan has paid
much attention to the two American Cup yachts and to
the Shamrock IV and in an article published in this
month's Rudder he analyses the models, tells of the aims
of the designers and compares the relative merits of the
three. Readers of The Rudder are fortunate in being
able to read the views of such a capable yachtsman.

•••

The British International Trophy

While looking over the Shamrock IV recently, Colonel
D. F. D. Neill, Designer C. E. Nicholson, and the editor
commented on the prospects for good racing for the
British International Trophy. Those two Britishers have
had wide experience with the weather and sea on the
other side, particularly in the Solent. The tide there runs
east and west. Its rise and fall is from 1254 feet at Cowes
to I3J^ feet at Ryde. Naturally when the tide runs
against the wind there is considerable chop and the pre-
vailing winds in the English channel during the Summer
months are from west to southwest. It was the opinion
of the British yachtsmen that to be successful the boats
should be of good, wholesome type and strong construc-
tion. This does not mean that the small boats of Miss
Detroit type cannot win, but the chances are against
them. The American team of three should include at
least one boat built to the limit and driven by out-and-out
marine engines that have been thoroughly tried.

Four countries will be represented in the races in
August. France through the Automobile Club of France
has named a boat owned by M. C. H. Clarke. Spain has

challenged through the Real Sporting Club, Bilboa nam-
ing a boat owned by S. D. Soriano Careago. The United
States has sent six challenges and eliminating trials will
be held to select its three representatives. These arc
Miss Detroit Power Boat Association, Mrs. Gar Wood's
Miss Detroit IV and Gar Wood Jr.'s Miss Detroit V;
Motor Boat Qub of America, Commodore Albert L.
Judson's Whip-po'-Will Jr.; Thousand Islands Y. C's
Misstyc; Lake George Club's Hawk Eye II.

The British defenders are having six boats built. Two
of these are now building at Saunders's yard at Cowes,
one being for Mackay Edgar, who won the trophy with
the Maple Leaf IV. This boat is to be driven by two
Rolls-Royce engines of 650 h.p. each. Eliminating trials
to select the British team will be held in July.

«••

What the Time Allowance Means in
Distance

The Resolute is about 80 feet rating measurement and
the Shamrock IV, it has been estimated, will be about
90 feet. This means that if Resolute is the defender of
the Cup the Shamrock IV will have to allow 7 minutes
over the 30-mile course. If Shamrock rates more tnan
90 that allowance will be increased. The time limit for
the races is 5J^ hours, that is, one yacht must complete
the course within that time or it is no race.

The Resolute has sailed the Cup course 15 miles to
windward and return in 3 hours 16 minutes, record time.
The run home was sailed at the rate of 11 nautical miles
an hour. At that speed the Resolute sailed 1,100 feet a
minute and in seven minutes sailed 7,700 feet, or nearly
a mile and a third. Shamrock IV to have won that race
would have had to finish a mile and a third ahead of the
Resolute. If the race is- sailed in four hours the average
speed is about 7.5 miles an hour, and to win the Sham-
rock would have to finish about three-quarters of a mile
in the lead. If the race occupies 5 hours the Shamrock
to win, when allowing 7 minutes, would have to be two-
thirds of a mile in the lead. In a race sailed in 5>4 hours
to win the Shamrock would have to lead at the finish by
more than half a mile. Can Shamrock do this, is the
question yachtsmen are trying to solve.

•••

To Convert the 110-Footers

The Navy Department is trying to sell the no- footers
that were built for the war. These boats have been
advertised but so far the sales have not been brisk. Now
two of these boats are to be changed, one into a com-
mercial vessel and the other into a yacht. The work is
to be done at the Boston Navy Yard under the super-
vision of Commander A. Loring Swasey, who made the
original plans for the iios. Commander Swasey has
requested C. D. Mower to draw the plans for the yacht.

The cover picture this month shows Commodore J, P.
Morgan of the New York Y. C. and his son, J. S, Morgan
Jr. They have just left the 50-footer Grayling, which
is seen in the distance, and, judging by Commodore
Morgan's happy smile, the Grayling won. But then,
Commodore Morgan can smile just as happily when the
Grayling loses. He is a sportsman. The photograph was
taken by Rosen f eld.

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June

THE***

RUDDER

37

A Masterpiece

THE creative genius of our organization has again pro-
duced a product of Power and Prestige.

The New **LYNDONIA''— the finest yacht afloat— an
achievement in beauty and perfection.

Built by the Consoh'dated Ship-
building Corporation, world
famous as master builders of
Pleasure Craft.

We furnish consultant service in
the preparation of plans and speci-
fications. We shall be pleased to
take up matters pertaining to any
type boat in which you are
interested.

CONSOUDATED

SHIPBUILDING CORPORATioK

Morris Heights, New York Cmr

CRAIG OIL ENGINES

Copyright 1919. Rex W. WadnaB. lac.

Desirable for dlt
Types of Vesselfl^

Service and Eceimiiies to prdneiaced that present un-
satisfactory practices are made practical successes.

En repondant auz annonces venillez mentioner THE RUDDER

JAMES CRAI6 EN6INE & MACHINE WORKS

N.J.

erfogle

807 GARFIELD AVE. JERSEY CITY, N.J.

ectabiish«d lees

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38

RUDDER

June

Navigation

taught by mall

Train for examination as captain, first,
second or third mate in the merchant
marine— or ensign, auxiliary com-
mander or watch officer in the navy,
or become yacht commander. Captain
Warren Sheppard, formerly instructor
for United States Shipping Board, announces completion of his Home Study Course
on Ocean, Coast and Lakes Navigation.

Hhis course revolutionizes the old methods of teaching navigation — by simplifying
the subject as never before.

Your spare time only for 24 weeks. No need to give up your work and go
to a resident school. Learn quickly by mail. Hundreds of officers needed for
America's 18.000.000 dead-weight tons of merchai;t ships. Salaries up to $412 per
month and expenses. Free booklet "Your Future is on the Seven Seas.'*

WORLD TECHNICAL INSTITUTE
Dept. 116 Fuller Buildinc. Jersey City. N. J.

GRAY

^New 4-Cycle

Gasolene Kerosene

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For Speed boat, work boat.

10 t« 45

Designed for marine work— \ W^^^ j rJi;-. J-.,

a real martiu motor with all \ M^ 4C)riinder

the marine features you have

always wanted at a moderate price. i^^lanuUctured and backe^i up by

an old established and responsible concern.

arayTwo-Cyoloa-RecoffniEed all over the world as a standard. la slaesStolk.p.

Send tor Instructive LItefature
GRAY MOTOR COMPANY, 2110 Mack Ay«iine. Detroit.

RENEW YOUR YACNT

INSURANCE

AT LOWEST POSSIBLE RATE.

APPLY TO

SEABURY & de ZAFRA, Inc.

16-9-r*ASSAU ST. NEW YORK

fBRENNAN STANDARD MOTORS

Modlum end Hoavy Duty. 16 to 100- H. P.

When you buy a Brennan Motor you get a complete outfit ready
to run. The unusual size of the bearings, large valves and long stroke
insure power and continuous service under all conditions. Very eco-
nomiral in fuel consumption.

Our New Model B Unit Power Plant is one of the finest engines

ever produced. No expense has been spared in developing it to the

'^ smallest detail and we honestly believe its equal does not exist. Let us

send you further details.

^

BRCNNAW MOTOW MANUrACTWMNO COMPANY. SYRACUSE. N.

MEDIUM HEAVY-DUTY TYPE

•• N.P. 4VIN. BORE %.m, STROKE

Kotosobo. DUtillate or Gasoiiaa Faol

tTHi* t/s y»ur Refuirtmtnts

TBE aRAY k PRIOR MACHINE CO., On, WiadMr aa4 SoHMd Sli., Bafftferrf. Ceoa.

The Motor
that crossed
the Atlantic^

SCRIPPS MOTOR CO,

632 Lincoln Av«., Detroit, U. S. A.

Yachting in Great Britain, 1920

(Con tinned from Page 8)

used is one that runs on paraffin (kerosene), but starts
on petrol, which reduces the cost of running considerable,
although paraffin has gone up in price, two-fold at least,
since the good old days.

Turning to sailing yachts we find that a great many
of them were sold to neutrals — Norway, Sweden and
Denmark taking the most of them, while Argentina and
Spain bought a few also. Most of these yachts had to
wait until after the armistice for permission to leave our
shores, and one or two were lost on the way across the
North Sea, presumably by striking a drifting mine.

There are still many yachts left, mostly of the cruis-
ing type, and a great effort is being made to re-establish
yachting this year and to start racing again, although it
will have to be handicap racing. Foremost among the
patrons of the sport is H. M. King George, who is having
his famous cutter Britannia fitted out, and has mapped
out a season's racing for her which, besides taking in
Cowes Week, will include the Scotch and Irish regattas;
and the Britannia will again be seen on the Qyde, where
her greatest triumphs took place when she was in her
prime. The King has promised to be present at the Clyde
contests and has given the Royal Gourock Y. C. a cup
to be raced for by the smaller classes, or, as the King
expressed it, a class of yachts in which the industrial
worker will take part. The club has arranged the race to
be a handicap for small yachts belonging to the Royal
Gourock Y. C., Cardwell Bay Sailing Club, Greenock Y.
C. and Cartsdyke Y. C, so the race is assured of a large
entry list, many of which will be owned by keen yachts-
men belonging to the industrial class of the community.

The race will be an annual event and the winner will
get his name and the name of his yacht inscribed on the
cup. He will also receive a money prize and a miniature
replica of the cup, so this cup will in years to come be the
most coveted trophy sailed for on the Clyde. The King's
desire to foster yachting among the working classes will
be fully realized, and the sport greatly benefitted.

Most, if not all the yacht races at the various regattas
round the coast will be handicap races, as will be the case
for many years to come, notwithstanding the Yacht Rac-
ing Association's hastily-called conference that in spite
of the multitude of council resulted in a maximum num-
ber of old and new classes which will bring a minimum
number of yachts, if any.

From the real international standpoint it w^ould have
been far better to have delayed the conference until war
conditions had settled down, and until America was in a
position to join the conference. We don't want to en-
courage yacht racing between ourselves and the Scandi-
navian countries at the expense of depriving us of the
chance of agreeing with our American friends on a suit-
able rule. Surely we should have been able, with a little
give and take on both sides, to have found out the good
points of the American rule of measurement, and the
American yachtsmen could no doubt have found some
good points in ours. Surely America should have some
say in international yachting. She should have -been asked
her opinion as to the advisability of calling a new con-
ference before it was decided upon, and not after all
arrangements were made. The fact that America is not
with us has, in my opinion, retarded the much desired
revival of class yacht racing, and it was not America's
fault.

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RUDDER

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One hears of very few sailing yachts being built for
racing, but there are enough left to make some sort of a
show. A class of schooners has naturally gone by the
board, because it was chiefly supported by the Germans
in their effort to encourage the love of the sea among the
young men, so that there might be a reserve of officers and
sailors to hand when the war that was in preparation
these long years should be declared.

The famous HerreshoflF schooner Westward has been
bought from her German owner by an Englishman, who
is having her fitted out and intends to race her this season.
As opponent she should have the Margherita, built by
Nicholson to clean up the bunch of German schooners,
which she so successfully did. There is also the smaller
schooner, Fife's Susanne, a clever little boat which, with
her handicap, should take her share of the prizes.

The next handicap class will be the big cutter and
yawl class, with Britannia as the favorite. She will have
for opponents the Nyria and a new cutter building by
White Bros, of Itchen, the Terpsichore, about the same
l.w.l. as Britannia, but longer over all. The White
Heather is also available and possibly the yawl Wendur
may again be seen. This famous old Watson boat, built
in the eighties, is still going strong.

In the smaller classes there will be lots of entries at
the various local regattas, and on the Solent and Oyde
there will be several craft under lOO tons which vvill be
divided into one or two handicap classes before one gets
down to ex-rater classes. These also will have to race
handicap races, in fact, save for a few local one-design
classes there will be no races without time allowance fixed
by the handicapper.

There will be considerable yacht racing during the
coming season, and I feel certain that the sport will gain
from the fact that there will not be the old time program
of going from port to port, on scheduled time, to attend
the many regattas. Now the sailing man will have suf-
ficient racing to give him interest in the sport, and he
will be able to use his vessel for cruising also.

With all the present drawbacks to yachting, we still
have hopes that they are only temporary and that when
costs come down to a more normal level the pastime may
again become popular. When all is said and done one can
get as much pleasure out of a small boat as out of the
largest craft if one really goes into yachting as a sport
and not as a fashionable pastime. We must wait patiently
until the after effects of the war settle down, and none
will be more patient than the great number of yachtsmen
who, helped by their knowledge of the sea gained in these
small craft, did so much to defeat the enemy.

©•«

Cup Yachts in Racing Form

(Continued from Page 12)

was stationed in Dunkirk, the French port the Germans
tried so hard to capture, and there had charge of the
transportation of supplies and munitions for the army
in Flanders and Northern France. He tells how one
night the German aeroplanes dropped more than 600
bombs on the town of Dunkirk and some of those bombs
had more than a ton of explosive. At the signing of the
armistice Colonel I^eill moved forward with the British
army of occupation and he had charge of all the trans-
portation on the Rhine until he was relieved, and then
started to this side of the Atlantic to help in the inter-
national yacht race.

A Buffalo Once More
Wins Reliability Test

JOSEPHINE, owned by Carl
J Reischel, Erie, Pa., and chartered
by E. H. Scott, won first place in
the 1 1 2-mile reliability cruise of the
Cleveland Yacht Club, thereby also
winning the famous Scripps Cup.

Josephine is powered with a 40-60
h.p. Buffalo Engine.

The Scripps Cup was offered
several years ago as the prize for a
reliability contest.

In every one of these contests up
to the present time a Buffalo Engine
has won first honors.

Which only goes to show that
Buffalos really do excel in reliability.

The Buffalo Book tells all about
the Buffalo line. Shall we send it ?

The Buffalo Gasolene Motor Co.

1311-23 Niagara St., Buffalo, N.Y.

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lia SmiEhMiln Street Mlddldnwn^ C«nn>

The Shamrock IV will be sailed on the Sound for a
short time until the 23-metre yacht is ready for use as
a trial yacht, and she will then go to Sandy Hook for
some hard racing over the course on which the Cup
races are to be sailed.

©••

Fortuna, Houseboat, Launched

(Oontiniied from Page 17)

The Fortuna, a houseboat built for Richmond Talbot
of New York from designs by Henry J. Gielow and
built by the Gibbs Gas Engine Company of Jacksonville,
Fla., has just concluded her first cruise.

In appearance this craft bears a very close resemblance
to a large, beamy power yacht ; the only noticeable differ-
ence being the square windows instead of the circular
air ports in power yachts. In other words, she combines
the useful features of a power yacht with the light and
ventilating features of a houseboat.

Her accommodations consist of the owner's stateroom,
lo feet long and extending full width of vessel; three
guests' staterooms, and two bathrooms. Aft of these
quarters is the dining room, lo feet by 17 feet, with
windows on each side of vessel giving admirable light
and ventilation. Then comes the engine room, enclosed
in steel bulkheads ; and aft of this is the galley, with large
ice box, etc. The quarters for officers and crew are in
the after end of cabin trunk, 10 feet 8 inches long and
extending full width of vessel.

She has a deck house of mahogany, 28 feet long and
12 feet wide, the sides being parallel to center line ot
vessel, arranged with a pilot house. Immediately aft on
port side is the captain's stateroom, and opposite on star-
board side is a stairway leading down to the owner's
and guests' staterooms. The after end of deck house
is arranged as a lounging room, 15 feet long by 12 feet
wide.

The propelling machinery consists of a pair of Mur-
ray and Tregurtha heavy-duty gasolene engines, each
having four cylinders. They are capable of driving the
boat at a maximum speed of 12 miles, and at a normal
cruising speed of 10 miles per hour. Her gasolene tanks
have a capacity sufficient to give a cruising radius of
1,200 miles; and she is equipped with large fresh water
tanks, and a storage capacity for provisions and supplies
so that her visits to supply depots will be only at long
intervals. The deck is flush, and runs full length of the
vessel in an unbroken sweep. The bulwarks are of steel,
finished with a teak rail. There are two deck houses,
constructed of teak throughout, one 32 and the other 26
feet in length, the forward house being fitted up as a
dining room. Aft of this, on the port side, and connect-
ing with the dining room, is a butler's pantry with a
dumbwaiter connecting wnth the galley below. The cap-
tain's stateroom is in the after end of forward deck
house. Abreast of pantry immediately aft of dining room
is a vestibule with locker for oilskins, coats, caps, etc.,
and aft of this are two large lockers for deck stores.

The after end of after deck house is fitted up as a
social hall, from which a stairway leads to the saloon
below. In forward end of after deck house is the owner's
stateroom, with a floor space of 95 square feet. The
yacht has a clear promenade deck aft, over 35 feet in
length.

Below, the forecastle and officers' quarters have ample
accommodations for fourteen men, staterooms for 'seven

Ved Hcnvcndclscr til Annonccrende bedes Dc rcffcrcrc til THE RUD D Ea^by VnOOQ iC

June

RUDDEP

41

officers being provided. The galley is of ample dimen-
sions, having a floor space of 180 square feet, with
proper ventilation, and is fitted with a large ice box and
refrigerator, dressers, sink, dish racks, etc.

The accommodations for the owner and his guests
occupy the full width of the yacht for a fore and aft
distance of 46 feet ; consisting of a double stateroom for-
ward with a private bath, lavatory, and dressing room;
then two large single staterooms, and a large double state-
room at the stern, all furnished with wardrobes, bureaus
with bevel plate mirrors, berths, divans and lavatories.
The machinery is enclosed in steel watertight bulk-
heads. A double bulkhead with air space between is
worked at the after end, to prevent sounds reaching the
owner's quarters, and also acting as a protection against
any undue heat from the engine room. The machinery
of the vessel consists of a pair of six-cylinder, 300-h.p.
heavy-oil engines of the Diesel type, built by the Winton
Engine Works, of Cleveland, Ohio. They will drive
manganese bronze propellers, and are capable of giving
the yacht a maximum speed of 15 knots.

The oil tanks are built-in, and form an integral part
of the hull construction. They have a capacity of 6,500
gallons, which will give the yacht a cruising radiua of
2,500 nautical miles at a maximum speed, and 6,200
nautical miles at a cruising speed of 10 knots per hour.
Aniple fresh water tanks are provided of sufficient cap-
acity to last as long as the fuel supply. Among other
mechanical equipment provided is an electric lighting
plant, with storage battery of 150 ampere hours, search-
light, electric pumps, and compressors, refrigerating and
ice-making plant, and a thermofan system for heating,
cooling and ventilating the yacht.

The yacht is supplied with four small boats, the own-
er's launch being 23 feet in length, two service launches
each 18 feet in length, and one 21 -foot metallic life boat.
In fact the equipment throughout is most complete, and
with provisions made for every emergency.
The principal dimensions of the craft are:

Length o. a 77 feet 2 inches

Length, 1. w. 1 74 " 10 "

Breadth, over guards. .. . 20 " o *'
Draught 3 "6 ''

How to Build Amberjack

(Continued from Page 34)

as required for engine. Beds are to run fore and aft as
shown and are to be fastened at each frame with a
through bolt from the outside of the planking. In no case
should any part of the bed touch the planking, but they
must be notched over the frames so that they come to
within about i inch of the inside of the planking. In the
way of the engine there are to be cross members fitted be-
tween the longitudinals, and also from the longitudinals
out to the skin of the boat. There are to be crossbolts in
the way of the cross members as shown in the engine bed
detail. In no case shall the engine beds be shorter than
shown in the plan.

Floor Ledges: Spruce or yellow pine, % inch thick
and ij4 inch deep, stanchioned as required to prevent sag-
ging, with posts of the same size. Ledges are to be placed
on every frame and also half way between every frame on
i8-inch centers. The intermediate ledges are to rest on
blocks screwed to the planking.

Flooring: White pine, ^-inch T. and G. stock, ar-

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SHIPS ACROSS
THE as^ SEA

■By "Ralph •jBr ». Taine

Adventures of mod-
ern American sea-
farers on^ above and
beneath the ocean
and in the Naval in^
telligence Service.

1^

Filled with the ro-
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these thriliing stories
win stir the pulse of
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1 A

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Office and Work*. 367 Main Street

WAREHAM, MASS.

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Dunn Marine
Motors

For exueme simp I Id ty, long wear
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ranged with cleated traps over the stuffing box and other
points where access to the bilge may be desired.

Bulkhead: The bulkhead at the after end of the engine
room is to be fitted against cleats fastened to the plank-
ing. It is to be made of either ^-inch mahogany or quar-
tered oak, panelled, or T. and G., as desired. To be ar-
ranged to hold the various instruments and to have a
swinging door located to suit, so that access to the engine
room may be had without climbing over the bulkhead.

Foot Board and Gear Cover: An inclined foot board
and box over the reverse gear is to be made to suit the
engine installed. The material is the same as the flooring
and should be covered with either linoleum or pyramid
aluminum.

Cowl: To be fastened at an angle from the hatch up
to the sliding sash of the forward window. To be of
^-inch mahogany or white oak, neatly shaped as shown.

Sliding Hatch: The hatch is to be made of the same
material as the deck, and is to run on either oak or ma-
hogany slides arranged as shown. The hatch is to be
framed up with one extra heavy beam located as shown.
The heavy beam will carry the portion of the forward
coaming that slides out with the hatch, carrying the double
sash with it. The tops of the slides are to be faced with
strip brass to prevent wear, and the hatch top is to be
fastened to the slides with half-round sections of brass
pipe or any other approved method of hatch construction.
Care must be taken to see that the hatch beams are not so
deep that they will rub on the deck when the hatch is
moved. To make a watertight joint at the forward end
of the hatch opening there is to be a brass or galvanized
iron gutter screwed against the after side of the deck beam
and fitted with pipe connections at each end so that water
entering under the hatch will drain overboard.

Ceiling: In the way of the cockpit the boat is to be
ceiled up with strips of mahogany or white oak, i>4 inch
wide and 3^ inch thick, laid with the sheer and fastened
with brass screws. There is to be an air space between
each strake of ceiling, 34 inch to }i inch wide.

House Posts: To be of mahogany or white oak. There
will be one pair at the forward outboard comers of the
house. These will be 3 inches by 3 inches, neatly rounded
and rabbetted -for the forward sliding sash. These posts
are the main strength members of the house, and must be
very well screw- fastened to the clamp and deck beams
and also from the outside of the planking as far down as
possible. At the after end of the side sash there is to be
another post i>^ inches square. This post is fastened to
the inside of the house sides with screws from the out-
side. At the forward point of the curve in the house
side there is to be a similar inside post.

Hotise Sides: To be of mahogany or quartered oak,
in one width if possible. To be finished }i inch thick. If
made in two pieces the seam is to be battened on the in-
side.

Coaming: To be of mahogany or quartered oak, }i
inch thick, fastened to the clamps with screws. The coam-
ing is to be 7 inches deep, showing 4 inches above the
deck line. The clamp must be bevelled or filling pieces
inserted so that the coaming will stand perfectly plumb.
The coaming is to be capped with a i inch by J4 inch cap
of the same wood.

House Roof: White pine T. and G. stock, }i inch
thick and covered with 6-ounce canvas laid in white lead
or marine glue. To be fastened to roof beams with wire
nails and bound around the curved ends with 3/2-inch half
round.

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Facing Pieces: Cn the outside of the house as shown
there is to be a mahogany or oak facing piece, i}i inch
by y2 inch. On the inside there is to be a similar facing
piece from the corner post aft to the intermediate post.

Window Sash: Mahogany or white oak, % inch thick.
The side sash are to be arranged to fit over a rabbetted
sill at the bottom and to be kept tight at the sides with a
weather strip of rubber. When not in use the sash can
be taken out and stowed. If desired they can be arranged
to swing up and hook. The forward sash are to be fas-
tened to the sliding hatch. In the latter case the sash
remain attached to the hatch, but the glass is removable
by sliding out through a rabbet. This glass can be ar-
ranged to swing in a horizontal direction if desired.

Sill: Mahogany or oak, i^ inch wide by ij^ inch
deep. Fitted between posts.

Roof Beams: Spruce, cut to a crown of J^ inch in i
foot and arranged on centers as shown. To be sided %
inch and moulded ij^ inch. To screw- fasten to the house
sides. The under sides to be neatly chamfered.

Half Rounds: Mahogany or oak half round mould-
ings are to be fastened as shown over the edges of seams
in the joiner work. A heavy guard moulding will be run
around the sheer. This moulding w^ill he lyi inch wide
and will be screw- fastened.

Seats and Backboards: Mahogany or oak, built up as
shown. To be either panelled or T. and G. stock. The
forward pair of seats are to be fitted with drawers pulling
aft, while the after seat will have a removable lazy back
and top.

Rudder: To be a bronze plate and stock of the sizes
shown in detail. To be fitted with squared portion and
nut at the top to fit a standard quadrant having lo inches
radius. The rudder port is to be made of a piece of extra
heavy brass pipe screwed into the keel and fitted at the
top with a stuffing box.

Strut: To be of bronze of the size shown in the de-
tail. In every case the strut wnll have to be made from a
pattern taken from the boat. The bearing is to be bab-
bitted and the strut held to the upper and lower keels with
four 5/16-inch through bolts.

Port Lights: Two lo-inch dead lights with frames are
to be fitted as shown.

Windozv Glass: All sash are to be glazed with double
thick plate.

Hardzvare: The deck hardware is to be about as shown
of a type to suit.

Shaft Log: Is to be a metal log of the self-aligning
type thoroughly through bolted and set down in white lead
and flannel.

Fuel Tank and Saddles: The tank is to be of the size
shown, fitted with filling pipe lead to the seat top. Tank
to be of galvanized steel, tested to at least 150 lb pressure.
The gasolene feed will have to be arranged with either a
vacuum system or by air pressure maintained by a hand
pump attached to the side of the driving seat.

Painting: The inside of the hull is to receive at least
two coats of a desired color. The outside below the water-
line is to be painted with three coats of copper or bronze
paint and the top sides covered with at least four coats
of an approved yacht paint. The decks, if canvas covered,
can be covered with three coats of deck paint, but if fin-
ished bright they should have four coats of spar varnish.
The house and other bright work should have four coats
of spar varnish. In every case before painting or varnish-

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DURKEE'S

CATALOGUE
for 1920

HAS THOUSANDS OF
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ing the wood is to be smooth planed and sandpapered with
fine paper. Between each coat the surface should be
nibbed down with No. o paper.

©•«

The Season's Schedule

( Continued from Page 26)

big prize. The course is from Rocky River to Put-In-
Bay and return, a distance of iii miles. It is for cruisers

whose speed does not exceed 14 miles an hour.

The sailing yachtsmen have the races for the Amer-
ica's Cup and the trial races to determine which yacnt

shall meet the Shamrock IV. Many other interesting

events including match races have been arranged as the

schedule will show:

Power Boat Races

May 31— Adelphia Y. C. Carnival, Delaware River Y. R. A.

June 5— Camden Y. C. Regatta, Delaware River Y. R. A.

June 6 — Los Angeles A. C, Roach Trophy.

June 12— Westville P. B. A. Regatta, Delaware River Y. R. A.;
Columbia Y. C, New York, all classes.

June 19 — Wilmington M. B. C, Cartledge Trophy, Delaware
River Y. R. A.

June 26 — Bermuda Race, Columbia Y. C. ; Riverside Y. C. Re-
gatta, Delaware River Yachtsmen's League.

July 2— New York M. B. C, New York to Albany Race, 270
miles.

July 2, 3, 5 — Mississippi Valley P. B. A. Annual Regatta, Burling-
ton, Iowa; British International Trophy elimination trials.

July 3 — Riverside B. C, race from Rocky River to Vermilion.

July 3, 4, 5 — Queen City Y. C, Cruise to Villa Beach.

July 5 — Waucoma Y. C. ; Southern Y. C, New Orleans-Pensacola
Race; Everett M. B. C, Cruise.

July 10 — New York A. C, Block Island Race, 115 miles.

July 11-17 — Interlake Yachting Association, Erie, Pa.

July 17 — Chelsea Y. C. ; South Jersey Yacht Racing Association.

July 17 — Colonial Y. C, New York to Cornfield L. V., 210 miles;
Columbia Y. C. Regatta, Delaware River Yachtsmen's
League.

July 24 — Keystone Y. C. Regatta, Delaware River Y. R. A.

July 24 — Queen City Y. C, Night Race.

July 28 — Queen City Y. C, Moonlight Cruise.

July 31— Atlantic City Y. C. : S. J. Y. R. A.

July 31 — Riverside Y. C, Chesapeake Cruise.

August ID and following days — British International Cup Races,
Cowes, England ; Delaware River Y. R. A., Cruise to Long
Island Sound.

August 14 — New York A. C, American P. B. A. Cruiser Cham-
pionship Races; Cleveland Y. C, Scripps Trophy Race,
from Rocky River to Put-in-Bay, in miles.

August 21 — Colonial Y. C, New York to Poughkeepsie Race,
130 miles; Wissinoming-Trenton Regatta, Delaware River
Y. R. A.

August 28 — Wissinoming Y. C. Regatta, Delaware River Yachts-
men's League; New York Y. C. Navigation Race.

September 2-8— Toronto M. B. C, Annual Toronto Exposition
Regatta.

September 5— Riverside B. C, race for Lohr Cup.

September 10-14 — Gold Cup Races, American P. B. A., Detroit.
Sailing Races

May 31 — Harlem Y. C. ; South Boston Y. C.

June 5 — Knickerbocker Y. C. ; Mosquito Fleet; Chicago Y. C.

June 6 — Queen City Y. C.

June 12— Manhasset Bay Y. C; Atlantic Y. C. ; Chicago Y. C.

June 13 — Queen City Y. C.

June 17 — Boston Y. C.

June 19— Larchmont Y. C, Spring; Quincy Y. C. ; Crescent A. C;
Queen City Y. C, Cruise.

June 20 — Chicago Y. C.

June 26 — Seawanhaka-Corinthian Y. C. ; Orienta Y. C. ; Colum-
bia (Mass.) Y. C; Chicago Y. C.

June 27 — Queen City Y. C. ; Trial Races off Newport.

July 2 — American Y. C.

- - 3— New Rochelle Y. C; South Boston Y. C.

5— Larchmont Y. C. Annual ; Jeffries Point Y. C.
5-13 — Eastern Y. C. Cruise, rendezvous at Mattapoisett.
lo— Indian Harbor Y. C. ; New York A. C, Block Island;
Savin Hill Y. C. ; Brooklyn Y. C.
15 — America's Cup Race, Sandy Hook.— y |

En repondant aux annonccs veuillcz menUoner THE RUDDEjftjzed by VnOOQ iC

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June

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Larchmont Y. C.

July 17— America's Cup Race, Sandy Hook.
July 20— America's Cup Race, Sandy Hook.
July 22— America's Cup Race, Sandy Hook.
July 24— America's Cup Race, Sandy Hook.

Race Week; Hingham Y. C.
July 31— Larchmont Y. C Race Week ends; Lynn Y.^ C.

Nahma-Wasaka Match, Newport.

August 7— Huguenot Y. C; Wellington Y. C ; Atlantic Y. C

August 9 — Corinthian Y. C. Summer Series begins.

August 14 — Corinthian Y. C. Summer Series ends; New York

A. C; Gravesend Bay Y. C.
August 21— Manhasset Bay Y. C. ; Harlem Y. C, Stratford

Shoal Race; Squantum Y. C. ; Bensonhurst Y. C.
August 28 — New Rochelle Y.C Annual; Winthrop Y. C. ; Marine

and Field Club.
September 4 — Seawanhaka-Corinthian Y. C. ; Dorchester Y. C. ;

Crescent A. C.
September 6 — Larchmont Y. C. ; Sachem's Head Y. C. ; South

Boston Y. C. ; Atlantic Y. C. Carnival.
September 11 — Indian Harbor Y. C. ; Boston Y. C, at Hull.
September 18 — Sea Cliff Y. C. ; Corinthian (Marblehead) Y. C,

Commodore's Cup.

Niantic Bay a Busy Club

(Continued from Page 19)

to his home and started the boom for yachting in his
vicinity. W. B. May, who has a home on the Oswegatchie
side of the Niantic River, became interested and had a
boat of similar type and size built by Jacobs of City
Island, and with these two boats .racing started.

The harbor is quite shoal in spots and at low water
several flats show, and on one of his visits to Bamegat
Commodore Stevens found a 15-foot catboat (sneak-box
model), which was almost as fast as the 18- footer, but
better suited to sailing in the Bay. He took one of the
15- footers for himself and the next year purchased two
for his sons, and now he owns five boats of this size and
model. John Pennington of Brooklyn was the next con-
vert to the sport. He ordered a 15-footer, and Mr. May
purchased two.

Then the Saunders Point Y. C. was organized with
Commodore Stevens, senior flag officer. He held that
oflfice until 1918, when he was succeeded by Commodore
Pennington.

Last year the Niantic Bay Y. C. was organized with
John Pennington commodore, W. B. May secretary and
treasurer, and Messrs. Woodward, May and Stevens
regatta committee. Last August members of the club
gave Perrine of Bamegat orders for fifteen new boats,
all of the 15-foot model.

The club now has a membership of twenty-five and a
fleet of twenty-five boats and the coming season promises
to be a very busy one. The first race will be sailed July
4th. It will be the first race for the season's point prize.
Races will be sailed every Saturday and Sunday. The
winner in each race is credited with four points, the
second boat with three points, the third boat with two
points, and each boat to finish within the time limit set
for the race one point. The series ends on Labor Day
and the owner of the boat scoring the most points will
receive a cup donated by the club.

The growth of this club shows what can be done to
help yacht sailing. Some of the sailors of these catboats
may 'some day be sailing America's Cup racers. Commo-
dore Stevens learned boat sailing at Port Jererson when
a boy, and now his three sons are all good sailors.

At Niantic there is the river and bay on which to sail.
There is deep water in most parts and the small craft
can sail in almost any wind, because it is well protected.
The sail boat is the most popular type of craft, as all the
summer residents prefer sailing to power boating.

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THEe»»

RUDDER

June

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Si prega far menzione del

Among the members and their yachts, as far as they
have been named, are Commodore John Pennington,
Weetii ; Former-Commodore J. A. Stevens, Commodore,
Harold Stevens, Uno; Bob Stevens, Mariner; William

B. May, Ka Lii Lu, Ralph May, R. A. F. ; Miss Harriet
May, Garnet ; Newel May, Joker ; W. B. May Jr., Royal
Flush; Mr. Mills, Ace of Spades; Mr. McDonald, Queen
of Hearts ; Miss Wilson, Go To It ; Charies Kramer,
Imp; Frank Kramer, Imp II; Samuel Irwin, Mad Cap;

C. C. Wame, Muriel ; Howard Irwin, B. Crandall, W.
Bassett, F. L. Talcott and F. C. Kukuck.*

Hanan Busy Match-Making

Addison G. Hanan is planning a busy season, and will
race the P. Class sloop Nahma in the first half and a new
Class R sloop now building in the latter part. The
Xahma is about ready for commission and will take part
in regattas and sail match races.

A match race has been arranged with the Wasaka II
now owned by John J. Martin of Boston. She was
formerly the Josephine and was built in 1913 by Wood &
McClure, City Island, for Mr. Hanan from his own de-
signs. He owned and raced the yacht very successfully
until 1916, when it was sold to Mr. Martin and the
Xahma was built. Mr. Martin and his friends have
always insisted that the Josephine was a faster yacht
than the Xahma. Last year early in the season the Hay-
seed I\', formerly the Michicago, a Gardner-designed
yacht, made a fine record in Class P races. She carried
a Marconi rig with a mast twice the length of her boom.
Towards the end of the season the Wasaka II was com-
missioned and she carried a Marconi spar a few feet
longer than that of the Hayseed and defeated that yacht.
Some yachtsmen attribute the victory of the Wasaka II
to her taller sail plan but seem to forget that she was
able to defeat the Hayseed with the regulation gaff main-
sail, and to win again when the two yachts were rigged
with Marconi masts was to be expected. However, Mr.
Martin has arranged a match race with the Nahma which
it to be sailed off Newport, and that race has started a
fever for match races. Other owners of Class P sloops
are anxious to try their yachts against Nahma and ^Ir.
Hanan is perfectly willing to accommodate as many as
possible. He will make any match that is fair but he will
not sail his Ixiat against a fleet of yachts. This racing
will be most interesting.

The Class R sloop, which is different in model from
the Xahma, will be ready about the middle of July. She
is for Commodore Childs and Mr. Hanan and will rep-
resent the Indian Harbor Y. C. in a series of races to be
sailed off Marblehead under the auspices of the Corinthian
Y. C. The Rogue, now owned by a syndicate of Indian
Harbor yachtsmen, will be that club's other representa-
tive in the match race.

To defend the trophy, which was originally donated
by Commodore Childs and won by Commodore Lawrence
F. Percival's yacht, two Class R sloops are now building
at Lawley's yard at Xeponset. One of these, designed
by John G. Alden, is for Vice-Commodore Frank Paine
of the Corinthian Y. C, and the other is designed by
George Owen for Rear Commodore Sydney Beggs of
the same club.

The Alden boat is fully in keeping with the designer's
other yachts, and promises to l)e fast. Sh^ is 35 feet_over

RUDDER quando scrivctc Digitized by VnOOQ IC

June

THEfl«»

RUDDER

47

all, 25 feet on the load water-line, 7 feet 8 inches beam,
5 feet 4 inches draught. She will spread 590 square feet
of canvas on a Marconi spar 59 feet long.

The Owen-designed yacht is of the raised deck type
and her construction seems rather heavy. In form she
somewhat resembles the Cup yacht Resolute. She is 26
feet 6 inches on the water-line, 8 feet 6 inches breadth
and will spread 585 square feet of canvas.

Mr. Hanan has a moderate-sized, short-ended model,
and while she will have a so-called Marconi rig it will
not be excessive. The performances of these yachts will
be watched with much interest and they will have con-
siderable influence on the planning and building for next
year*s racing.

Resistance and Model Tests

PART V

I will now explain the stream line theory of resist-
ance.

Explaining the Stream Line Theory of
Resistance

For the purpose of explaining the stream line theory
of resistance, assume that we have before us a stream
of water flowing rapidly in one direction, the stream
being sufficiently large that the steady flowing of water
is not influenced, or changed, by bottom and sides enclos-
ing it.

Under these conditions the water will flow steadily,
at one speed, and if it were possible to separate the water
into particles and trace the lines followed by each particle
it would be seen that every particle of water travels in a
straight line at uniform speed.

Now assume that a ship-shaped body is entirely
immersed in water, with its bow facing the direction
from which water flows, and fastened in such a manner
that it cannot move.

It it were now possible to trace the lines each particle
of water travels along it would be found that as soon as
a certain particle reaches the bow of shaped body it will
change its direction of travel and in place of moving
along a straight line will move along the line of least
resistance to its passage around the obstructing body.
In practice each particle of water will flow past the ob-
structing body along lines of least resistance, which, of
course, will be around, over and under. We will assume,
tor the purpose of this illustration, that the particles
maintain their horizontal motion and are only divided
laterally; then as they approach bow of body, they will
move out sideways and this movement will cause a per-
ceptible slackening in speed which will gradually decrease
until broadest part of body is reached, when they will
have resumed their original speed, only to lose it again in
a gradually increasing amount as they close in around
stern. Finally, after flowing past the body and reaching
a distance astern that places them beyond the disturbing
influence of body, they will regain their original direction
of flow and speed of travel.

It must be kept in mind that the influence of im-
mersed body on speed and direction of flow of water
particles may extend some distance ahead and astern,
the distance varying with form, and outside of this
sphere of influence all particles of water will flow along
straight lines at a steady speed.

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RUDDER

June

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When the shaped body is only partly immersed, a
new condition arises, due to the possibility of waves
being formed on surface of water by the change in
direction and speed of particles of water as they flow
past the obstructing body. At bow, where the check in
speed is greatest, the pressure of one particle on the
next one will be increased and this increased pressure
must produce an elevation of water above normal posi-
tion, and thus a bow wave is formed.

With the advance of particles towards amidships
their speed increases and pressure diminishes, thus allow-
ing the water to return to its normal level; but amid-
ships the speed of particles is increased to slightly above
normal, which results in such a decrease of pressure that
water will sink below its normal level only to rise again
when the midship section is past and speed of particles
again reduced. At the stern there is again the increase
of pressure and heaping of water above normal.

Force is expended in the formation of these waves,
but when once formed they travel away into the sur-
rounding water.

Thus in the case of a boat partly submerged and
moving at uniform speed, a series of waves will be
formed on the surface of water and particles composing
them will have a motion in a direction other than that
followed by the undisturbed particles.

Wherever a wave crest is, the particles forming it will
travel obliquely in the direction of advance or boat, and
where a hollow is formed the particles will travel ob-
liquely in the opposite direction.

Observation shows that two distinct series of waves
are formed by the movement of a boat through still water
— those formed by bow, and those formed by stern.

Each series consists of both diverging and transverse
waves.

The diverging waves caused by bow are due to the
widening form of entrance which, as I have already ex-
plained, retards the particles of water and thus increases
pressure sufficiently to cause the water to rise above its
normal level. These waves are thrown off on each side
of entrance, and with form of bow lines.

It is noticeable that waves thus formed at bow become
larger as speed increases and consequently oflFer a greater
amount of resistance, but as they pass quickly away into
distant water their total resistance is entirely due to the
force expended in their formation.

Besides these diverging bow weaves there is also pro-
duced by forward motion a series of transverse waves
which carry their crests transversely to line of motion.

These transverse waves show themselves along the
sides of boat and oflFer considerable resistance to prog-
ress, especially when speed is pushed beyond that which
is proper for the design.

The length of these waves always bears a definite re-
lation to speed, the variation being as the square of
speed.

Waves formed by the stem, while similar in char-
acter, do not oflfer very much resistance to passage,
therefore, their importance with regards to resistance is
very small indeed.

From data obtained by making many experiments
with models and with full-sized vessels, it is clear that
it is not possible to construct a formula which will give
accurate wave-making resistance of boats and vessels
being driven at speeds when wave-making resistance be-
comes of first importance.

(To be Continued)
Koffkokutha ni otegami onsashidashi no saiwa dozo RUDDER nite goran no mune onkakifoe nej

gaimaMC

June

RUDDER

49

For Sale —

Fast Gas Yacht

THE JOY

(Formerly The Dodger)
SPEED 20-25 KNOTS

Designed by WILLIAM GARDNER
Built by B. F. WOOD, City Island, N. Y., 1904

Lrvnglh over all 93 feet Be&m 11 feet Draft 3 feet

Twin Screw 2 Standard Entflnes of 300 H>P. each

CONSTRUCTION— Hull, galvanized steel; cabin, deck houses, etc,, mahog-
any; locker manholes, etc., brass. Two watertight bulkheads. Saloon under bridge
7 feet headroom, comfortably and conveniently fitted. Galley forward of saloon
with stove, fresh water pumps, etc., well appointed* Owner's cabin abaft engines,
two folding bunks with hair mattresses, pillows, etc., closets, lockers, folding table,
Curtis toifet, etc. Crew cabin aft, six bunl<s and mattresses.

The boat is finely constructed and magnificently equipped. Euih regardless
of cost, it is well found and in good condition. Equipment includes 280 fathoms
of galvanized anchor chains, life belts, buoys, spare ropes, etc.

Wm be Sold at a Sacrifice Price

CECIL PIATT. Trustee
49 Broadway* Ne\¥ York

JENNINGS & CO.. Yacht Brokers
Tribune Building, New York

European Notes

The first post-war Power-Boat Exhibition was held
in the great hall at Olympia between March 12th and
March 20th, and attracted such throngs of visitors of
just the right type that one has good reason for feeling
optimistic on the chances of power-boating obtaining as
firm a hold on the British yachtsmen as it has on the
American.

But one cannot help thinking that after such a long
interval the exhibition ought to offer a very much better
show of gadgets and minor fittings. Things have changed
a good deal since 1914, the sportsman who has spent
four years knocking round the North Sea does not
r^rd his hobby in anything like the same way that he
used to. He wants to do more big things and less detail.
When he was in uniform he just told somebody else to
carry on, and now he does not want to waste any more
of his own time than can be avoided, and at the same
time he does not want to be bothered with paid hands
more than is necessary. Therefore one went to the
show, hoping to see all sorts of handy fittings and labor-
saving devices, but found very few. The main feature
of the exhibition was a number of boats of standardized
design of every sort and size, and considerable improve-
ment in matters of detail of the engines. The boats were
mostly of the day-cruiser type and the main features of
the engines compactness, lightness and smooth running.

These same salt-water men, however, could not ht
persuaded that there was anything to be said in favor
of a 20-foot launch with limousine cabin-top, the first
of her type to be seen in this country. They admitted
that the hull was as pretty a little model as could be

wished for. The limousine top was certainly a splendid
example of coach-work, with its lowering windows and
brass luggage rails. But to call it a boat was sacrilege.
Not that it was altogether unappreciated. Two chauffeurs
stood gazing at it for a long time, one admiring the
coach- work and the other (the younger) dilating on the
advantages of the arrangement — with special stress on
the window-curtains — for "me and the young woman
up by Eel-pie Island."

There was a big range of motorship's lifeboats, and
this type is showing very rapid improvement. Some of
the cabin-cruiser t)rpe, which were the pioneers of the
design, are exhibited, while at the other end of the line
are ordinary lifeboats built of wood or steel and fitted
with paraffin engines. The best boat in the show was
about half-way down the line and is built by the British
Marine Motor Company. It is a 30-foot boat, capable
of carrying 39 persons. The wireless gear is imder the
deck forward and the 22-h.p. Hercules engine is in a
short cabin amidships. In smooth water she is capable
of towing six fully-loaded B. o. T. lifeboats at over four
knots. From a "dry-land" examination of the boat and
her fittings she would appear to be the best solution of
the power lifeboat problem up to date. Many of the
new liners now building for the transatlantic companies
are to carry these boats, which will thus be seen in New
York in the near future.

Nearly all the big firms are showing standardized
cabin or day cruisers, or river launches, and there are
some excellent ideas for reducing building costs. The
Saunders sewn-hull launches are world-famous, and their
system of building the planking of the hull in five pieces ^

Var god aberopa THE RUDDER nar annonsorerna tillskrifvas Digitized by X^TfOOQ IC

50

THEfl«»

RUDDER

June

Wc mrm thm Laricst Marine Paint MamifadMrcrs ia tlia WarM

WOOLSEY'S
COPPER B EST PAINT

rod WOODtN BOATS' BOTTOMS IN IUCSH OR SALT WATCH

CUARANTHD

Will Stand for one year if prop-
erly applied, and keep the
bottom clear from marine
growth!, at Grasa. Moss.
Barnacles. Etc.. and prevent
boring by the destructive
teredo worm.

BmOhl RED AND BRIGHT GRf CN

COPPER YACHT PAINT

MAKE THC SMOOTHCST SAIUNG BOTTOM

WOOLSEY'S SPAR VARNISH

Guaranteed to stand under the most trying
circumstances, as on yachts, boats and vessels
of any kind for either inside or outside work.

VachtWhita Vadic Black Dade Paint

Entina Enamel Scam Campannd

Canoa Ennmal

Lt. Sea Graan and Capper Brame Battom PainU

C A. WOOLSEY PAINT
AND COLOR COMPANY

leriey City. New Jefvey. U. S. A.

Nfw Marine Booklet** with Color

Send for our

Spots and ''How to Paint a Boat** — Free.

Decks Hard to Keep Tight?

Why not try

AND

ELASTIC SEAM PAINT
Will keep decks tight for upwards to
ten years. Yields with expansion and
contraction and will not track out.

Used on Government submarine chaserSi also
over 20 S. S. Cos. on all of their steamships

ELASTIC COPPER PAINTS

Prevents Sea Growth

ELASTIC COPPER PAINT is made en-
tirely different from other SUBMARINE
PAINTS. It is an absolute preventive of
MARINE GROWTHS AND WORMS.

It is Mad? in Two Colors
Bright Red and Green

ELASTIC BOOTTOPPING

Beautiful, rich Bright Red and Green in
color. Will not chip or peel off and re-
tains its bright shade.

Inquire of your dealer or

H. B. FRED. KUHLS,

65th St and 3rd Ave., Brookljm, N. Y.

only is economical, durable and strong, while seam leak-
age is practically eliminated.

Messrs. Thorny crofts had the largest stand in the
hall and exhibited a range of boats and engines of all
sorts. In addition they had a smaller stand, which at-
tracted everybody and was by far the most interesting
part of the exhibition to the lay visitor. It contained
the battle-scarred "C. M. B. No. 4," which they built and
which did such splendid work against the Bolshevik fleet
at Cronstadt, winning her commander (Lt. Agar) the
coveted Victoria Cross. His messmates in the depot ship
had a 2- foot cross made and duly invested him with it
at the close of a very cheerful evening. That cross hung
on the bow of the boat through the exhibition, while
Lieutenant Agar patiently answered innumerable ques-
tions and skilfully parried those about his own share of
the action.

So little is appreciated outside technical circles in
England of the real feeling of the British shipping com-
munity towards American competition, that it is not
surprising that there are misunderstandings on the other
side of tiie Atlantic. The fact which is at the root of
the matter and to which, unhappily, all too little atten-
tion has been drawn by those sections of the British
press which should do so, is that there is practically no
ill-feeling against American competition as such, but
that there is a very strong feeling against Government
competition of any sort, whether it is the American,
French, Canadian or Australian government which enters
the field. Shipping is too difficult a game to offer oppor-
tunities for anybody without strong common-sense and
it is generally appreciated that there is neither common-
sense nor logic — and very little real advantage — in the
hope of keeping the seas for any one country. Inter-
national competition is both necessary and advantageous,
and, except perhaps for Norway, for whom English
sailormen will always have a very strong feeling of atfec-
tion, there is no competition more advantageous to Britain
than American. But government competition is a horse
of quite another color, and there certainly is very con-
siderable bitterness at the realization that the figures, to
which attention has just been drawn in the British Cham-
ber of Shipping, mean that the U. S. Shipping Board
is being operated at an actual loss. This feeling of bitter-
ness is not confined to England or even to Europe, and
the full publicity of extracts from the American press
which show that the methods of many Shipping Board
Officials are very cordially detested by a large section of
their own countrymen, together with an appreciation of
the views of most of the big shipping men in this coun-
try, will do much towards maintaining Anglo-American
good feeling on the seven seas.

Immediately her trooping fittings have been removed
the steamer Zeppelin, recently transferred to the British
at Xew York, is to be put on the White Star Line's
Southampton-New York service. In the absence of the
Olympic, reconditioning and converting to oil fuel, she is
badly needed on the route.

Frank C. Bowen.

The Lure of the Canoe

(Continued from Page 18)

The pictures shown were taken by Mr. Chas. C. Stod-
dard of the Hiawatha Canoe Club during the recent cruise
of the Atlantic Division of the American Canoe Associa-
tion down the Ramapo River. This cruise is an annual

Please mention THE RUDDER when writing to advertiscrs,|J2ecl by V^TrOOQl^^

June

RUDDER

51

event and marks the opening of the racing and cruising
events held under the auspices of the association every
summer. The American Canoe Association is composed
of about two thousand canoemen throughout the country.
Every August there is a racing meet held in the St.
Lawrence River oflf the island owned by the association.
Each of the various divisions also has an island or camp-
ing place where they hold their local regattas.

«•«

Some New Accessories

(Continued from Page 35)

empty of gasolene. The fuel can be used up to a point
where the only gas left is that in the portion of the fuel
line located above the water overflow.

«®«

Sparking Current Intensifier
The adaptation of a well-known wireless accessory
to the ordinary spark plug has resulted in an interesting
and efficient device known as the Sparko-Gap. This little
accessory consists of five brass disks of about i-inch
diameter. Between the disks there is a minute air space
maintained by the insertion of small insulating washers.
To the outside disk on one side a terminal is fastened by
which the device can be attached to the spark plug. On
the other end the attachment is to be made by a con-
venient thumb nut to the high-tension wire. The current
coming from the coil or magneto will flow easily until it
reaches the air space between the disks. Here it stops
for a very minute part of a second until the following
current has raised the voltage to a point where it will
jump the air space. The result is that instead of a series
of low voltage sparks delivered over a long period of
time at the spark points, there is a discharge of much
greater intensity. This is so violent that oil or carbon
on the points is burned away. In fact it is claimed that
no matter how dirty a plug may be the spark will still
be of proper firing strength.

8parko-Oap Oui B« Attached to Any Spark Flag Withoat Tools. Its
Oondenslxig Action Insures Firing

Sparko-Gap is the only application of the quench gap
to internal combustion engines. Being in the open the
insulating air is always kept cool and constantly renewed.
It is said that the device has been adopted by the French
Government for all of their airplanes and tested by the
United States Government on many chasers and airplane
engines. The device is made by the Sparko-Gap Com-
pany 29 Beekman Street, New York, and sells for $1.50
ready to fit on any plug.

^eal Varnish Economy

COST per gallon means nothing in figuring on Varniih
economy for best work. You buy vanuth to protect
the boat, to preserve the finish, to prevent deterioration.
Good marine varnish will do this; it is also economical be-
cause refinishing is infrequently necessary. Ordinary varnish
used on marine work is costly, no matter how cheap.

Edward Smith & Company's

SPAR COATING

is Real Varnish Economy. It has stood the tests of nearly
a century. Boat owners and boat builders of experience
know they can depend upon SPAR COATING to do all
that a high-grade marine Varnish is supposed to do.

AQUATITE

is • high-dan Varnish (or wood and metal wodi awash mosT of the
time. Won't turn white, dries dust-free in 3 hours.

EDWARD SMITH & COMPANY

VAltNISH MAKERS FOR 93 YEARS

Head Office ana WMrks: WmIAt., 6Ckft7thStt., Lmi IslaBdOtj, N. T.

P. O. Box 76 City HaU Station. Naw Yorii Qtr

Wostcni BraDch— 3832-34 South Mor«aD St., Chleaso.

IRHEUMATISManqGOUTI

1 PROMPTLYREL1EVEDBY |

BLAIR'S @

'Mj

■■-Jl WC^BSI

^1

GREAT ENGLISH "^
REMEDY. .4^

m\i

ISAFE&EFFECTIVE50fic$lJ

1 DRUGGISTS. 1
l_ on A^ H£NI>IY &T. BROOKLYN. H V.J

¥_T^^w«* ^g^ "D 11 «^ By Cliaa. Deamond. Ac the request of numeront
XaCIi^ IVJ fvUll boatbaildeit we have reprinted this series C^J OC
of excellent articles on Boat Shop efficiency. ¥> ^ •^•^
?h!'*''ciJtl Tbci(aMeri»iMlshla|Co.,f MamySl. N.Y.CItr

a Boat Shop,

THE PAINT you have used so Ions, always reliable when properly applied

|o years the leader.

Forsale everywhere.

8 Highest Medals.
Gold. Silver & Bronze

Tarr & Wonson's Copper Paint,

for wooden Vessels' bottoms, prevents taring ol
worms, and all marine growth.

Priming coat A. LaCZOne^ rinialUng coat 8,

for bottoms of IRON and STEEL Vessels of every
description, to prevent corrosion and all Marine growth.
THE GREAT SPEED INCREASER.

THEY EXCEL ON EVERY POINT

Mnmrfncturedonlyby TARR & WONSON, Limited,

Beware of Imitations. GLOUCCSTCR. Mass., U. S. A.

En rcpondant aux annonces vcuillez mentioncr THE RUDDER

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June

THE J. H. CUfiTISS CO.

2 SOUTH STREET, NEW YORK

Marine Water Closets

Yacht Pump
Closet

Very Highest Develop-
ment ol Marine Water
Closets for use above or
below water line, 4-inch
cylinder, discharges con-
tents at third stroke, suit-
able for heavy work or
owner's room. Will out-
wear any other closet; the
gear makes it very easy-
working.

GURTISS IMPROVED MOTOR
BOAT CLOSET

Dimensions: 18x18x11 in«
high to top of bowl; 2ii in.
cylinder. For above or
below water line.

The best little closet on
the market today, possess-
ing many of the advan-
tages of the large size toilet.
All brass and porcelain.
Oak seat and cover.

All prices subject to
market advances, which
are continually changing.

American- Built

Sextants

Since 1872 we have built Sextants and instruments of precision.

Quantity production enables us to offer American-built Sextants

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

8*nd for BookUt S (4 StfUt: 7%* and 6' Naviiatioual Mat* and Motor Boat)

Brandis & Sons, Inc.

754-758 Lexington Avenue Brooklyn, N. Y.

How TO Reach Our Showroom and Factory— 20 minutes' ride: Take the
Lezinston Avenue train at Brooklyn Bridge entrance. New York side, get out at
Reid Ayanue Station. Brooklyn, walk East % block. Phone Bushwick2427

John Bliss & Co. MVIGATIOIAL

IRSTRIMEITS

128 PRONT STREET
NEW YORK

EMPIRE REPAIR & ELECTRIC
WELDING COMPANY

Electric Welding and Boiler Repairs

Shop. Foot ol 3Sth Stroot
Brooklyn. N. Y.
Tol. a«4« S«ulh Sr««klyii

New York Offieo

44 Whitehall Street
■•wllna «rMii •••O N. Y.

Needed Information

Douglas Fir for Keel
I am about to build a boat of the following woods:
Planking, Washington red cedar; frames white oak; keel
Douglas fir. I want to know whether the keel can be
expected to last as long as the rest of the boat?
Port Byron, N, 7. W. P. M.

Answer. — If the Douglas fir keel is made from a good
clear stick that has been well air-seasoned you should
have no trouble with its giving out before the oak or
red cedar. Many of the large steamers are built entirely
of Douglas fir and the classification societies will class
it A I for fifteen years.

©««

To Kill Worms in Hulls

Kindly advise me how long it is necessary for a launch
to stand in fresh water in order to kill the worms in the
hull. F. W. S.

Norfolk, Va.

We believe that the period necessary to kill the worms
will be from six to eight weeks. It naturally makes a
difference how badly the worms have gotten in the hijU.
We would suggest that you consider the docking of the
boat and the removal of the affected parts; as we feel
that a boat that has suffered much from these pests will
not be entirely free of them in the future, even if the
present borers were killed.

«®«

Preventing Mildew on Sails
Will you please tell me of a formula for treating sails
or other canvas so as to prevent mildew? J. G.

Los Angeles, Cal.

Dissolve one pound of borax in two gallons of water,
and one pound of sugar of lead in two gallons of water.
Let each mixture stand for ten hours and then mix, add-
ing twenty gallons of clear water. Allow the total to
stand for five hours. The solution must be thoroughly
stirred for some time previous to use. Apply by dipping
the canvas or by painting on with a soft brush.

«*«

Fuel Oil

Q. — What is meant by the flash point and firing point
of a fuel oil ? — William Rogers.

A. — By flash point is meant the temperature at which
the vapor formed by heating the oil will flash into flame
when brought into contact with a light.

The firing point is the temperature at which the liquid
oil itself will ignite when a flame is applied to it.

The flash point of petroleum oil products varies from
70** F. for the light spirits up to 280** F. for heavy oils.
The flash point of crude oil is about 240** F. The burn-
ing point is invariably higher than the flash point, there-
fore the flash point is always considered the danger point,
and all regulations governing the carrying t>f fuel oils
refer to the flash point and stipulate that the flash point
shall not be less than a certain (named) degree Fahren-
heit (about 185** for fuel oils).

HANDY JACK BOOK OE NAVIGATION TABLES

Especially prepared for ute with "Navigatloa Simplified."

Paper, 78e

THE RUDDm PUBLISHINa OOMPANV • Merrey Straefl, New York OMy

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June

THEfl**

I^UDDEP

WORLD RENOWNEIX-« DAY-HIGH GRADE

ASK ANY
USER

U^*BEST IN THE WORLD — ^all others are comparative

JDmt tut Hall BmtI
"rajflbt^^iS" \ Clocks, Ship's Bell Clocks, Auto Clocks. &c.

For Use on Steamships, Vessels, Ac, &c^ and
Suitable for Finest Residences, Yachts, Qubs, Automobiles, Motor Boats and

For Generxnl Presentation Purposes

W^'On saU by Highest Cl^iss' Jfeweler* and Nautical Instrument Dealers in Largest Cities
Dealers In imaller cidee, not cairying these fine clocks In stock, can sell many from catalog

Chelsea Clock Co. iBgn gt^ aaeks lO state St.. Boston. Mass.

I ErtaUislieTl

Many Yachto and Club ar« using th« ^'CHELSEA" Automatic Ship's Bell Clock,

operating on a special SV» inch Bell

UNIQUE and NAUTICAL.

53

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[ William H. Griffin "^r^JT- Yacht Sailmakcrl

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

i

i

4\ JOHN G. ALDEN

%V\ Yacht Broker iDd
/'rVvVX **"■• ArcWtect

1 Vv^^ *^® S*»*« Street
■ II \-5^" Bolton, Mm—.
ji^gij^g^ TaUpbene. Richmend 2318

Phone Benson burst 5091

^. H. BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VES3EL8 DESIGNED AND BUILT

Plant. Specifieationi and Ettimatet Farnithed

For All Types of Vessels

Affiliated

OOQA r>.^n..«<. A,r. HOWARD E. WHBELBR. „ ^, „

2280 Cropsey Ave. ship Bonder Brooklyn, N. Y.

wrtHi mVriif?-'''^^

THOMAS O. BOWIS. M.I.

NAVAL AKCHITBCT AND BNGINBER YACHT AND VESSEL BROKBK

o .. «.. Oficei. Lalayette BulldiBK Chestaat and Filth Streets

Bell Phone PHILADBLPHIA. PA. Cable Bomo

FRKOKRIC S. NOOK

NAVAL ARCHITECT AND YACHT BUILDER
UO.PbMM CAST aUCNWiOH, R. I.

WILLIAM GARDNER & CO.
Naval Architects, Engineers, Yaclit & Vessel Brokers

Yachts, Launches and Vessels of All iamb

No. 1 BROADWAY, NEW YORK

Tdephonc 3585 Rector

J. MURRAY WATTS CableAdd.'*Murwaf

Ndvnl Architect and Engineer Yacht and Vessel Broker

Philadelphia. Pa.

1 36 South rourth Street

FREDERICK K. LORD

NAVAL ARCHITECT
Designer of Sail and Motor Boats
T«L 4880 Rador 120 BROADWAY, NEW YORK

. >^V"r^ rA« ""Hall Hmrk'' of Naval Arthitttturt and Marint Emgimterimt

fM^\ SEABURY & de ZAFRA, Inc.

^^-HA^^t^'^CmTECTS & ENGINEERS
VESSEL BROKERAGE INSURANCE

"Built to SEABURY Dttign and SfttiJIcationi' adds
to tht VALUE (not the cost) of your Boat.

150 NASSAU ST. NEW YORK

Phone: Bee km an 2804 Cable: "Seaza." N. Y.

COX & STEVENS

Naval Architects, Engineers, Yacht Brokers

15 WILLIAM STREET, NEW YORK

Tol*ph*ii«si 1B76-ia7a Braad

Complete particulars, plans and photographs promptly submitted on receipt of in-
quiry. State your requirements. Large list of yaclits of all types for sale or charter

LUDERS
MARINE

Desienins and Building
of all Types of Power
Boats a Specialty

Stamford, Conn.

CONSTRUCTION
CO.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Copyright 1919. Rex W. Wadman. lac.

The Finest Row ' Boats
In The World

SKANEATELES BOAT * CANOEICO., SktMatele.. N.IT., U.S.A.

Tc..phon« { ;?;w"'YoVi.'srn^'c,„„ 6077 c.b.« ^t^:^^:^^-?^
N. E. MgCLELLAND & CO., Ltd.

NAVAL ARCHITECTS YACHT BROKERS

Montreal
286 ST. JAMES STREET

New York
2 STONE STREET

Walter E. Pommer,

Naval
Architect

Specialty— Wood and Steel
Commercial Vessels

324 BRUMDER BUILDING
MILWAUKEE. WISS.

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June

RUDDER

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NEW FREE COURSE IN SHIP AND YACHT DESIGN

The popularity of the one-year courses that have been given
during the last two years at Cooper Union, has prompted the
directors to announce that hereafter the course will be extended
to a two-year one for those who desire it. Beginning next Sep-
tember all graduates of the 1919 and 1920 classes will be eligible
for admittance to the advanced year. The second year will be
taken up with advanced calculations and the designing of boats
from the rules of the various classification societies.

The courses are absolutely free ; all that the student has to
supply are his instruments and the necessary drawing paper.
The classes meet three nights a week for about seven months a
year. No applicant will be accepted who has not had at least
one year's instruction or a similar amount of practical work in
some branch of mechanical drawing. They must also be familiar
with the rudiments of ship or boat construction and the names
of the various parts of a ship. For those that desire it, the in-
struction will be along yacht lines instead of the larger vessels
Applications can be made at any time either by mail or in person
to the Secretary, Cooper Union, Seventh Street and Third
Avenue, New York City.

KEROSENE BURNING DEVICE FOR COAL RANGES

Yachtsmen who have been in the sport for many years
usually prefer a galley range of the coal or wood-burning type.
There are times when wood or coal is not handy or when a short
hot fire is wanted to boil a pot of coffee; and then some of the
kerosene stoves are more to be desired. A new device put upon
the market by the Oliver Oil-Gas Burner and Machine Company,
of 13 13 North Seventh Street, St. Louis, Mo., allows one to use
the range exactly as if coal or wood were the fuel, and at the
same time have the advantages of a fire that can be instantly
made, burning a fuel that can be obtained anywhere.

The burner is made in various sizes so that it can be set on
the grate of any range and connected through a hole in the door
with a gravity tank that comes with the outfit. Once mstalled
all that is necessary is to light the burner and then use the stove
exactly as if wood or coal were burning. There are no ashes
and no coal dust and it is claimed that the fuel bill is much less
than when coal is used. The price of the outfit for small galley
ranges is $16.50.

GRAY "VM"

Last year New York State ordered four Gray "VM" engines
and they proved so successful in operation that this year an
order was placed for thirty-five machines. The illustration shows
a carload lot all ready to ship to the Albany Boat Company of
Watervliet, N. Y., which built the hulls.

The success of the engine opens up a very wide field for
its use and the Gray Motor Company through its large organiza-
tion is able to make prompt delivery.

NEW GLOVE PROTECTS SLEEVES
Every power boatman knows the difficulty of making adjust-
ments to his engine without covering his hands and arms with
grease and dirt or barking his skin. The ordinary working gloves
were satisfactory as far as the hands were concerned, but
they left the forearm and the shirt sleeve unprotected. The
United States Glove Company, Marion, Ind., recently put upon
the market Save-A-Sleeve-Gloves, destined to fill a long needed
service. Not only do these gloves protect the hands, but they
extend up the arm over the elbow, providing complete protection
almost to the shoulder. They are made of a heavy grade of
khaki-colored duck, cut full so as to be easily put on ct taken
off and double-stitched so they will not rip in service. They are
also impervious to oil and grease. The makers report that
although the gloves have not been long on the market that the
demand for them is very great.

« « *

MAHOGANY

The Indiana Quartered Oak Company has moved their office
to their new office building at East Avenue and 12th Street,
Long Island City, combining their yard and office at the one
location.

The capacity of their yard has been increased. A cargo of
300,000 feet of Philippine Mahogany recently arrived, all of which
was sold, as well as 850 M feet due here in May and June.

[ J. W. Lathrop Co. " fsirj gasolene Engines*]

Koukokusha ni otcgami onsashidashi no saiwa dozo RUDDER nitc goran no munc onkakisoe negaimasv OOQ IC

56

THEflB*

RUDDER

T unc

iWQ^CUmM MEASURING

fll/THEnMORVnlffipOWERIOSPAREV POPUl

POPULARITY

Unit P*w*r PlaiH, M*4«l "F** THOROBfllD

2a-3« N.P., 4 1-1« K Sin.
FuralslMd with mr wllbowt Unit Paw«r Plaaf

To permanently gain public favor an article MUST have merit, be
it a marine motor, a food product or something else. The public is quick
to judge accurately and when a motor wins such widespread and lasting
favor as the Red Wing THOROBRED you can depend upon it that it is
true value that has created the demand.

Tell us twhat ser<vice you require and let us recommend one of our fi^ve sizes ^ 10 to 40 H.P.
They burn either kerosene or gasoline.

RED WING MOTOR COMPANY, Dept R. Red Wing, Minn., U. S. A.

NEW FRISBIE ORGANIZATION

On April isth there was held, at Middletown^^ Conn., a meet-
ing of the stockholders of the Frisbie Motor Company, which
elected a board of directors that, in its personnel, shows a com-
bination of remarkable strength: Kirk W. Dyer, president;
William E. Gibb, vice-president and manager of sales; Thomas
H. Travis, vice-president and manager of production; Minn
S. Cornell Jr., treasurer, and Frank A. Brassill, secretary.

Kirk W. Dyer, president, for the past ten years treasurer of
the concern, has been instrumental in the steady growth of the
business, and fully warrants the confidence vested in his new
authority. He is a graduate of the Throop School of Technology
of California and the Massachusetts Institute of Technology, and
before coming to the Frisbie Motor Company had been con-
nected, as a chemical engineer, with somef of the larger sugar
refineries of the Pacific Coast. His experience has been a broad
one, not only in a business way, but in public life as well, he
having held several public offices in both California and Con-
necticut.

William E. Gibb, vice-president and manager of sales, is, of
course, the one with whom most of the trade will deal. He has
been connected with the selling end of the marine engine busi-
ness since 1906, handled the Frisbie products first in 1909, 1910,
191 1, and rejoined that organization in August of last year in
the capacity of sales manager. Having traveled extensively in
this business he has knowledge of conditions as they exist in
different parts of the county.

Thomas H. Travis, vice-president and manager of produc-
tion, has been 'connected with the company for about a year and
a half. He has for twenty-three years been engaged in similar
lines, having been with both the E. R. Thomas Company and the
Locomobile Company in the automobile industry, and for fifteen
years previous to his coming with, the Frisbie Motor Company
had been superintendent of two of the larger marine engine
factories. He has a national reputation as a designer of not
only engines, but tools as well.

Minn S. Cornell Jr., treasurer, is also president of the Mid-
dletown Silver Company, secretary of the Kirby Manufacturing
Company, and president of the Middlesex Hudson Company.
He is well known as one of the greatest of power boat enthus-
iasts and is a member of the Racing Committee of the American
Power Boat Association.

Frank A. Brassill, secretary, is also vice-president and gen-
eral manager of the Middlesex Machine Company. He, like Mr.
Travis, has spent twenty-three years in the machine business
and is one of the real pioneers in the automobile industry. His
associations in that line have been with such concerns as the
Pope Automobile Company, the Electric Vehicle Company, the
Knox Automobile Company, and the American Daimler Auto-
mobile Company. He was superintendent of the West Works
of the Pope Company for nine years, and in the earlier days of
that company worked on the assembly of the first Pope car that
was ever put out.

The holdings of the company formerly held by Russell A
Frisbie have been taken over by Mr. Dyer, Mr. Gibb and Mr. Travis.

The history of the company is very interesting. Twenty-
two years ago, in a barn in Cromwell, Conn., the first Frisbie
engines were built. At that time they built not only marine en-
gines, but the Frisbie-Heft automobile as well. About eighteen
years ago the firm moved to Middletown, and their first valve-in-
head marine engine brought out. They were one of the first
exponents of that type of valve construction, and since that time
have manufactured nothing but valve-in-head engines. A fac-
tory on the present site was occupied in 1907. Frisbie valve-in-
head marine engines are today universally known. Their dis-
tributing organization is very complete and numbers the ma-
jority of the better distributors in the country.

The present demand for Frisbie engines makes necessary
plans for an increase in production of 70%. And even with that
increase the company will have hard work keeping up with the
demand, as is shown by the fact that for the first four months
of this year their sales have increased 150% over last year, which
in turn was the largest year they have had.

The new organization makes an ideal one in this way, no
matter which department of the business one has occasion to
deal with. The head of that department is a stockholder in the
business, not only one who) can speak with authority, but fur-
thermore one who is naturally interested in seeing that proper
service be given to all. All of his associates are behind Mr.
Gibb solidly in his belief and aim — "Real Service to All."

During the month of April the firm received orders for one
hundred and three engines, all for immediate shipment. While
prices in all lines haye advanced greatly, the Frisbie Motor Com-
pany has increased prices only about 10% during the past three
years.

^glepfceng^

KAHLENBERG BROS.

Heavy-Duty CRUDE OIL ENGINES

Positive Governor Control from No Load to

■ FfullLoad.

Variable speed instantly obtainable from just

"turning over" to wide oj)en.
Operates on low price fuel oils.
Fuel consumption .55 lbs. per h.p. per hour.

WMITM FOX OUR UTRRATURS STATING YOUR REQUtRSMBNTS FULLY

COMPANY, Manufacturer!, 1705 12th Street, Two Rirers, WU., U. S. A-

No WatoT InjectiDt]
SIZES 60 HP. UPWARDS

Var god aberopa THE RUDDER nar annonsorerna tUlskrifvas ^ by V^TtOOQIC

June

RUDDER

57

The Allen Dense-Air Ice Machine

no chemicftU. It U placed in the engine room, while the ice-making box and meat rcKmit

are at distant places of the steamer

Steam Yachts— Atalanta, Constant, Riviera, Emeline,
Apache, Electra, Nourmahal, Josephine, Virginia,
Thespia, Dorothea, Alcedo, Enterprise, Felicia,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Rheclair, Aztec, Rambler,
Surf, Sultana, Erarose, Guinevere, Cyprus. Nearly
three hundred in daily service in the tropics on
men-of-war, steam yachts and mercantile steamers.

H. B. ROELKER

Designer and Manufacturer Screw PropeUen ei

41 MAIDEN LANE, N. Y.

N. Y. A. C. DONATES CUP FOR A. P. B. A. CRUISER
CHAMPIONSHIP

A new annual racing event under the auspices of the Amer-
ican Power Boat Association is provided by the gift of the New
York Athletic Club. This new perpetual trophy will be known
as the Handicap Cruiser Championship of North America and
will be competed for annually. The boats winning first, second or
third place every year will be presented with permanent trophies.

The first race for this new championship will be run on
Augrust 14th, the start being oflf the Travers Island house of the
New York A. C. The races from then on will be held over a
course set by the club whose entry won the trophy the previous
year. Any club or individual enrolled in the A. P. B. A. will
have the right to challenge for the trophy.

The rules require that entries be cruisers under the ruling
of the A. P. B. A.^ and that they also be between 30 and 45 feet
water-line length. The boats must carry cushions, blankets, ice-
box, compass, two anchors with 20 fathoms of line each, provi-
sions for five days, charts and lead line. All gasolene must be
carried in fixed tanks having a capacity to enable the boat to
cover 125 per cent of the course. The course will be between
so and 125 nautical miles, at least 50 miles of which must be in
open sea, bay or sound. There must be at least 2 fathoms of water
in all parts of the course.

Further details can be obtained from Geo. C. Krusen, Secre-
tary of the A. P. B. A., 529 North 15th Street, Philadelphia, Pa.
* ♦ *

Due to the rapid expansion of its business in the manufac-
ture and sale of Columbian propellers for motor boats, motor
ships and steam vessels, it has been necessary to find larger quar-
ters for its executive and sales offices. Owing to the limited
amount of space available down town. New York, it has proven
desirable to move the offices up town.

The new offices will be located at 522 Fifth Avenue, corner
44th Street. More than twice the present space will be available.
A better reception can be given to friends calling.

Owing to the fact that the new offices are located so con-
veniently to the large railroad terminals and the prominent hotels
it will be very easy for out-of-town friends to call at the new
offices, and the officers extend a very hearty invitation to their
friends to call and make their headquarters with them while in
Ntw York,

DURKEE'S CATALOGUE FOR 1920
We have the new issue on our desk and cannot do less than
send through the columns of The Rudder our "thank you, gen-
tlemen,?' for the very complete compendium of interesting data
gathered between the covers of this, the last and by no means
the least successful ever issued by Chas. D. Durkee & Co., 2
South Street, New York City.

* « *
A NEW TURNBUCKLE
We illustrate a rustproof indestructible spring turnbuckle
manufactured by the Holton Abbott Manufacturing Company of
61 Gorham Street, West Somerville, Mass., that is especially
adapted for offshore cruising. The inside of sleeve is the same
shape as nut, thereby holding nut in a locked position. The
proper adjustment is obtained by simply turning the rod.

When assembled and set up all threads are covered by the
sleeve, which is packed with hard grease, insuring all parts being
rust-free no mater how long or hard the service may be. The

use of grease and the covering sleeve eliminates renewal charges.
The spring provides a limited amount of flexibility and takes
care of undue or sudden strains, saving the rigging, which
otherwise would carry away. It also takes care of expansion
and contraction due to weather or temperature changes. If
flexibility is not required the spring may be adjusted to insure
perfect rigidity. An automatic device at the yoke prevents
loosening from vibration and slatting of rigging.
* * ♦
ANDERSON AGENTS
Maatschappij Burto of Amsterdam has been given the An-
derson agency for Holland. Five sample engines of different
sizes have already been shipped him.

BILGE PUMP

lloJJIlBrass,S8. No, 3/

S6.

Fog and Ships' Bells
for all size crafts

Jingle BellSf Pulls, Gongi,
Cranks, etc*

BEVIN BROS.
Cast hamptoft

Mf G. CO-

Connectic4ft

Please mentiofi THE RUDDER when writing to adyertisers

^Tgifizec^y

58

FOR SAI^ ""

ALSO SECONDHAND . ,

;NGINES.EQUIPM£Nt} ^
HOUSE BOATS,ETC.

RUDDEP

June

\ii^iM\ \^ ^e^ -g^^

^^■^^f!^.

zj ^ I J I I ■

ILLLib.

.^z^'Ci^,

-.iS."

YOUR BOAT, ENGINE OR EQUIPMENT

instoras^eisnotworthits keep and unless taken care of will soon be worthless. A $1.00 advertisement will turn
an old outfit into money, besides s:i ving: the purchaser an opportunity of making: it useful and dfhelp to the sport.

Advertisements 4c a word each insertion, minimani charge $1.00. Heavy-face type, doable price.

Money must acc(»mpany copy. Forms close 10th of the month precedlnfr.

r^ ^ ^ AAA ^* ^'^ from photograph fumlihed by yoa, prepare a half-tone plate of your boat, neatorlnc 3^ Inches' wide
ror ^'•OUU by 1 1nch deep, and print sane with a SO-word description.

For $ 10*00 half-tone plate 3% Inches wide. 2H Inches deep and 50-word description.

DORY T.AUNOH FOR SALE— SEAWORTHY. PAST. LOCATED
ESSEX, NEW YORK, ON LAKE OHAMPLAIN. 22 -PT. LENGTH
6-PT. BEAM, IFT. DRAUGHT. BUFFALO ENGINE, 7 H.P. COCK
PIT 12%x5, TWO SIDE SEATS, ONE CROSS SEAT. PULL LENGTH
HOOD. HULL ENGINE FILLINGS FIRST-CLASS CONDITION.
P. O. BOX 214, CARLISLE. PA.

FOR SALE— DELIVERED IN COMMISSION JUNE 1ST, A MOST SAT-
ISFACTORY ALL AROUND CRUISER (68 FT. BY 11 FT. 8 IN.
BY 4 FT. 2 IN.). SOUND, SEAWORTHY. PAST, COMFORTABLE.
SPEED 1415 KNOTS. HEATED BY STEAM. RUNNING WATER
THROUGHOUT BOAT. SHOWER BATH. ELECTRIC LIGHTED
THROUGHOUT BY NEW DELCO PLANT. OWNER'S STATEROOM
WITH WIDE BED. FORWARD STATEROOM WITH TOILET. LARGE
SALOON. GALLEY COMPLETE AND EXCEEDINGLY CONVENIENT.
LARGE CREWS QUARTERS, WITH lOILET AND LAVATORY. UN-
USUALLY LARGE OUTFIT FOR CRUISING. AMPLE SUPPLY OF
EXTRAS. BOAT AND ENGINE NOW BEING THOROUGHLY OVER
HATTLED BY WOODS AT HTS YARDS AT CITY ISLAND. N. Y.
PRICE EIGHTEEN THOUSAND DOLLARS.^ NO OFFERS FOR LESS
CONSIDERED. P. O. BOX 214, CARLISLE, ^A.

BOATS TAKEN ANYWHERE. SMALL CRAFT FETCHED OR DE
LIVF.RED UNDER SAIL OR POWER. EXAMINATIONS MADE
FOR BUYERS; HONEST REPORTS GIVEN. CAPTAIN PEARSON,
GREAT KILLS, STATEN ISLAND, N. Y.

FOR SALE OB
CHARTER — Lawley
built schooner yacht,
.56 ft. by 45 ft. by
14 ft. 6 in. by 9 ft.
Large main saloon,
one double, one sin-
gle stateroom, sleeps
seven, three in fore-
csHtle. Well equipped
galley, spars, sails
pnd rigging A-1 con-
dition, good ground
tackle, fully found.
Apply T. W. Van
de Veer. Greenwich
Yacht Yard, Green-
wich, Conn.

YACHTS FOR SALE

LINTON RIGG YACHT AGENCY

138 S. 4th St. PHILADELPHIA, PA.

PHONE. LOMBARD 2566

Cable Address. RIGGING

KEEL CRUISING SLOOP FOR SALE— 28-ft. water-line, 38 ft. over all,
9 ft. beam, 6 ft. 3 in. draft. Pine sea boat, easily handled, and
can be run without paid crew. Main cabin has full headroom and sleep-
ing accommodations for three persons. Mahogany and white enamel
finish. Toilet room and galley forward, with one pipe berth in fo-castle.
Cabin trunk and deck fittings mahogany. Sails and rigging in excellent

condition. Lead keel, about 7,000 lbs. Hull absolutely sound. Thor-
oughly overhauled and will be delivered in commission fully found. Type
of hull similar to N. Y. Y. C. Thirties and latest Universal Rating Rule
boats. Price attractive. Charles D. Mower, Naval Architect and Yacht
Broker, 347 Mauison Ave., New York City.

FOR SALE — 28 years of unbound copies of Rudder, 1891 to 1919. in-
clusive: 8 y^nrn of Yachting, 1912 to 1919, inclusive; 6 years of
Motor Boating, 1913 to 1919, inclusive. Desire offer for above. Box
165, Rudder Publishing Co., 9 Murray St., New York City.

The Complete Files and Records

of

STANLEY M. SEAMAN

YACHT BROKER
1900-1917

have been purchased by the

G. W. FORD YACHT AGENCY

30 East 42nd Street New York City

Correspondence with his former clients is solicited.

En repondant aux annonccs veuillcz mcntioner THE RUDDER^ "^y

Googli

ame:rica's cup yachts

#"E RUDDER

Vol. XXXVI

JULY, 1920

No. 7

©../. Roscnfetd

MISS DETROIT V— One of the American team of three boats which is to try to bring back the British

International Trophy, on her trial trip.

PUBLISHED AT 9 MURRAY STREET, NEW YORK CITY

Price S5 Cents Digitized by coogie

Piece Work

npO.THE REAL WORKER it means a Fat Pay
^ Envelope Every Saturday at the Submarine
Boat Corporation. Especially for Good

Riveting Gangs Ship Fitters

Riveters Drillers and Reamers

Holders-on Regulators

Heaters Erectors

Passers and other Trades

The fairest basis of reward for labor is piece work. Production on an hourly
basis treats the conscientious worker and the slacker alike. But piece work
renders a just discrimination.

The day rate as set by the Wage Adjustment Board states that Riveters should
receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and
so forth. Our piece workers in these departments average from 15 to 20%
higher. The piece work pay is what you make it.

Unskilled but Ambitious Men are Wanted to Learn

the Various Trades

If you desire to become a Shipworker you can learn quickly,

efficiently and thoroughly at our training school.
GOOD PAY WHILE LEARNING. $.46 to .56 per hour.

TRAIN SCHEDULE
NBW YORK.N. Y., Ub€rtySt..J««wC«itf«lR.»- BAYONNE, N.J. Cf««i»iii. station. L«iii«hVaitor

Lmt* iiia. id*. «:M. 7:58 A. M . Lmtm 7:M A. M.

JBRSBY CITY. N. J. 'adcwm At*., Jtav Cntnl R. R.

LMT*»:35.tiM,8:l«A.M. ELIZABETH, N.J. «ll««b«h Stattoo. Jmmt C«Mnl

NEWARK. N. J. Btcmd St.. J«nn C«itral R. R. *' *• '^'" *** ** "•

Lmt* «<M. feM. MO. 7,M, S:l« A. M. ELIZABETHPORT. L*aT** «tS5 A. M.

Al«> tide* Trolli7 If aik*d "Part
N*«nuk".

GOME TO EMPLOYMENT OFFICE OF

SUBMARINE BOAT CORPORATION

NEWARK BAY SHIPYARD • PORT NEWARK, N. J.

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THE

Published on the
24th of the Month

RUDDEP

Edited by
Arthur F. Aldridge

Engines

and

Accessories

Copyrisht 1920, by The Rudder Publishing Co., New York. NOTICS—Th« <9mt«nti of this mmgmsclHt, imeluding mU m^tltUt, illuttrmthmt, pUmt mni detignt, mrt tevereJ hj
€9tfright, mud thtir rtproductiom is mbsoluulj farbUdtu without tht conssut mud ptrmission «/ THE RUDDER PUBLISHIA'G COMPANY.

Commercial Boats

Yachts

and

and

Equipment

Yachting

Volume XXXVI

July, 1920

No. 7

American Boats for British Cup

THE American team of three high-speed power boats
which are to represent the United States against
French, Spanish and British entries are to be shifted on
the steamship Adriatic on July 3d and will be landed at
Southampton, England, only a few miles from the course
over which the boats will race about July 12th. It is
possible that a fourth boat will be shipped in order to
have a spare in case an accident should happen to either
of the others. The three boats are Miss America, Miss
Detroit V and Whip-Po'-Will Jr. and the extra boat will
be Miss Detroit IV if that boat is finished in time.

The boats go practically untried, that is, they will
not have been tried in any hard racing so that their speed
is known only to those who are directly interested. Each
is driven by aeronautic engines. It is true that these
engines have been adapted to marine work, but they are
not tried marine engines and it seems almost as if the
challengers were putting all their eggs in one twisket.
They will have to race against boats built for the weather
conditions that prevail in the English Channel and driven
by engines that have been thoroughly tried out in marine

work. If the American boats win it will consequently be
so much nK)re to their credit.

Spare parts are to be taken for the engines and after
arriving in England they will have about four weeks in
which to tune the boats up and to learn all about the
tricks of tide and weather.

Miss Detroit V and Miss America, two high-speed
hydroplanes built by the C. C. Smith Boat & Engine
Company, were launched with ceremonies worthy of a
dreadnought at Algonac, Mich., on Sunday, June 6th.
These two racers are to be sent to England in quest of
the British International Trophy formerly known as the
Harmsworth Cup which was won by Maple Leaf IV
eight years ago. Miss America is owned by Gar Wood,
who has done so much to put Detroit on the map of
speed boat racing. Miss Detroit V is owned by Grar
Wood Jr. These two boats will represent Detroit in the
international races.

There was a big gathering of power boat enthusiasts
at the Smith Shops for the launching. Commodore A.
A. Schantz of the Miss Detroit Power Boat Association

© M. Rosen f eld
Mill Detroit V, 88 Fe«t Long, 8 Feet Breadth, Equipped with Two 12-Cyl. Grant-Liberty Engines, Bunnlng a Few Minutes Alter Her Launching

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July

View Showing the Initallation of the Two Qrant-Liberty Engines in
HlM Detroit V

acted as master of ceremonies and among those present
were the Rev. Dr. Sauer of Algonac, Mayor Carl Halter,
Commodore Alec. McLeod of the International Power
Boat Union, Admiral J. W. Sackrider of the Mississippi
Valley Power Boat Association, Chris Smith, who has
built so many high-speed boats and is the wizard of the
science, Mr. and Mrs. Gar A. Wood, Commodore Hugh
Gunnison and Commodore and Mrs. H. J. Hacketts.

Mrs. G. A. Wood broke a bottle of champagne over
the bow of the Miss America and Miss Mary Gilbert of
Algonac acted as sponsor for Miss Detroit V. After
much cheering and some clever speech-making Gar Wood
and his mechanicians climbed into the cockpits of Miss
Detroit V and in a very few seconds that boat was
darting hither and thither about the waters of the St.
Qair River and giving a remarkably fine exhibition of
her speed and her abilities at planing and turning.

Miss Detroit V is 38 feet long and 8 feet breadth.
She is very like other Smith designed and built boats of
the Detroit family but is larger than her earlier relatives.
She is equipped with two Grant-Liberty engines, each
having 12 cylinders S by 7 inches with overhead valves.
These engines can turn 1,800 revolutions a minute and
develop from 380 to 450 h.p. They weigh 900 tb each
or 2 tb per h.p. These two engines turn two Hyde wheels
2,250 revolutions a minute when at top speed.

The boat is a one-step hydroplane built with oak
frames, spaced 6 inches on centers, and is planked with
two thicknesses of mahogany. As is usual in the Sniith
boats of this type the rudder is forward of the steering
cockpit and to keep the boat from side-stepping or skid-
ding there is a skeg aft between the two propellers..
There are two cockpits, one forward of the engines for
the helmsman and one aft for the mechanicians. There
is no means of signalling from one cockpit to the other
except by the hand. It is expected that this boat will
make more than 60 miles an hour and may perhaps be
regarded as the rough weather craft of the challenging
trio.

Miss America was not quite ready to give a demon-
stration of her speed which her enthusiastic admirers say
will be 80 miles an hour. This boat is 26 feet long by

Qar Wood of Detroit Addreesing Hli QntsU at the Launching at Algonac.
Commodore A. A. Scliants ia at Mr. Wood's Left

7 feet breadth and is driven by two Grant-Liberty engines
of the same size and power as are in Miss Detroit V but
which turn right and left Columbian wheels. These two
boats have each two tanks which will hold 30 gallons of
gasolene each.

Gar Wood will drive one of these boats in the inter-
national race and his brother Phil Wood will probably
drive the other. The mechanicians will be Jay Smith,
who has adapted these aeroplane engines for marine
work. Doc. Sanborn and Bernhard Smith.

Miss Detroit IV, which is for Mrs. G. A. Wood, is
not yet completed. This craft will also have two Liberty
engines and if ready in time will be shipped across the
Atlantic with the others and trials held in British waters
will determine which three shall represent this country
in the contest. •

MlsB America, a 26-Foot Smith High-Speed Boat, Which ia Expected to Be a World Beater With Her Grant-Liberty Engine!

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WMp-Fo'-Wm Jr., Oommodoro Judson's BepresenUtlTe, Which, ii Dxiven by Two Bugattl Engines

Commodore A. L. Judson's Whip-Po'-WiU Jr., which
has been thoroughly overhauled and equipped with new
engines, will be shipped with the Detroit Misses. Whip-
Po'-Will Jr. is 27 feet long by 7 feet breadth. She orig-
inally used Van Blerck engines and with these won the
Canadian International Gold Cup in 1918, defeating Miss
Detroit III, winner of the American G»)1d Cup that year.
She also won the A. P. B. A. i-mile championship of
North America, her average mean time being 63.498
miles an hour. The original engines have been removed
and two Bugatti engines of 500 h.p. each installed in
their place. These engines weigh 1,100 tb each or a little
more than the Liberty engines. Each has sixteen cylinders
in two rows of 8 built vertical. These engines are set
tandem and turn one wheel. The Bugatti is an Italian
engine built in this country by the Duesenberg Company,
who own American rights and who have materially im-
proved the original engine.

It was expected that Misstyc would have competed
in the trials had any been held to select the challenging
team. This boat, designed by Lieutenant L. A. Peterson,
is being built by the Peterson Boat Company at Buffalo
for a syndicate of members of the Thousand Island
Yacht Club. Alfred Graham Miles is to drive the boat
when ready. It is equipped with one Liberty engine and
Joes reverse gear and its dimensions are 22 feet long by
8 feet 6 inches breadth. The keel of the boat had been
laid about the middle of June and there was a delay
caused by inability to get the mahogany with which the
boat is to be planked.

France is to be represented by one boat owned by

C. H. Qarke, a member of the Automobile Qub de
France; Spain will be represented by S. D. Soriano, a
member of the Real Sporting Qub, Bilbao, and England
will have a full team of three boats. Eliminating trials
will be held to determine which three are selected.

The Sunbeam-Despujols III, which is reported to
have made 75 miles an hour in a trial on the Seine and
later won races at Monaco, where she made one round
of the course at the rate of 64 miles an hour and the
flying nautical mile at a speed of 65 miles, is to compete
as a representative of the British Motor Boat Qub in
the trials. The conditions of the International race
require that the hull, engine and all parts shall be built
in the country the boat represents. The Sunbeam engine
is British and so the Despujols Company is having two
hulls built in England similar to that of Sunbeam-Des-
pujols III, which will be driven by Sunbeam engines.
The hull is a single-step design with a hard chine. The
engine used at Monaco developed 450 h.p. at 2,000 revo-
lutions a minute and the propeller is geared up to 3,000
revolutions a minute.

Mackay Edgar, who won the trophy here in 191 2 with
Maple Leaf IV, is having another boat built by Saunders
at Cowes which will be equipped with two Rolls-Royce
engines of 600 h.p. each. Saunders is also building
another boat for the defence of the trophy but as usual
they are very secretive about the defenders, only intimat-
ing that about six will take part in the eliminating trials.
The second Saunders boat will have two Sunbeam
engines.

Mils Mary QUbert Breaking a BotUe of Wine on Mies Detroit V

Photo bv M. Roscnfeld

Mrs. a. A. Wood Christening Miss America

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How the Cup Races Will Be Sailed

THE thirteenth series of races for the America's Cup
since that famous old trophy was put up for com-
petition as a perpetual challenge cup will begin off Sandy
Hook on Thursday, July 15th. The series is five races,
the Cup going to the club whose representative first wins
three races. The challenger is Sir Thomas Lipton's
Shamrock IV, a yacht 75 feet on the water-line, designed
by Charles E. Nicholson and built by Camper & Nicholson
in 1914. The New York Y. C, will name as the defender
the Resolute, built by HerreshoflF, or the Vanitie, designed
by William Gardner and built by Lawley, one week
before the first race is sailed.

The challenger and the defender are to be hauled out
for final cleaning and measurement on the Morse Float-
ing Dry Dock at the foot of 56th Street, Brooklyn, on
July 7th.

After Harold W. Webb, the measurer of the New
York Y. C, has run his tape over the hulls and spars of
the two yachts he will announce the result of his figuring,
which will show how much time the Shamrock IV has
to allow the defending yacht. It has been estimated to
be about eight minutes to the Resolute and between six
and seven minutes to the Vanitie.

The match is three out of five races, the first, third

and fifth are over courses 15 miles to windward and
return or leeward and the second and fourth are over
triangular courses of 30 miles, 10 miles to each leg and
the first, if possible, to windward.

One day's rest is allowed between each contest, but
there will be no racing on Sunday. A race must be com-
pleted within six hours. If one yacht finishes the course
within that time it makes a race. An unfinished race of
one kind will be repeated until finished, that is, if the
first race is not finished within the time-limit, the course
on the next race day will be windward or leeward and
return.

The starting point each day is to be from the Ambrose
Channel Lightship. In case a course cannot be laid from
that lightship the Regatta Committee will select another
point arid in that case the preparatory signal will be given
about one-half hour later than the time named for start-
ing from the lightship.

The course signals will be made from the Committee
boat as early as practicable and a tug will be started ten
minutes prior to the preparatory signal to set the turning
marks. The preparatory signal will be made at 10*43
o'clock, a warning signal at 10:55 o'clock and the start
at II o'clock. Two minutes are to be allowed to cross
the line. If a yacht crosses within the two minutes the
actual time of starting is taken, but if it crosses the line
after the expiration of the two minutes it is timed as
having started at the end of that period, or 11:02 o'clock.

No race will be started after i o'clock and postpone-
ment may be made by the Regatta Committee in case
of fog, in case both yachts consent to a postponement, or
in case of a serious accident to either vessel.

(Continued on Page 89)

I

Photo by M. RosenfeU
Shamrock IV on Her Firit Trial Off the Hook, Showing Hor Turning to Windward and Bunnlng With Spinnaker

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Shamrock a Puzzle to Experts

EXPERTS seem to be all at sea as to the outcome of
of the races. Shamrock IV has hosts of admirers
and some of these may perhaps be called unpatriotic, be-
cause they hope the Cup may be taken away. Others, who
firmly believe in everything American, are confident that
when the series is finished the Cup will again be put in
the vault to wait for some other yachtsman to challenge.

This will be the fourth series of races in which a
yacht owned by Sir Thomas Lipton has sailed for the
Cup. The Baronet, through the Royal Ulster Y. C, began
his campaign in 1899 with Shamrock I and so this year
he attains his majority in Cup racing. He points out
that this is the 13th series and that with Shamrock IV
he is able to nmke the perfect four-leafed Shamrock
another potent influence for good luck. Good luck is all
right, but it will not always ensure success. A fast yacht,
well rigged and ably handled, will in a series of five races
easily discount good luck and in yacht racing good luck
usually follows the best yacht.

Without fear or favor The Rudder sincerely hopes
the better yacht may win the Cup. All good sportsmen
hope for fair races but all good Americans hope that our

designers and builders and our amateur and professional
sailors may be able to show that they are still just a shade
better than our British visitors.

Shamrock IV has had a measure of hard luck. Per-
haps by the time the start for the first race her tide will
have turned. We shall all be infinitely wiser a few minutes
after the start and will know how much of a wonder
she is.

After sailing a few informal trials on the Sound the
challenger was hauled out at Jacob's for cleaning and
for minor alterations. Just before she was hauled Mr.
Nicholson spent a whole day trying to check up his
measurements. The yacht was towed into several harbors
to find perfectly still water, but that seemed impossible.
When the water was still the wind aloft caught the tall
topmast of the yacht and gave her a slight heel. How-
ever Mr. Nicholson was able to find out what he wanted
to know and when the yacht was finally on the ways the
adze was used on the padding, which has been put on to
lengthen the water-line, and that line was reduced some
inches. At the same time the big boom was unshipped
and about 30 inches cut off the forward end. This spar

THE BBAINS ON THE 8HAMBO0K IV
I«eft to Biglit — Colonel Duncan F. D. Neill; Charles E. Nicholion, Designer; W. P. Bnrton, Helmsman; Clande Hickman, NaTlgator.

Bitting— BCrs. W. P. Bnrton

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DETAILS OF SHAMBOOK IV's RIOOINO IN FIOTUBE
Left — ^Mast, Showing Strata and Spreaden Upper Blgbt — ^Bffain Sheet end Traveler

Upper Left — Shamrock Being Launched Lower Bight — ^Halliarda Leading Below Aronnd the Maat

Lower Left — Deck, Showing Cleats and Winches Bight — Topmast and Spreaders

had purposely been made too long and in her trials her
mainsail did not nearly come to the end of the boom.
Had a larger sail been needed the boom was ready, but
Mr. Nicholson was satisfied with his sail spread. He
was also prepared to use a longer topmast, having one a
few feet longer than that in the yacht, but for the present
he is -satisfied with the shorter spar.

In her sailing on the Sound Shamrock IV moved
easily in the light wind and heeled much quicker than she
did before the removal of some of her outside lead,
according to those who had seen her sail in British waters.
Captain Alfred Diaper, who brought over the trial boat
Shamrock, was most enthusiastic about her sailing, de-
claring that she was a much faster boat, although never
a slow one.

One day she snapped her hollow gaff and all hands

were relieved. That spar was built in 1914. It had laid

in a South Brookl)rn storehouse for six years and the

glue had perished. It was the last of the original spars,

and has been replaced with a better one. Nearly all her

light spars and rigging were destroyed in the fire at
Jacob's last winter and new spars were built on the other
side and shipped over by steamer. Among the spars
burned were the spreaders which were made of American
elm. Mr. Nicholson, appreciating that he was coming to
America, decided to wait until he arrived here and then
have new spreaders made. He found that American elm
could not be obtained here and so had to use white oak as
a make-shift while he tried to secure some better wood.
The oak spreaders, which are 17 feet long, were failures.
Some Douglas fir was obtained and the spreaders were
made by Nevins and are giving satisfaction. A piece of
elm has been secured in Canada and shipped here, so that
in the event of the present spreaders not being satisfac-
tory others can be made at once.

Mr. Nicholson, Mr. Burton and Colonel Neil! have
worked hard to get the challenger in shape, but have been
seriously handicapped because of the difficulty in finding
men to do the work. However this trouble is experienced

(Continued on Page 86)

Shaiorock IV in One of Her Ught-Weather Trials on the Soond.

PHoto by M. Rosenfeld
Slie Moves Easily, But Piles Up a Big Wave Under Her I<ee Bow

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Cup Yachts Tuning Up

THE America's Cup Committee has a hard problem
in deciding which is the better yacht, Resolute or
Vanitie. These two vessels, up to June 15th, had sailed
eight races and were so evenly matched that there seemed
little to choose between them. Of these eight races Reso-
lute won five and Vanitie three. Vanitie finished first
in two races credited to Resolute, losing through her time
allowance, so that Vanitie finished ahead in five of the
eight races.

One race, that on June 8th, was sailed in light, baffling
winds and calms, and Resolute finished 5 minutes 10
seconds before the time limit. This race, which was
won by Resolute, has been thrown out by the Cup Com-
mittee in considering the merits of the two yachts, so
that the record up to June 15th stood. Resolute four
wins, Vanitie three wins, and Vanitie had finished first
in five of the seven events.

Accidents have happened on both yachts, but by far
the most serious have been on the Resolute. These acci-
dents have worried the Cup Committee because the mem-
bers of that committee appreciate that the defending yacht
must be able to withstand all the strains she is likely to
meet racing off Sandy Hook. The defenders would be
subject to much criticism if their representative lost the
Cup through carrying away spars or rigging or through
structural weakness.

Some critics have loudly stated that Resolute is to be
selected no matter what happens and that Vanitie is only

used as a trial boat to help tune up the other. They also
have stated that Vanitie is not in proper trim, and is not
well handled. The record of the racing off Newport dis-
proves both these statements. Vanitie is in fine shape
and is being handled wonderfully well by George Nichols
and Sherman Hoyt, who have taken turns at the wheel,
and Starling Burgess and Charles J. Nourse have very
materially assisted in the management of the yacht.
Vanitie's stock is now quite high and if she continues to
improve or even to hold her own the chances are that
she will defend the Cup.

Art analysis of the seven races shows how evenly the
two yachts are matched. For the sake of comparison
no notice will be taken of the drifting race which has
been discarded by the committee.

In the seven races the yachts sailed 206 miles and
the elapsed times were, Vanitie 24 hours 25 minutes 36
seconds ; Resolute 24 hours 32 minutes 29 seconds, so that
in actual time Vanitie beat Resolute 6 minutes 53 seconds.
Resolute receives an allowance of 3.4 seconds a mile for
difference in rating measurement. In 206 miles this is
II minutes 40 seconds and with this deducted makes
Resolute's corrected time 24 hours 20 minutes 49 seconds,
so that on corrected time she beats Vanitie 4 minutes
47 seconds.

Of the 206 miles sailed 78 were to windward. Vanitie's
actual time for the windward work was 12 hours 9 min-
utes 16 seconds; Resolute 12 hours 13 minutes 41

Vanitie and Resolute in a Tlirash to Windward Off Newport.

Photo by M. Rosenfeld
Both Tachts Appear to Have Perfect Suits of Balls and are Doing Well

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Photo by M. Rosenfeld
Vanitie (Left), Besolnte (Bight), Banning Home With All Kites Set in a Bace Off Newport. The Wind Was Freeh and Sea Boogh

seconds. This shows a victory for Vanitie in actual saiHng
of 4 minutes 25 seconds. Vanitie has to allow 4 minutes
25 seconds to the Resolute in 78 miles and when this is
deducted from Resolute's time it shows that the two
yachts sailed a dead heat in this style of sailing..

Off the wind, that is, running, the two yachts sailed
68 miles. Resolute showed superiority on this point of
sailing, her time being 6 hours 35 minutes 54 seconds,
against Vanitie's 6 hours 38 minutes 34 seconds. Resolute
beats Vanitie 2 minutes 40 seconds actual time, or 6 min-
utes 31 seconds corrected time.

In the seven races the yachts reached 60 miles. Vanitie's
elapsed time was 5 hours 37 minutes 46 seconds, against
Resolute's 5 hours 42 minutes 54 seconds. So Vanitie
defeats Resolute on this point of sailing 5 minutes 8
seconds actual time, or i minute 44 seconds corrected
time.

It will be the next series of races that will decide
which yacht shall meet the Shamrock.

After the first effort to sail a race, when the Resolute
lost her mast off New Haven, that yacht was towed to
Bristol and a steel mast was stepped which had been
lengthened 3 feet. Then for a few days the yacht sailed
on Narragansett Bay, sail stretching, and went to New-
port for the first trials on June 2d. Vanitie was hauled
out at Greenport, the rest of her rail was taken off and
she too went to Newport.

The first race was sailed on June 2d over a windward
and leeward course of 28 miles, 14 miles to each leg.
The wind was southwest, about 12 miles an hour. Reso-
lute crossed the line in the better position and Vanitie was

handicapped S seconds. Resolute gained on the windward
leg, turning the outer mark 3 minutes 32 seconds ahead
of Vanitie. The bridle on Vanitie's boom slipped early
in the race and it was impossible to get her sheet well in.

In jibing at the mark Resolute broke the jaws of her
gaff. This accident did not seriously hurt on sailing down
the wind and on the run home she beat the Vanitie 42
seconds. The Resolute's time over the course was 3 hours
19 minutes .07 seconds. She defeated the Vanitie 4 min-
utes 4 seconds actual time and 5 minutes 40 seconds
corrected time.

The Resolute went to Bristol again for repairs and
the second race was sailed on June 7th. The course was
triangular, the wind was fresh and from the northwest.
The first leg was a broad reach with balloon jib topsails.
Vanitie crossed the starting line two seconds after the
signal, with Resolute 4 seconds later. On the first lo-milc
reach Vanitie beat Resolute 41 seconds. On the reach
to the second mark Vanitie gained another 41 seconds
and on the lo-mile beat home she improved her position
still further, beating the Bristol yacht i minute 54 seconds.
The Vanitie's time for the full course was 3 hours 13
minutes 38 seconds. She defeate4 Resolute 2 min-
utes 16 seconds actual time and i minute 42 seconds cor-
rected time.

The third race was sailed on June 8th in a light wind
from north northeast. The contest was long and very
trying. The course was 15 miles to leeward and return.
Down the wind Resolute beat the Vanitie 39 minutes.
Beating home Vanitie gained 7 minutes 35 seconds.
Resolute finished just within the time limit. Her actual

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time was 5 hours 54 minutes 50 seconds, and she beat
the Vanitie 31 minutes 25 seconds elapsed time and 33
minutes 7 seconds corrected time.

The next race on June 9th was won by Resolute on
corrected time, Vanitie finishing first. The course was
triangular, and at the start the wind was fresh and from
north northeast. The third leg of the triangle would have
been windward work, but the wind, soon after the start,
hauled to east northeast and made it a reach on two legs
and run on the other. Vanitie led all around the course
and sailed the 30 miles in 2 hours 52 minutes 56 seconds.
She beat the Resolute 42 seconds actual time, but lost the
race on corrected time by i minute.

Vanitie won the fifth race, which was sailed in a wind
which varied in strength from 9 to 17 miles on hour dur-
ing the contest. It was from south southwest and the
course was to windward and return. Vanitie had the
weather position at the start and at the turn she led the
Resolute by 2 minutes 58 seconds. Running home Vanitie
gained 22 seconds and she finished the course in 3 hours
42 minutes 33 seconds, defeating the Resolute 2 minutes
36 seconds actual time and 54 seconds corrected time.

On June i ith Resolute won by 57 seconds. The course
was to windward and return. The wind was from south-
west, moderate at the start, but fresher towards the finish.
On the wind Resolute took the lead at the start and held
it throughout the leg turning the outer mark first, but
on elapsed time Vanitie had gained 19 seconds. Each
yacht made two tacks to leeward on the run home and
when about two miles from the finish, just as she
jibed, Resolute's club topsail yard snapped. In spite of
this mishap she finished the race close enough to the
Vanitie to win on corrected time. The Vanitie's time

was 3 hours 51 minutes 40 seconds. She sailed the course
45 seconds faster than Resolute.

The next race on June 12th was sailed in a light,
variable wind and smooth sea. The course was triangular.
The yachts started in a northeast wind and Vanitie led
Resolute by i minute 30 seconds at the start. Evidently
the Vanitie's skipper figured that the wind would change
and he wished to get as far as possible and meet the new
wind, while on the Resolute it was figured that it was
better to take the end of the two minutes allowed to cross
the line, hoping for a freshening breeze. Vanitie. was
right and soon caught a new wind from the south. This
made the first leg windward. Vanitie gained 3 minutes
2 seconds on this leg and made gains on the two other
legs, which were reaches winning the race by 5 minutes
44 seconds actual time, or 4 minutes 2 seconds corrected
time. Her time over the course was 4 hours 9 minutes
31 seconds.

What is regarded as the best performance of the
Vanitie was in the next race on June isth. There was
a moderate wind from the southwest and the course was
14 miles to windward and return. At the start Resolute
led by 4 seconds and had Vanitie covered to leeward.
They stood in towards the Narragansett shore and in
time Vanitie succeeded in working out and crossing Reso-
lute's bow. Then she drew rapidly ahead until her center-
board got foul of a lobster-pot and mooring, which
stopped her. Resolute beat Vanitie 26 seconds on the
wind and i minute 40 seconds running home, winning
the race by 2 minutes 6 seconds actual time, or 3 minutes
41 seconds corrected time. A diver was sent down to
clear away the lobster-pot and line and found it had
jammed the centerboard and that the yacht had towed
home about 7 fathoms of line which had acted as a sea-

( Continued on Page 50)

THE AFTEBQXTASD OF THE BEBOLUTE
Left to Bicht — ^Arthnr Adams, Navigator; John Parkinson, Assistant Helmsman; Bobsrt W. Emmons 2d, Managing Director; George A.

Oormack, Timer; CliarleB Francis Adams, Helmsman

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Easy to Challenge for the Cup

IF prospective challengers will understand that the
America's Cup stands for speed on a given water-
line length only, it will be the easiest thing in the world
to arrange races. There will be no necessity to fill reams
of paper with correspondence asking for concessions
under the mutual agreement clause. This is the New
York Yacht Club's interpretation of the Deed of Gift
and a careful study of that document will show that the
club is right in its contention.

Should the Shamrock IV be successful in the coming
series of races the New York Y. C. will send a challenge
at once to the Royal Ulster Y. C. It will name a schooner
115 feet on the water-line, the limit allowed under the
Deed, and ask for three races, two 20 miles to windward
and return and one over a triangular course of 39 miles ;
the races to be sailed without time allowance. What can
be simpler? Of course to build and race such a craft will
be a costly undertaking, but the America's Cup is a costly
trophy, costly to keep in possession and costly to those
who try to win it away.

It's the mutual agreement clause that has always
caused trouble. Challenging clubs have tried to obtain
concessions under this clause, which, had they been suc-
cessful in every instance, would have made the Cup stand
for anything except what its original donors meant.

Originally it was an open regatta prize, but the con-
ditions under which it was won by the America in 185 1
have nothing to do with today's racing. It was deeded
to the New York Y. C. as a perpetual challenge cup "for
friendly competition between foreign countries." Some-
times these competitions have been very friendly, but
sometimes they have failed in that incentive.

The original deed was made in 1857 ^"d was a very

simple document. It stated that "any recognized yacht
club of any foreign country could claim the right of sail-
ing a match with any yacht of not less than 30 or more
than 300 tons." It also said that the challengers and
challenged could by mutual consent make "any match,"
but in case of disagreement as to terms the match would
be sailed over the usual course for the annual regatta
of the club in possession of the Cup. A notice of six
months was asked and with the challenge the length,
Custom House measurement, rig and name of the vessel
had to be sent.

Since it was thus deeded there have been twelve
races and the coming series between the Shamrock IV
and the Resolute will be the thirteenth. The trophy has
never left the possession of the New York Y. C.

It is not so hedged in with restrictions, rules and
regulations that it cannot be won away and it is the
easiest thing in the world to arrange a race for the trophy
if one has the inclination, time and money.

The history of the trophy since its origin shows most
conclusively that the New York Y. C. has been most fair,
in its dealings with the foreign aspirants for Cup hoaors.
It has always been ready to listen to suggestions as to
rules of measurements, number and length of courses,
time allowance and other details and it has always agreed
to modifications of rules as far as it has the power under
the Deed of Gift.

From the very beginning of the history of the America's
Cup foreign yachtsmen have failed to fully understand
the conditions under which the Cup could be competed
for. First there came James Ashbury. He asked for a
series of three races to be sailed around Long Island,
the championship and possession of the America's Cup

The New SUtion of the New York Y. C. at Newport, Which Has Beplaced the Old One Since the War

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Vasanta, an 86-Foot Cruising Power Taclit Built for Q. M. Pynchon by Herresliofl, Powered With Two Speedway Engines of 160 H.P. Eacli.

Speed 18 Miles per Hour

to go to the winner of two of these races. He also asked
that the defending yacht should be a schooner of tonnage
not to exceed 10 per cent, of the Thames measurement
(188 tons) of his yacht, the Cambria.

The New York Y. C. pointed out that a challenge for
the Cup could be received only through an organized
yacht club and not from an individual yachtsman. Mr.
Ashbury then renewed his challenge thVough the Royal
Thames Y. C. but could not agree with the other terms
of the Deed, insisting that the course be around Long
Island. Again in 1869 Mr. Ashbury tried to arrange a
race, studiously avoiding the terms of the Deed of Gift.
He asked that the course be 40 miles out to sea and back
from Staten Island and that the Royal Yacht Squadron
rules which barred centerboards be adopted. The New
York Y. C. of course declined to exclude yachts with
centerboards and pointed out that the deed said "in case
of disagreement as to terms the match is to be sailed
according to the rules and sailing regulations of the club
in possession." A race was arranged. Fifteen yachts
started from a line off Stapleton, S. I., and the course
was to Sandy Hook L. V. and return. Magic won and
Cambria was tenth on corrected time.

In 1871 Mr. Ashbury came again with the Livonia.
The New York Y. C. appreciated that sailing a fleet ot
yachts against a single challenger did not make a good
match. The Cup had originally been won in that way
but that was in an open regatta and so it agreed to put
one representative against the challenger. Mr. Ashbury
asked to have the six months' notice waived and this
was done. Then he came with challenges from twelve
clubs, asked for twelve races and if the Livonia won the
majority the Cup was to go to the club under whose flag
the Livonia sailed the final race. The club suggested
that a series of twelve races or other number as might
be agreed on should be sailed with the Livonia as rep-
resentative of the Royal Harwich Y. C, that being the
only challenge accepted by the club. After very long
correspondence it was finally agreed that a series of seven
races should be sailed alternating the club course and 20
miles to windward and return from the Sandy Hook
L. V. Five races were sailed and Livonia won one through

the Columbia being disabled. The troubles that followed
are now ancient history.

In 1876 the Royal Canadian Club challenged, naming
the Countess of Dufferin. The New York Y. C. was
asked to waive the six months' notice, which it did in
a prompt and sportmanlike way, and the club suggested
that the match be two out of three races to be sailed in
July. One race was to be over the regular course, one
outside and a third, if necessary, over a course to be
determined by lot. If the challenger preferred to race in
August it was suggested that one race be over the Block
Island course, another 20 miles to windward and the third
if necessary be determined by lot.

Major Gifford, the owner of the challenging yacht,
was not satisfied. He asked that the defender be named
in advance of the dates set for the races and again the
New York Y. C. conceded the point. The races were
sailed in August and the Madeleine won.

The Canadians challenged again in 188 1 with Atalanta,
which was beaten by the Mischief. The six months' notice
was waived. Two races were sailed. This contest was
most unsatisfactory. The Atalanta was a poorly built,
untried yacht and was miserably handled.

This ended the racing under the original deed and
the Cup was returned to George L. Schuyler. Conditions
had changed since the Cup became a challenge trophy
and the terms as specified in the deed were too vague.
The new deed specified that "any organized yacht club
of a foreign country having for its annual regatta an
ocean water course on the sea or on an arm of the sea
shall be entitled to sail a match for the Cup." This clause
prevented a repetition of the Atalanta race when the
challenger was built inland and towed to New York
through the canals. The mutual agreement clause was
enlarged so that the parties intending to sail "may make
any arrangement satisfactory to both as to date, course,
time allowance, number of trials, rules and sailing reg-
ulations and any and all other conditions of the match,
in which case also the six months' notice may be waived."
Failing to agree upon the terms it was stated that the
challenging party should have one trial sailed over the
usual course of the annual regatta of the club holding

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the Cup, the challenging party not being required to
name its representative until the time agreed upon for
the start. Challengers were also required to proceed
under sail on their own bottoms to the port where the
contest is to take place. This was done to guard against
shipment by steamer. Hulls could have been so shipped
and the keels attached here.

The next proposition came from J. Beavor Webb,
representing the owners of the cutters Genesta and
Galatea. He suggested that the Genesta should race
first and named August 20th to September ist as the
dates for the races and that Galatea would race before
September i6th. He asked a series of three races over
courses outside Sandy Hook, time allowance to be the
mean between that of the New York Y. C. and the British
Yacht Racing Association and the American yacht to be
named some time previous to the day of the race.

The six months' notice had been given in the challenge
of the Genesta. The New York Y. C. offered two races
outside, that is, one over the regular club course, one
over a triangular course outside Sandy Hook and a third
20 miles to windward and return from the lightship.

The defenders also suggested that a limit of 7 hours
be put on the time of the race. It announced that it
would name the defending yacht one week before the
day set for the first race but properly insisted that the
New York Y. C. measurement rules could not be changed.
The measurement and time allowance difference was
referred to Mr. Schuyler, the surviving donor of the
Cup, and he decided that the rules of the club holding
the trophy must govern. The Qub accepted the challenge
of the Genesta and agreed to accept the challenge of the
Royal Northern Y. C. naming the Galatea as soon as

the Genesta race was decided if that yacht were beatea
The Genesta won and the races with the Galatea were
sailed the next season.

The Thistle came in 1887 and the conditions agreed
on were practically the same as for the Genesta and
Galatea races. In challenging the water-line length of
the Thistle was given as 85 feet, but when measured it
was found that it was 86.46 feet. There was a little
trouble about this and again Mr. Schuyler was called on
to settle the point. He decided that the error was not
intentional and the Thistle sailed for the Cup.

It was then found necessary to make a new Deed of
Gift and the Cup was returned to Mr. Schuyler for that
purpose. The new deed called for a notice of ten months,
giving the load water-line breadth and draught at the
time of challenging, "which dimensions may not be ex-
ceeded." It provided that single-masted vessels compet-
ing for the Cup shall be not less than 65 feet nor more
than 90 feet on the load water-line and if more than one
mast, shall be not less than 80 feet nor more than 115
feet on the load water-line.

The new deed contained the mutual agreement clause
but changed the conditions to govern the match in case
the interested parties could not mutually agree. Then
the terms of the match were to be two out of three races,
the first and third 20 miles to windward and return and
the second over a triangular course of 39 miles. These
races to be sailed without time allowance.

This new deed stirred up the foreign clubs who dis-
approved. It was criticised by some yachting writers in
this country who called it an act to prevent yacht racing
but since that time there have been six challenges, which

(Continued on Page 88)

.1

Houseboat Edithia, Built for John H. Hanan by the Adams S. B. Company, at East Boothbay, Maine, From Designs by Morgan Barney.
Yacht ii 100 Feet Long and is Equipped with Two Fairbanks- Morse Semi-Diesel Engines of 100 H.P. Each. Edithla la the
First Yacht to Be Equipped With These Engines, Which Have QiTen Qreat Satisfaction

This

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Some of the Season's New Yachts

THE yacht builders are clearing up their work and
yachtsmen are busy with the season's sport. Several
yachts have been delivered in the past month and efforts
are being made to get others out so that their owners
may witness the coming series of races off Sandy Hook
for the America's Cup.

Haida, the new Gielow-designed yacht built by Kyle
& Purdy for Max Fleischman, is practically finished and
has left the builders' plant for Port Jefferson, where her
furnishings are being put on. This yacht has Winton-
Diesel engines and on her trials they gave great satis-
faction. She will be commissioned in a few days and
Mr. Fleischmann will have some extensive cruising this
Simimer.

The 55- foot express cruiser Cigarette, owned by
Gordon Hammersley, has her new engines installed and
gives promise of being a very fast boat. Two 400-h.p.
Murray & Tregurtha engines, when working smoothly,
are expected to drive this yacht 38 miles an hour and
then the owners of express cruisers must look to their
laurels because Mr. Hammersley intends to have some
racing. He has already set his eyes on the express cruiser
championship title and next Winter will send his yacht
to Miami to try to beat the time made by Hoosier V
last March.

Work at the Consolidated Plant

Although they have recently delivered eleven new boats
to their owners, work at the yards of the Consolidated
Shipbuilding Corporation at Morris Heights still shows
no sign of a let-up. Repair work and fitting out have
crowded their ways and basins while the storage sheds
are hives of industry.

At the big fitting-out dock the new steam yacht for
Cyrus H. K. Curtis is nearing completion so that she
may make her debut as queen of the fleet during the
America's Cup races. Among the smaller boats lying in

the slips and basins are the Acoma, Mary, Rilla- Josephine,
Cynthia and Little Sovereign. The new lightship for
the Government takes up a good share of the space as
she is being given the finishing touches before going
forth on her valuable mission.

The largest yacht launched this month was Modesty,

InsUlling tli« Two Murray it Tregurtha Xngines In Oordon I*. Ham*
mersley's Express Orulier Cigarette

which is for a member of the New York Y. C. This
yacht is 125 feet long and 16 feet 6 inches breadth.

The owner's quarters are aft, and consist of two
double staterooms, three single staterooms, three bath-
rooms and a smoking room with passageway amidships.
A winding stairway forward on the port side leads up
to a social hall on deck, which is fitted with a player-
piano, built-in seats, desk and book cases.

cigarette on a Trial. This 56-Foot Express Cruiser, BuUt by Jacob From Designs by Hand, Has Been Fluted Wi^li Txo Murray & Tregurtha
Engines, Which Will Drive Her 88 Miles an Hour. Mr. Hammersley is Planning to Oo After Hoosier V's Becords at Miami Next Season

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Interiors of tlie Orlana n — ^Left, Cabin Looking Into Stateroom; Middle, Pilot House; Biglit, Engine Boom Showing Model F 116-H.P. Eight-
Cylinder Sterling Engine

The engine room is arranged forward of the owner's
quarters. Here two six-cylinder ii-inch bore by 12-inch
stroke Speedway gasolene engines are installed. The ex-
hausts are led up through the stack. The auxiliary
machinery and fuel tanks are also located in this com-
partment.

The galley is arranged next forward fitted with ice
machine, refrigerator, and a five-hole Shipmate range.
A dumb-waiter shaft leads up to the butler's pantry at
the after end of the dining saloon on deck, which com-
prises the forward deckhouse. The dining saloon is a
spacious one with hangings and furnishings exquisitely
designed.

A door forward from galley leads to officers' quarters,
consisting of three staterooms and mess room. Forward
of this, the crew's quarters, crew's toilet and chain locker
are located.

A 20- foot power tender of carvel construction is car-
ried on port side of the main deck ; on the starboard side,
a 16- foot power tender of similar construction. A 12-
foot rowing dinghy is carried on top of the after deck-
house.

The bridge is located aft the forward deckhouse ap-
proached by steps up on the starboard side. Here the
steering-wheel and engine-room telegraphs are located
An upholstered seat is arranged at after end.

Blanche II, a runabout built for Charles W. Seiberling
of Akron, Ohio, has been tried and made 23 miles an
hour. This yacht is 40 feet long, 8 feet breadth and 3 feet
draught. She is driven by a six-cylinder 5^ by 7 inches
Speedway.

Avalanche is a new yacht for Anson W. Hard of Say-
ville, L. I., and will be used on the Great South Bay. She
is a black yacht, 52 feet long, io feet breadth and 2 feet
9 inches draught. Driven by a six-cylinder I30-I5oh.p.
Speedway engine, she makes 20 miles an hour.

One Thirty is the odd name given by Leon Goodman
of Philadelphia to a 60- foot cruising yacht, which is
equipped with two six-cylinder 5^ by 7 inches Speedway
engines and which has remarkably good accommodations.

George Bourne has accepted his new cruiser, which
is named Lone Star, and is usin^ it on the Great South
Bay. This yacht is 52 feet long and 1 1 feet breadth and
is driven by two eight-cylinder Speedway engines.

Oriana II, a 5S-Foot Power Tacht, Built for A. T. Murray by the New York Yacht, Launch it Engine Company, and Equipped With an Eight-

Oylinder Sterling Engine; Speed 14 Miles per Hour

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THBEB ATTRACTIVE POWER YACHTS REPRESENTING POPULAR TYPES
BUnche II (Top), a 40-Foot Sholter-Cabin Runabout Recently Built by the Consolidated Shipbuilding Corporation, ia Driven by a Slz-
OyUnder 6% by 7-Inch Speedway Engine and Makea 23 MUee an Hour. Thia Yacht is Owned by Charles W. Seiberllng of Akron, Ohlou
One Thirty (Center), a 60 -Foot Express Cruiser, One of the New ConsoUdated Yachts, is Owned by Leon Goodman of Philadelphia and is DriTen
by Two Six-Cylinder Speedway Engines. Evelyn II (Lower), is a Trunk-Cabin Yacht, Buit in 1917, From Designs by J. Murray Watts, and Is
DriTen by Fay ft Bowen Engines.

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z8

RUDDEP

July

Dodger III is the name of the new yacht built for
H. I. Pratt, which is 60 feet long and 11 feet breadth.
She is driven by two eight-cylinder engines.

H. P. Davison has a cruiser 60 feet long by 9 feet
breadth, which is powered with two eights and has been
named Skipaki.

J. W. Kiser of New York has a new yacht 80 feet
long, 13 feet breadth and 3 feet draught, which is named
Fillette. The power plant is a pair of eight-cylinder
Speedways with cylinders 5^ by 7 inches.

H. B. Plant has a new yacht named Dorian which
also has a pair of eight-cylinder engines. This yacht is
60 feet long.

J. Stanley Joyce of Chicago has named his new 40-
footer Pegois and Mr. Ruprecht of New York has named
his new 55-footer Early Bird. This yacht is driven by
a pair of eight-cylinder engines.

An interesting boat in these times of internal com-
bustion engines is a new wooden yacht, 100 feet long,
ordered by a Boston yachtsman and to be fitted with
steam plant. The engineering department are busily
engaged in getting out the new 6j4-inch by 8jS^-inch
gasolene engine. The first yacht to be equipped with
these engines will be an 84-footer for Harry C. Stutz,
the automobile manufacturer.

ft®®

Cruisettes Have Good Speed

A power boat that had cruising accommodations and
a speed of better than 12 miles an hour was called an
express cruiser a few years ago. Little did we dream

BCaxy Bose, Bear Commodore J. S. Morgan Jr.' 8 Victory Olasi Sloop

Addison O. Hanan'8 F Class Sloop Nahma, Which Has W Sail Many
BCatoh Races This Season

that the science of naval architecture and marine engine
design would go forward with such strides that a 12-inile
cruiser could be built on a 32-foot length and turned out
in quantities like an automobile. Not only is the stock
cruiser built by the Elco Works at their Bayonne shops
fast, but she is comfortable as well. The roomy cabin and
galley appeal to the cruising instinct, while the J. V. B.
four-cylinder engine has the power to satisfy the innate
love of speed.

On official trials these boats have made 12.38 miles
an hour with the engine turning 816 r.p.m. While this
speed may not seem much when compared with the mile-
covering capacity of the Elco runabouts, it still is suf-
ficient for the needs of a man who desires a boat that
will be able to nose out the vast majority of open or cabin
boats met with on the day's run, and still have a gasolene
bill that is within reach. The consumption of the cruis-
ettes is remarkably low, even at top speed. The con-
sumption on a test run from Bayonne to Newburg, made
against an ebb tide, was only two gallons per hour. Mr.
Irwin Ghase, designer for the Elco Works, has tabulated
the fuel consumption at various speeds, and finds that at
a speed of 7 miles an hour, which incidentally is^ about
what is made by the average boat in spite of their owners'
talk of 9 or 10 miles, the little boats will go 9J54 miles per
gallon.

The Rudder representative was taken out in a boat
that had had no tuning up trials, and in spite of the fact
that there was extreme low water in the course and the
engine had not been adjusted to a proper point, an ac-
curately-timed mile at approximately a 12-mile gait was
made. After the mile trial was run the boat was put
through her paces to show how easily she handled. The
automobile-type clutch of the J. V. B. was subjected to
every test known. The boat was reversed at full speed
and then driven ahead again. A slight pressure of the
foot was all that was required to disconnect the clutch,
and then the hand lever easily shifted the gear into the

(Continued on Pa^e 40)

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Racing Season Opens Well

The racing season opened well. The regattas for sail-
ing yachts attracted larger fleets than have been seen for
several years and as the season grows the list of starters
will grow larger. The power boat races too have filled
well and as the long-distance races begin in this month
there is every prospect of there being many starters in
every event. The full schedule of racing events will be
found on another page in this issue.

Unfortunately the Bermuda race did not fill. Four
yachts entered, but three of these had been built recently
and the committee decided that they were not in proper
condition for a 700-mile race out to sea. Vincent Astor's
yacht Cristina was the only one passed by the committee.
The trophies offered for this year's contest will be held
until next season and it is hoped that with a whole season
to work up interest the race then will be a big success.
Mr. Astor says he will enter his new yacht now building
at Jacob's. The material for building the yacht has arrived
at the plant and the work will be pushed as fast as
possible.

Cat-Rigged R Yacht

The R Qass yacht built by Lawley from designs by
George Owen for Rear Commodore Sydney Beggs is to
be cat-rigged. She will carry a so-called Marconi mast
64 feet long which will be stayed from head to the tafF-
rail and with a head stay over a forward strut and on
this will set one sail. The boom will be less than 20 feet
long and will not nearly reach the transom. In this single
sail she will have 585 square feet of canvas. This is an
experiment which will be watched by all interested in
racing. This yacht has been built for the defence of the
Qass R trophy for which the Indian Harbor Y. C. and
Corinthian Y. C. have arranged a race. The Indian
Harbor Y. C. will be represented by the new yacht build-
ing at Wood & McQure's at Mystic for Addison G.
Hanan and Rogue, which is owned by a syndicate of that
club.

Cruising to Bermuda

Three adventurous yachtsmen, Dr. Lothar Nietsch
and Arthur A. Noel of this city and Fred B. Dodd of
Bangor, Maine, started out from this port May 30th in
the 37- foot auxiliary ketch-rigged yacht Sea Call for
Bermuda.

The start was made from the New Bedford station of
the New Bedford Y. C, and Dr. Nietsch had a letter from
the commodore of the local yacht club, James Thomson,
to the commodore of the RoyBl Bermuda Y. C* at Hamil-
ton.

Sm Call's Ortw: Dr. Lothar Nittach, Arthur A. Noel and Frank B. Dodd

Dr. Nietsch's purpose in making the trip, besides the
pleasure he expects to get out of the cruise, is to promote
long-distance yachting in the clubs, and to get the name
of the New Bedford Y. C. before the yachting world.
He says the possibilities of long-distance cruises has not
been exploited. Last year Dr. Nietsch cruised as far east
as Bar Harbor in the Sea Call.

The Sea Call carried fuel sufficient for her to make
the trip under power, but Dr. Nietsch hoped to sail as
much as possible.

The Oommlttee of the Harlem Y. C. That Managed the Opening Begatta

of the Season: C. Hlgbie Young, Chairman, Irving Olover, Donglaa

OlawBon. William Hyde and Oeorge Chadwick

Auxiliary Ketch Sea Call Off for Bermuda

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Hurrah's Nest

*'A place for everything and nothing in its place!" Letters for insertion under thts head are limited to two hundred and
fifty words, and must be accompanied by correct name and address of writer. Address the Hurrah's Nest, care Editor THE
KUDDER, 9 Murray Street, New York City, U. S. A.

Five Strand Turk's Head Knots

Use a piece of cylindrically-shaped wood about
lyi inches in diameter and 4 or 5 inches long. Into
this drive ten nails or pins, in pairs — two pairs on the
top, two pairs on the bottom, and one pair in the cen-
ter, as shown in Drawing A. Number the pins on the
wood exactly as they are on Drawing A, instead of
referring to the drawing.

Use a piece of bluefish line about twenty-five times
as long as the circumference of whatever the knot is
to be used on.

Fig. A

Place the cylinder in the left hand, palm downward,
grasping the left end, with pair 5 and 5^ toward you. Do
not change your grip, if it can be helped, and work as
much as possible as though you were wrapping the
cord about your own hand; you will not need the
wooden cylinder when you have mastered the knot.

Tie an overhand knot a few inches from one end
of the cord and slip it over pin No. i^. This is to keep
this end of cord in place until the first stage of the knot
is completed.

In starting, the short knotted end should point
downward and the long free end should always go
from the bottom up and away from you in easy curves
— no sharp twists nor corners.

Follow the table given below carefully, as one mistake
will upset the weave of the entire lot.

1. Pass cord between 5 and 5^ (using long free end).

2. Pass cord between 4 and 4^.

3. Pass cord between i^ and 2.

4. Pass cord between 3 and 3^ (left of 5).

5. Pass cord between 2 and 2^

6. Pass cord between 3^ and 4 (right of 5*).

7. Pass cord left of i (under short knotted end).

8. Pass cord left of 5.

9. Pass cord under cord which is between 4 and 4^

(from left to right).

10. Pass cord right of 4^

11. Pass cord left of 2.

12. Pass cord between 5 and 5^, passing under cord

which is between 5 and 5^ from right to left.

13. Pass under cord which is between 3 and 3^ (from

right to left).

Fig. B

14. Pass cord left of 3.

15. Follow knotted end from now on.

Drawing B shows how the first stage of the knot
should look from the side toward you.

Follow the short end two or three tucks and then
remove the pins. Complete the knot, giving it as many
parts to each strand as you wish, and then tighten.

©®»

Old Cup Defender Magic

Editor of The Rudder :

In passing through Key West the other day on way
to Havana I happened to be down on one of the wharves
and found a boat that seemed to have very good lines,
so I made inquiry and found it was what was left of the

Ma«lc as She l8 Today

old Magic, which yacht defended the Cup in 1870, so I
am herewith enclosing you a little sketch of just how
she looks at present, but you will note her spars arc all
gone but the main mast, her cut water bowsprit and for-
ward bulwarks, etc., carried away, with part of her
stationary ballast lying around dock.
Mississippi. J. W. Somerville.

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RUDDER

21

Clearing the Mines in the Baltic

Finland used a fleet of power boats to clear the waters
of the Baltic of mines and the boats did some fine work.
When the war started Finland was a part of Russia and
the Russians to protect the harbors planted mines in the
Gulf of Finland and the northern part of the Baltic Sea.
When Finland gained her independence one of the first
things to be done was to clear away these mines to enable
the merchant ships to enter the harbors of Helsingfors,
Abo and Hango.

At that time there was very little food in Finland
and many food steamers, especially American vessels,
waited in Copenhagen harbor because it was impossible
for them to pass through the mine fields.

In the Spring of 1918 a Finnish Navy was organized
and a fleet of mine sweepers began the dangerous work
of clearing away the mines. These boats have now had
two years' hard work and have been very successful.
They have been operated in summer heat, through the
Autumn and in the Winter when the temperature was
often 10° below zero, Fahrenheit.

These boats are 50 feet in length and each is powered
with a 45-h.p. gasolene-kerosene engine. The boats and
their engines were all built by Andree & Rosenqvist at
Abo. Each boat operated about seven months during
the season and worked on an average 200 hours each
month or 1400 hours in the season, which is a very fine
record when one understands the heavy storms and high
seas that are frequent from September to Decemfber.

There is a crew of 7 men in each boat and these men
were usually about 18 to 20 years of age. The engineers
too had often never seen an engine until they were taught
to run those in the boats. They did their work splendidly,
working from 4 o'clock in the morning until 11 o'clock
at night and sometimes longer when it was necessary.

This work has not yet been finished. It will take
some years to clear all the mines away and the troubles
have been aggravated recently because the Bolsheviki
have been sending mines adrift in large quantities which
are a constant menace to all shipping.

Improvement of Harlem Ship Canal
Boon to Boat Owners

Although surrounded by deep waterways New York
City yacht owners are often hard put to find a suitable
place to moor their boats. The beautiful Hudson River
affords anchorage for innumerable boats, but in bad
weather, and there is plenty of that sort, the anchorages
are apt to be far from ideal. The large steamers of the
Day and Night Lines throw a large swell that often causes
damage, and makes living aboard the boats uncomfort-

able. The Harlem River has not been found ideal as a
mooring location owing to the crowded condition of the
river and the dirt from the many factories. The Spuytcn
Duyvil Creek portion of the river forms an excellent
anchorage, with pretty surroundings and a perfectly
sheltered bight. The only difficulty here has been the
very strong tide and the crowded condition caused by
the point upon which the Johnson Iron Works have their
plant.

A bill has now passed the legislature to cut this point
away and straighten the channel. This* will mean that
commercial craft using the river will keep well towards
the north shore and leave the bend in the river on the
south side to pleasure boats. The tidal current will be
lessened and the removal of the iron works will take
away the only mar to the view. The remaining portions
are occupied by private homes and thickly wooded hills.
The Federal Government has appropriated a sum of
$6,000,000 for the undertaking w'ith the proviso that the

^{ftuy'^tt*^ AuYvil Im ^«>ov«. rr««, n 4.

city will attend to the removal of the center pier of
High Bridge, another obstacle to traffic on the river. The
railroad bridge at the Hudson River end of the canal is
to be elevated, obviating the loss of time necessary to
have the bridge opened. The work will result in the
forming of a perfect anchorage for hundreds of boats
within five minutes' walk of the subway. Visiting yachts-
men should turn from the Hudson at the railroad bridge
about one mile north of the Dykeman Street Ferry and
proceed for about one-quarter mile in an easterly direc-
tion. . In aproaching from Long Island Sound proceed
north up the Harlem River under all bridges until you
reach the rock cut just west of the double-decked sub-
way bridge. The anchorage is about orie-half mile west
of the bridge. It should be noted that the government
chart for the Hudson River from New York to Haver-
straw sHows a portion of the Ship Canal, but does not
show the correct run of the railroad track to the westward
of the subway bridge.

#

Left to Sight — Sweepers Coining Into Port; Qolng Some in a Sea; Bongh Weather; Mine Exploding Near a Sweeper

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Wire Rigging and Rope Work

By H, Percy Ashley
. PART IV

Splicing

Eye Splicing is made the same as a loop splice, in
fact it is only a small loop pulled tight around the
thimble. An open thimble splice, Plate 47. Solid thimble
spliced in Plate 48.

Bare Wire Thimble Splice, Bend your wire around
thimble. The wire has not yet been unstranded and has
a stopper 10 or 12 inches below the end, and one at the
extreme end. The lower stopper, or serving, is placed

PUte 46 — Firit ftage of eye splice. Three itrande placed on each side of

contact rope to be tacked in in auccession from A to F. Tliis also

shows wire secured aronnd'iBiihble by three lashings of marlln

at the pointed end of the thimble ; before binding around,
punch the wire in vice at the point of thimble, so that
the wire fits snugly' against the groove of the thimble
(see Plate 45).

Tap wire with mallet at large end of thimble to drive
it home. While the wire is gripped in the vice around
the thimble, put on three servings of marlin, or small
wire, as shown in Plate 46. After thimble is properly
seized with marlin, untwist six of the loose strands, and
twist up their extreme ends as explained in loop splice.

Plate 46

Proceed exactly as in loop splice, drawing up the strands
very closely to pointed end of thimble. Plate 45 shows
three strands divided on each side of intact rij^ng, and
thimble lashed in place by three servings, preparatory to
taking the first tuck.

The hemp center, or core, has been cut out. Note
twisted extreme ends of loose strands.

Plate 47 — One thimble bare splice

Plate 46 shows the first tuck for each strand and
the rotation of tucks by letters. The splice ends up in
a straight row of strands as in Plate 40.

Plate 47 is the finished splice. A bare thimble splice
is one not covered or served around the rope that comes
in contact with the thimble. The splice is always covered.

Plate 49 illustrates a thimble splice served with mar-
lin, before the splice is made, and the splice is covered
with canvas, and the canvas pointed at upper extremity
by fine waxed cord. The loop aroimd thimble and the
splice may be covered with pigskin. Cotton cord can
also be used.

Plate 48 — Solid thimble spUced In bare. The triangle In the thim1)lt U
to pass a lashing through, as in Plates 46 and 46

The servings around the wire that fits in the groove
of thimble must be put on before the splice is made.

Plate 48 is a modern solid thimble, the triangular hole
is to put wire seizing in^ to keep the bend of wire
around thimble in splicing. The round hole is for pin
of forked turn-buckle. The style of thimble, for under
ijS4 circumference wire, is hard to obtain. Make a
wooden pattern ; have it cast in bronze, and finish it up
yourself. The one shown was made that way.

Plate 49 — Thimble splice senred with marlin. Splice covered with canni

The lobster claw, as shown in illustration, is to take
the place of the seizing of * rope around the thimble.
The thimble, around which the wire has been placed, i$
inserted in the jaws of the lobster claw, and then the
splice is made. The trouble is that they do not come

(Continued on Pa-Te 40)

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Designs

A Simplified Type of V-Bottom
Runabout

During the war Naval Architect Frank Nichols of
New York made many experiments to determine the
simplest form of vessel to meet the emergency. The
V-bottom boat was naturally the easiest form of sea boat
to construct as long as the frames were perfectly straight
from keel to chine and from chine to sheer. As soon as
any shaping of the frames was attempted it was found
that the curvature differed at each frame station and that
each frame would therefor have to be shaped separately
to offsets. He then invented his Arconstruct type, in
which the frames are all cut to a predetermined radius.
They are gotten out in quantities and are simply cut off
to the proper length when fastened in the boat.

This boat was designed for Professor Chas. W.
Thomas of Columbia University, who has interested a
nimiber of his colleagues in the boat and it is hoped that
a number of them will be built for use on the lakes of
northern New York. The engine is a 9-h.p. Universal
which should drive the boat at good speed.

18-Foot L. W. L. Knockabout

A very attractive-looking 1 8- foot load water-line
knockabout is now being buiit by the Chance Marine
Construction Company at Annapolis, Md., from designs
by Samuel H. Brown Jr. The plans are given herewith.

Plans of a Simple V-Bottom Bunabout, DMlgnad by Frank Nichols for Professor Cbas. W. Thomas of Columbia XTnlTorsity

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Sail Flan of 18-Foot BLnoekabont Building at the Chance Yard, Froov
Designs by Samnel H. Brown Jr.

They show a boat which will be very easy to handle
under sail and she should make an ideal cruiser for a
couple of young fellows. Provision is made for the
installation of a small engine at some future date, as the
floor timbers for the bed and the shaft log are to be fitted
during the construction of the hull.

RUDDER til

The underbody is designed with easy lines so that
good results will be obtained with the snug sail plan.
Ballast is provided by an iron keel and a small amount
inside which will be well distributed to insure a comfort-
able motion when in rough water.
The principal dimensions are:

Length o. a 22 feet o inches

Length, w. 1 18 " o "

Breadth. . 6 " 6 "

Draught 3 " 6 "

®*®

145-Foot Twin-Screw Steel Exploring
Vessel

An interesting vessel of odd appearance is one recently
from the boards of Messrs Seabury & deZafra, Inc., of
New York, who were commissioned by British interests
to produce the accompanying design of a steel exploring
vessel. The present design was developed from a prelim-
inary design by British architects for a much smaller
vessel of wooden construction, but the post-war condi-
tions changed the requirements of the owners and it was
decided to build a larger vessel of steel and 10 per cent
in excess of Lloyd's requirements. The contract for the
vessel was placed recently and construction is progressing
rapidly in a British yard.

The outboard profile, herewith shown, presents an
odd appearance but the interior arrangement is well
worked out for the purpose in mind and is such as to
offer great comfort and convenience. The heavily con-
structed hull is provided with double-bottom ballast tanks
so as to increase the draught from 5 feet for river cruis-
ing to 6 feet for deep-sea navigation. The vessel will
be used for extensive exploration of West Indian ano
South American rivers.

18-Foot Kno^Atont Dtilgned by Samnol H. Brown Jr. and Now Building »t the Yard of the Ohanee Marine Oonttmction Oo. at Annapolif, lU'

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25

The crew's quarters are located in the forward part
of ' the vessel and are provided with their own galley.
The captain's and the engineer's staterooms are also here
located with large officers' mess room and bath conveni-
ently located as is also large locker for oil skins and
similar equipment.

The engine room is next aft and isolated by water-
tight bulkheads at the fore and after ends. Two Diesel-
type fuel oil engines of British manufacture and of
220 b.h.p. will be installed together with an oil-driven
generator outfit. There will also be provided one i8-b;h.p.
engine driving an air compressor of 30-c.f.p.m. capacity
and a 6-b.h.p. engine driving an auxiliary combined air
compressor and dynamo. Also one electric-driven centri-
fugal circulating pump and one hand air compressor.
A triple-plunger bilge pump will have capacity to empty
the double-bottom and ballast tanks in three hours. A
refrigerating machine and a heating boiler will also be
provided. The machinery will be of British manufacture.
Two single casing funnels 12 feet in height, placed port
and starboard, will provide outlet for the engine exhausts
while ventilation will be facilitated with two 15-inch
cowls.

Aft of the engine space are two thwartship oil-tight
steel bulkheads between which are located the fuel oil
bunkers built to Lloyd's Fuel Oil Tank Requirements.

Aft of this tank space are the living quarters. Run-
ning aft on the center line is a broad passageway, on the
port side from which access is had to four commodious
staterooms. A large linen closet is located at the extreme
forward end of the passageway. Forward on the star-
board side of the passageway is a large office with large
table, file cabinets, instrument lockers, etc. Aft of the
office is a roomy toilet and lavatory with bath followed
by another stateroom, while a thwartship stateroom is
located at the after end of the passageway. All the joiner
work will be of mahogany and the cabin doors on this
sole deck will be provided with grilled sliding vents at
top and bottom.

From the after end of the engine space to the quarter
deck the side framing is carried up to the bridge deck,

thus providing accommodations on the main deck the
full width of the vessel. These consist of a large room
with writing table, gun racks, lockers, etc., followed by
a double stateroom with private bath and toilet accom-
modations. On the starboard side of these two rooms is
a vestibule with also a lavatory, three large wardrobes
and a stairway leading to the bridge deck. There is also
an electrically operated elevator to the pilot house above
and large enough to accommodate an invalid's chair. In
fact all passageways and doors are sufficiently wide on
both the bridge and main decks to allow of the free
passage of the invalid's chair so that any persons taken
ill or incapacitated in the course of the long exploring
cruises of the vessel may be comfortably provided for.

Aft of the main deck vestibule is a large dining and
living room provided with dining table, sideboard, card
tables, tea table, settees, writing table, book cases, etc.,
etc. This room extends the full width of the vessel and
with the large windows and ample skylight makes a most
cheerful living and lounging room. There are no ob-
structing pillars or posts.

The pilot house on the bridge deck affords a clear
view of surrounding waters and is fitted with a combina-
tion hand and power steering control. The electric ele-
vator from the vestibule below connects and it is possible
to thus utilize the bridge deck as a solarium for invalids.
The bridge deck overhangs the quarter deck, thus form-
ing a shelter below in inclement weather.

The stern is of the trawler type and is fitted with
heavy guards for navigating in narrow channels and
making landings alongside docks in the most practical
way. All around service rather than beauty of design
has been the outstanding feature in the production of
this vessel, past experiences of the owners contributing
laiigely to the final design.

As in most special type vessels some unique feature
has to be introduced and in this case it was in the require-
ment that a 4- ton auxiliary 26- foot boat had to be carried
on board so small a craft. To accomplish this a deck
erection forward in two parts with a connecting well was
provided into which the auxiliary will be housed while

i

160-Foot Twin-Screw Stoel Exploring Vessel, Designed "by Seabnry ft deZ»fra, Inc., for British Interests, and Now Being Built

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RUDDEP

July

67-Foot Off-Sliort OrnlMr, Deiigned I17 W. H. MllUitt of Bajonne, N. J.

the structure itself will be utilized for the main galley
on the port side with pantry to starboard and the cold
storage between and forward of the well. The auxiliary
will be handled by means of a steel mast and boom tested
to eight tons and when housed in position can be securely
wedged between the deck erections. Additional small
boat equipment comprises a 17-foot cutter and a 14-foot
and a 13- foot rowboat. The auxiliary, of course, is for
use in exploring the shallower waters into which the
mother vessel cannot navigate.

The outside joiner work as well as the main and
bridge decks will be of East India teak. The vessel
throughout is equipped most substantially and principally
with articles of British manufacture. Even the ground
tackle is to be in excess of Lloyd's requirements and
will comprise one stockless anchor of 1,680 lb, one Trat-
man type anchor of 1,344 lb, one Tratman anchor of
728 lb, one Tratman stream anchor of 400 tb and one
kedge anchor of 150 lb.

The general dimensions of the vessel as above, are :

Length o. a 145 feet o inches

Length b. p 130 " 9 "

Breadth, moulded 28 " 6 "

Depth, moulded

amidships 10 " 8 "

Draught, light 5 " o "

Draught with ballast 6 " o "

Qassification : Lloyds Special Survey for lOoAi.

67-Foot Offshore Cruiser

This design by W. H. Millett of Bayonne, N. J., is
of a boat seaworthy enough for a trip to Bermuda or
other long outside runs. The displacement is about
25 tons and the lines show a boat that will prove ex-
tremely comfortable in any sea, which has been the
object of the designer.

The power is a 50-80-h.p. Buffalo cruiser engine to

run on kerosene, giving economy and a cruising speed of
12 knots an hour.

Eight hundred gallons of fuel is carried in the engine
room, while a reserve of 200 gallons is provided under
the floor forward together with a water-tank of 250
gallons capacity, an additional water-tank is provided
under the floor of the quarters aft, giving ample fuel and
water supply for long runs.

The quarters are very ample, well-lighted and
ventilated, and the galley is situated in a comfortable
part of the boat. The engine room is extremely ample
and has quarters for two men; while the constructiwi
of the pilot house does not interfere with the accessibil-
ity of the engine.

The location of the pilot house is in the best spot
for handling at all times and affords a fine shelter. The
forward cabin contains berths for four and separate
toilet, and ample storage space.

There is a large deck space provided for chairs, and
the whole design shows that comfort in offshore cruising
has been the designer's aim.

«••

40-Ft. Protected Bridge-Deck Cruiser

A semi-express cruiser of particularly well worked-
out design has been designed by Ralph E. WinsloW.

This design has some very interesting features and
an unusual amount of room. Forward is a very con-
veniently arranged galley, aft of which is a large cabin
with transom Pullman berths, clothes locker and buffdt.
This cabin will accommodate four persons. Amidships is
the engine room, partly under the after end of the raised
deck with full headroom and under the bridge. It pro-
vides room for a 60-70-h.p. four-cylinder semi-speed
engine, fuel tanks of 230 gallons capacity and other
auxiliaries, lockers, etc. Hinged watertight hatches in
the bridge floor give fine access to the engine for repair
work or removing any of the machinery outfit.

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27

The after part of the boat is given over to a fine
cabin with berths for three persons, a large toilet and
wardrobe, and in the stern is a good lazarette.

The bridge is protected by a fine steering shelter open
on the after end and an extension roof over the bridge
with side curtains.

The bridge has seats at the forward end of the after
trunk and space for chairs so as to easily accommodate
all that can be slept on the boat and more for afternoon
trips.

A speed of about 16 miles an hour should be ex-
pected.

Her appearance is very trim and the design is well
proportioned and should attract much attention, as she
has good accommodations, good speed and seaworthiness
as well as being a good-tooking and practical boat.

The general dimensions are:

Length o. a 40 feet o inches

Breadth 10 " 3 "

Draught 3 " o "

A 35-Mile Inspection Boat

An interesting type of inspection boat is now being
built for use in South America by the Charles Leek
Boat Building Company from designs by J. Murray
Watts.

The power is one of the latest model eight-cylinder
Sterlings, giving a sustained speed of 25 miles. Owing
to the fact that the boat will be used in a tropical climate
with a very long rainy season, special care had to be
taken to give good protection to passengers on the bridge
and in the after cockpit.

There is a trunk cabin forward with a bunk on
either side, a place for stove and ice-box aft, and a toilet-
room forward. The boat is being built to the order of
the Surinaamsche Bauxite Maatschappij for use in Dutch
Guiana, and will run from the port of Paramaribo
to the company's Bauxite mines, a distance of about 200
miles up the river. Her speed of 25 miles an hour will
allow her to make this run in eight hours.

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Profile and Arraneemant Plans of a 40-Foot Protected Bridge- Deck Cruiser, Designed by Balph E. Winslow of Bristol, B. I.

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THE<«>

Profile and Arrangement Plan of a 26-Mile Inspection Boat for Use in Sonth America, Designed by J. Murray Watts

While the boat is heavily built to withstand the danger
of striking drift-wood, wluch is plentiful in the river,
the lines are developed on the latest type of the high-
speed cruiser, the engine being amidships, and the fuel
tanks aft under the cockpit floor. The fuel is pumped
by a small rotary pump on the engine from the main
tanks, which hold 236 gallons, into a 15-gallon gravity
tank, from which it flows directly to the carbureters.
Any surplus of fuel runs back through an overflow pipe
into the main tanks. This system has been found far

more preferable to using compressed air, and insures a
steady flow of fuel to the engine regardless of the trim
of the boat.

The name Djoeka is the Dutch name given to the
Indians in Dutch Guiana. This is the fourth boat built
for the same company from designs by J. Murray Watts.
The general dimensions are:

Length o. a 4a feet

Breadth 9 "

Draught , 3 "

Oonstraction Plans of a 40-Foot Inspection Boat, Built From Designs by J. Murray Watts

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The Work Bench 4

THIS is a monthly department for yachtsmen who
build their own equipment. In each issue there is a
question pertaining to the design and construction of-
some item of equipment for power or sailing yachts. For
the best answer each month The Rudder gives a credit
order for $25, which will be accepted in payment for
goods handled by any advertiser in the current issue.
Contestants whose answers are published, but who are not
first prize winners, receive a credit order for $5. Readers
are invited to suggest questions. Prize orders will be
mailed directly after publication.

Rules

Drawings must be made with black ink on white paper
or tracing cloth; lettering as large and clear as possible,
and all dimensions plainly marked, as the reproductions
will not be to scale. Descriptions limited to about five
hundred words. Answers must be received on or before
the first day of the month preceding publication. Address
Contest Editor, The Rudder, 9 Murray Street, New York
City.

Question for the September Issue
Answers must be received on or before August ist.
Describe and illustrate the quickest means of extin-
guishing a carburetor fire from the control position of
a runabout or cruiser.

An Accurate Gasolene Gauge

(925.00 Prize Winning Aniwer)

The gauge which is shown is safe, cheap and has been
used in actual practice. I have suggested making the
diaphragm from an old inner tube, but leather, generously
coated on the upper side with rubber cement to make it
air-tight can be used. The brass rings and disc can be
cut from sheet brass. The lower ri^g should have a thin
packing between it and the brass disc. Clamp the two
rings, disc and rubber diaphragm together and drill them
with a clearance drill for io/32-inch machine screws. Do
not stretch the rubber tightly, as it will be more sensitive
to the rise and fall of the fuel if the tube is left slightly
slack. Two pieces of >4-inch hard wood arranged to
form a shelf for the diaphragm and a support for the
needle and scale can be arranged in any convenient part
of the boat. The scale can be covered with a piece of
glass if desired, although the scale can be made on heavy
bristol board and then shellacked.

Put the ^-inch copper tube through the hole in the
wood and into the hole in the brass disc. Solder it care-
fully into the latter. Now assemble shelf, disc, rings and
diaphragm with about ten through bolts as shown. Before
assembling make a wood button as shown, cutting a slot
14-inch deep and J^-inch wide in which the end of the
needle will fasten. Drill a hole for a pin across the slot
upon which the needle will swing freely. Coat the bottom

Uo««ft4>«. -I* o <&o««f-

Tbe Ingenious Indicating Device Which Won the $26.00 Prise

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32

RUDDER

July

of the wood button and the top of the rubber with rubber
cement, let dry ten minutes and then put a small wood
screw up through the underside of the button.

The pointer can be made from brass wire about
i/i6-inch thick bent up into eyes as indicated. It should
swing on the steel pins as shown. The pivot with the
wood screw which takes the weight of the needle should
be L-shaped and arranged to swing freely against the
wood support. Adropof oil occasionally will help. Fasten
the scale in place and calibrate by pouring one gallon in
the tank, marking the point on the scale, etc. The wood
plug which holds the tube leading down to a point a
short distance from the bottom of the tank, should fit
tightly into the tank, and should also fit tightly around
the tube to prevent the latter becoming loose.

Be sure and put plenty of shellac on all surfaces so
that there can be no air leakage. This includes the sur-
faces of the diaphragm and rings, disc, and wood mount-
ing. Bolt together when the shellac is wet. Have the
tube from the tank to the gauge in one piece so that there
can be no leakage. One advantage of this gauge is the
fact that even in a heavy sea where the fuel is swashing
around, and where the position of the tank and gauge
will change every minute, there will be no variation of
the proper gauge reading. The entire outfit will not cost
over a dollar or so. — E. L. C, Cambridge, Mass.

ft®®

A Home-Made Fuel Tank Gauge

($5.00 Prize Winner)

A satisfactory type of gauge that will register at a
distance from the tank is shown in the accompanying
sketches. A gauge of this sort is particularly useful on
power boats having inaccessible gasolene tanks.

The gauge operates upon a simple principle. A float
is placed in the fuel tank which follows the level of the
fuel in the tank and its motion is transmitted by means
of a stout thread out throug'h the top of the tank to the
gauge. The internal mechanism of the gauge consists of
a disc upon which the thread is wound, a pointer attached
to the disc, and a spiral spring which tends to rotate the
disc in such a way that the thread is reeled in. The weight
of the float is more than sufficient to balance the torque
of the disc.

Before starting to construct the gauge, the following
points should be considered:

(a) Sise of the Disc: It is desirable that the disc
should be large enough to reel in a length of thread equal
to the height of the tank without making more than one
revolution. By dividing the height of the tank by three,
an approximate value for the diameter of the disc is ob-
tained.

(b) Float: A block of wood makes a satisfactory
float. The size of the float necessary is determined by the
spiral spring used on the disc. The weight of the float

must be sufficient to more than balance the tension in the
thread produced by this spring. The float should be in-
stalled as near the center of the tank as possible; other-
wise the pitching and rolling of the boat will interfere
with the reading.

(c) Graduation of the Dial: The dial may be gradu-
ated to read in gallons or in fractions of a full tank
according to the tastes of the individual. The scale of
graduations may be figured from the height of the tank
and the diameter of the disc, if desired. It is safer, how-
y ever, to leave the dial blank until after installation and
then mark the actual position of the pointer with the
tank empty, half full, full, etc. In case the tank is of an
irregular shape, or cylindrical, resting horizontally, the
later method must be used. — L. R. G., Huntington, L. I.

©•®
A Simple and Cheap Fuel Gauge

($5.00 Prize Winner)

The usual practice of plunging a stick into the gasolene
tank in an effort to ascertain the contents, is one that
cannot be advised. In the first place the stick will often
carry dirt into the tank, and in the second place the tank
must be opened for the investigation. At times the open-
ing of the tank would be very unhandy. A gauge con-
structed in the following manner will only cost a dollar
or so and will instantly determine the amount of fuel
in the tank.

Cut the run of pipe leading to the carburetor and in-
sert a tee fitting, the branch of which is of the proper
size to take the base of an ordinary water glass fitting.
The glass tube should be located against a bulkhead, pro-
tected with a box or wire screen. The bottom of the glass
should be on a level with the bottom of the tank, and the
top some little distance above the top of the tank. A wise
move is to place a shut-oflf valve between the tee and the
glass in order to shut off the fuel in case of breakage of
the glass. The top fitting for the glass will have to be
fitted with a pet cock to let out the air in the gauge when
reading. Place a sheet of cardboard back of the gauge
glass and calibrate by pouring in one gallon of gas at a
time. After marking the points on the card, protect with
a coat of shellac.

If there is any difficulty about seeing the fluid in the
glass, you can drop a shellacked cork ball somewhat
smaller than the tube through the top. This float will
plainly show the surface of the fuel. In using, the pet
cock must be opened. A similar pet cock at the bottom
fitting will be handy for filling the priming can. — F. H.,
New York City.

A Neat Gasolene Gauge

($5.00 Prize Winner)

A gauge that has many desirable features is described
in this article. Its construction is simple and the addi-
tional expense entailed in installing it is very slight as
the parts are few and inexpensive and are easily obtain-
able if not found about the shop.

The principle involved is simple, merely that all con-
fined liquids reach their own level. In this way the level
of the surface of the gasolene in the tank is duplicated
on the gauge, and by means of a scale on the gauge, the
present capacity is at once determined.

The parts necessary in the construction of the gauge
are, a ^-inch pipe about 6 inches longer than the depth
of the tank, threaded on both ends, a gauge glass of same

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July

RUDDER

33

length as the pipe ^-inch outside diameter, two pipe caps
for ^-inch pipe, a short nipple and a tee.

The pipe should be cut away lengthways as indicated
on the sketches and the inside enameled or painted white
to afford contrast for the gauge markings. In one of the
pipe caps drill a i/i6-inch diameter hole which serves
as the air relief. To close this air relief when the tank
has been filled a shutter is cut from a piece of heavy
gauge sheet metal and pivoted on the cap by means of
a small machine screw tapped into the cap as shown on
the sketch. In the other cap, drill and tap to take the
nipple which branches from the gasolene line to the gauge.

Jtcpo/f 4f 3qjQrf or CiJAQt
OtrM roe aowf<f Ji/p

Assemble, sliding the gauge glass into the pipe already
cut which forms a sleeve. The cap with the air relief is
screwed on the top and the other on the bottom. All
threads should be made tight with white lead which should
be forced between the sleeve and the gauge glass, especial
care being taken with the ends to be sure they are tight.

This completes the guage except for the markings
which are made when the gauge has been set in position
and connected to the gasolene line.

In placing the gauge in position it is important to set
it so that the exposed portion of the guage is no shorter;
though it may be longer than the depth of the tank, and
that the center of that part of the guage which is in view
comes on a level with the center of the tank.

After the gauge is properly fitted in and located it is
fastened by means of a strap around the top cap, which
is screwed up tight to the bulkhead. At the bottom a
covering piece holds it in position.

Graduating can only be done by marking the gauge as
the tank is being filled. The scale is scratched into the glass
and black enamel rubbed into the mark, this being done
on both the side exposed to view from the cockpit and
the side in view from below in the engine room. On the
engine room side the capacity numerals can be painted
on the bulkhead beside the gauge, but the cockpit side
should have them painted directly on the glass as it
makes a neater-looking job. — ^J. H. S., Jersey City, N. J.

Dial Type Gauge Without Springs

(95.00 Prize Winner)

The problem of indicating the approximate amount
of fuel on hand in the tanks of a power boat is not a
difficult one. Most boatmen are not interested so much
in the fact that there are only 8^ gallons of gasolene
remaining, as they are in the more important fact that
the fuel is running low, and it will be an act of wisdom
to fill up again before the engine stops. A simple little
gauge can be readily constructed which will indicate at
all times the condition of the gasolene supply. The draw-
ings herewith and the description are easily understood
and the simplicity of the device is one of its strong points.
Briefly the gauge consists of a substantial cork or metallic
float in the gasolene tank, a connecting cord of silk or
very flexible cotton, suitable pulleys for changing the
direction of the cord line, an indicating dial and a small
counterweight which provides the actuating force.

The float in the tank must be heavier than the
counterweight. As the fuel level in the tank rises the
float rises, the cord is slacked and the counterweight on
the other end goes down and turns the indicating hand
on the dial to full or the proper number of gallons as
the graduations may indicate. As the fuel is consumed
the float drops and the card is drawn down with it, mov-
ing the dial hand toward the empty mark on the dial.
The counterweight, being lighter is pulled up and is ready
to tighten the line again when the tank is refilled. The
general details of the drawings should be sufficient to
enable any competent boatman to construct a gauge of this
type to suit his own case. The location of pulleys and
dial may be arranged to suit conditions as found. The
float in the tank should be weighted if necessary to en-
able it to exert the necessary pull on the line. The bear-
ings for the guide pulleys and dial should be made very
loose and free so that f rictional losses may be kept down
as much as possible. The connecting cord had best be
of heavy silk in order that it may turn over the sheaves
with the least resistance. Mark the dial so that it will
indicate full, empty, half full, etc., or if you prefer the
gallons can be indicated by a test as the tank is filled
from its empty condition. Points being marked on the
dial as each succeeding 5-gallon lot is put into the tank.
—A. P., New York City.

^cwrterh'q^ Cord

Cpi^tfprwriaKt

fi.ck^fDui!^'^'"***''"'^ '''*'•

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RUDDEid

July

RIIDDEP

[Title Regiftered U. 8. Pat. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6x65

Arthur P. Aldridge, President: Andrew Paterson. Vice-President and Business

Manager: James R. Thomson. Treasurer; Arthur deZ. Patton. Secretary

SnUrid ai N*m York Ptnt Office at Stemd-Oau MaiUr

SUBSCRIPTION RATES

One Year - - - - - - - $3.00

Six Months ....... i.oo

Single Copy - - - - - - .25

Th« Rupom am be procured or tubacribed for at foUowinf Foniga Aceadet:

THE TA0HT8HAM, 158 Strand, London, EngUnd.

WM. POBTEOUS ft 00^ 9 Royal Place, Glasgow, Beolland.

THE ZNTBaHATIONAL SBW8 00^ 0 BXMms Building, Obaaetij Laas,

Xiondon, B« 0.
BBBHTAVO'8, 86 ATt da I'Dpara, Pazla, Ptaaoe
OOBDOV ft OOTOR. Sydnay, Australia
Or at any Bookstall

Cup Yachts

One wonders sometimes if it were wise to have
changed the trim and rigs of both Resolute and Vanitie
before they were tried out in the races this year. The
Resolute, after her racing of 1914 and 1915, seemed to
be a perfect racing machine. She was fast in all condi-
tions of wind and weather and on all points of sailing.
Her rig was not excessive. She went through two seasons
without any serious mishap, although at times rumors
were afloat that she was showing structural weaknesses.
These, however, never developed in any races and she
sailed some hard ones. She was in receipt of time allow-
ance from the Vanitie and with this seemed to hold the
Vanitie safe.

It was logical to make changes in the Vanitie. That
yacht had been beaten in the majority of races and it was
natural that those having charge of the yacht should try
to improve her speed. Changes were made in her trim
so that she handled more easily and she received a larger
and more lofty rig with an increase in the length of her
mast and gaff. By taking oflF her rail and pine deck, for
which one of laminated wood was substituted, much
weight above the water-line was removed. She also had
several very light topsail spars built, as well as a new
light topmast and gaff.

If Resolute had started the season in the same trim
in which she sailed her best races in her early career it
would have been shown at once what improvements, if
any, had been made in Vanitie. Resolute would have
received more time allowance because of Vanitie's in-
creased sail spread and perhaps the Resolute would have
still held the Gardner yacht safe.

Had it been found that Vanitie was improved enough
to make her a winner then there would still have been
time to improve the Resolute.

Instead, however, when Vanitie started making
changes the fever proved infectious. Resolute's sail plan
was changed. Her mast, bowsprit and gaff were length-
ened and the spars were built as lightly as possible. Her
record seems to -indicate that she was too lightly sparred.

The Vanitie, however, must be faster than she was
four years ago and it is possible too that Resolute is

faster. It is to be hoped that both yachts have been im-
proved, for then the chances .of successfully defending
the Cup will be better.

July Program Heavy

July is always a busy yachting month and this year
will be no exception to the rule. The Cup races, which
are scheduled to begin July 15th, have caused a re-
arrangement of the season as far as racing is concerned,
but it will not hurt very much. Ordinarily Larchmont's
Race Week would have opened on July 15th. It has
been postponed one week and by that time it is hoped
that the international races will be over.

On the Sound, on the Lower Bay and on all waters
where yachts sail, regattas are to be held and a glance at
the schedule of events for both sail and power-boat
racing printed on another page shows how popular yacht-
ing is this year.

This is the month too when the long-distance power-
boat races will be started and judging by the number of
craft there are in commission and the interest that is
being taken in long-distance racing, particularly the Block
Island race, the fleet of starters will this year be the
largest in the history of these events.

•••

Speed Boats Off for England

The challengers for the British International Trophy
will be in British waters almost a month before the racej»
are to be held and will have lots of time to get tuned
up and for those in charge to learn the weather condi-
tions. Weather does not figure so much in power-boat
racing as it does in sailing, but there are tides and
currents which can always be taken advantage of if they
are known and with nearly four weeks of running over
the course Mr. G. A. Wood and his associates will learn
much. We sinceiely hope that the cup may be brought
back to this side of the Atlantic. The challengers have
no easy task ahead of them, but they have good boats,
good engines and capable men in charge.

The Yacht Racing List

Frank Bowne Jones, Vice-President of the Yacht
Racing Association of Long Island Sound, has compiled
a list of the season's racing yachts. This list is classified
and it gives the name and address of the owner and the
yacht's racing number. It is of great value to all regatta
committees and Mr. Jones deserves a vote of thanks for
the trouble he took in compiling this list. Mr. Jones
always has the best interest of yachting at heart.

Honors for Justice Clarke

Justice John Porter Clarke, who for many years has
been a very active member of the Larchmont Y. C. and
who was for a long time vice-commodore, was dined and
feted by members of that club at Larchmont recently.
The dinner was arranged as a slight token of appreciation
shown by the members for Justice Clarke's untiring
efforts on behalf of the club and during the evening
he was presented with a life-membership. All hope that
the Justice will for many years enjoy the honor of this
new privilege and that Larchmont may benefit by his
wise counsel.

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THE«»ft

RUDDEP

July

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Shamrock a Puzzle to Experts

(Continued from Page 8)

everywhere. It has delayed work with the challenger and
the yacht will not be tried out as fully as was intended.

Just before she left City Island for Sandy Hook on
June 1 6th some light topsail spars and a spinnaker pole
arrived from Southampton. These spars are wonders of
strength and lightness and were built by the McGruer
Hollow Spar Company of London. They are made of
wrapped veneer and the thickness of the shell of the
spinnaker pole is i>^ inch and it is so light that two
men can carry it without effort.

The 23-metre yacht as soon as she arrived was hauled
out, painted and had her racing spars put on. She is a
Fife boat built for the British rules and is a very hand-
some craft, with graceful sheer, normal overhang, but
has a large sail spread. The British rules do not allow
hollow spars on a yacht of this size and she is raced in
what we would call cruising trim. That is all her fittings
and furnishings are in place and she is very comfortably
furnished. The accommodations consist of a large well
ventilated forecastle, a room for the captain, a galley the
full width of the yacht, a saloon well furnished, two
staterooms and a berth off the passageway, which runs
aft, a large bathroom and a ladies' cabin the full width
of the yacht in which are two berths. This yacht is 77
feet on the water-line and she draws 13 feet 9 inches.

She has a very lofty mast which is in three pieces, the
lower mast, topmast and topgallant mast. The topgallant
mast takes the place of the club topsail yard and has a
traveler on the after side to which the club topsail is
snapped. There is a sheave at the head of the topmast
through which the topsail halliard is rove and a block at
the peak of the topgallant mast for the club topsail or
jackyarder, as it is called on the other side. It saves the
weight of a club topsail yard and allows that sail to be
set more carefully. When the conditions for this series
of races were being arranged the Royal Ulster Y. C
asked that the rules of the New York Y. C. be changed
to allow the use of similar spars on the Cup yachts, but
the defending club declined to accede to this proposition.
Under the rules the Shamrock would be at a disadvantage
because in measuring the sail area the perpendicular is
the highest sheave on the topmast. The full area of the
club topsail would then be taken because the highest
sheave on the 23-metre yacht is for that sail. Club topsails
are practically untaxed under the American rule if they
do not exceed 150 per cent of the area of the working
topsail.

Sir Thomas Lipton arrived here on June nth on the
Celtic. He visited City Island the next day in company
with Colonel Neill and looked at his yachts. He was im-
mensely pleased with everything that had been done and
has absolute confidence in his representative and in those
who are handling the yacht for him.

Both Shamrocks were towed down to the Horseshoe,
inside Sandy Hook, on Tuesday, June 15th, and it is hoped
that she will have three weeks' sailing before she is to be
docked for her final overhauling. Both yachts have been
measured by Mr. Nicholson and he knows just what the
challenger has to allow the 23-metre yacht according to
the New York Y. C. rule. The challenger and trial yacht
are to be sailed as often as the weather will permit over
a 30-mile course oflf Sandy Hook. Mr. Burton will handle
the challenger and Colonel Neill will sail the 23-metre
yacht. In this way Mr. Nicholson hopes to get the chal-
lenger in fine racing trim.

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Easy to Challenge for the Cup

(Continued from Page 14)

seems to prove that the critics were too pessimistic. For
some reason it has been rather the fashion to take the
part of the challengers or invaders rather than the
defenders in all Cup controversies. The Cup is a national
trophy, the New York Y. C. is its trustee and must in-
terpret the deed as they find it.

Lord Dunraven, through the Royal Yacht Squadron,
asked for a race in 1889. He pointed out that two races
out of three were not sufficient because the challenger
might lose a race through a fluke which would work a
hardship after having come such a distance for a race.
The New York Y. C. at once saw the force of this argu-
ment and agreed but the Royal Yacht Squadron would
not agree to recognize the new deed, so the overtures
fell through.

In 1 802 Lord Dunraven wrote again. This time he
asked for a race with a yacht 85 feet on the water-line
and asked that the other dimension be given later when
the yacht was launched. He asked that any excess over
85 feet be counted double in the calculation of the time
allowance but that the challenger and defender must not
exceed that length by more than 2 per cent. He also
asked for a one-gun start, that is, that the yachts should
be timed from the starting signal and not when each
crossed the line, five races all outside and a time limit
of six hours. All these requests were granted by the
New York Y. C. and the Royal Yacht Squadron sent a
formal challenge agreeing to hold the Cup, if won, strictly
under the terms of the Deed of Gift.

Again in 1895 Lord Dunraven challenged for a race
in 189s and named the Valkyrie HI, a yacht 89 feet on
the water-line. In this instance the ten months* notice
was waived and an eight months' notice substituted. The
one-gun start, however, was given up. A bitter con-
troversy followed this series of races, which was won by
the Defender, and for three years no one talked of
challenging.

In 1898 the Royal Ulster Y. C. challenged on behalf
of Sir Thomas Lipton. A committee came here to
arrange the conditions and Sir Thomas was so anxious
to race that he agreed to the same conditions as govemeJ
the Valkyrie races except that the time limit of the race
was changed to 5>4 hours and no start was to be made
after 12:30 o'clock.

In his second challenge he asked that the time limit
be changed to six hours. This was not granted. He also
asked for a one-gun start, that the yachts be measured
in the Navy Yard dry dock, and that in the event of
his yacht being delayed he be allowed three weeks to fit
out. The club agreed to these but pointed out that the
Navy Yard dry dock was owned by the government and
not a public dock. It was used, however, to measure
the yachts.

The races of 1903 between Reliance and Shamrock
III were practically under the same conditions with only
minor changes. The Reliance, the largest single-masted
vessel ever built, successfully defended the Cup and after
that was a long rest. Once more Sir Thomas Lipton,
through the Royal Ulster Y. C, tried to arrange a race.
He sent through his club a challenge for a race under the
present rules of measurement of the New York Y. C,
naming a yacht in Qass J which is "not over 76 feet and
over 65 feet rating. This challenge was promptly declined
because the Deed of Gift puts no limitations on yachts

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New York Canoe Club's New Home

The New York Canoe Club is now in its 50th year
and as a part of its semi-centennial it has moved from
the Lower Bay to Bayside and is now on the Sound.
The waters of the Lower Bay are becoming more crowded
every day and are anything but ideal for sailing or racing
small craft and realizing that sooner or later the club had
to move, Commodore Pimm and his associate officers some
time ago suggested moving to Bayside and this progres-
sive action was sanctioned by the club.

Garrison's Inn has been leased for a term of years
by the club with the option of purchase and now that
the old inn has been renovated and properly fixed up
and furnished under the able supervision of William
Yelland, the one hundred and odd members of the club
are very happy and enjoying yachting, canoeing and
summer life generally imder ideal conditions.

Only ten members resigned from the club and already
more than that number of new members have been
added to the roster. The old inn during the war was used
as an annex to Fort Totten and it was in a rather delapi-
dated condition, but Mr. Yelland soon had it in fine shape
and its fifteen bedrooms, each with running water, are
cosily furnished and the whole building is now glistening
with fresh paint and varnish. It is lighted by electricity
and has all modem conveniences. On the ground stands
the big flag pole which was a mark on the grounds of the
Lower Bay property and the grounds are now attractive
and the work of beautifying them was done under the
supervision of Alvah Nickerson.

The new home was formally opened on June 5th with
a dinner at which about fifty of the members were present
and in spite of the steady downpour of rain the. spirits
of the canoe men were not dampened. Commodore H.
G. Pimm of course presided and among those present
were Bowyer Vaux from Philadelphia, Louis Coudert,
who was commodore in 1895, J. K. Hand,- W. P. Stephens,
a representative from the Army Post at Fort Totten,
representatives of the Bayside Y. C, William Yelland Jr.,
John R. Brophy, Alvah Nickerson, Frank Moore, Jack
Braden, Harry Smythe, Jack Plummer, Dave Mount and
former Commodore Dave AUerton, S. R. Church, R. Fitz-
gibbon and Louis Pultz.

©ft®

Ocean Race for Big Schooners

Rear Commodore Francis R. Mayer of the Atlantic
Y. C. recently entertained the Board of Trustees and
officers of that club at dinner on board his yacht Un-
daunted, formerly the thfee-masted schooner Karina.
Commodore Mayer is anxious to take part in a schooner
race over an ocean course and he has authorized Secre-
tary Edward I. Graff to offer a handsome trophy in an
effort to bring about such a contest. Mr. Graff is now
trying to induce owners of large schooners to become
interested in a race to Bermuda or to some other port.
He hopes to bring together the Atlantic, owned by James
Cox and Nicholas F. Brady, the El fay, formerly Katoura,
now owned by Russell A. Alger, and the Undaunted.
Owners of other schooners who would like to participate
in such a contest will be welcome. What is wanted is a
good race over an ocean course.

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Resistance and Model Tests

PART VI

Having briefly explained the trials and data upon
which present-day knowledge of resistance is based,
I will explain methods used for calculating power required
to overcome resistance.

First Period

If you have read my previous articles you will have
noted that investigators first endeavored to ascertain, by
means of experiments with blocks of wood, the form to
which water offered the least resistance and failing to find
such a form they next separated each form into parts
(such as surface area and cross-section area), and by
determining the resistance oflFered to each part and add-
ing totals they endeavored to determine the total resistance
encountered by vessels of all forms and dimensions when
moving at a named speed.

As resistance knowledge increased it was ascertained
that while resistance at certain (low) speeds could be
accurately determined in this manner it is not possible to
accurately determine, by this method, the total resistance
encountered by every form of vessel when moving at all
possible speeds, because reduction in resistance due to
changes and improvement in form is not rated at its full
value, and, in fact, cannot be accurately determined by
rule when more than one element of the form is changed.
In other words, assuming that the actual resistance a cer-
tain formed vessel encounters at a named speed is deter-
mined by this rule and found to be accurate and that in an
endeavor to make a better vessel one element of form
(length) is changed, the resistance of new vessel can be
very accurately determined by using the formula used
when determining resistance of shorter vessel ; but if more
than one element (length, breadth and depth) is changed
the result obtained by using the formula may not be very
accurate.

Second Period

Investigators of the subject next endeavored to deter-
mine resistance by putting a basic value upon the total
resistance an average hull would have to overcome and
adding to or reducing this value as warranted by the form
of each vessel. Here again it has been aacertained that
in some cases the rule gives very accurate results, but
whenever speed is above the normal for length and form,
or whenever form or proportion of vessel are unusual,
results obtained by using this rule are not very accurate.
So at last it was recognized that resistance could not be
accurately determined by using formulae which did not
take into consideration possible variations in resistance
occurring whenever speed, dimensions or form of a ves-
sel changed.

Third Period

When this was clearly understood the problem of de-
termining resistance was placed upon its present-day
status, which is to first definitely ascertain the resistance
encountered by vessels of all types, dimensions, tonnage,
etc., when moving at known speeds, and then determine
probable resistance a proposed vessel will encounter by
using as a base for the calculation the actual data of a
similar vessel when moving at a similar speed and estimat-
ing the probable increase or decrease in resistance due to
change in form or in other elements of proposed vessel.

This method does, without doubt, give accurate results
when used by anyone having at his disposal complete data

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A Name Which

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of similar vessels, but the rule cannot be used by unskilled
men or by men who have no trial data to guide them. In
fact I have found that unskilled men and men without
data to guide them will obtain more accurate results by
using a modified form of Rankine's rule, providing the
type of vessel is normal and speed is moderate.

I will now briefly explain the most important of the
formulae used at each period I have referred to.

Resistance Calculations — First Period
The early investigators of resistance assumed that by
dividing the immersed body of a vessel into parts, such
as immersed surface, water planes, cross sections, etc.,
calculating resistance of each part separately and adding
totals, the amount of resistance offered by water to a ves-
sel's movement could be determined. This method of cal-
culating resistance is seldom used now, but is interesting
to investigators of the subject of resistance because the
formulae are probably the first complete resistance formu-
lae used. The formulae are based upon the following as-
sumptions, some of which have been proved inaccurate by
later investigators.

1. It was assumed that area of midship section fur-
nished the chief measure of resistance, each square foot
requiring a given .force to move it through the water, this
force varying with angle and length of entrance and run,
with form of entrance lines, and with speed of movement.

2. That area of immersed surface furnished another
measiu-e of resistance each square foot requiring a cer-
tain amount of power to overcome friction of water on it,
this resistance varying with length of surface and its
smoothness, and with speed.

3. That direct head resistance and frictional resist-
ance varied about as the square of the speed and that
oblique resistance varied about as the sine of angle of en-
trance lines, and also with speed.

4. That if figures which correctly represented direct
head resistance and skin friction per square foot for a
named speed were used as base figures for a calculation,
and if after multiplying them by the number of square
feet of midship section and of immersed surface there
was deducted from total the proper reduction in head re-
sistance due to improvement of form, which angle and
shape of the vessel's entrance and run lines gave, the
power required to move any vessel at a named speed
would be ascertained.

Wave resistance was ignored.

(To be Continued)

Needed Information

Sail Plan
Q. — 18. Information about a sail plan requested by

W. C. WiCKHAM.

A. — 18. If you will send us the lines and full descrip-
tion of your boat we will gladly reply to your questions
and suggest a proper sail area to use. The information
you give is not sufficient to enable us to reply to your
questions as thoroughly and as accurately as we desire,
and as we do not intend to "guess" when making a reply
to an inquiry like yours, we ask you for the particulars
mentioned above.

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Analysis of Lines

Q. — A correspondent asks why we do not publish
with each design that appears in The Rudder an analysis
of the lines and an explanation of the reasons why the
lines are shaped in the manner shown.

A. — We cannot do this without the consent and ap-
proval of the designers, and this is something it would
be difficult to obtain. We believe it would prove advan-
tageous for designers to give, as a part of the descriptive
data, a brief explanation of reasons that led to selecting
the form shown on drawings, and a brief analysis of the
designing idea.

We say this because we believe some attempt should
be made to explain designing ideas and the things that
make properly prepared plans so valuable ; and we know
that the best way to do this is to explain the designer's
ideas of form as illustrated by the plans he prepares.
The average layman's ideas of designs are very faulty
and meagre. To many the most important part of the
plans are the drawings that help to picture, or visualize,
the interior and exterior of the boat as she will look
when finished and afloat. Drawings that show form,
and which are the most important, receive only passing
notice because they are not really understood.

To allow this state of affairs to continue is, we think,
unwise. The remedy is within the power of the architects.
How much more interesting it would be if when a de-
signer allowed us to publish a design he sent with it,
for publication, a brief description of his designing idea,
explained why he shaped the hull in the manner he did;
and whether or not the designing idea proved as satis-
factory as anticipated.

Some designers have said that to do this would enable
others to profit at a successful designer's expense. We
do not agree with this, and, in fact, we have every reason
to believe that the ones to obtain the greatest benefit
would be designers who explained their ideas most
clearly. At present a very large number of pleasure craft
owners have no real designing knowledge and cannot
distinguish between the good and the bad in design; and
quite a number are imposed upon by men who, though
having no real designing ability and knowledge, pose as
skilled designers or advisers.

Eliminate ignorance by telling the people something
about designing merit and we know the w^hole profession
would benefit. What does the average layman know
about the value of designing merit, what does he know
about the money value of building from a carefully pre-
pared design ; and what does he know about the increased
safety, speed and reduction in mistakes that result from
building from a design prepared by a competent naval
architect ? And what does he know about the actual fipt
cost of a design and the ultimate saving effected by in-
vesting a few dollars in one ? We venture to state that
about seventy-five per cent, of pleasure craft owners
know nothing about these things, or have a vcrr vague
and inaccurate knowledge of them.

Designing publicity is what is needed and we firmly
believe that publicity of the kind here suggested will
prove just as beneficial to competent naval architects
as similar publicity has proved beneficial in other pro-
fessions.

The more knowledge the public has about real dcs^-
ing merit and the way the men who do tkim^ work
the greater will be their interest in the subject and the
greater will be the demand for the services of really cwn-
petent designers.

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The Season's Racing Schedule
Power Boat Races

July 2— New York M. B. C, New York to Albany Race, 270
miles.

July 2, 3, 5— Mississippi Valley P. B. A. Annual Regatta, Burling-
ton, Iowa.

July 3 — Riverside B. C, race from Rocky River to Vermilion.
Lu Lu Temple Y. C, South Jersey Y. R. A.

July 3, 4f 5— Queen City Y. C, Cruise to Villa Beach.

July 3-5 — South Shore P. B. C, Cruise to Waukegan; Tamaqua
Y. C, Cruise to Port Washington.

July 4-5 — Vermilion Y. C. ; Everett M. B. C. cruise.

July 5 — Waucoma Y. C. ; Southern Y. C, New Orleans- Pensacola
Race; Everett M. B. C, Cruise; Tamaqua Y. C, Geiser
Cup Race.

July lo— New York A. C, Block Island Race, 115 miles.

July II — South Shore Power Boat Club^ Ladies* Race.

July 1 1- 17 — Inter lake Yachting Association, Erie, Pa.

July I7--Chelsea Y. C. ; South Jersey Yacht Racing Association ;
Colonial Y. C, New York to Cornfield L. V., 210 miles;
Columbia Y. C. Regatta, Delaware River Yachtsmen's
League; South Shore Power Boat Club, cruise to .Mus-
kegon.

July 19-21 — Chelsea Y. C, Carnival.

July 24 — Keystone Y. C. Regatta, Delaware River Y. R. A. ;
Queen City Y. C, Night Race.

July 25 — Tamaqua Y. C, Childs Cup Race.

July 28 — Queen City Y. C, Moonlight Cruise.

July 31— Atlantic City Y. C. ; S. J. Y. R. A. ; Riverside Y. C,
Chesapeake Cruise.

August I— Everett M. B. C.

August 4 — Queen City Y. C.

August 7-8 — Waterway League, Annual Summer Meet, Graves-
end Bay; Vermilion Y. C.

August 10 and following days — British International Cup Races,
Cowes, England ; Delaware River Y. R. A., Cruise to Long
Island Sound.

August 11-12 — Thousand Islands Y. C, Hydroplane Champion-
ship of St. Lawrence River.

August 13 — South Jersey Y. R. A., Cruise to Bamegat Bay.

August 14 — New York A. C, American P. B. A. Cruiser Cham-
pionship Races; Cleveland Y. C, Scripps Trophy Race,
from Rocky River to Put-in-Bay, iii miles.

August 15 — Queen City Y. C, Cruise to Squamish; Vermilion
Y. C. ; South Shore P. B. C, dead reckoning race.

August 21— Colonial Y. C, New York to Poughkeepsie Race,
130 miles; Wissinoming-Trenton Regatta, Delaware River
Y. R. A.; Hamilton M. B. C, I. P. B. U. Regatta; Edison
Boat Club.

August 22 — Everett M. B. C. ; Tamaqua Y. C, Pilsner Cup.

August 28 — Wissinoming Y. C. Regatta, Delaware River Yachts-
men's League; New York A. C, Navigation Race; Ocean
City Y. C. Final Races ; Fellowcraf t Club.

August 29— South Shore Power Boat Club, Offshore Race.

September 2-8 — Toronto M. B. C, Annual Toronto Exposition
Regatta.

September 4 — Anchor Y. C, Freitag Trophy, Delaware River
Y.R.A.

September 4-6— Queen City Y. C, Cruise to Chico; South Shore
Power Boat Club, Race and Cruise.

September 4-7 — Mississippi Valley P. B. Association, Gold Cup
Races.

September 5 — Riverside B. C, race for Lohr Cup.

September 6-7 — Everett M. B. C, Cruise to Still Park.

September 10-14 — Detroit, Mich., Gold Cup Races for A. P. B. A.
Championship of America; Fisher Trophy Races for the
Displacement Boat Championship of America; Silver
Trophy Races for the 730 cubic-inch Piston Displacement
Championship of America.

September 11 — Farragut Sportsmen's Association, Regatta, Dela-
ware Yachtsmen's League.

September 12— Open Races, Hudson River Y. C, New York,
all classes.

September 18 — Camden Motor Boat Club, Record Trophies,
Delaware River Y. R. A.

Septemger i9 — Ocean Race of the Tamaqua Y. C, Brooklyn, N. Y.

September 25 — Forrest Hill Boat Club, Cruise-Picnic, Delaware
River Y. R. A.

October ^— Fall Regatta of the Columbia Y. C, New York, all
classes.

^eal Varnish Economy

COST per gallon means nothing in figuring on Varnish
economy for best work. You buy varnish lo protect
the boat, to preserve the finish, to prevent deterioration.
Good marine varnish will do this; it is also economical be-
cause refinishing is infrequently necessary. Ordinary varnish
used on marine work is costly, no matter how cheap.

Edward Smith & Company's

SPAR COATING

is Real Varnish Economy. It has stood the tests of nearly
a century. Boat owners and boat builders of experience
know they can depend upon SPAR COATING lo do all
that a high-grade marine Varnish is supposed to do.

AQUATITE

it a Kigh-claaf Vamiih for wood and metal work a wash mott of the
time. Won't turn white, dries dust-free in 3 hours.

EDWARD SMITH & COMPANY

VARNISH MAKERS FOR 03 YEARS

Head (KBceaaa Works: West At., 6Cklb7tkSls., LoBg IstaBdCity, N. T.

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Sailing Races

July 2 — American Y. C.

July 2-5— Detroit Y. C.

July 3— New Rochelle Y. C. ; South Boston Y. C. ; Seawanhaka-
Corinthian Y. C; Corinthian Y. C. (Marblehead), open;
Lincoln Park Y. C.

July 5— Larchmont Y. C. Annual ; Jeffries Point Y. C. ; Seawan-
haka-Corinthian Y. C, Ladies' Race; Corinthian Y. C.
(Marblehead), open.

July 5-13— Eastern Y. C. Cruise, rendezvous at Mattapoisett.

July 10— Indian Harbor Y. C; New York A. C, Block Island;
Savin Hill Y. C. ; Brooklyn Y. C. ; Seawanhaka-Corinthian
Y. C. ; Corinthian Y. C. (Marblehead), open.

July 14— Atlantic Y. C, First Victory Class Inter-Qub Cham-
pionship.

July 15— America's Cup Race, Sandy Hook.

July 16— Atlantic Y. C, First Victory Class Inter-Club Cham-
pionship.

July 17— America's Cup Race, Sandy Hook;^ Seawanhaka-
Corinthian Y. C. ; Corinthian Y. C. (Marblehead), open.

July 20 — America's Cup Race, Sandy Hook.

July 22 — America's Cup Race, Sandy Hook.

July 24 — America's Cup Race, Sandy Hook. Larchmont Y. C
Race Week ; Hingham Y. C. ; Corinthian Y. C. (Marble-
head), open.

July 31 — Larchmont Y. C. Race Week ends; Lynn Y. C. ; East-
ern Y. C; Detroit Y. C.

Nahma-Wasaka Match, Newport.

August 6-7— Ocean City Y. C, S. J. Y. R A, Sailboat Champion-
ships.

August 7-21 — American Canoe Association Annual Meet, Sugar
Island, St. Lawrence R.

August 7— Huguenot Y. C; Wellington Y. C; Atlantic Y. C;
Seawanhaka-Corinthian Y. C. ; Corinthian Y. C. (Marble-
head), open; Lincoln Park and Jackson Park Y. C.

August 9-10 — Eastern Y. C.

August II — Boston Y. C, Marblehead.

August 13-14 — Corinthian Y. C, Summer Series.

August 14 — New York A.< C. ; Gravesend Bay Y. C. ; Seawan-
haka-Corinthian Y. C.

August 21— Manhasset Bay Y. C; Harlem Y. C, Stratford
Shoal Race; Squantum Y. C. ; Bensonhurst Y. C. ; Sea-
wanhaka-Corinthian Y. C, Eastern Y. C. ; Chicago Y. C,
Waukegan Races.

August 28 — New Rochelle Y. C. Annual; Winthrop Y. C. ; Marine
and Field Club; Seawanhaka-Corinthian Y. C; Corinthian
Y. C. (Marblehead), open; Lincoln and Jackson Park Y.C.

September 4 — Seawanhaka-Corinthian Y. C, Fall Regatta and
Third Victory Class Inter-Club Championship; Dorchester
Y. C; Crescent A. C. ; Eastern Y. C; Chicago Y. C,
Michigan City Race.

September 6 — Larchmont Y. C, Fall Regatta and Fourth Victory
Class Inter-Club Championship; Corinthian Y. C. (Mar-
blehead), open; Sachem's Head Y.C; South Boston Y.C;
Atlantic Y. C, Carnival; Chicago Y. C. Buoy Race;
Waucoma Y. C.

September 8-10— Detroit Y. C, Taft Cup Races.

September 11 — Indian Harbor Y. C. ; Boston Y. C, at Hull; Sea-
wanhaka-Corinthian Y. C ; Corinthian Y. C (Marble-
head), open; Chicago Y. C, Bennett Cup; Detroit Y. C

September 18— Sea Cliff Y. C; Corinthian (Marblehead) Y. C,
Commodore's Cup; Seawanhaka-Corinthian Y. C, Chicago
Y. C Annual.

•••

Cup Yachts Tuning Up

(Continued from Page 11)

anchor. Resolute's time over the course was 3 hours
10 minutes i second.

Up to June isth the yachts had sailed races off New-
port. Of these Resolute had won five and Vanitie three.
Vanitie lost two races on corrected time, having finished
first. Resolute went to Bristol for some overhauling to
return to Newport as soon as possible and the Cup Com-
mittee ordered the racing discontinued until June 26th.

Please mention THE RUDDER when writing to advertisers

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MARINE SUPPLY CATALOGUE

G. B. Carpenter & Co., 438 North Wells Street, Chicago,
111., have issued their new catalogue containing a very complete
line of Marine Hardware.

Boatbuilding tools and equipment are shown; in fact it
would be hard to mention anything that is not fully described.
All the latest wrinkles used on power and sailing craft are
described in detail and whether you are building a boat or a
boat owner you will find useful information packed within the
covers.

The firm employs men who love boats and as they are active
boosters of the sport their knowledge is reflected in a practical
way in the 1920 Catalogue.

So far, fully 300 entries have been listed, covering all classes
and types of boats. The opening events, that of racing from
Detroit to Cleveland, and from Cleveland to Erie, all classes of
boats, has attracted more than fifty entrants.

Two thousand yacht club representatives are expected dur-
ing the regatta. The city of Erie is arranging for a rCal official
welcome, the kind of welcome that Erie is noted for. The city
will belong to the visitors during their stay, as nothing will be
left unfinished that will in any manner add to their enjoyment.

tfi%

•••

INTER-LAKE REGATTA

The 1920 Regatta of the Inter-Lake Yachting Association,
which will be held at Erie, Pa., during the week of July nth,
promises to be the biggest and most elaborate ever held under
the auspices of the association. Realizing the great honor that
goes with being host to the hundreds of yachtsmen and power
boat lovers, the Erie Y. C. has planned to leave nothing undone
so far as entertainment and comfort for the visitors are con-
cerned.

Erie's splendid land-locked harbor, Presque Isle Bay, than
which there is no prettier, is the ideal place for the holding of
a regatta of this magnitude and importance. Realizing the im-
portance of the coming event, the Government has offered the
services of the U. S. S. Wolverine, the first iron and steel-
covered battleship to sail the waters of the world, whose fame
is known throughout the length and breadth of the land, to act
as official convoy of the Erie Y. C. during the regatta.

The Wolverine will report off Detroit on July 6th to act as
convoy for the smaller boats and will either tow or carry the
craft down to Erie, as conditions may warrant. Besides the
Detroit stop, the Wolverine will also call at Toledo, Cedar
Point, Vermilion and Rocky River, lending similar aid to the
yachtsmen of these places.

LAW LIMITS CUP RACE ACCOMMODATIONS

Accommodations for yacht enthusiasts who have a desire to
watch the Cup races off Sandy Ho6k this month promise to
be meagre owing to a ruling from the Secretary of Commerce.

Fred A. Bishop, President of the Iron Steamboat Company,
planned to have the company's boats follow the course, but came
up against a recent law which states that between June 15th
and September 15th passenger steamboats, on ocean routes less
than '20 nautical miles out, are required to provide lifeboats,
life-rafts or pontoons for not less than 70 per cent of the
passengers.

The cost of equipping the boats to conform with the new
law promised to be so great that the steamboat company made
application to have the force of the law removed for the Cup
races. The Secretary of Commerce denied the application.

•••

DANIEL CROSBY

On Tuesday, June ist, Daniel Crosby passed away at his
home in Osterville. He leaves a widow, two children, four
grandchildren and a brother.

The Cape Cats which were developed by him are known
over the wide world and there are many yachtsmen who have
met this sterling character who will feel his loss as an old friend
and companion.

En repondant aux annoncea venilles mentioner THE RUDDER

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RUDDER

July

DaaL* Ia* m llmmU%mmtmm^m I SLvAmi ADVANCE IN PRICES— Owing lo Ui« increased cost of paper, p
DOOIUrori IICniSHIIII S LIDriry inff,%veareobiiffedtoadvanceailourneweditionsoffonner$1

printing and bind-
books to $1 ^5

BOAT HANDLIHa, BTO.
Bnddar On Swiei —

On Flafft, Their Orlffln and Use. By A. F. Aldrldge

On Navigation Simplified. By McArthar

Handy Jack Book of Nayifation Tables paper

On Siffbts. By Sheppard

On Yacht Sailing

On Tacht Etiquette. By Patterson

Southward in the Bk>amer. By H. 0. Roome

Art and Science of Sailmaking. By 8. B. Sadler

Awnings and Tents, Construction and Design. By Ernest Chandler

Boat-Building and Boating. By Beard

Boating Book for Boys

Book of the Motor Boat. By Verrill

Book of the Sail Boat. By Verrill

British and Colonial Flags

Handbook of American Yacht Racing Rules

The Helmsman's Handbook. By B. Heckstall Smith

Kedge Anchor. By Patterson

Knots and Splices. By Capt. JuUum

KnoU, Splices and Rope Work. By B. Verrill

KnoU. By A. F. Aldridge

Know Your Own Ship

Masting and Rigging. By Robert Kipping

Motor Boato and Boat Motors. By V. W. Pag6

Motor Boats, Construction and Operation

Power Boat Handbook. By Capt. Paul Ward

Practical Boat Sailing. By Frazar

Racing Schedule Sheets

Sailing. By Knight

Sailing Ships and Their Story. By E. Keble Chatterton

Sails and Sallmaking

Small Boat Sailing. By Knight $2.25; by mail

Small Yacht. By R. A. Boardman $2.60; by mail

Tbe Landsman. By Ensign L. Edson RaflT, 1st Bat. Nav. Mil., N. Y.

Yachtsman's Guide 1919 $1.00 ; by mail

Yacht Sails. By Patterson

8BAMAK8HIP

Fore-and-Aft Seamanship

Merchant Marine Manual

Modern Seamanship. By Knight $8.00; by mail

Notes on Stowage. 0. H. HilTcoat

Practical Seamanship. Todd ft Whall

Reed's Seamanship

Seamanship. By Doane

Tait's New Seamanship. 5th Edition

SIONALLINa

International Signals — A Few Ways to Use the Code

Nautical Telegraph Code. By D. H. Bernard

Night Signals of World's Shipping

Signal Card

Signalling — International Code Signals

Signal Reminder. By D. H. Bernard

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BOATBUILDINa
Radder How to Serlts —

How to Build and Rig a Cruising Vawl

How to Build a Flattie or Sharpie

How to Build an lee-Yacht — ^with Building Plans of a Scooter

How to Build a Knockabout

How to Build a Model Yacht

How to Build a Motor Launch

How to Build a Racer for $50

How to Build a Rowboat

How to Build a Skipjack

How to Build a Small Cruising Power Boat

How to Build a Speed Launch

How to Build a 82-Foot Cruising Launch. By H. L. Skene. .

How to Build V-Bottom Boats

How to Build a Viper

How to Design and Construct a Power Boat

How to Design a Yacht. By O. G. Davis

How to Run a Boat Shop. By Desmond

How to Run and Install a Gasolene Engine. By C. Yon Culin . .

How Sails Are Made and Handled. By C. G. Davis

Boatbuilders' Estimating Pads

Boat Building and Boating. By Beard

Boating Book for Boys

GAS ENGINES
Diesel Engines, Marine and Stationary. By A. H. Goldlngham. . .

Elements of Gas Engine Design .'

Gas Engine Handbook. By Roberts. 7th Edition

Gas Engines. By Lieckfeldt

Gas, Gasolene and Oil Engines. By Gardner D. Hiscoz

How to Run and Install a Gasolene Engine. By Von Culin ....

Marine Gas Engines. By dark

Motor Boats, Construction and Operation

Oil Engines. By A. H. Goldingham

goestions and Answers from the Gas Engine
esistance of Ships and Screw Propulsion

Valves and Valve Gears for Gasolene, Gas and Oil Engines:

Part I. $2.50; Part II,
DESIGNS
Bndder What to Build Serial —

Cabin Plan Book $1.00 Racer Book

Cat Book paper 1.00 Schooner Book

Power Cruiser Book 1.00 Yawl Book paper

ICE-BOATS
How to Build an Ice-Yacht — ^with Building Plans of a Scooter

1.00
1.25

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TAOHT AND NAVAL ABOHXTEOTUBE
Naval Architecture Simplified. By Chas. Desmond . . . . .
A Text Book of Laying Off. By Atwood and Cooper. . .
Elements of Yacht Design. By N. L. Skene

Handbook of Ship Calculations, Construction and Operation . . .

Laying Down and Taking Off. By Desmond

Machinery's Handbook

Manual of Yacht and Boat Sailing and Yacht Architecture. Kemp

Naval Architects' Pocket Book. By MacKrow

Naval Architecture. A Manual of Laying-Off. By Watson

Naval Architecture. By Peabody

Naval Constructor. By Simpson

Practical Shipbuilding. By A. C. Holmes. 8d Edition

Practical Shipfitting. By Shl-Dk

Practical Ship Production. By Carmitiiael

Speed and Power of Ships. 2 Vols. By Taylor

Tables for Constructing Ships* Lines. By Hogg

The Power Boat, Ita Construction and Design. By Schock.

Theoretical Naval Architecture. By Atwood

Wooden Shipbuilding. By Desmond

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ELEOTRZOAL

Dry Batteries. By a Dry Battery Expert 85

Electrical Circuits and Diagrams. By N. H. Schneider 35

Electric Wiring Diagrams and Switchboards. By Newton Harrison 2.50

Electric Bells and Alarms 35

Induction Coils. By P. Marshall JI5

Modern Primary Batteries 35

Practical Electrics M

Small Accumulators. By Marshall 85

Study of Electricity. By Schneider 85

MODEL TA0KT8

How to Build a Model Yacht 1.25

Building Model Boat's. By P. N. Hasluck 1.00

Machinery for Model Steamers 35

Model Engines and Small Boats. By Hopkins 1.25

Model SaUing Yachts. By Marshall 75

MARINE ENOINEERINa

Calculus for Engineers. By Larkman 2.00

Elements for Mechanism. By Schwamb 8.00

New Marine Engineers' Guide 3.00

Marine Propellers. By Barnaby 5.00

Marine Steam Turbine. By J. W. Sothern. 8d Edition 12.50

Manual of Marine Engineering. By Seaton 10.00

Mechanics* and Engineers* Pocket Book. ByOharles H. Haswell. 5.00

Practical Marine Engineering. By Capt. C. W. Dyson, U. S. N. . . 6.00

NAVIGATION

Navigation Simplified. By McArthur

Lectures of Navigation

American Practical Navigator. Bowditch $2.25; by mail

American Nautical Almanac

Navigation — ^A Short Course. By Hasting

Navigation. By G. L. Hosmer

Modern Navigation. B^ Hastings

Self Instructor in Navigation

Simple Rules and Problems in Navigation

Elements of Navigation. By Henderson

Epitome of Navigation. By Norie 2 Vols.

Navigation. By Jacoby

Navigators' Pocket Book. By Capt. Howard Patterson

Practical Aid to the Navigator. By Sturdy

Wrinkles in Practical Navigation. By Leeky

Book of Sights Taken in Actual Practice at Sea

Brown's Star Atlas

Deviation and Deviascope

Manual on Rules of the Road at Sea

Pocket Course Book Chesapeake Bay

Pocket Course Book Long island Sound

Pocket Course Book New England Waters

Pocket Course Book Portland to Halifax

Pocket Course Book Race Rock to Boston Light

Compass Card

Pngilay's —

Dead Reckoning

Latitude by Meridian Altitude

Guide to the Local Inspectors' Examination — Ocean Going —
Steam and Sail

New York Pilot and Guide to the Local Inspectors' Ex-
amination

Log Book

Multiplication Table

Seaman's Receipt Book

Tides .

Handy Jack Book of Navigation Tables paper

Ex- Meridian, Altitude. Azimuth and Star Finding Tablea

Tables for Correcting the Observed Altitude, etc. By 8. Anflndsen

THE RXTDDER
Single Copies, 25c ; Monthly, a Year

Bound Volumes:

1910, 1911

1916, 1917, 1918

1919

Covers for Binding

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2.35
3.35

3.35

3.85
3.35
1.15

.85
3.35

.75
8.15
1.00

2.00

4.00
5.00
6.00
1.25

ABOVB PRICES INCLUDE DELIVERY ONLY WITHIN THE UNITED STATES. PURCNASIIIS IN PORCiaN OOUNTRIIS MUST ADO CS PER OKMT TO AMOURT

OF ORDER TO oovER DELIVERY. ^^ RuddCT Publlshiiif Compaiiy, 9 MniTay St, New York, N. T.

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53

[WiHiamH. Griffin

CITY ISLAND,

MY.

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

i

y}\ JOHN G. ALDEN

^y?^ Yacht Broker and
/llwC\ '^•^•^ Architect

/ 1 VV^^ ^^® ^**** Street
r/'il V^^^- Boston, Maw.

Phone Bensonhurtt 5091

A. H. BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT

PUni, Specifications and Eirimatei Forniihed

For All Typei of Veueli

Affiliated

A/w»/x ^ A HOWARD B. WHBELER.

2280 Cropsey Ave. ship eaiider

Brooklyn, N. Y.

THOMAS D. BOWI8, M.I.

NAVAL ARCHITECT AND ENGINEBR YACHT AND VESSEL BROKER
OScei. Lalayette Baildiag Cheitaat aad Filth Straeti
— IILAO- -

Bell Phoae

PNILADELPNIA, PA.

Cable

PRIDIRIO 8. NOOK

NAVAL ARCHITECT AND YACHT BUILDER

UB.PIMM BAST MKCNWION, K. I.

WILLIAM GARDNER & CO.
Naval Architects, Engineers, Yacht & Vessel Brokers

Vachts, Launches and Vessds of All iOndt

No. 1 BROADWAY, NEW YORK

Tckphooc 3585 Rector

J. MURRAY WATTS CableAdd.-Munrat •

Naval Architect and Cncincer Yacht end Vessel Broker

136 South Fourth Street Philadelphia, Pa.

Yacht Sailmakcr]

FREDERICK K. LORD

NAVAL ARCHITECT
Deaigner of Sail and Motor Boata
TA MM Kmmt laO BROADWAY. NEW YORK

Th* "Hall Mark'* •f N mvml Archiutturt mud Marin* EnginMrimg

SEABURY & deZAFRA, Inc.

NAVAL ARCHITECTS A ENGINEERS
VESSEL BROKERAGE INSURANCE

"BttUt f SEABURT Design and StecificaUant'' adds
to the VALUE (not th* coMt) of your Boat.

150 NASSAU ST. NEW YORK

Phone: Beekman 2804 Cable: "Seaza," N. Y.

COX & STEVENS

Naval Architects, Engineers, Yacht Brokers

15 WILLIAM STREET, NEW YORK

I Tolopbonoai IB7S-IB7a Broad

Complete particalari, plans and photosraphi promptly submitted on receipt of in-
quiry. State your requirements. Large list of yachts of all types for sale or charter

T T T T^ 17 O Q Desiffninc and Bui1din«

L#U L^JjilVQ of all Types of Power

MARINE '°'" ' ''"'""
CONSTRUCTION

Stamford, Conn. CO.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Copyright 1919. Rex W. Wadmaa. lac.

The Finest Row Boats
In The World

SKANEATELES BOATIb CANOEICO., Skaaeateles, N..T., U.S. A.

^ , ^ f Montreal. Main 3352 _ ., jNavalart. Montreal

Telephones \ New York, Bowling Green 6077 Cables ^Surveyors. New York

N. E. McCLELLAND & CO., Ltd.

NAVAL ARCHITECTS YACHT BROKERS

Montreal
286 ST. JAMES STREET

New York
2 STONE STREET

Walter E. Pommer,

Naval
Architect

Specialty— Wood and Steel
Commercial Vessels

324 BRUMDER B171LDINQ
MILWAUKEE, WISS

Si prega far menzione del RUDDER quando scrivete

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THE««§

RUDDER

July

A SUCCESSFUL MARINE OIL ENGINE OF RADICAL
DESIGN

The Price-Rathbun type marine oil engine now being made
by the Ingersoll-Rand Company of New York has so many
features that differ from both the semi-Diesel and the full
Diesel types that a short description of its operation is interest-
ing. The operation of a full Diesel engine depends entirely on
the extremely high compression maintained in the combustion
chamber, and upon the maintainance of a quantity of air under
very high pressures in separate tanks. The high compression
pressures in the cylinder often causes piston trouble, while the
extreme degree of heat to ignite the mixture sometimes works
havoc with the moving parts. The air compressor necessary
to keep up the compressed air supply used to inject the fuel
into the cylinder against the high compression, naturally takes
a great deal of power away from the effective output of the
machine.

The semi-Diesel engine does not require the high pressure
injection air, but it does require some portion of the cylinder
head being kept in an incandescent state. Proper cooling of the
head and the adjoining cylinder is therefore difficult. The Price-
Rathbun type engine requires no hot heads, every part being
sufficiently water-cooled, neither is there need for high pressure
injection air, for the fuel is injected into the cylinder by means
of small engine-driven pumps. The only compressed air used
is for turning the machine over a few times when starting.

The makers claim that the P-R type engine will operate
with the same economy as the full-Diesel, although the great
reduction of moving parts, and parts under high pressure, in-
crease the efficiency of the machine. The functions of the four
cycles of the P-R engine are as follows: On the suction stroke
an intake valve is opened mechanically the same as the valve on
the gasolene engine, but nothing but clean air is drawn into
the cylinder. On the compression stroke this air is compressed
to about 200 pounds pressure. Before the piston reaches the
top of the stroke the oil is injected by the pumps, the full stroke
of the pump being made before the piston has reached the top

center. The makers claim by a special system the oil is so atom-
ized that ignition is obtained without either electrical or hot
surface means. At top center the combustion occurs, the pressure
rising to about 400 lbs. drives the piston downwards. The exhaust
stroke is similar to a gasoline engine. The valve is mechanically
operated.

The construction of the machine is heavy, due regards for
the rigors of marine service being taken into consideration. A
special feature is the use of ample doors and removable panels
in all parts of the housings to permit inspection and adjustment
of moving parts. The lubrication is by a pressure feed system
using an oil filter. An additional lubricating system is by splash.
For starting the engine when cold an electrical hot plug is pro-
vided. This is turned on for a moment when starting and is
then removed. The remaining ignition is entirely automatic
Reversal of the engine is accomplished by stopping the engine
and then shifting a lever and turning on the starting air. A
novelty is the use of the exhaust manifold as the intake pipe
when reversing. A switch-over between the manifolds permits
this without difficulty.

The Ingersoll-Rand Company report that they are consider-
ing a contract with a steamship company to equip a 9,000-ton
ship. A sister ship will be equipped by the General Electric
Company and the two tried out. The most successful plant will
be used for the many new ships building. Cox and Stevens
expect to equip a new yacht with P-R engines and electric drive.

A NEW BOOK

"Motor Boats and Boat Motors," written by Victor W. Page,
and containing many plans and building descriptions by A. Clark
Leitch, has just left the press of the Norman W. Henley Pub-
lishing Company, New York. The price is $4.00. The book has
over 500 pages of reading matter and cuts and contains a wealth
of information for the newcomer in the sport.

The construction and equipment of boats of various sizes
is taken up in some detail as well as the actual handling of boats
under various conditions. There are details of construction and
building of five small boats of the simpler types as well as sev-
eral chapters devoted to marine engines and their auxiliaries.
Propelling devices and the care and operation of engines is also
covered. The final chapter wanders from the boat field far
enough to describe several types of flying boats. The book can
be obtained from the Rudder Book Department, 9 Murray Street,

New York City.

♦ ♦ ♦

BOAT AND ENGINE SHOW
The Sixteenth Annual National Motor Boat, Ship and Engine
Show will be held in Grand Central Palace, New York City,
December loth to i8th inclusive, 1920. Leases have just been
signed covering rental of that building for the coming exhibi-
tion and plans are already under way to make the next show
larger and more comprehensive in every way than the last rccord-
hreaking exhibition held early in this year.

[ J. W. Lathrop Co. "^fs^"; gasolene Engines]

Vcd Hcnvendclscr tU Annoncercnde bcdes Dc reffererc til THE RUDDER VnOOQ iC

July

RUDDER

55

^^enber^

Heavy-Duty CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load,
Variable speed instantly obtainable from just

"turning over" to v^ide open-
Operates on low price fuel oils.
Fuel consumption ,55 lbs. per h.p, per hour.

KAHLENBERG BROS,

No Wftttr injection
SIZES 60 H.P. UPWARDS

WftlTM FOf^ OUX UTEXATUXM STATfr\G YOUK X£QUfRSMENTS FULLY

COMPANY* M&nufacturari, 1705 12th Street, Two Riven, W«., U. S

ACCURATE MARINE SPEED INDICATOR
A new and ingenious speed indicator for power boats, sailing
yachts and ships has recently been brought out by R. Star, 253
Bergen Street, Brooklyn, N. Y. The device uses the principle
of pressure on a gauge, the pressure being obtained by the water
being forced upwards through a small tube passed through the
hull. The salient feature of the device is the self -adjustment
to various conditions of draught. This feature is especially
valuable in the case of vessels where the water-line position

^Utti^C

T

iAT

varies greatly from time to time.

Briefly the construction is as follows: A pipe is flange-
fitted to the inside of the planking, a hole through the latter
opening the pipe to the sea. A shut-ofF valve of the gate pattern
is located as close to the inside of the plank as possible. A short
distance above the valve this pipe terminates in a tee, the branch
leading at right angles to the run of the pipe. Through this
tee, and surrounded by a flexible copper packing gland, a smaller
pipe with a closed end and a hole in the forward side is passed.
A handle on this latter pipe allows it to be lifted up above the
shut-off valve mechanism and consequently inside the hull and
safe from injury by floating obstacles.

In operation the valve is opened and the smaller pipe
pushed down through the hull and fastened. The movement of
the boat through the water causes the water to rise in the smaller
pipe, compressing the air in a compressing chamber located near
the gauge. The important function of the larger pipe now comes
into play. This large pipe is also connected at a point near the
gauge with a chamber known as the static chamber. With the
boat at rest the pressures in both chambers will be the same
and the needle will read zero. If it were not for the larger pipe
the reading would be zero for a certain draught, but as soon
as the boat were either lightened or loaded to a different draught
the pressure of air in the gauge would change and the reading

become incorrect. As soon as the boat starts moving ahead the
scooping action of the smaller pipe will raise the pressure on
one side of the gauge, the other pipe simply maintaining the
proper pressure for the depth of draught on the opposite side
of the gauge.

The whole device is very simple and not liable to get out
of order. A feature is the possibility of installing several gauges
on the pipe line so that the speed can be determined in the
engine room, owner's quarters and on the bridge simultaneously
without any additional outboard fittings.

♦ ♦ ♦

HUGUENOT Y. C.

Yachtsmen desiring to join a yacht club solely from a
yachting standpoint cannot find a more desirable organization
than the Huguenot Y. C. of New Rochelle, N. Y.

The club house and anchorage is situated behind Glen Island,
which forms a land-locked harbor, and no matter how hard it
blows the fleet rides in absolute security.

While the club is small in comparison with some organiza-
tions, its membership at present being 130 active members, it
has the advantage of a very low overhead, and is able to run
the club free and clear of debt at the nominal charge of $25
to members.

This covers the total expense, as there are no other assess-
ments for club affairs to be met.

Each year the Board presents a budget and a free discussion
by the members directs the various committees in their work.

While there ^re no auxiliaries in the way of tennis courts,
golf links, etc., the social end is unusually well handled. Every-
one is known to everybody and with minstrel shows by club
talent, smokers, afternoon teas on Sunday with the return of
the fleet the Huguenot is able to make its members feel at home
and happy.

Mr. W. G. Stewart of the National Theatre is a very active
member of the club and each year gives the banner entertain-
ment. The show this year would have graced the ball room of
the Waldorf and the genial commodore extended an invitation
to the after guard of the Shamrock IV. The members had the
pleasure of meeting Mr. and Mrs. Burton and Designer Nichol-
son, who were given a regular Huguenot time, and everyone
thoroughly enjoyed the evening. The club extends a cordial
invitation to all yachtsmen to visit or join the organization.

♦ ♦ ♦

TO SELL COLLEGE POINT SITE
The Knickerbocker Yacht Club, one of the oldest in the
United States, which was founded in the seventies and incor-
porated in 1881, is going to dispose of its property in College
Point, and will henceforth confine its activities to Port Wash-
ington on the shore of Manhasset Bay. Included in the member-
ship of the Knickerbocker Club is Charles R. Smith, who joined
the club in 1879 and was one of its incorporators.

SAL

SPEED-INDICATOR

FOR SAIL AND POWER YACHTS

ACCURATE DEPENDABLE

HAMILTON & HANSELL, Inc., 13 Park Row, N. Y. City

Koukokusha ni otegami onsashidashi no saiwa doio RUDDER nite scran no mune onkakiBoe ne8:aima8U

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56

THEfl»*

RUDDEP

J"iy

The Allen Dense-Air Ice Machine

cbetiiic«l«.

It ii placdd in f^o «Dffine r^em, wbite tli« lce>making box and meat rcK>iii«
ara at dutaat plac«« of the ■teamer

Steam Yachts — Atalanta, Constant* Riviera, Emetine^
Apache, Electra, Nourmabal, Josephine^ Virg^inia,
Thespia, Dorothea, Alcedo, Enterprise, Felicia,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Rheclair, Aztec, Rambler,
Surf, Saltana, Emrose^ Guinevere, Cyprus. Nearly
three htindred in daiJy service in the tropics on
Men-of-war, steam yachts and mercantile steamers.

H. B. ROELKER

Detigner and Manufacturer Screw Prepellert

41 MAIDEN LANE, N. Y.

MARINE ENGINE MANUFACTURERS AND AGENTS

IN NEW YORK CITY

Engine Agents

Arrow, Parr-Loichot Engine Corp., 380 Canal Street.

Barker, Topping Bros., 122 Chambers Street.

Bolinders, Bolinders Co., 30 Church Street.

Brennan, Bowler, Holmes & Heckcr, 259 Greenwich Street.

Bridgeport, Bowler, Holmes & Hecker, 259 Greenwich Street*

Buffalo, Byflfalo Gasoline Engine Co.^ 347 Madison Avenue.

Cady, Parr-Loichot Engine Corp., 380 Canal Street.

Clay, Sutter Bros., 44 Third Avenue.

Curtiss, Curtiss Aeroplane & Motor Corp., 52 Vanderbilt Avenue.

Doman, Brims, Kimball & Co.^ 153 West r5th Street.

Evinrude, Oluf Mikkelsen, 69 Cortland Street.

Fay & Bowmen, Sutter Bros., 44 Third Avenue.

Fisherman, H- J. Hush, 36-40 West 60th Street.

Fordmarine* Bowler, Holmes & Hecker, 259 Green w^ich Street.

Frisbie, Bowler, Holmes & Hecker, 259 Greenwich Street,

Frisco Standard, Bowler, Holmes & Hecker, 259 Greenwich Street.

Fulton. Sutter Bros., 44 Third Avenue,

Gray- Prior, Bruns, Kimball & Co., 153 West 15th Street.

Gray, W, C Disbrow, Jr., 8 Reade Street.

Sulowsen Grei, Parr-Loichot Engine Corp,. 380 Canal Street,

Hall Scott, Bowler, Holmes & Hecker, 259 Greenwich Street.

Harris, Parr-Loichot Engine Corp., 380 Canal Street.

Hartford, Bruns, Kimball & Co., IS3 West rsth Street.

Hess, Bowler, Holmes and Hecker, 259 Greenwich Street

Jacobsen, C. R. Jacobsen, 39 Cortland Street.

Kermath, Bruns, Kimball & Co., 151 West 15th Street.

Knox (Camden Anchor-Rockland Mach. Co.), Parr-Loichot Eng.

Corp., 3S0 Canal Street
Knox (Knox Motors Assoc), Bowler, Holmes fir Hecker, 259

Greenwich Street.
Lathrop, Verrier Eddy Co.. 254 West 34th Street.
L. & D., J. F. Day, 412 Eighth Avenue,
Mianus. Mianus Motor Works. 321 W^e^t 42d Street
Mietz, Aug. Mietz Corp,, 430 East igth Street,
Miller, Parr-Loichot Kng. Corp,, 380 Canal Street.
Niagara, Parr-Loichot Eng. Corp., 380 Canal Street
Palmer, Palmer Bros,, 31 East 21 st Street
Peerless, Bruns, Kimball & Co., 153 West rsth Street

Pricc-Raihbun, Ingcrsoll-Rand Co,, it Broadway.

Red Wing, Verrier Eddy Co., 254 West 34th Street

Regal, W. C, Disbrow, Jr., S Reade Street.

Roberts, Bowler, Holmes & Hecker, 259 Greenwich Street

Schneider, Schneider & Co., 21 East 40th Street.

Scripps, W. C Disbrow, Jr., S Reade Street.

Skandia, Skandia Pacific Oil Eng. Co., 50 Church Street.

Speedway, Consolidated Shipbuilding Co., Morris Heigh ts^

Standard, Standard Motor Construction Co., 127 Pine Street-
Jersey City, Ferry ft. of Liberty St., N. Y. City, 10 minutes
ride Central R. R. of N. J.

Stanley, Sutter Bros., 44 Third Avenue.

Sterling, Bruns, Kimball & Co., 153 West 15th Street

Sturtevant, Parr-Loichot Eng. Corp., 380 Canal Street.

T^veutieth Century, New York Yacht, Launch & Engine Co^
Morris Heights.

Universal, Bowler, Holmes & Hecker, 259 Greenwich Street.

Whaley, American Whaley Eng. Co., 280 Broadway,

Win ton. A, C. Griese, T20 Broadway.

Wisconsin, Tracy N. Fenner, 21 Park Row.

Wolverine, Bruns, Kimball &: Co., 153 West isth Street

Wright, Parr-Loichot Eng. Corp., 380 Canal Street.
Reverse Gear AaE^xIEs

Joes, Sutter Bros., 44 Third Avenue.

Paragon, Bowler, Holmes & Hecker, 259 Greenwich Street

Navy, W. C. Disbrow, Jr., 8 Reade Street

Propellers
Bryant and Berry, W. T. Rountree, 50 Church Street.
Columbian, Columbian Bronze Corp., 522 Fifth Avenue.
Hyde, W, C. Disbrow, Jr.. 8 Reade Street.

Marine Hardware
Durkee, C. D. & Co., 2 South Street.
Frank Richard & Gardner Co., 47 South Street,
Marine Mfg. & Supply Co., 158 South Street
Wilson, O. C. & K. R., 78 Dey Street.
Tiebout, W. & J., 118 Chambers Street
Topping Bros , 122 Chambers Street.
Ulster Foundry Corp., 50 Church Street
Weil Bros., 69-71 Manhattan Street
Willis, E. J.. Co,, 85 Chambers Street
Zundel, R. W., Co., 4S Whitehall Street.

I

BILGE PUMP

NoJ, an Brass, SB, Ho. 2. T-rT* »,

Fog and Ships' Bells
for all size crafts

Jingle BeUfl, PuUs^Gongs^
Cranki^ etc.

B£V1N BROS* MFG. CO.

Eait tlamptan

Cofinectkiit

Var god aberopa THE RUDDER nar annonaorema tillBkrif¥a|itized by

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t

PIECE WORK

TO THE REAL WpRKER it means a Fat Pay Envelope Every
Saturday at the Submarine Boat Corporation. Especially for good

RIVETING GANGS BOLTERS-UP

RIVETERS HEATERS

HOLDERS-ON PASSERS

The fairest basis of reward for labor is piece work. Production on an hourly basis
treats the conscientious worker ^nd the slacker alike. But piece work renders a just
discrimination.

The day rate set by the Wage Adjustment Board states that riveters should receive
80 cents per hour, holders-on 60 cents, bolters-up 58 cents, etc. Our piece workers in
these departments average from 15 to 20% higher. The piece work pay is what you
make it.

INSURE YOUR EARNING ABILITY BY LEARNING A TRADE

The Training Department of Submarine Boat Corporation at Newark Bay Ship-
yard offers a splendid opportunity to a large number of semi-skilled or unskilled men
who are ambitious and anxious to learn a ship trade. The applicants desired should
be between 18 and 40 years of age and weighing 140 to 175 pounds.

GOOD PAY WHILE LEARNING $.46 to $.56 per Hour

OPENINGS FOR APPRENTICE

BOLTERS-UP REAMERS SHIPFITTERS

HOLDERS-ON PAINTERS CHIPPERS AND CAULKERS

ELECTRIC WELDERS PIPEFITTERS

RIVET HEATERS AND OTHER TRADES

Men who enter our Training Department are trained on real jobs under our Berth
System, and when they prove competent are placed on production berth work, with
every opportunity to earn big wages. In this Shipyard the standard of the workers
must be on a par with the standard of the ships we build, for the quality of our product
depends upon the quality of the producer. Write for booklet descriptive of the Train-
ing Department.

TRAIN SCHEDULE TO SHIPYARD

NEW YORK, N. Y.— Liberty Street, JERSEY CITY, N. J.— Jackson Avenue,
Jersey Central Railroad: Jersey Central Railroad:

Leave 6:30 a. m. and 7:53 a. m. ^eave 6:51 a. m. and 8:10 a. m.

ELIZABETH, N. J.— Elizabeth Station,

^^^^h^^vTeiY^m^^^^ NEWARK, N. J.-Broad Street,

ELIZABETHPORT, N. J.- J^^^^ Central Railroad:

Jersey Central Railroad: Leave 6:55 a. m. and 8:10 a. m.
Leave 6:55 a. m.

BAYONNE, N. J.— Ferry, foot 25th Street: Also Bus and Trolley Service from

Leave 7:00 a. m. and 8:00 a. m. the heart of Newark direct to plant

Come to Employment Office:

SUBMARINE BOAT CORPORATION

Newark Bay Shipyard Port Newark, N. J.

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Published on the
24th of the Month

RUDDEP

Commercial Boats

Yachts

and

and

Equipment

Yachting

Edited by
Arthur F. Aldhdge

Engines

and

Accessories

Copyrieht 1920, by The Ruddek Publishing Co., New York. SOTICE^Tht etmttmts of this magaxlnt, imtludimg all artUhs, iUmtratioHs, pUms and Jesigmt, art fvtrtd by
copyright, ami thtir rtproduttioH is absoluttly forhiddtn without tht eomtnt and ptrmiaiom of THE RUDDER PUBLISHING COMFjtS T.

Volume XXXVI

August, 1920

No. 8

First Race for Shamrock

THE first race of the series for the America's Cup
was marred by the weather and the mishap to the
Resolute. If old Jupiter Pluvius had been consulted he
might have been more kindly disposed to the hundreds
who went out to see the races, to the yachtsmen every-
where who are so interested in the contests and to the
general public who love the races because of their inter-
national character and from a sporting point of view.
Race committees can do many things, and the race com-
mittee of the New York Y. C. had done much to make
the contests as successful as possible, but they cannot
control the weather.

The arrangements for the races were as perfect as
it is possible to make them. The committee H. de Berke-
ley Parsons, James M. Macdonough and Frederic O.
Speddon had prepared for any emergency and even at
the last moment framed rules so that the aeroplanes were
instructed not to fly over or near the competing yachts.

A heavy haze hung over the harbor when the advance
guard of yachts and excursionists reached the Horse
Shoe and there they found Resolute and Shamrock IV
tugging at their moorings with mainsails and club top-
sails set and headsails in stops. Both yachts used Ratsey
sails and the fit on each was perfect. Shamrock had a

Resolute Leading Sluunrock Across the Line In the First Baee for the America's Cup

Photo hy M. Rosenfeld

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RUDDER

A u gust

<£> Edwin Lfvitk

Watching the Attending Fleet From One of the Large Steam Yachts

mainsail made of American cotton woven in England
and it was white compared with the other sails made of
Egyptian cotton duck. Resolute's sails were made of the
Egyptian cotton.

Soon after lo o'clock, moorings were slipped, head-
sails broken out and with Resolute leading they started
for the Ambrose Channel Lightship, the starting line.
The wind, however, was too light and each yacht took a
line from its tug which was dropped about an hour later
at the lightship.

The wind was very light, the atmosphere heavy. Rain
and squalls threatened, but no downpour could dampen
the spirits of those who had gone out to witness the Cup
Race. Each yacht was saluted and its crew cheered and
when the lightship was reached the committee was on
hand on board the tug Barryton ready to send the yachts
away promptly. As the two racers sailed in close com-
pany, the first time they had met. the big sail-spread of
the Shamrock was most marked. Her club topsail towered
above that of the Resolute, but the little boat looked well
and all hoped she would be well handled.

The destroyers and revenue cutters took positions
and kept a clear space around the lightship, giving the
yachts room in which to maneuver, and the fleet formed
an arc to the northward and westward of the line.

In the fleet were : Commodore J. P. Morgan's Corsair,
Sir. Thomas Lipton's Victoria, Former Commodore
Arthur Curtiss James's Aloha, Harry Payne Whitney's
Whileaway, W. K. Vanderbilt Jr.'s Genesee, John N.
Wyllis's Emerald, W. D. Hoxie's Idalia, M. R. Metcalf's
Sachem, George G. Bourne's Lone Stnr, F. W. White's
Little Sovereign, Max Fleischman's Haida, K. B. Von
Riper's Alacrity, Henry Walters's Narada, Vincent
Astor's Cristina, Former Commodore Leonard Richards's
Carola, G. M. Pynchon's Vasanta, Commodore Edward
F. Doheny's Casiana, Vice- Commodore Francis E. May-
er's Undaunted, Russell A. Alger's El fay, Cleveland H.
Dodge's Corona, H. H. Raymond's Scotian, John H.

Hanan's Edithia, M. B. Mill's Cynthia, P. L. Bareley's
Galatea, L M. Uppercu's Lounger, Commodore T. Cole-
man Dupont's Tech, Daniel Guggenheim's Firenzi, and
many others of all sizes and description. In addition to
these there were several excursion steamers, some large
like the Orizaba of the Ward Line and the Plymouth of
the Fall River Line, and many small craft usually used
for fishing parties, but fishing was suspended for the day
to watch the yachts. It was a large fleet, larger than was
expected, but not nearly as large as when the races were
sailed 17 years ago. The New York Y. C. members were
on board the steamer Highlander and that vessel had the
largest party of any vessel. Among those on board were
Commodore James B, Ford, James C. Stewart, John
Lovejoy, J. D. Sparkman, Captain Arthur Clark, Cor-
nelius F. Fox, M. Roosevelt Schuyler, W. J. Parslow,
E. M. Padelford, R. E. Robinson, Butler Whitney, H. M.
Curtis, E. H. Prentiss, J. Montgomery Strong, Lewis
Nixon, A. Loring Swasey, Charles Lane Poor, John G.
Alden, Frederick M. Hoyt, E. Walter Qarke and P. T.
Dodge.

William Gardner, E. Burton Hart, G. P. Granbcry
and some other experts watched the race from the torpedo
boat destroyer Semmes, on which were the newspaper
men.

A fine clear space was made by the patrol boats for
the start and the following fleet gave the racers all the
room necessary for a fair contest. The wind, as the
starting time drew near, was S. W. by S. and as the
course of the first race was 15 miles to windward and
return, the turning mark was 15 miles S. W. by S. from
the Ambrose Channel Lightship. This course was sig-
nalled from the committee boat and a tug at once started
oflF to log the course. The committee made a line at right
angles to the direction of the wind and anchored N. E.
by E. from the lightship.

The preparatory signal was made at 11:4s o'clock,
New York time, and the maneuvering- for position began

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while the crews sent up baby jib topsails in stops ready
to break out. The maneuvering was tame. At first
Shamrock had the Resolute covered and the two yachts
circled about the line, each moving ell in the light air.
When the warning signal was ma-s.. at ii:SS the baby
jib topsail on each yacht was broken out and sheeted
down and the two yachts parted company, Resolute head-
ing towards the lightship and Shamrock on the port tack
standing across the line, heading southeast. The start
was to be at noon and as that time drew near Resolute
took the starboard tack and stood for the line at the light-
ship end and crossed with sheets flattened down at
12:00:40. Shamrock was then returning to the line.
Mr. Burton had elected to let his rival get away first.
Under the conditions that was good judgment and with
Resolute oflf he had every opportunity to take good ad-
vantage of his position. Instead the Shamrock slowly
headed towards the lightship, tacked almost on the line,
and crossed with very Httle way on at 12:01:38 or 58
seconds after the Resolute. She was to windward of
Resolute's wake. Good yachtsmen were disappointed.
They had expected some spirited handling; Mr. Burton
could have let the Shamrock reach down the line gather-
ing headway and have shot across on the port tack
standing in towards the New Jersey shore. This move
would have forced Mr. Adams to tack Resolute, lose the
time taken in tacking, and Shamrock would have had her
wind clear for the board in to the shore.

The port tack was held until 12:04 and then Sham-
rock went about and was followed at once by Resolute
and the yachts were heading about west. Shamrock then

began to show some of her qualities. She footed fast,
drew ahead and seemed to be fore-reaching on the defen-
der. The wind was very light, but both yachts were
traveling fast for the conditions. While on this tack the
rain which had been threatening began to fall and for a
few minutes it fell heavily, making the discomfort gen-
eral. At 12:30 the rain stopped. It had killed the wind
and after drifting listlessly for a few moments a light air
came from the south and gave Resolute her first piece of
luck. The shift put her well in the weather position.
The baby jib topsails were changed for larger sails, a No. 2
on Resolute and No. i, on Shamrock. Fifteen minutes
later, the wind having hauled to its original quarter, the
jib topsails were changed again. The wind was fresher
too and to the south an ugly-looking squall was making
up and a rumble of thunder gave an intimation of what
was coming. Both yachts took the off-shore tack at 12 :S4
and then the squall hit them and they heeled well under
the pressure of the wind. The rain fell heavily, screening
the yachts from view, and when it cleared at 1:15 o'clock
Resolute had a decided lead. Again the wind died out
and the yachts drifted with sails hanging limp. At i :30
what little air there was came from south, southwest.
By that time they had sailed 7 miles of the course. Jib
topsails were changed once more for larger ones and
Captain Burton, seeing a little breeze drawing off the
shore, put the Shamrock on the port tack and stood in
to meet it. Resolute held on her course to the southeast.
Mr. Adams was keeping his boat moving and not hunting
wind and he profited by his good judgment. The wind
played a petty trick. It struck over the Shamrock and

Photo by M. Rosenfeld
Shamrock IV Batamlng to Bacross the Ll&e. Resolute on Starhoard Tack Getting Away Smartly

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Resolute caught it first so that Captain Burton had to
change her jib topsail again and stand off shore on the
starboard tack. The Shamrock had lost a good five min-
utes by this maneuver and she also had the disadvantage
of having the Resolute far ahead of her sailing into a
freshening wind of which the defender took every ad-
vantage. After this the wind held fairly steady and
strengthened.

The more the wind freshened, the better the Resolute
sailed, and, failing to make any appreciable gain, Mr.
Burton tried to induce his rival into a tacking match.
At 2:20 o'clock Shamrock took the port tack and was
followed at once by Resolute. In the next twenty minutes
each yacht made eight tacks, but Resolute, handled more
smartly than the challenger, continued to widen the gap
between the two.

The turning mark with the flagship Corsair standing
by as guide boat was then in sight, and the two yachts,
both on the port tack, were standing for it. Resolute
appeared heading to leeward of the mark and a tack
would have been necessary for her to make it, while
Shamrock was well able to fetch. The wind hauled a
little, let the Resolute up, and Shamrock eased off her
sheet and was moving very fast through the water.

Just when everyone was agreeing that the race was
practically over, the throat halliards on the Resolute
parted at the hand-winch drum, the mainsail slid down
the mast, bending the jaws of the gaff and breaking the
gaff, and the defender was a cripple. At that time the
yachts had a nice sailing breeze. Shamrock, as soon as
the accident was seen, took in her jib topsail.

Resolute's club topsail flapped at the mast head. The
club had been torn off, coming down with the mainsail,
and under a jib and fore staysail she held on to the mark,
which she turned at 2 152 154. She headed for home under
a jib, but soon afterwards took a line from her tug and
went back to her mooring. Shamrock turned the mark
at 2:57:39. She jibed her boom to port and ran home
without any kites.

It had taken Resolute 2 hours 52 minutes 14 seconds
to make the 15 miles to windward. Shamrock's elapsed
time was 2 hours 56 minutes i second, so that on this
leg of the course Resolute had beaten Shamrock 3 min-
utes 47 seconds.

It was wondered why Resolute with a lead of so much
time and with an allowance of 7 minutes did not set a
spinnaker and a balloon jib topsail and still try to save
the race. Evidently those on board did not care to take

What are They Cheering?

e Edxsim Ltritk

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the risk and this gave rise to the suggestion that pos-
sibly more damage had been done than was seen.

Shamrock ran home very fast. When near the finish-
ing line the club topsail was taken in and she finished
at 4:26:26. Her time for the 15 miles down the wind
was I hour 28 minutes 47 seconds, very fast considering
she carried no light sails.

She reached in by the Hook and gave a fine exhibition
of her sailing qualities, so that her admirers had hope
that she might win the race over the triangular course.

•••

Second Attempt a Fizzle

Friday was repairing and drying day. The thousands
of pounds of water the canvas had absorbed had to be
dried out. Resolute shipped a new gaff. First she tried
one of aluminite, which was not satisfactory, and then
rigged a wooden one. On the Shamrock the iron band
on the bowsprit had loosened and slid inboard a few
inches. Had the yacht been driven to the finish of the
first race this might have caused trouble.

Both yachts had to be remeasured. Resolute because
of her new gaff and Shamrock because in the first race
she had a canvas sleeve around the mast. This canvas was
laced to the luff of the mainsail and covered the pocket
between the mast and the sail. The regatta committee
ruled that it was a change in rig and ordered a new
measurement.

When the yachting fleet and the excursion steamers
reached the Horse Shoe on- Saturday morning, July 17th,
the two racing craft were apparently ready and in good
trim. The remeasurements had made no change and
the committee announced that Shamrock allowed 6 min-
utes 40 seconds to Resolute.

Resolute had up her mainsail and club topsail. These
were two sails made originally for the Vanitie but which
had been recut after the Resolute was selected. They were
Ratsey-made and perfect for a light-weather day. The
mainsail was a little full on the gaff and was stretched
to the limit on that spar, but the draught was right for
the conditions. Shamrock had the same mainsail she
used the first day. It had stretched and the draught was
much too far aft. The two yachts towed out to the
Ambrose Channel L. V. and then there was a long and
tedious wait.

It was an ideal day for the excursionists. The sea
outside the Hook is seldom as smooth as it was then.
There was hardly any motion and the oil on the water
kept down even the ripples. The fleet was much larger
than on the first day. While waiting the excursionists
watched, the yachts drift about, the destroyers patrol
and aeroplanes and a blimp navigate the air. The start
was postponed until after i o'clock and by that time
the wind had strengthened a little and came S. E. There
were indications of its increasing in strength and hauling
to the south and southwest. The course was triangular
10 miles to each leg and at 1:15 the compass directions
were signalled. These were S. E. for the first leg; W.
by S. for the second leg and N. by E. J^ E. for the third.

The preparatory signal was made at 1 130 o'clock and
all through the maneuvering Shamrock kept Re^lute
well covered, no matter which way Mr. Adams turned.
The maneuvering was not exciting because the wind was
too light to give the yachts much speed, but it was inter-
esting. When the starting signal was made at 1 145 both
yachts were on the port tack. The race committee tug

was anchored northeast from the lightship, making the
line at right angles to the wind and the yachts were to
leeward of the line at the lightship end. With the signal
Mr. Adams bore off with Resolute heading northwest.
Shamrock, instead of following and still being between
Resolute and the line, at once took the starboard tack,
heading east and standing past the lightship gave Mr.
Adams the opening he wanted and of which he took
advantage instantly. Quickly throwing Resolute on the
port tack he held the defender for the line. The Amer-
ican yacht, gathering headway, crossed at i :46 :28. Sham-
rock bore off, reached down the line, luffed, sailed all
her way and crossed in a leeward position at i :46 137.
Mr. Adams had again outgeneraled Mr. Burton and the
British skipper was severely criticized. Of course all
Americans wished the Resolute to win, but they also
want to have a real race with both yachts equally well
handled.

The two were heading east. The wind was not more
than 4 miles strength. Crews were to leeward on both
vessels. Resolute had a No. 2 jib topsail and Shamrock
tried to go to windward with a No. i. In a very few
minutes it was seen that Resolute was inching out to
windward and that Shamrock, footing fast, was sagging
to leeward. Resolute's pointing was more than making
up for Shamrock's speed through the water. Twenty
minutes after the start Shamrock changed her jib topsail
for one of smaller size. The wind was paltry and fitful.
It backed and hauled. Neither yacht was specially
favored by the shifts. There were bald spots on the
surface of the water but aloft in the club topsails the
wind was of sufficient strength to carry the yachts
through these calms.

For more than an hour and a quarter they held the
starboard or easterly tack and then both went about. The
navigating officer on the torpedo boat destroyer Semmes,
on which were the newspaper men and some yachtsmen,
plotted a chart of the course sailed each day. He figured
from the positions of the yachts as they tacked that
Resolute in 75 minutes and 44 seconds had sailed 10.7
miles while Shamrock in 75 minutes 24 seconds had
sailed a mile further. Shamrock was far to leeward and
when they took the port tack she was far astern of the
defender, although she was somewhat to weather of that
yacht's wake. On this tack Shamrock did better. She
was sailed full, she footed faster, and cut down Reso-
lute's lead very appreciably. This tack was held for
20 minutes and both stood to the east again. The wind
was steadily hauling to the south. At 3 123 o'clock Sham-
rock took the port tack and this time Mr. Adams held
Resolute on the starboard tack until she had crossed the
bow of the Shamrock and then tacked dead to windward
of the challenger. Several tacks were made in the next
few minutes and then they settled down again on a port
tack, which was held for more than half an hour. On
this tack Shamrock again made a good gain and while
she was to leeward of the Resolute she had crawled up
close enough to make the contest interesting and some
declared that if she could get to the first mark with
Resolute she would still have a good chance of winning
on the two reaching legs.

The mark was seen through the haze with Corsair
standing by and at 4:16 Resolute tacked. Then Mr.
Burton made a fatal error of judgment. To the south
the wind seemed to be better and Resolute had tacked
to meet it. Shamrock, instead of holding on the port

(Continu<ed on Page 36)

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Mississippi Valley Power Boat
Association Regatta

By Gerald Taylor White

EASTERN power-boat men who made the journey
to Burlington, Iowa, for the annual regatta of the
Mississippi Valley Power Boat Association, returned with
a new respect for western boats and western sportsman-
ship. Not only were the races successful in attracting
a lot of very fast boats, but from the point of view of
the spectator were far ahead 'of anything that has ever
been run off in this country.

For three days crowds packed the levee, the railroad
and wagon bridges and other points of vantage, not to
mention the crowd that bulged the sides of a grand-
stand two city blocks long. The regatta took the writer
back to his childhood days, when, taken to the three-ring
circus, he used to cry because there was so much going
on at once and he had only two eyes with which to see.
Even in the evenings, when the boats were hoisted up
on the barges, there was entertainment in the shape of

fireworks, diving girls, illuminated parades of power boats
and other features. In the streets, bands played on ever)'
other comer and merry-go-rounds circled to the tune of
Annie Rooney. A conservative estimate of the crowds
who viewed the races is placed at 25,000.

For the lover of the extremes in speed. Miss Toronto,
a Smith-designed and Liberty-engined 22- footer, owned
by the Miss Toronto Syndicate of which Frithiof G.
Ericson is the managing owner, went out and set up two
new world's records. Over an accurately surveyed mile,
under Admiralty conditions, and timed by a new radio
timing-device, her average of six runs, made alternately
with and against the current, figured out at 67.06 miles
an hour. The next day she negotiated one run with and
one run against the current at an average of 68.7 miles
an hour. In the Webb Trophy race she averaged for
ten rounds of a 2-mile course a speed of better than 55

Upp«r Left — Snooser, the ni-Fated. Muscatine Entry
Lower Left — ^A Barge and Derrick Were Provided for Contestants

Upper Bight — Imp II In the Slings, Showing Underbody of This 14-Footar
Lower Bight— One-Half of the Grandstand That Seated 5,000 Bach Day

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Class Boats Scoring for a Start

miles an hour in both heats of the event. In a race Snoozer running, in spite of the fact that Snoozer would

against a flying boat she was a decided winner. have been Miss Quincy^s most dangerous competitor.

For the real enthusiast in the racing of power boats Although the speeds were not so high, the race of the

the work of the smaller boats was the most interesting, new 90 cubic inch class was interesting as illustrating

Time after time the crowds were treated to i6-footers the speeds possible with the smallest of engines. Four

making over 30 miles an hour, although not powered boats, all powered with Universal engines, came down

with engines of over 25 h.p. The Margaret III, a Smith- from Waterloo and put up the keenest of racing. The

designed i6-footer powered with a three-cylinder 4-inch winner's speed was about 16 miles an hour, although all

by 4-inch Pierce-Budd two-<:ycle engine, proved herself the boats were of the runabout type, dedced over and

the fastest boat of her size that has ever been produced, fitted up for general service. One of the entrants, Colum-

Miss Quincy II, a Hacker i6-footer with a duplicate bia, has been run 25,000 miles. In bringing the boats

power plant, was a close competitor of the Smith boat, j^^n from Waterloo the course was through very shoal

Cadillac II, a Peoria hydroplane, 20 feet long, was waters and the propellers of the boats actually had over

capable of a gait of close to 40 miles. A remarkable ^n inch of the tips worn off by running through sand,

feature of these tiny speedsters is the fact that they are jt {g this spirit of accomplishment in the face of diffi-

dry even at top speed. The 16- footers can be turned culties that is responsible for the wonderful success Of

aroimd literally in their own length at top speed. An the Valley races

observer sees the boat dashing along, suddenly the wheel ^j^^ following power-boat men acted as judges and

IS given a wre^h, a sheet of spray is flung high m the ^.^^^^. j- ^ gackrider, Chas. P. Hanley, Richard A.

air and from it the boat streaks out in exactly an opposite ^ j^ '^^ j ^^ j).^^^ j^^ ^ ^ ^^ ^^^^^ E.

direction. In spite of the keenest of competition which pj^r, Gerald T. White. Racing gasolene and lubricat-

required driving .the boats to the utmost at aU times, . ^^^ ^^^ furnished by the Sinclair Refining Company

there were no accidents and very little mechanical trouble ^^\„ contestants without charge,
with the boats. . . ., iir^rT^-r»Ai-iJcj

One disappointing feature of the regatta was the in- At a meeting of the M. V. P. R A, held Sunday

ability of Chas. P. Hanley of Muscatine to get his new morning at the club house of the Burlington Launch

hydro Snoozer going. He put a tremendous amount of Club, it was voted to change the title of the head of the

time and work on the boat in an attempt to get her ready, organization to President. Mr. O. D. CoUis of Clinton

but at the last minute he found that the design had been Iowa was elated president to take the place of Admiral

worked out so that the boat had a tendency to dive. As J- W^- Sacknder. It was also voted to increase the cash

the engine was also giving' starting trouble he reluctantly Prizes 100 per cent in the future and to increase the limit

abandoned the competition. An illustration of the kind size in the 90 cubic inch class to 104 cubic inches to

of sportsmanship that is found at these races is the action allow a greater choice of engines,
of Cliff Padgett, owner of Miss Quincy II, who prac- 7HE SUMMARIES

tically left his boat to shift for herself while he worked p^^^^^ ^^^ ^ Cu. Inch Class, 4 Miles (2 Laps).

like a beaver in an attempt to help Mr. Hanley get EUpsedTime Points

At-A-Boy, Alan Lowan, Waterloo, Iowa 15 -31?^ 4

Columbia, H. C. Jurgesen, Waterloo, Iowa 17^43^^ 3

May Be, John Jago, Waterloo, Iowa 18.035^ 2

Sylvia, Chas. Pierce, Waterloo, Iowa 20:30 i

Second Heat

At-A-Boy 15:21 4

Columbia .' 16:14?^ 3

, 9 May Be 17:06 2

if y ^ ^^ , Sylvia •.. 19:29^ i

Total Points and Winner's Speed— At-A-Boy 8 points, Colum-

\ ^^iBEtf^ ^^^ ^» ^^^y ^ '^' ^y^^^^ ^' ^p^^^ ^5.65 M.p.H.

First Heat. 151 Cu. Inch Class. 6 Miles

Elapsed Time Points

Margaret III, L. E. Selby, Pekin 11:52^ 4

Miss Quincy II, Cliff Padgett, Quincy 12:29^ 3

Stubby, H. Overhoff 21 143^^ 2

Stubby, a 16-Footer With Only 12 H.P. At-A-Boy, Alan Lowan, Waterloo 23:34^^ > i j

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Second Heat, 4 Miles

Elapsed lime Points

Margaret III 7 :40 4

Miss Quincy II 8 123% 3

At-A-Boy 15:15 2

Stubby, broke down before gun fired for start.

Total Points and Winner's Speed — Margaret III, 8. Miss
Quincy II, 6. At-A-Boy, 3. Stubby, 2. Speed 313 MP.H.

First Heat, 224 Cu. Inch Class. 6 Miles

Elapsed Time Points

Margaret III 11 152^ 4

Miss Quincy II 12 '.22^ 3

Imp II, Ed. B. Blakely, Chicago, 111 16 139 2

Second Heat, 4 Miles

Elapsed lime Points

Margaret III 8 :o6 4

Miss Quincy II 8:46^^ 3

Imp II 12 -.45^ 2

Stubby, out in second lap i

Total Points and Winner's Speed — Margaret III, 8. Miss
Quincy II, 6. Imp II, 4. Stubby, i. Speed 30.25.

First Heat, 320 Cu. Inch Class. 6 Miles

Elapsed Time Poiutn

Cadillac II, Travis and Ingram, Peoria 11 156 b

Margaret III 12 :oo 4

Imp II 16:37^ 3

Miss Quincy II, out in first lap.

Snoozer, Chas. P. Hanley, Muscatine, out in third lap.

Second Heat, 4 Miles

Elapsed Time Points

Cadillac II 7:37 5

Margaret III 7 '.40 4

Miss Quincy II 8 124^ 3

Imp II 10:33^ >

Total Points and Winner's Speed — Cadillac II, 10. Mar-
garet III, 8. Imp II, 5. Miss Quincy II, 4. Snoozer, 2. Speed
31.6 M.P.H.

First Heat, 478 Cu. Inch Class. 12 Miles

Elapsed Time Points

Cadillac II 25 :o7 5

Hazel, W. S. Woepking, Burlington 31:34 4

Imp II 32 :o3H 3

Margaret III, out of gasolene on fourth lap.. i

Miss Quincy, out on last lap i

Second Heat, 4 Miles

Elapsed 1 ill') Points

Cadillac II 8:51^ 5

Miss Quincy II 8:54^ 4

Imp II 10:23^ 3

Total Points and Winner's Speed — Cadillac II, 10. Imp II,
6. Miss Quincy II, 5. Hazel, 4. Margaret III, i. Speed, 28.68
M.P.H.

rv

Imp n, the OUcago Midget, Was Literally Filled With Her Engine
and Grew

First Heat, 695 Cu. Inch Class. 8 Miles

Elapsed Time Points

Cadillac II 15:52^ 5

Margaret III i6:o8H 4

Miss Quincy II 19:00^ 3

Hazel 20 :49}i 2

Imp II, not timed at finish i

Second Heat, 4 Miles

Elapsed Time Points

Cadillac II 8:40^ 5

Miss Quincy II 8:42% 4

Imp II 10:21^ • 3

Total Points and Winner's Speed — Cadillac II, 10. Miss

Quincy II, 7. Margaret III, 4. Imp II, 4. Hazel, 2. Speed,
30.25 M.P.H.

First Heat, 1300 Cu. Inch Class. 6 Miles

Elapsed Time ■ Points

Cadillac II •• 11:12^ 5

Margaret III 11:16 4

Miss Quincy II 12:41 3

Hazel 15:27^ 2

Imp II, not timed at finish i

Second Heat, 6 Miles

Elapsed Time PoinU

Cadillac II 11:21 5

Miss Quincy H 12 i^s^i 4

Imp II 16:39?^ 3

Margaret III, broke down. Cracked Cylinder. i

Total Points and Winners Speed — Cadillac II, 10. Miss

Quincy II, 7. Margaret III, 5. Imp II, 4. Hazel, 2. Speed,
32 M.P.H.

(Continued on J'age 36)

Miss Toronto II, Latest of the Smith Creations and Officially Fastest Boat in the World

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Columbia Y. C. Opens Hudson River

Season

THE 1920 power-boat racing season on the Hudson
was opened Saturday, June 26th, by the Columbia
Y. C. Originally the intention was to start the Bermuda
Race as part of the day's events, but unfortunately this
race had to be called off as there was a lack of entries of
the kind required to pass the committee's approval. The
calling off of the long-distance contest did not spoil the
afternoon's sport by any means. Twenty entrants faced
the starter in the three events. There was a lack of boats
of the very high-speed type but the present racing con-
ditions on the Hudson River are not conducive to the
building and racing of the speed machines. As is usual
in power-boat races on the Hudson, particularly on the
eastern shore of the river below Yonkers, the presence
of driftwood made the operation of a fast boat very
difficult.

The first race was for cruisers. The ratings were
according to the rules of the A. P. B. A., and all the
boats that came to the line were of the conventional
cruiser type, there being no owners of express boats to
signify their intention of competing. One of the starters
was our old friend Respite, now owned by W; A. Curran
and renamed Spitfire. Shortly after the start she with-
drew with clutch trouble. The five other starters made
a pretty start, but soon became separated. Thetis took
the lead and was never headed in the lo-mile run. Each of
the three laps saw her lead increased. She finished over
a minute ahead of Kodak, who in turn led Madeline HI
by about half a minute. Maybelle V, last year's Albany

Race winner, was fourth, a little over a minute ahead of
Falcon.

The Open Boat Class brought out three entries. The
important two were Eastern Star and Amorita, who are
old friendly enemies. The third entry was an open launch
from E. C. Du Font's steam yacht Tech. Poor little Tech
tried her best, but she was hopelessly outclassed by the
other pair and the committee decided to call her in at
the end of the second lap in order that the timers might
get home before midnight. Just after the start Eastern
Star blew out a pet cock and had to withdraw. This left
Amorita without competition. Her time for the 10 miles
was 31 minutes and 20 seconds, a little better than 19
miles an hour. The fact that her Mason engine had just
been overhauled and had not been tuned, probably ac-
counted for the slow time.

The most interesting race of the day was the Chance
Race. In this event there were twelve starters, ranging
down from the 1 10- foot power yacht Taniwha to the little
runabout Toko. The field also included a captain's power
barge belonging to the United States Kavy. It is seldom
that yachtsmen have a chance to officially compete against
Uncle Sam's power boats. The rules of the Chance Race
provide that every boat that finishes gets one point for
finishing and one point for every boat she defeats. Each
of these points entitles the holder to one draw for the
prizes. In this variety of contest the last boat in is entitled
to one chance for the first prize, but the fastest boat is

(Continued on Page 39)

RACEBS IN THE COLUMBIA Y. C. BEOATTA
Upp«r Left — Amorita^ a Fred Lord Designed Bnnabont, With a Mason Upper Bight — Carlotta, Captain's Power Tender From U. 8. 8,

Engine, Winner in Her Class Prometheus

Lower Left — Start of Chance Bace; Falcon in Foreground; Kodak Lewer Bight — ^Eastern 8tar, a Hudson BiTer Favorite

and Madeline in Backgroand

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American Challengers for British
International Trophy

THE Adriatic, steamer for Southhampton, left here
on July 3d with the three speed boats that are to try
to win the British International Trophy. These boats
were Miss Detroit V, Miss America and WhipHPo'-Will
Jr. The Adriatic landed these boats at Southampton,
which is only a few miles from the course over which the
contestants will race.

WMp-Po'-Wm Jr., Commodore Jndson's Entry for the International
Trophy, on a Trial Prior to Being Shipped

The Whip-Po'-Will Jr. had a trial off City Island
before she was taken to the steamship and while no really
official time was taken it was announced that the engines
worked well and that the boat without being pressed
made about 65 miles an hour. This may be another in-
stance of a boat making phenomenal speed when by
herself.

The boats were taken to the Adriatic on a scow and
then lifted on to the deck of the steamer each in its own
cradle and very carefully covered. **Doc" Sanborn and
Bernhard Smith representing Miss Detroit V and Miss
America, were on board, and Henry Pohls, designer of
the American-built Bugatti engine, James Kneeshaw and
Geo. Reis were on board looking after the Whip.

Gar Wood and his family, Phil Wood and Jay Smith
left on the steamer Rotterdam and will arrive at Ply-
mouth, England, about July 30th. That will give just
ten days to get the racing craft in shape for the cup
contest and to enable those in charge to become accus-
tomed to the course. Special gasolene has also been

shipped for the American trio and Gar Wood says the
boats are tried and ready and that all to be done is to
drop the boats into the water, fill the tanks and start at
once.

The British International Trophy, formerly known as
the Harmsworth Cup, was first raced for in Queenstown
Harbor. The deed of gift, which has been amended on
several occasions, states that the trophy is for inter-
national competition for boats with a maximum length of
40 feet. It is to be raced for annually and any country
challenging may be represented by not more than three
boats. Each competing vessel must be constructed wholly

The Two Bngatti Engines of Whip-Po*-Will Jr.. Contestant for the
British International Trophy

and in every particular in the country it represents. There
is no limit to the motive power used but it must be wholly
mechanical. Each boat must carry not less than two
hands, of whom the helmsman must be a member of the
competing club, and all hands must be natives or natural-
ized citizens of the country they represent. The first
race was won by S. F. Edge's Napier, a 40-foot launch
designed by Linton Hope and driven by a four-cylinder
75-h.p. automobile engine. The course was 8j4 miles
and the winner took 24 minutes 44 seconds to cover that

Lifting Miss America Into Position

Miss America, Whip-Po'-Will Jr. and Miss Dp^it in Their fradles

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August

THE«»ft

RUDDER

13

distance, which is at the rate of 20.6 statute miles an
hour.

The next year the races were on the Solent. America
was represented by the Challenger, designed by Clinton
H. Crane of Tarns, Lemoine & Crane, and driven by
two four-cylinder Smith & Mabley engines in one unit
of iso-h.p. Napier II defeated the Challenger in the
first heat and the race was eventually won by the French
boat Trefle-a-Quatre. The best average speed was 23
miles an hour.

In 1905 the races were held at Arcachon, France, and
the British team won the races easily. In 1907 Dixie,
another Crane-designed boat, went after the prize. She
raced against Daimler I and II, owned by Lord Howard
de Walden. The races were over a 35-mile course, 7
nautical miles to each lap, and Dixie won, her average
speed being 31.8 miles an hour.

WMp-Po'-Wm Jr. in the Air

«

In 1908 Daimler I and Wolseley-Siddeley, owned
respectively by Lord Walden and the Duke of West-
minster, came here to try to win the Cup away. The
Dixie II and the Den were built for the defence. Dixie
won, establishing a new record of 36.049 statute miles
an hour.

In 1910 the modern step hydroplane made its first
appearance. England sent over three boats, Mackay
Edgar's Maple Leaf, Daniel Hanbury's Zigorella and
the Duke of Westminster's Pioneer, a six-step Fauber
hydroplane built by Saunders. Maple Leaf was disabled
and did not start. The course was oflf Larchmont. At
the end of the first lap Pioneer had a big lead, but then
engine trouble stopped that boat and Dixie III won.

After that the race was made the best two out of

three races. Pioneer with a new twelve-cylinder, engine.
Maple Leaf III with engines of 720 h.p. and Tyreless II
came from England and Dixie IV, Disturber and Viva
were selected to defend the Cup. Dixie IV won and
made the speed record 40.4 statute miles an hour.

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Lifting Mi88 Detroit V

In 1912 Maple Leaf IV, with two twelve-cylinder
Austin engines of 380 h.p. each, and the Marquis of
Anglesea's Mona came after the trophy and Baby Reli-
ance II, Ankle Deep and Baby Reliance III were the
defending boats. Baby Reliance II won the first race,
averaging 42.679 miles an hour. Maple Leaf had started
late through engine trouble. Maple Leaf won the second
race on a rough sea and she won the third race. Baby
Reliance II and Ankle Deep breaking down. Maple Leaf's
average speed was 43.152 statute miles an hour.

In 191 3 Coimt Mankowski and Commodore Pugh
took Ankle Deep and Disturber to England. Maple Leaf
IV, Izme and Crusader represented the British and France
had two monoplanes, Despujols I and II, in the race.
The French boat won the first race, averaging 46.77
nautical miles an hour. On the second day Maple Leaf
won with an average speed of 49.2 nautical miles and
Maple Leaf won again on the third day.

Commodore Pugh went over again in 1914, but the
war put a stop to the sport. Since then wonderful im-
provement has been made in engines on both sides of
the Atlantic and it will not be surprising if the racers
show speed in excess of 60 miles an hour in the coming
contests.

The races will be held over a course on the Solent,
oflF Cowes, and the first race is scheduled for August loth.

Phof Lm Vit mu Grand Air
8anb6un-D68paJol8 HI, Driyen by Sunbeam Engines, Making 64 Miles an Hour Oyer the Course at Monaco. Tliia Boat May Meet tlie American

Graft in the Big Races

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Fifteenth Annual Block Island Race

YEARS ago, before marine engines had been brought
to their present high standard, the Block Island Race
was a contest in which engine reliability was the chief con-
sideration. Navigation was the secondary item. Recently,
however, the weather conditions have made a knowledge
of navigation of paramount importance. In the 1919
race there were heavy squalls and a nasty sea all the
way to the eastward and this year the contestants had
even harder conditions to face, for fog shut in soon after
the start, shutting out lights, buoys and other vessels.
The old hands, knowing the necessity of properly adjust-
ing their compasses before they left, ran the course suc-
cessfully, taking soundings when they ran out their dis-
tance. These men got safely into port, within good time.
Others blindly groped their way along only to crash head
on into rocks or the beach. Some got out of trouble
without outside aid, but Kodak reached the mark at the
end of Champ's towline, Uonda hit the beach hard and
had to be taken to Greenpoint for repairs. Both last
year's winners added to their laurels again. Gardenia
was first in Class A for boats rating over 35, beating
the much-heralded Turtle by a fraction over an hour.
Champ, the crack Tamaqua Y. C. cruiser, was only
24 seconds behind Turtle when the corrected times were
figured. The three boats finished in the same actual
order as the corrected times place them. Spendthrift
was the only other Qass. A boat to solve the fog mys-
tery.

Class B also had six starters, four of which got in.
The order of finish, both actual and figured, was as fol-
lows: Victory II, Patch, Falcon, Viva. The latter boat
was over eleven hours behind Victory. In fact Victory
was nearly two hours ahead of her class on elapsed time.

The sailing class was well filled, having eleven entries
all sailing as one class. They were started an hour before
the power boats but lack of wind kept them from hardly
clearing the line before the power boats were assembling.
The lack of wind and thick weather made conditions on
the windjammers more difficult than on the power-driven
boats. Siesta went ashore at Plum Island and four others
dropped out at various other places. Six boats finished,
the winner taking over 28 hours, while the last boat was
nearly 34 hours on the way.

Particulars of the Contestants in the Power Boat Classes

Boat L.O.A. Engine Cylinders Bore and Stroke

Uridine 459' Mason-Jaeger 4 55^" x 554"

Turtle 36' Van Blerck 4 5V^" x 6"

Champ 39' 10" Sterling 4 554''x6''

Gardenia . . 49.4' Standard 4 6" x 8"

Uonda 42.16' Standard 3 6" x 8"

Kodak 34' Sterling 4 4K"x5'/2''

Viva 45' Bridgeport 4 654" x 7"

Falcon .... 38.875' Palmer 4 5''x6''

Victory II . 36' Sterling 4 aYa" ^SV^"

Adelew 40' 7" Ralaco 4 4''x6''

Patch 32' Sterling 2 55^" x 7"

Spendthrift 43.5' 20th Century 4 5/4" x 754"

Upper Left — Victory n, the Laders-BuUt and Sterling-Powered Win-
ner of CUm B. Owned by Harry Jackson

Lower Left — William Bond's Ohamp. From the Tamaqna Y. O.,
Third In Class A

Upper Bight — Gardenia, Owned by Harry Anderson and DrlTen With

a Standard Engine, First In Class A
Lower Bight — Thomas Farmer's Turtle, Sister Boat to Victory n.

Except for Engine, Second In Class A

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Power Boats Startins in tbe Axmaal Block Island Bace of the New York A. C. Left to Bight — XJonda, Tnrtle, Viva. Fetch and Adelew

SUMMARIES POWER-BOAT DIVISION
Class "A" — 36 Feet and Over

Allowance Corrected Time Position

Name of Boat Owner Club Rating Elapsed Time

Gardenia H.Anderson New York A. C 3752 10:45:00 0:58:09 9:46:51

Turtle T. Farmer, Jr New York A. C 40.29 11:01:30 0:14:30 10:47:00

Champ William Bond Tamaqua Y. C 38.51 11:30:15 0:42:51 10:47:24

Spendthrift . . .Halsey & Van Amringe..Orienta Y. C 37.43 14:00:00 i :oi :44 12 :58:i6

Undine B. Randall New York A. C 41.25 Did not finish

Uonda A. B. Duryee Huguenot 36.78 Went on beach

Class "B" — Under 36 Feet

Victory II
Patch

.H. A. Jackson New York A. C.

. Wm. Fuller Harlem

... 34-95

... 32.57

Falcon P. W. Johns Hudson River 35.01

.A. Pettit Tamaqua Y. C

. R. J. Haslinger Hudson River

.F. L. Salomon Rockaway Park Y. C 34.38

Viva
Kodak. .
Adelew

35.22
35.38

11:45:28 0:16:21 11:29:07

14 :03 :45 i :o8 :25 12 :55 :20

14:49:25 0:15:08 14:34:17

22 :52 :45 o :ti :o5 22 :4i :40

Went on beach, towed in by Champ
Did not finish, went to Little Hay Harbor

SUMMARIES SAILING DIVISION

Name of Boat Owner Club Rating Elapsed Time Allowance Corrected Time Position

Alera F.W.Belknap New York Y. C 44-5 28:14:00 3:30:00 24:44:00 i

Amoret Theo. S. Clark New York A. C 52. 26 :5i :oo 2 :05 :oo 24 :46 :oo 2

Flight W. H. Hoffman Barrington Y. C 495 28:59:00 2:30:00 26:29:00 3

Nutmeg P. C. Pfeiffer New Rochelle Y. C 38. 31:23:00 4:25:00 26:58:00 4

Feu-Follet O. J. Karsch New Rochelle Y. C 52.5 30:11:00 2:00:00 28:11:00 5

Solita Daniel Bacon New Rochelle Y. C 35.5 33:45:00 4:50:00 28:55:00 6

Siesta .A.. W. Moffat Bayside Y. C 64.5 Went ashore at Plum Island

Adeltha H. Struckman Larchmont & N. Y. Y. C. 50.5 Did not finish

La Cubana W. B. Bronander Montclair A. C 32.5 Did not finish

Saxon E. G. Faile Orienta Y. C 23.5 Did not finish

Red Wing .... Hill & Grace N. Rochelle & N. Y. A. C. 49- Did not finish

Avalanche, a 62-Foot Day OnUaer Bnilt by the Oonsolidated Shipbnnding Corporation for Anson W. Hnrd of Sayrille, L. I.

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Eastern Yacht Club Cnoise

By W. U. Swan

IT is a perfectly fair statement to say that the six
Flying Forties lent to the cruise of the Eastern Y. C.
along the southern New England Coast in July that
measure of success which made the event one of the
most enjoyable at least from a racing standpoint in the
history of the Marblehead organization.

To be sure the fleet started off bravely from Matta-
poisett on the morning of July 6th with a fleet of more
than a dozen boats and every yacht with any kind of a
sail joined in the racing from the 125- foot power schooner
Ariadne to the little 35- foot sloop White Heather. But
of the nine yachts which started on the initial run to
Newport six were burdened with heavy engines, launches
or elaborate interior fittings, which left stripped for
action only the schooners Queen Mab and Waterwitch
and the 40- footer Sally Ann, the sole representative at
that time of the popular sloop class.

To be sure the schooners Queen Mab, Shawna, Water-
Witch and Windward had a number of enjoyable runs,
especially the encircling of Block Island and the dash
up the Sound on the last day's run to Larchmont, but
there was never a doubt regarding the outcome of these
runs, and the three other skippers merely stayed in to
give Captain Robbins on Queen Mab a semblance of a
race.

Then five of the Forties came in from New York at
the end of a stout tow line, and the real sport of the
cruise began.

Nat HerreshoflP has turned out some surprisingly
successful yachts but it is doubtful if he ever created a
class which has brought so much downright pleasure to
the owners as the dozen 40- foot sloops which he turned
out two or three years ago for New York and Boston
yachtsmen. Watching them as they hover about the
starting line waiting for the final signal, darting here
and there, tacking, wearing, and running free, one is
reminded of a flock of Mother Carey chickens squabbling
over some choice titbit just thrown overboard from the
stern of some vessel. Perhaps the similie should be
applied especially to Mistral, which is the only black boat
in the fleet, all the others being glistening white, but
their actions, especially as they fight it out for the best
berth at the start, seems to place them in the bird class.

Probably the most disappointed man in the Eastern
fleet this year was Rear Commodore John S. Lawrence,
who did not reach Boston from a four-months' business
trip to Germany in time to fit out his 40-foot Squaw,
which he raced so successfully last year. Commodore
Lawrence had to be content to hold the wheel of the
schooner Windward in two or three of the runs, and
maintain his reputation of being one of the few in the
fleet who still clings to a nightgown as a sleeping rig.
When he saw the six Forties struggling for the best berth
at the start of their first race off Newport on July 6th,
he had hard work not to jump overboard and swim over
to the Sally Ann and join Spencer Borden Jr. and Robert

Yachts on the Eutem Y. O. Omise. Upper Left — Hendon Ohabb's Queen Mab, H. H. Raymond's Pampero; 40-Footers Finishing at Sww
London, Shawara in the Lead. Lower, Left to Right — Philip D. Mallory's Mistral; Spencer Borden's Sally Ann^E. J. Bliss's Shawna

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Alera and Oriole Startiiig In the Axmnal Begatta of the Larchmont Y. C. in a Spanking Breeze Snch as Oomes Only a Few Times During a

Bacing Season

Amory, his shipmates in last year's cruise. Jumping
overboard is becoming quite an institution in the Eastern
fle^t as the quickest if not the easiest way to reach the
deck of another yacht. Last year Commodore Lawrence,
with Mr. Borden and Mr. Amory, his after deck guard
on the Squaw, after leaving their watches for security,
dove from the deck of L. K. Liggett's Marold with all
clothes on, and swam home on a wager. Captain Liggett
paid the bet, but said it was worth every cent. The cham-
pion swimming exhibition at the cruise this year was won
by another rear commodore, Harry Raymond of the
Larchmont Club, who with Frank Strachan of the Lady
Mary swam ashore from the Scotian in Salt Pond Harbor
at Block Island at 5 o'clock in the morning, at least it
was said that they did. Commodore Raymond gaining
the beach first and winning a bucket of New Shoreham
clams. Every effort was made to suppress the facts
regarding this exploit, but it became known to a few at
the windup dinner which Commodore Ford of the Larch-
mont Qub tendered to all hands in the evening of July
1 2th. Even then Harry Raymond and Frank Strachan
denied it vehemently. • * -

When the Eastern fleet swept around Fort Adams
and into the upper harbor at Newport it found five of
the forties waiting at anchor. Mistral, owned by P. R.
Mallory; Pampero, by H. H. Raymond; Rowdy, by
Holland S. Duell; Shawara, by Harold Wesson, and
Zilph, by James E. Hayes. And furthermore each one
had a well-known amateur ready to take the wheel. The
skippers for the fleet were Mr. Mallory on Mistral, Mr.
Raymond on Pampero, when Frank Strachan would let
him, Mr. Duell on Rowdy, Eddie Fish on- Shawara,
Spencer Borden on Sally Ann and Harry L. Maxwell
fully rigged with his brown helmet on Zilph.

Arrangements for the racing runs for these six forties
were easily perfected, much to the relief of the Regatta
Committee, and it was readily agreed that the little sloops
should be sent off first so as to give them a clear field.

The first run was from. old Brenton's Reef Lightship
to the bell buoy off the West Harbor at Block Island,
17 miles, and with a is-kriot southWester. that increased
to 25 knots at the finish, dead on end.

The struggle about the line with the start a windward
affair was the liveliest of the week. Five of the yachts
were clustered right astern of the committee boat on the
leeward end, while Shawara hung off by herself near the
lightship. If the start had been from a gun as in olden
days, three of the yachts would have ploughed through
the smoke, so close were they to the line. As a matter
of fact Mistral rushed across 7 seconds after the first
toot of the whistle, with Rowdy on her weather quarter
and Zilph, Sally Ann and Pampero right astern. The
start was thrilling, and indicated the quality of sport
which might be expected and in fact was realized during
the following four races.

A strong flood tide was making into Block Island
Sound and running up the bay, but the skippers of Zilph,
Rowdy and Mistral at once decided that the Narragansett
shore was better than off shore, and were soon working
the beach for short tacks and getting the benefit the well-
known eddy under the lee of Point Jude. Off shore
Pampero, Sally Ann and Shawara had a good contest
among themselves, but it soon transpired that the inshore
boats were well ahead and that one of them was a winner.
Before the Old Point had been weathered, Harry Max-
well had worked Zilph up into first place, leaving Mr.
Mallory and Mr. Duell to fight it out for second position
in Mistral and Rowdy. The latter was second boat in
passing the Point but Mr. Mallory sailed Mistral through
Rowdy's lee on getting outside of the Point. The last six
miles of the run straight across Block Island sound was
a lively thrash to windward in an increasing southwester,
and with lee rails boiling and all hands in oilskins.

Harry Maxwell sailed Zilph 17 miles up hill against
a 20-knot southwester in 2 hours 47 minutes and 20

(Continaed on Page 40)

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A Study of Fenders

By F. T. Lander

THERE are a lot of fellows who spend all kinds of
time each Spring in getting their boats up in ship-
shape fashion, but who, when once the old hooker goes
overboard, allow their craft rapidly to run down hill.
The paint soon gets dirty, and the varnish starts to
peel, and hardly before the first month of service has
gone by she looks about as she did at the time the cover
was taken off — if, indeed, she had one over her at all.
There is another class of boatmen who keep their
craft up throughout the entire season. They take pride
in the appearance of things, and that's where part of
the fun comes in. They don't have to spend so very
much time in accomplishing this either, for a coat of
varnish slapped on the bright wood every month or so
and a little scrubbing now and then with soap powder

A couple (f ^ood faf o/re^ f^/aced
here cuUl help some.

and a rough cloth will keep things looking fresh and
clean. These are the fellows who usually have the least
to do at fitting-out time, yet there always seems to be
more work then, than one bargained for.

For instance, there may be some scars and digs in
the planking which need attention. Even though you
are careful not to mar things when coming alongside
with the dink, you've got to count on more or less abuse
from the other fellow. Somehow, he always seems to
pick out a nice rough day on which to inspect your boat,
especially if it be a brand new one. Just as he unships
his oar, preparatory to coming aboard, a wave some-
what larger than the rest, heaves his dink slam-bang
against your boat, and the dent made by the oarlock,
which he did not unship, makes you feel like telling him
— but let's think about something more cheerful.

Now, in order to keep your boat as free as possible

But ift/ou are equipped cM fhe necessary
feffder qear, i/ou can r/}^ // dpjhfh/s
fas Am a/?d he -^ere m comprr.

from injuries of this nature, it is well to provide your-
self with a generous supply of fenders. As to the size
of the fenders, generally speaking, the larger the better,
but as this equipment takes up a lot of room, there must
necessarily be a limit. For the average small cruiser,
four or five fenders approximately 4^ inches in diameter
and from 18 inches to 20 inches long, with a couple 01
larger ones for special emergencies is about right. First-

When you tit qpitiihisJ(/hdofiidod( if' is
sometanes hard fa ffreuent ehi^irrg

class fenders, purchased from a ship chandler, are ex-
pensive, but good, serviceable substitutes are easily made
out of looz. or 12-0Z. duck filled with ground cork.

The standard width of ordinary canvas is about 29
inches. From a piece of this cut a length a little greater
than that of your fender, say 20 inches, if you think
this is about right for your particular boat ; then cut this
again down the center of the width, so as to make two
pieces about i^Yi inches by 20 inches. Bring the ed^es
of one of these pieces together lengthwise, and then with
your sail needle and palm, sew up this edge and also one
end. Next cut a circular piece about 5 inches in diam-
eter and sew it into the other end, leaving about 3 or
4 inches in which to put the cork. Now turn it right
side out and put in a stout grommet about J4 inch from
the upper edge.

Harness the dink up Iil(eti!isiahenifpems1}^
in bumping i/fi> (fou, as if does samahmes
lehen vde and wind are af^sife.

Next comes the cork. If your grocer hasn't any,
you can usually get some from any concern handling
fancy grapes, as cork is used extensively in this trade,
for packing purposes. Now pour 4 or 5 inches of
the ground cork into the canvas you have prepared, and
ram it down solidly and evenly. A hammer is a good
article with which to do the packing, and by grasping
the head so as to use the handle as a ram-rod, good
results can be obtained. Put in a few inches of cork
at a time so as to prevent any soft spots, and after

(Continued on Page 42)

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The Work Bench 4

THIS is a monthly department for yachtsmen who
build their own equipment. In each issue there is
a question pertaining to the design and construction of
some item of equipment for power or sailing yachts. For
the best answer each month The Rudder gives a credit
order for $25.00, which will be accepted in payment for
goods handled by any advertiser in the current issiue.
Contestants whose answers are published, but who are
not first prize winners, receive a credit order for $5.00.
Readers are invited to suggest questions. Prize orders
will be mailed directly after publication.

Rules

Drawings must be made with black ink on white paper
or tracing cloth ; lettering as large and clear as possible,
and all dimensions plainly marked, as the reproductions
will not be to scale. Descriptions limited to about five
hundred words. Answers must be received on or before
the first day of the month preceding publication. Address
Contest Editor, The Rudder, 9 Murray Street, New York

City. •. ; ;.i jii

Question for the October Issue

Answers must be received on or before September ist.

What are the proper deck fittings and locations of

same for the ordinary runabout and raised-deck cruiser?

A Home-Made Bilge Pump

(^25.00 Prize Winning Answer)

The usual operation of removing the bilge water from
a power boat of any size is both a back-breaking and a

dirty job. The ordinary pump must be passed down
through an opening in the floor boards and the hose lead
overboard. Taking up the floor boards is sure to spread
dirt around the floor, while the hose has a habit of kicking
itself back into the boat and squirting water on all within
reach. With a built-in pump such as is shown here there
is none of the above trouble. The pump can be mounted
in a convenient place and at such height that it can be
operated without stooping. The outlet should be piped
over just above the water-line where the dirt from the
discharge will run over the boot-topping in preference
to the topside paint. The intake should be piped up to
suit the requirements of the boat. In boats with no
watertight bulkheads the suction should be led to the
lowest point of the bilge, where a big, easily cleaned
strainer will be located. In case there are one or more
watertight bulkheads a pipe should be led from the pump
to each compartment, with the proper number of shut-
off valves at the pump so that one or all of the compart-
ments can be pumped out. An additional feature is the
connection of the suction side of the pump to the sea,
with a tee connection on the discharge side fitted with
valve, so that in case of necessity the pump can be used
for fire or washing-down service. Much fresh water can
be saved in this manner, for there are numerous uses to
which salt water can be put if the water can be obtained
without the use of a bucket dipped overboard.

Full details of the pump are given. If greater, sim-
plicity of construction' was desired' the pump cylinder
could be made of a brass tube of the required size and
standard pipe fittings used for the valves. Jf made of
brass and polished it will be both useful and ornamental.
—A. J. R., North Bergen, N. J.

t^^r*

* ^ ^ '*'"'• ^ ' J '"

ALL MCTM. Mim TOeC rtNMMCO 0MONJrC .

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Wire Rigging and Rope Work

By H. Percy Ashley

PART V

How a Gasket is Made. A gasket is used to fasten
the second block at mast and for peak halliards and jib
halliards, or any place where a block is to be fastened
without boring the spar for an eye-bolt.

A gasket is simply one, two, or three strands un-
twisted from contact wire and retwisted, following the
groove of the twist of wire; the ends crossed over and
twisted around two or three times, following the work
or twist of the strand.

HOW TO MAKE A GASKET
Plate 50 — Two Strands XJntwiflted. Plate 51 — One Twist Half Around.
Plate 52— Wire in Position for First Tuck. Plate 53— First Turn
in Tuck. Plate 54— Gasket Fully SpUced. Plate 55— Gasket Partly
Served. Plate 56— Gasket Flnisked.

Plates 50 to 56 show the start to finish of a two-
strand gasket.

Plate 50 is two strands unwound. The intact rope of
six strands will make three gaskets of two strands each.
Plate 51 is the two strands (four ends) twisted in warp
of wire. As you get near the end, subdivide the two
strands, making four ends. Let each of these opposite

pairs of single strands
follow its mate's groove,
and tuck under and over
twice (see Plate 52).

In Plate 53 the four
ends are pulled in snug
before twisting around the
mate strand.

Plate 54 shows ends cut
off and gasket malleted.
Plate 55 partly served.
' ' Parcel and serve with

Plate 57— A Three-Strand Gasket marlin or cover with pig-

skin. But the serving must be by hand, as no serving
mallet can be used on this job to advantage. The loops
for mast and other places are served before spHcing.
The gasket is served after being finished. Plate 56
is the finished gasket served with marlin and an open
thimble lashed in place. Cut your rope 2j/5 the length
of circumference of your two-strand gasket, as it is
twisted around twice and the Yz is for splicing ends.
Plate 57 is for a three-strand gasket ready for cutting
off the six ends of the strand.

Plate 57 denotes a one-strand gasket in the three
stages of its make-up. A two-strand gasket, is the best
to begin on, but remember to make it up in a size larger

Plate 68 — A One-Strand Gasket in the Three Stages of Making

than you actually require, for it contains only four
strands, which reduces the circumference of the rope one-
third. The three-strand gasket is full-size rope and con-
tains six strands, the regulation number of all wire rope
used on boats.

Parcelling, Serving and Covering
Parcelling is simply strips of drilling, cut in the form
of tape, or electricians' hold-fast tape, wound tightly
around the splice or intact wire, as the case may require.
Use the hold- fast tape; as it is waterproof it does not
rot and is in every way superior to drilling for
parcelling.

Plate 59 is the hold- fast tape that can be obtained of
any electrical supply house, or repairer of electric wires.

(To be Continued)

HOLDFAST
I Friction Tape

rT^CwT f93.<ir*o^ ri

I

7

I

Plate 59 — Hold Fast Tape for Parcelling

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South Jersey Association Regatta

Photographs by Atlantic Foto Service

IN the first race of the series to be held under the
auspices of the South Jersey Yacht Racing Associa-
tion some excellent sport was provided. The feature
event of the day was the race between Commodore G. H.
Gamer's Florazel, and the speedy express boat, Baby
Enchantress, owned by Louis Burk of the Atlantic City

Florazel Beating Baby Enchantreas by Four Seconds

Y. C. The course was a lo-mile one, laid oflF from the
house of the Chelsea Y. C, who were selected to hold
this regatta. Florazel won by the narrow margin of four
seconds. The Free- for- All Race also was won by a re-'

The Free-for-All Bace Had an Exciting Finish

markably small margin. Only one second separated
George C. J. Fleck's Pet from Robert II and Kid, who
tied for second honors. When it is considered that the
course was an inland one and very narrow one can realize
the skilful helmsmanship that had to be used to prevent
fouls or actual collisions.

Interest in power boating on all of the inland water-
ways of the State of New Jersey is growing rapidly.
There are hundreds of miles of sheltered rivers and bays,
where there is sufficient wjtter for fine cruising or racing.

The next race of the association's program will be held
by the Atlantic City Y. C. on July 31st. August 6th and
7th the Ocean City Y. C. will hold the races for the sail-
boat championship of the South Jersey Association.

The Olubhonse of the OheUea'Y. 0. Was a Busy Place

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Measuring the Yachts

SHAMROCK IV was floated into the first section of
the big dock at Morse's early on the morning of July
7th, and Resolute followed soon afterwards in the third
section. Both were lifted out of the water and a crowd
of yachtsmen from all parts of the world gathered to
see the two yachts.

Former Commodore E. D. Morgan of the New. York
Y. C, who had charge of the Columbia when that yacht
defeated Shamrock II, was one of the interested spec-
tators. William Fife, designer of Shamrock I and III
and of the 23-metre yacht Shamrock, arrived a few days
before the docking and he too studied the two models
and chatted with old friends.

Measurer Harold Webb had a staff of assistants to
help him take the measurements of the two yachts and
Sherman Hoyt, representing the Resolute, and Charles
E. Nicholson, representing the Shamrock IV, watched
his work carefully but in the friendliest way and helped
to get the measurements as accurate as possible. It took
nearly the whole of the first day to get the water-lines
because although the yachts were in a dock there was
just enough ripple on the water to keep the vessels
moving.

When the water-lines had been taken and marked
the yachts were lifted out of the water and Measurer
Webb began the task of taking the displacements, then
the quarter beam lengths and lastly the sail areas. This
being an international contest great care was taken with

all the measurements. Ordinarily in club races the design-
ers lines are usually sufficient to give displacement but
in this case the areas of ten immersed cross sections
were found in square feet. From these areas and the
load water-line length the displacement in cubic feet was
calculated by Simpson's Rule.

When the water-line of Shamrock was taken it was
found that she was floating high and about 1,000 poimds
of lead were placed in her hull to bring her down to the
limit. She had 42 men on board and Resolute had 36.

While the measuring was being done gangs of men
were at work cleaning, smoothing and putting on the
final touches to make the hulls as smooth as possible.
Resolute's bronze hull soon shone like gold and her top-
sides received a fresh coat of white paint. Shamrock's
hull is of mahogany painted g^een with a white boot top.
This had to be cleaned, scraped and rubbed down and
then after fresh paint had tisen put on it was rubbed
down again. This was a much longer task than prepar-
ing the Resolute and because of lack of workmen and
the diffidence of the workman of today the work pro-
gressed very slowly. Colonel Neill was asked why he did
not use the Shamrock's sailors to help in the job of
smoothing the underbody and he replied that the men
would be only too pleased to work but if they did the
workmen of the yard, painters and others, would quit

at once. (Contimied on Page 50)

MEASUBING THE SHAMSOOK IV

DMlgncr Nicholion, Sbermtn Hoyt and Measurer Webb Trying to Oet the Forward Overhang. 2. Sir Thomas Upton and Commodort
Taylor Watching the Operations. 3. Counting Heads on the Challenger. 4. SecreUry Cormack and Sir Thomas. 6. Resolute toil
the Distance on Dry Dock. 6. WlUlam Fife and Secretary Connack

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Yachtsmen Act as Emergency Crew

THE members of the New York Y. C. proved their
yachting worth on the first day of the Cup Race
series. The club had chartered! the Steamer Highlander
for the use of its members and guests and the committee
in charge were James D. Sparkman, Cornelius F. Fox,
Hunter Wykes and Captain O. P. Jackson, U. S. N.
The steamer was well filled with enthusiastic yachtsmen
and all anticipated a fine day's sport. The present navi-
gation laws require that all vessels going outside the
Hook shall carry lifeboats sufficient for all on the steamer
and a crew large enough to handle the boats. On the
Highlander there are ten large boats and the deck crew
numbers fifty sailors, that is five men to each boat.

Shortly before it was time to leave the pier at the
foot of 23d Street, a committee of the sailors waited on
the representative of the owners and demanded a 100%
increase in wages. They were being paid $5.00 a day,
but figured the time opportune to demand more. The
committee was informed of the demand and after a short
conference agreed to pay the $10.00 to each man. The
men were satisfied for a few minutes and then evidently
thought that they had made a mistake and could get more
just by asking and so demanded another 100% on the
increase or $20.00 a day. The committee this time refused
absolutely and invited the malcontents to get off the
steamer.

For a few moments it looked as if the steamer would
be held up and the yachtsmen and members would miss
die race, but W. J. Parslow, vice-president of the Con-
solidated Shipbuilding Corporation, suggested that there
were several competent yachtsmen and small-boat handlers
on board who, he had no doubt, would serve as deck
hands for the day. Many of the members present had
been in the Navy during the war and had much hard
experience. The committee urged Mr. Parslow to get
busy and in a very short time fifty men had signed on
as members of the crew. Four oarsmen and a coxwain
were detailed to each lifeboat and the vessel was ready
for sea. She would have been sadly missed if the eleventh-
hour arrangement had not been made, for the only real
view of the races possible except for those on the de-
stroyers was from her deck.

To comply with the law each member signed this
agreement :

Owing to the lifeboat men and able-
bodied seamen going on strike just prior to
the sailing of the steamer Highland for the
yacht races, we, the undersigned, experi-
enced seamen, agree to act as lifeboat men
and able-bodied seamen for the occasion.
Among those who signed were : James D. Sparkman,
Henry R. Sutphen, B. L. Worden, Butler Whiting, Henry
W. Warner, Comtnander A. Loring Swasey, Philip T.
Dodge, E. Walter Clark, E. H. Prentice, Charles Lane
Poor, Lewis Nixon, Commander F. W. Toppan, Bertram
H. Burden, Charles Lane Poor Jr., Howell C. Perrin,
Alfred E. Poor, Frank Bowne Jones, E. Pierpont Hicks,
Herbert H. White, F. C. Henderson, E. Dick, J. C.
Stewart, E. B. Humphries, Edmund Lang, E. H. Outer-
bridge, F. W. Wesson, John R. Humphries, Walter H.
Merrill, H. M. Cowperthwaite, Walter H. Sykes, Leroy
Frost, W. E. Dowd, E. B. Alker, E. A. Shewan, James
Swan, W. J. Parslow, J. R. Maxwell.

The Highlander followed the yachts closely and all
on board were able to watch every part of the race.
The use of power yachts from which to see the races is
always popular, partly from a social standpoint, but a
large steamer such as the Highlander affords a better view
of the races without in any way interfering with the con-
testants. It must be acknowledged, however, that the fleet
were very ably patrolled, for there was no cause for com-
plaint either from the racing boats or from any of the
reviewing fleet of unfair crowding. Among those pres-
ent were:

J. Allen Townsend, E. Tunnecliffe Fox, Herbert H. White,
of Boston; Thomas W. Slocum, R. A. C. Smith, Arthur Iselin,
Lewis Iselin, Adrian Iselin, Grenville Kane, Edward D. Lentillon,
John H. Lidgerwood, Demorest Lloyd, H. J. Luce, Clifford D.
Mallory, Foster Milliken, Benjamin Nicoll, Lewis Nixon, Innis
O'Rourlce, Charles Lane Poor, Woodward Babcock, Edgar H.
Sierck, E. P. Alker, Nathaniel F. Ayer, of Boston ; C. M. Billings,
B. H. Borden, George McKesson Brown, E. W. Clark, of Phila-
delphia: Alexander Smith Cochran, J. Gordon Douglas, W. E.
Dowd, Lawrence B .Elliman, Douglas Elliman, Commodore James
B. Ford, F. C. Henderson, Colgate Hoyt. whose son, C. Sherman
Hoyt, was the American representative on the Shamrock; Robert
A. Granniss, William T. Dewart, Herman de Selding.

steamship HighlAiidcr, From Which the New York Y. O. Members Watched the Races

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The New York State Canal System

THE yachtsman who can reach the Hudson River with
his boat has the choice of so many beautiful inland
trips that one season is far too short to attempt to cover
the territory. Proceeding up the Hudson there is plenty of
water and thfe magnificent scenery of the Palisades and
Highland regions. After leaving Catskill, about lOO
miles from New York, navigation becomes more difficult
and the use of the Government chart is necessary. At
Albany the choice of several routes must be made. If
the Lake Champlain region, the St. Lawrence River and
Thousand Islands, or Montreal and Quebec, including the
beautiful Saguenay River, is to be visited, the route will

Buffalo. Here the entire Great Lakes cruising territory-
is available, or the Thousand Islands can be visited by
doubling back east again. A wonderful trip can be had
by following the Erie Canal route outward bound, re-
turning via the St. Lawrence River and the Lake Cham-
plain route. The total distance will be nearly i,ooo miles.
Lakes Seneca and Caymga can be reached by a branch
of the canal leading southward from Montezuma on the
Erie system. Other branches lead to the Great Lakes via
the Black River, Oswego or Rochester. If canal-running
becomes tiresome the boat can be headed off into any of
these branches and the Great Lakes quickly reached. The

lead up the Champlain Canal from Troy. Montreal is
about 450 miles from ^ew York, while the Thousand
Islands are an additional hundred. Contrary to general
opinion, marvelous Lake George cannot be reached en-
tirely by water. Leaving Lake Champlain at Montcalms
Landing one can proceed up the creek leading to the vil-
lage of Fort Ticonderoga, but there is no water connec-
tion between this creek and Lake George. Special wagons
can be obtained in the village to portage the boat over
into the lake. Boats up to 30 feet can be handled in this
way.

If the Great Lakes are the objective, the Erie Canal
should be followed for its 340 miles, bringing the boat to

route through Lake Champlain and the St. Lawrence to
the sea, and along shore back to New York is one that
will appeal to the man with a good-sized sea-going power
boat.

The entire canal system is free, permits to navigate
being obtainable in person or by writing the Superin-
tendent of Public Works, State House, Albany, N. Y.
Boats having a draught of not over 12 feet can be accom-
modated in all of the improved canals. This figure is
the dredged depth and is maintained as far as possible
by the engineers. Fixed bridges are located 15 feet above
the average water level. Masts and houses higher than
this will have to be removed.

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Hurrah's Nest

"A placi far everything and nothing in its placet" Letters for insertion under this head are limited to two hundred and
Mfty words, and must be accompanied by correct name and address of writer. Address the Hurrah's Nest, care Editor THE
RUDDER, 9 Murray Street, New York City, U. S. A.

Yachting in Australia

I have been reading with interest and obtaining a
great deal of knowledge from The Rudder and I thought
perhaps you would care to know about aquatics on this
side, of the world (Sydney, N. S. W.), which I have
divided into three classes, viz.: Yachting, Open Boat
Sailing and Power Yachting.

The 6-Footarf, or "Feannta.** The Main Boom ia 19 Feet Long

Yachting in Sydney at present is not what it should
be. It is true that we have a large fleet of yachts, but
not many belong to a "Class"; you perhaps could pick
out about five that belong to a 30- foot water-line class
introduced some years ago, but now extinct. You can
picture a yacht race here, all comers from 25 to 50 feet,
and limit boat receiving about 30 or 40 minutes' start.
This could not be termed a race at all, but merely a
procession.

Then again we read in your magazine about yacht
club cruises. Here we have no organized cruises. The
majority of yachtsmen are quite satisfied with going
down the harbor for a camp, while a few venture along

the coast about 18 miles to Broken Bay, into which the
Hawkesbury River flows. This is a fine trip, the river
being navigable for about 60 miles.

Very few yachtsmen venture further along the coast,
among whom may be mentioned Mr. Walter Marks, of
CuUwulla 3rd fame, and Mr. Dempster, who owns the
Stormy Petrel, who is at present on a six months' cruise.

Mr. Walter Marks, who is a big man here in yacht-
ing, being commodore of the Royal Prince Alfred Y. C,
is at present trying to introduce "Class" racing. He sold
his Cullwulla 3rd and purchased one of the Tasmanian
one-design class, in order to further his views. The posi-
tion at present is that they are still arguing as to what
classes they wiU adopt, and I think if they were to write
you that you could supply them with some very good
classes suitable for our harbor. The stumbling block
appears to lie in the cost.

This is the class of sailing I think we could show
you a few points in and in reality is the only sailing on

IS-Footers Smothered With Oanvaa in a Hot Bace

The 18-Footer8 Which Bace Annually for the OhampLonship of Anstralia

the harbor. First we start off with the 6-footers, with
a crew of two, and it is a feat to keep them afloat, let
alone sail them. These "peanuts" carry an enormous
sail for their size.

Next we have the 10- footers; then we have the 14-
foot skiflFs, a fine type for young chaps to saily and the
1 6- foot Port Jackson skiflF, a class that is very popular.
The entries for a Saturday afternoon are from twenty-
eight to thirty. Recruited from the above classes we
obtain the men for the 18- footers, in my opinion a class
of its own. The i8-footers are not a one-designed class,
but there are certain regulations to be adhered to, *. e.,
they must be 18 feet long and over 7 feet breadth and
2 feet 3 inches depth.. They carry from ten to fifteen
men, and off a wind they set a ballooner, tops'l head spin-
naker, topsail, and ring tail. This in itself is a magnifi-
cent sight; the spinnaker pole generally measures about
36 feet and is carried in three pieces.

The clubs that look after this class are the Sydney
Sailing Club and the Sydney Flying Squadron^acing ^

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a6

THEfl«»

RUDDEP

August

A 14-Foot Skiff, Whlcb Oort ^176 and U Qrowlng FMt In Popularity

on alternate Saturdays. One club races in the afternoon
over a three-mile triangular course, two heats and a
final, six in each heat qualifying for the final. This
course provides very interesting races, as the slightest
mistake may put you out of the race. Then on the fol-
lowing Saturday you sail over what is known as the long
course — ^about 9 miles. These courses are in compara-
tively open water, subject to heavy winds.

The 1 8- footers are a class that is followed by the
public with as much enthusiasm as a horse race. Two
large ferry steamers are engaged to follow the races.
Clark Island, the starting point, is also crowded with
spectators. The enthusiasm is due in my opinion to the
evenness and close finishes and fine extra setting dis-
played.

Of the two classes of sailing I think c^en-boat sail-
ing, which is kept up mostly by the ordinary working
man, casts great reflections on his richer brother in the
yachts. I, myself, belong to the open-boat sailors, but I
would like to see yachting go ahead. Enclosed you will
find photos of open boats which may be of interest to
you.

Power boating here, as far as speed is concerned, is
bad. The holder of the Australian championship is the
Nautlis, which did 35 miles an hour, which speaks for
itself. In the cruising class we have some fine, handy
little boats, but the number of boats over 50 feet is small.
The V-bottom is seen only in a few launches of the run-
about type. We have no exi>ress or V-bottom cruisers,
and engines of ICX) h.p. in a launch are unheard of. The
adoption of the smaller powered boats is due, I think, to
the price of petrol and engines. Petrol at present is
27 shillings (about $6.50) per case, eight gallons.

During the past two years the outboard engine has
become very popular, especially on the rivers. Auxiliary
power in sailing craft, etc., is becoming popular, but one
thing seems missing, viz. : a good style of feathering
propeller.
Sydney, Australia. L. Robertson.

New Formula for Handicaps

Editor of The Rudder:

I read Mr. Hanan's article in the June number of
The Rudder and was interested in his comments on time
allowance. What he says about the Astor Cup may be
true, but this is not so much the fault of the international
scale itself as in the way it is used. The scale is only
supposed to give correct results when the wind is at a
certain velocity.

The big boat has two advantages that cannot be
allowed for in a scale, however correct it may be from
a theoretical point of view. The pitch of the sea and
tidal currents both work against the smaller boat and the
greater the difference in size between the two contestants
the less chance the little fellow has. The big boat moves
easier in a seaway, holds the wind steadier in her sails
and veers less from her course. The currents usually give
her an advantage by lengthening the distance that has to
be sailed through the water without increasing the allow-
ance. In strong currents, when boats are out for several
hours, especially in light to moderate winds, this "becomes
an important factor.

Experiments have shown that the water on the surface
of a river, brook or sluice flows faster than the water at
the bottom. The difference in speed is caused by friction
or contact with the banks and bottom of the stream. The
same thing happens when the wind ruffles the surface of
the ocean. The friction causes waves to rise and retards
the motion of the air currents that pass close to the sur-
face of the water. This is why a high, narrow rig g^ves
a boat an advantage to windward, so long as she can
carry it decently.

When the old America won the Cup not much thought
was given to classes in yachting. In fact one boat was
often sailed against another without r^;ard to size or
time allowance. The terms of the De^ of Gift only
called for a yacht of from 65 to 90 feet on the water-
line. The water-line restriction had a tendency to en-
courage long overhangs and the absence of sail restric-
tions made things worse. The rating rules of the New
York Y. C. have done much during the last twenty years
to improve this situation and produce a real American
type of yacht, combining beauty, utility and speed.

In measuring for a handicap race the chief value of
the rating rule adopted by the writer consists in the fact
that it is unknown and therefore likely to be as fair with
one boat as with another. This looks plain and simple:
Add together length over all, length on water-line, breadth
and draught. Divide by 2j4. The main thing is to keep
your rating rule in a cool, dark place where ye crafty
yacht designer will not be Hkely to find it.

I am sending you, along with this letter, a little vest
pocket formula for determining the handicap between
two sailing yachts of any size in a match race. It repre-
sents the results of my experience in sailing boats over a
period of 32 years. The first equation in the problem was
drawn at Bar Harbor the Summer the Genesta was there.
The formula was first published in the Mt. Desert Herald
in 1889 and was afterwards revised and improved at
Cambridge, Mass. In this work I was assisted by a
professor of mathematics at Harvard University and by
one of the draughtsmen who worked in Burgess' office
at Boston. We used to meet and compare notes and data
at the old Blakes Hall public library on Tremont Street.
We had all kinds of dope on yachting in ?hose days the
same as you have now. One of the stunts was to figure
the elapsed time from the ratio of sail area to wetted
surface and wind velocity. It was figured out that in-
creasing the canvas 404 square feet on a boat the size of
a Cup defender would reduce her time over a 30-mile
course about 2 minutes 58 seconds in a light breeze. This
change in sail area would raise her rating about 1.74 feet
and she would have to allow i minute 7 seconds more
time but this would still leave a margin of i minute
43 seconds in favor of the larger sail area.

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August

RUDDEP

2^

d =^ distance sailed in miles.
L = wet surface.

n = relative resistance of wind and water,
a = sail area and
V =: velocity of wind.

t = time elapsed for speeds of less than 8 miles per
hour.

t =■

d(Ln + a)

av

The handicap problem is very difficult to solve and the
best we can do at present is to make a combination of
theory and practice. According to the mechanical prin-
ciples usually recognized in the experiments on the motion
of bodies in water it is known that the larger boat goes
faster than the smaller one because she presents less wet
surface in proportion to the amount of sail carried. Her
power has a tendency to increase with her cubical con-
tents while the resistance increases in nearly direct ratio
to the area of her surface. Long boats from 75 to 90
feet have from 2 to 4 per cent advantage in resistance
per square foot of surface under water, over short boats
from 20 to 30 feet. If a small boat is towed astern as
was the case with the Genesta in her practice sailing
around New York, the area of the wet surface of the
little boat can be added to that of the big yacht and a
reasonable difference in her speed will be shown in the
formula.

In 1912 I gathered the data of the America's Cup
matches to get the average speed for a 90-footer over the
Sandy Hook course. The figures show that American
boats carry more sail. In the smaller classes there is no
uniform system of measurement. Around Boston they used
one rule ; on Long Island Sound another. At San Fran-
cisco the universal rule is in favor. Here in San Diego
they still use length and sail area. In' order to avoid con-
fusion I have discarded rating rules and used my own
system, which consists simply in taking 40 per cent of
sum of length over all, length on water-line, breadth and
draught.

d(L + n)

Log =

Lt
d = distance or length of course in miles.
L = length of boat in feet, or rating,
t = elapsed time in hours.

n = index of scale or rate of allowance,
m = mean rating.
For example: One boat rates 76 feet and another
20 feet. The big one makes 10 miles in an hour between
A and B. The small boat sailing the same course in the
same wind makes 6 miles in one hour. Let us see what
kind of a log this formula would give each boat.

As one toat is over 65 feet and the other under 35
we find the index number as follows:

76 + 20 = 96. Divide this by 2 to get meSm rating
(m) =48. Divide this into 900 and add 11 and you have
(n) thus:

900

!-ii=n = 29.7

48
so near 30 that it makes no difference in this case, though
it is best to make sure.

d(L + n)

Now Log =

Lt
For the long boat we shall then have

ID (76 + 30
Log = 13.94 =

For the small boat

Log= 15.00 =

76+1
6 (20 + 30)

20+1

Take the Resolute now. She rates about say 81 and
she is reported to have sailed the Sandy Hook course
in 3 hours 16 minutes, coming back at the rate of 11 miles
per hour.

II (81 -f 30)

Log = 15.03 =

81 + I
The reports of the eastern course of the N. Y. Y. C.
in 1 91 6 shows that the 50's and 30's made the same speed
rating by this formula while the 40 class was slower than
the other yachts.

If Mr. Hanan sails any match races this Summer I
If this measurement rule and formula had been used I
hope he will try my log on some of the "close decisions."
know of at least one race where the smaller yacht would
have won the Astor Cup.

Ocean Beach, Cai H. G. Sullivan.

Two Views of Besolate as She Stood In the Dry Dock While Being Measured

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Designs

75-Foot Offshore Cruiser

This design of an express cruiser by Wm. H. Millett
shows a craft combining high speed with comfort.

A large forecastle is provided forward followed by
two toilets, one for crew, and one for guests. Next
comes the dining room with convertible transom berths,
while a large galley is provided aft of the saloon.

Two Murray & Tregurtha engines of 400 h.p. each
are in a very commodious engine room and will drive
the yacht at a sustained speed of thirty miles an hour.
Fuel tanks are fitted at after end of this compartment.
The electric lighting set and other auxiliaries are next
aft.

A short thwartship deck is provided over the fuel
tanks with centerline entrance to after cabin containing
two berths and toilet. This cabin has large doors, which
open into the cockpit, providing a large space for chairs
and a table together with an after seat.

Steering is from an enclosed destroyer type stand at
forward end of engine space.

The boat will be painted white, with teak houses,
bright decks, except raised deck which is canvas-covered.

The construction is stronger than similar express
cruisers, as a boat was desired to run up and down the
coast at top speed.

An Oil Engine Harbor Tugboat

The plans show a 73-foot harbor tugboat, designed
by Ralph E. Winslow. She follows the general design
of the smaller type of harbor steam tug, but has many

interesting features, and by using an engine running on
cheap fuel she will be able to handle tows that would not
pay a big steam tug to handle, as well as saving money
owing to the smaller crew and the absence of standby
losses.

She is designed to handle any ordinary work in a
harbor, such as a 20% larger steam tug would be required
to do, and can operate in shallower water than a steam
tug of similar power. She^ would be especially adapted
to canal towing and river work and still be seaworthy
enough to do coastwise work. Her freeboard to deck at
the bow is 6 feet 10 inches and the least freeboard is
2 feet II inches.

Her forefoot has been cut away considerably to make
easy turning in a short radius and good steering in a
following sea, and also so that she may be used success-
fully in breaking ice. The distribution of weight is
arranged so that the draught at the propeller will remain
constant as the fuel is used up.

The general arrangement is worked out to give com-
fortable living quarters. Forward is a forepeak, storage
and chain locker, aft of which is a storeroom and fore-
castle, with berths for two men, and a ladder to deck
through a hatch. Next aft is a combination galley and
messroom completely equipped for cooking and eating,
and with stairs leading through the deck house.

In the center of the boat, bulkheaded off at both ends
with water and gastight bulkheads, is the engine room,
which contain3 the engine, extra large fuel tanks, work
bench, locker and auxiliary machinery. The main engine
is of the four-cylinder heavy-duty Diesel type, of about
250 h.p., installed amidships, driving a propeller about
6 feet 6 inches in diameter.

Profile and Arrangtmient Plans of a 76.Poot Off-Shore Ornlier DoHgned by W. H. MUlrtt, to B« DrlTan by Two Murray ft Tregurtha SnglnM

and Make 80 Milea an Hour

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A combined direct-connected generator, fire, bilge a^nd
air pump is installed and will furnish light for the boat
and searchlight, and will also operate the fire hose and
deck-washing and salvage pumps. The exhaust is carried
up through the funnel, which has baffle plates to deflect
the water. A complete system of natural and forced
ventilation with pipes to the lowest parts of the boat,
gives fresh air to all parts, and a bilge pumping system
is installed with leads to all compartments.

The engine room has about 10 feet headroom, and
should be moderately cool, and is ventilated very thor-
oughly by large sliding windows, hatch and skylight.

The deck house is very conveniently arranged. The
pilot house is raised 3 feet 3 inches above the deck and
is high enough to give the helmsman clear vision all
around, the upper part being all windows. It has also
a transom, seat, chart case, locker, etc., and is a large,
comfortable room. The helmsman's eye is about 13 feet
6 inches above the water. Under the pilot house is space

for a large gravity water tank and light and ventilation-
shafts for the galley and storage, steering gear, etc.
Hand-steering' gear will be installed.

Aft of the pilot house is a lower deck house, with
big stateroom for the captain with access to the pilot
house, a stateroom for the engineer and a toilet room.

The house over the engine room has been kept low
so that the helmsman may have a good view of the after
towing bitts, after deck control and the handling of stem.
The deck arrangement is similar to the usual tug practice.
A combined windlass with tow rope bitts is arranged
forward and the bitts aft.

These bitts are well forward so as not to interfere
with the steering of the boat when towing. Under the
aft deck is a large lazarette.

Her construction is of wood sheathed with metal, and
is heavy in accordance with tiig requirements with the
addition of three watertight bulkheads.

PUqs of a 73-Foot Harbor Tugboat From the Board of Balpb E. Wlnilow of Bristol. The Engine Eqaipment Is to Be a 250-H.P. Diesel,

InstaUed Amidships

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The rooms are heated from galley stove by air shafts
and registers.

The general dimensions are:

Length o. a 73 feet o inches

Breadth 18 " 4 "

Draught 8 " o "•

A Small Catboat of Mower Design

Charles D. Mower has recently designed the 16- foot
catboat shown in these plans. With a breadth of 7 feet
and a sail area of no square feet the boat makes an ideal
afternoon sailer. An inspection of the lines show a boat
very similar to the wonderful boats turned out by Hanley.
The bow is not similar to the Hanley boats, however, for
Mr. Mower has given a certain amount of forward over-
hang, allowing more room forward of the mast for the
handling of ground tackle. This also allows a better lead
of the fore stay.

The boat was designed for Mr. H. C. Gushing Jr. and
was built by Haff at New Rochelle. She has recently
been launched and has proven very successful on her
trials. The hull is heavily built with cedar planking, fin-
ished bright. The cockpit is small, as only a small party
is to be carried. This makes the boat drier in a seaway,
as the decks and high coaming protect the cockpit from
spray.

40-Foot Auxiliary Power Boat

An interesting type of raised deck auxiliary power
boat has been designed this Winter by Ralph E. Winslow
for George B. Sumner, Everett, Wash. Seaworthiness
and safety were the primal considerations.

The arrangements are as follows : Fore peak water-
tight bulkhead, then a large galley, aft of which is a nice
cabin with transom and Pullman berths, thus sleeping

Sail Plan of the 16-Foot Oatboat Boeontly Built for H. 0. Onahiiig Jr.

four persons, aft of which is a stateroom with lower
and upper berths, a large clothes locker and toilet room.
Then comes a watertight bulkhead with the engine room,
crew's quarters, fuel tanks, etc., in the after part of the
boat. A watertight bulkhead is next and a lazarette in
the stem.

The ermine room is well ventilated by a trunk, which
also gives full headroom.

Llnei of a 16-Foot Oatboat Defllgnod by O. D. Mtower for H. O. Oaihlng Jr. and Built at Now Boeh^i;^

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The engine will be a 40-h.p. four-cylinder of heavy-
duty type, which will give a speed of 10 miles an hour.

There is a fine after deck for chairs and also seating
room on the engine trunk. The bridge has a seat, chart
case, wheel controls, etc., and is protected by weather
cloth and awning.

Special attention was given to make the design such
that it will steer well in a following sea. A good deal of
drag has been g^ven to the keel and there is sufficient
draught to hold on when the sails are used. The con-
struction will be quite heavy. She will be ballasted to
carry sail with inside ballast. A knockabout rig will

40-Foat AuzUlMT Power Bomt DMlgned by Balph E. Winilow for 0«org« B. Samntr, EvertU, WmIl

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August

guard against engine accidents, steady the ship and add
to the speed with fair winds.

The steering gear is all on deck and always accessible,
the quadrant being under a stem grating seat. Good
high rails will keep thie crew from being thrown over-
board.

She should appeal to any yachtsman interested in a
small auxiliary seagoing power boat.

The general dimensions are:

Length o. a 40 feet o inches

Breadth 10 " 8 "

45-Foot Houseboat

The accompanying plans are of a 45- foot houseboat
designed by William H. Millett of Bayonne, N. J. This
boat is designed to be operated without a paid crew and
to be roomier than the usual boat of the type.

The accommodations consist of a stateroom aft fur-
nished with double berth, lackers, bureau and seats, and
emergency escape hatch. Next forward is the main

cabin, fitted with two extension transom berths, drop-leaf
desk, sideboard and lockers, together with a fireplace
Opening off this room on the port side is the galley, fitted
with coal stove, large dresser audi china closet, and ice-
box. On the starboard side of the living room a door
leads to the vestibule, which has the toilet room opening
off it on the after end and a large work bench and oilskin
locker at the forward end.

The engine, a model FH Sterling four-cylinder, is
located imder the stairs to the deck with; one side open
and the other side accessible by means of removable sec-
tions in the galley. Forward is located another stateroom
with two single berths, drawers and locker.

The windows are fitted with copper screens and heavy
glass, arranged to open in the middle and swing inboard,
giving light and air.

Fuel is carried under a seat on deck, and water under
the after deck. The power installed should give about
ID miles per hour and with the heavy construction and
room she should prove a very satisfactory boat. The
price complete would probably range from $5,600 to
$7,000, depending on the owner's requirements.

45-Foat Power Houseboat Designed by W. H. BlUlett and Powered With a «t«rHnK icwflei Wt w«arfne. Thin Vemifti ttui -R* Unin for t5.600

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50-Foot W^ork Boat

The boat shown herewith is a 50 by 17- foot wooden
work boat. The power plant is a three-cylinder heavy-
duty gas engine of the typical work-boat type. There is
also an auxiliary engine for the operation of the cargo
hoist. This latter engine is of the two-cycle heavy-duty
pattern.

The plans are exceptionally complete, in fact there is
every plan that would be required by a builder. The
lines show a boat of the typical work-boat type with
counter stem and full section for carrying a fair amount
of cargo. The calculated displacement is about 58 tons
and the dead-weight capacity should be about 35 tons.
The curve of areas shows a boat with fairly fine body
at bow and stem, but not so fine nor hollow that she
would be hard driving. The center of buoyancy is just
about midships and the engine and house weight also
comes at this point. In this way, when light, the .boat
should not trim so badly by the stern as to make the use
of ballast tanks necessary.

The midship section shows a craft of very heavy
construction. The frames are to be steam-bent and the
lower planking and ceiling is heavier than that usually
placed in this class of boat. This husky construction also
extends to the house, as even the upper works of this
type of vessel get very hard usage. The designer is Harry
Evcland of Brooklyn, N. Y., a student of the Cooper
Uaion Free School of Ship Design.

An idea of the instruction given at the school can be
obtained froni the fact that Mr. Eveland had never de-
signed nor drawn up a set of boat plans until he entered
the course. The class meets three nights a week for seven
months and the instruction during the first part of the
term was sufficient to enable the student to get out these
plans entirely according to his own ideas. A full set of
calculations were also made in connection with the design.

_ I »

"^V^naiB :-»^"- .7

n

110^^

J. L i : i|: i * J i^*-: : fr -

: 1 irrrrjTTTi i i * * Jt < i

Seetton of a 60-Foot Workboat Doelgned by H« Eyeland

Plans of a 50-Foot Workboat, Displacing 58 Tons and With Deadweigbt
Capacity of About 36 Tons

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August

THE«^

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{Tide Registered U. 8. Pat. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6i68

Arthar P. Aldridge, President; Andrew Paterson, Vice-President and Business
Manager; James R. Thomson, Treasurer; Arthur deZ. Patton. Secretary

SnUrtd at Ntm Vork Pnt OfHu at Stemd-Clau MaiUr

SUBSCRIPTION RATES

One Year ....... |2.oo

Six Months ....... i.oo

Single Copy . - - . . . .25

Th« Rppp«a can be procured or subscribed for at foUovinc Fordgn A«eiidea:

ras TAOHT8MAN, 168 strand, London, England.

WM. P0BTE0U8 ft 00^ 9 Royal Plaoa, Olaaftow. Scotland.

THH IHTBRjrATIONAL HBW8 00,, 5 BrMB

Xiondon, B. 0.
BBBBTAirO'S, 86 At* do rOp«ra, Paris, ftanoo
OOBDON ft OOTOK. 8ydn«y, AustralU
Or at any Bookstall

The America's Cup Races

First honors in the series of races for the America's
Cup went to the challenger, Shamrock IV. When the
race was one-half sailed Resolute broke down. The
throat halliards parted and the jaws of the gaff were
injured. Spars, rigging and sails on a racing yacht count
for just as much as model, hull construction and handling
and it was perfectly proper that the conditions of these
races should state that a yacht must stand by the result
of any accidents. The owner of a yacht which goes
through a race successfully without mishap should have
no qualms of conscience about accepting the victory be-
cause of his rivars misfortune.

It is singularly unfortunate that the accident should
have happened to the defending yacht. In past Cup Race
years we have read much about the necessity of the
challenger being built staunchly because she has to cross
the ocean. Now it is fair to assume that there will be
more talk of this sort. The challenger, it is. true, does
cross the ocean, but not with her racing spars, rigging
and sails. Those are carefully shipped by steamers and
she is rigged on this side just as lightly and sometimes
more lightly than the defender. An accident like that
to the Resolute can happen to any vessel. The strain on
the halliards was probably aggravated through the addi-
tional weight of the sails, which were water-soaked and
which naturally had shrunken. But this is no excuse and
none will be made.

The first race was won by Shamrock. The first at-
tempt to sail the second race was a fizzle. Now the races
will be continued and unless there are more accidents
or Shamrock is handled better than she has been so far,
Resolute will take three straight.

The Handling of Shamrock IV

Shamrock, the Cup challenger, in the first two races
was handled as if those in charge were unfamiliar with
their yacht and sometimes as if they were afraid of her.
She sailed as if they were feeling her and trying to find

out how best to get her speed and not as if she were a
tried boat, as Resolute is. Mr. Adams knows the defender
perfectly. He sailed her in a masterly way and with great
skill and judgment.

It's the old story again with the challenger and it will
be the same story until some one comes here with a yacht
and makes a business of getting it in proper shape for
the races.

Shamrock is not nearly in proper shape. Little b
known about the yacht even by those who have her in
charge. Another month would have been of inestimable
value to all but the Royal Ulster Y. C. on behalf of
Sir Thomas Lipton insisted on racing now. They even
asked for races in June, so they only are to blame.

This situation is unfortunate, to all, to the yacht, which
has many good characteristics, to the designer, Charles
E. Nicholson, who has worked hard for success, to the
crew, to the American yachtsmen and public, who in a
contest of this kind expect to. witness keen sport, skilful
handling of both vessels and wish success to the better
boat.

New York's Foul Harbor

The condition of New York Harbor, instead of getting
better, seems to be much worse than ever it has been.
Driftwood is a constant menace to small craft and often
to larger vessels and apparently no effort is made by the
authorities to put a stop to the dumping of everythii^
into the river or harbor. The waters are so foul that it
is impossible to keep any vessel clean for any length of
time and the bathing beaches for miles along the Long
Island or New Jersey Coasts are spoiled.

When the Cup yachts were hauled out at the Morse
Dry Dock recently for cleaning and painting* a dirty
black line extended on each yacht from stem to stem
and for about a foot above and below the water-lines.
It required some hard rubbing and scrubWng by the
sailors to remove this scum before it hardened. The
dinghies used by the crews and usually spotlessly clean
looked as if they had been painted black and everjrthing
about the dock was fouled with the oil. It was not the
fault of the dock managers but was due to the total dis-
regard of the laws by those in charge of tankers and
oil-burning steamers and to those whose duty it is to
enforce the laws.

Tankers returning to this port usually fill the empty
tanks with water ballast and pump out as they enter
the harbor. There is always a residue of oil in the tanks
and this spreads over the water, and should the tide be
running flood naturally carries it well up the rivers. Oil-
buming vessels clean their tanks while at their piers
and the thick, tarry substance cleaned out is often dumped
overboard.

Visitors here declare that conditions are worse than
in any other port in the world. Laws to preserve tiie
cleanliness of the harbors have^ been framed. They arc
enforced in other ports, why not here:

•••

Marconi Mast a Misnomer

"Marconi mast" seems to be a misnomer and just
why it should be applied to the spars carried on modern
sailing craft is not known ; no one seems to be able to

- (-Oon tinned on Pafe 86)

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explain, except that these masts are tall and some are
similar to those used for supporting wireless aerials.

Lloyds Register of yachts designates vessels so rigged
as Bermudian Rig, and that is the proper term, because
the idea really originated with Bermuda boats.

Twenty years or more ago small sailing craft in
British waters were rigged with a tall mast on which they
set a leg o* mutton sail, and Charles E. Nicholson, de-
signer of the Shamrock IV, first put on a spar in which
topmast and club topsail yard were iu practically one
piece. This was on the Istria, a 60- footer built for Sir
Charles Allom.

That yacht first made her appearance at Harwich and
Colonel Duncan D. F. Neill, who sailed the 23-metrc
Shamrock in British races, and a few other yachtsmen
had gone to Harwich for the regatta.

As soon as Colonel Neill saw the Istria he exclaimed,
*'what kind of a spar is that?"

A writer on the London Field, a wag in his way,
replied, "why, that's a Marconi spar, and when they run
out of beer on the yacht they, can wireless for more."
That term Marconi has stuck.

Second Attempt a Fizzle

(Continued from Page 7)

tack, crossing astern of the Resolute and then going
about, tacked when Resolute did and still to leeward.
In a few minutes Shamrock had run into a calm spot and
she lay there for more than half an hour. In the mean-
time Resolute, skirting along the edge of the wind, carriea
it to the mark, which she turned at 4 133 137, and holding
on the port tack began the second l^ of the course.
Shamrock turned the mark at 5:09:46. On this leg
Resolute had beaten her 36 minutes' actual sailing.

The wind was about southwest by south, but soon
hauled more westerly and made it a beat to the next mark.
Resolute turned at 7 :oi :2g and easing her sheet off to
starboard she broke out a balloon jib topsail, the first
sail change she had made since the start. Shamrock
turned the mark at 7:35:51. The wind was very light.
There was no possibility of the race being finished within
the time limit and at 7 :25 the Race Committee signalled,
calling it off. Soon afterwards the two yachts were
being towed home. When the race was called off Resolute
was about 8 miles from home.

The racing was resumed on Tuesday, July 20th, and
was to be continued every day until the series ended.
Full reports of these races will appear in the next issue
of The Rudder. ^ft^

Mississippi Valley Races

(Continued from Page 10)
First Heat, Admiral's Trophy. 4 Miles

Elapsed Time Points

Cadillac II J-Z^ 4

Margaret III 7:32 3

Miss Quincy II 8 -.ZZ^ 2

Imp II 13 :23 I

Second Heat, 2 Miles

Elapsed Time Pointa

Cadillac II 3^54^ 4

Miss Quincy II 4 -30^ 3

Imp II \ 5:44 ' 2

Total Points and • Winner's Time— C addllac II, 8. Miss
Quincy II. 5. Imp II, 3. Margaret III, 3. Speed. 3^85 M.P.H.

First Heat, Webb Trophy. 20 Miles

Mi^s Toronto* Toronto, Ont. Elapsed Time by Rounds—

2:15, 4:282/^ 6:42^, 8:53^, 11:02^, 13:13, 15:225^. 17:29^^.

19:38, 21:42^^. The last lap was made at an average speed of

58.06 M.P.H. and the total course at a rate of SS-38 M.P.H.

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And that is to build around an idea that was fundamentally right
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As a result there is no more dependable engine known to the marine
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This is true not only of America, but wherever motor boats are used,
Kermath is specified by over 60* ^^ of America's makers. It leads the
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You will find the Kermath dealer the leader in his locality It will pay
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The Length of this Range can be Increased Indefinitely

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The SHIPMATE costs a little more than some,
but you get this back and more in extra strength,
durability and working capacity.

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Second Heat, 20 Miles
Miss Toronto. Time by Rounds — 2:15%, 4:34^* 6:50?^,
9:ioH, ii:io>^, 13:22, 15:29^, I7:3S^» 19:38%. 21:44. The
ninth lap was made at a speed of 58.5 M.P.H., and total course
at rate of 55-36 M.P.H,

Mile Time Trials, Admiralty Conditions
Miss Toronto— (Time in seconds and tenths)
Up. . . . 52%

. 53.6
Down. . . 51^ 537

53.8 ^ 53.675
Up. . . . 55fi 53.65 53675

53.7 53.675 53.68 = 67.06 M.P.H.

Down. . . Si}i 53-7 53-687

53.7 537

Up. . . . 55^ 53.7

53.7
Down. . . 515^

Mile Trials Run with and Against Current
Miss Toronto —

Down 51.8

524 = 68.7 M.P.H.

Up 53.1

Cadillac H—
Down.... 1:28.8 WT.TT

1 :32.2 = 39 M.P.H.

Up 1:35.7

First Heat, Runabout Class. 4 Miles

(Owners* Names Not Obtained)

Elapsed Time PoinU

Miss Cue 16:02 6

Chap HI 16:08 5

At-A-Boy 16:08 5

Charlie 16:36 4

Columbia 3

May Be Out i

Second Heat, 4 Miles Elapsed Time Poinu

Miss Cue 15:17 6

Charlie 15:19 5

At-A-Boy 15:23 4

Columbia 16:32 3

Reliance 17 :53 2

Chap HI 20:22 I

May Be Did not start

Total Points and Speed of Winner— Miss Cue, 12. Charlie
and At-A-Boy, 9 each. Columbia and Chap HI, 6 each. Reliance,
2. May Be, i.

Particulars of the Chief Contestants

Sylvia, Chas W. Pierce, Waterloo, Iowa. Displacement
type. Universal engine with Bosch magneto. 12-inch by 13-inch
three-blade Hyde Wheel at 1,500 r.p.m. Direct drive. The
balance of the contestants in the 90 cubic inch class were
duplicates.

Miss Quincy H, Clifford E. Padgett, Quincy, 111. Hacker-
designed one-step hydroplane, 15 feet 7% inches long by 4 feet
9 inches wide, fitted with a three-cylinder 4-inch by 4-inch
Pierce-Budd two-cycle engine turning a three-blade Columbian
wheel is-inch by 26-inch at 1,800 r.p.m. Bosch ignition with
Rajah plugs.

Margaret III, L. E. Selby, Pekin, 111. Smith-designed and
Simmons-built 16-foot one-step hydroplane with three-cylinder
4-inch by 4-inch Pierce-Budd engine turning two-blade Hyde
wheel 15-inch by 24-inch at 1,900 r.p.m. Bosch magneto and
Rajah plugs.

Stubby, H. Overhoff. 16-foot one-step hydroplane. Four-
cylinder 3j^-inch by 4V2-inch four-cycle Le Roi engine turning
a two-blade Columbian wheel 14-inch by 22-inch at 1,000 r.p.m.
Tail shaft back geared with i to i ratio.

Imp II, Edward B. Blakely, Chicago, 111. 14-foot by 38-inch
one-step hydroplane of the Richochet type. Four-cylinder two-
cycle Lockwood Ash engine 4-inch by 4-inch turning a two-blade
14-inch by 24-inch Hyde wheel. Engine revolutions 1,000, in-
creased to 1,500 at the wheel by spur gears. Splitdorf magneto
and Rajah plugs.

Cadillac II, Travis and Ingram, Peoria. 19-foot one-step
hydro of owner's design, fitted with eight-cylinder V-type Cad-
illac engine, aJ^-anch by 55^-inch turning three-blade 14-inch
by 17-inch Columbian wheel at 2,000 r.p.m.

Snoozer, Ethel S. Hanley, Muscatine, Iowa. Hacker-designed
and Padgett-built one-step hydroplane, 16 feet long, fitted with
four-cylinder V-type two-cycle Johnson engine, 5-inch by 4-mch,
turning a three-blade Hyde wheel 16-inch by 28-inch at 1,500
r.p.m. Bosch ignition, Rajah plugs.

RUDDER cuando ««crivgig.^.^^^ ^^^ (^QQglc

August

RUDDEP

39

Hazel, W. S. Wocpking, Burlington, Iowa. Hacker i6-foot
one-step hydro, Fox four-cylinder two-cycle engine, 4^-inch
by 4j4-inch, turning three-blade Hyde wheel i6-inch by 22-inch
at 1,100 r.p.m.

Miss Toronto, Miss Toronto Syndicate, Toronto, Ont.
Smith-designed one-step hydro 22 feet long and 6 feet 6 inches
breadth. Twelve-cylinder V-type Grant-Liberty engine, 5-inch
by 7-inch back geared with a i to i^ increase and turning a
three-blade Hyde wheel 20-inch by 38-inch at 21,200 r.p.m.

Prize List: At-A-Boy, $^.50; Columbia, $22.50; May Be,
$10.00; Margaret, $370; Miss Quincy, $350.00; Imp II, $185.00;
Cadillac, $725.00; Miss Cue, $50.00; CharliCy $17.50; Chap III,
$7.50; Miss Toronto, Webb Trophy; Cadillac II. Admiral's
Trophy; At-A-Boy, Schefcik Cup and Universal Motor Com-
pany's Cup.

Columbia Y. C. Races

(Conclxmed from Page 11)

entitled to so many more draws that its chances of draw-
ing a prize are much better.

The time winner was Amorita, followed by Toko, and
then the Navy boat, which masqueraded under the name
of Carlotta. Eastern Star, having made repairs, started
7 minutes and 45 seconds late, but was able to finish
fourth. Arcadia, a 21 -foot runabout with a Kermath,
was fifth, beating out the big yachts Taniwha and Hesper.
Madeline III, Kodak, Falcpn, and Maybelle V trailed
along. Reckless was stopped at the end of her second
lap as she was so far astern that it would be impossible
for her to improve her position. To allow her to finish
the third round would simply have delayed the drawing
for prizes another half hour.

The total number of points allotted to all boats was
78. As the time winner in a field of twelve starters
Amorita got twelve chances in the prize drawing. These
twelve numbers were found to contain the first prize
number. Toko, the second boat in, who ran a very good
race considering her size, got eleven chances, but was
unfortunate enough not to have a winning number in the
collection. Eastern Star also failed to connect in the
grab-bag 1^ of the course. The second prize in the
drawing went to Falcon, who only had three draws.
Hesper, with six draws, got the third prize and Captain
White, U. S. N., with Carlotta, foimd the fourth prize
number in his assortment of ten chances.

Cruiser Class, Course 10 Statute Miles
Boat and Owner Elapsed Time Oorreeted Time Position

Spitfire, W. A. Curran Withdrew

Thetis, A. G. Hauser 59 :53

Madeline III, Owen Reilly... 1:03:21

Kodak, R. J. Haslinger 1 :o7 :53

Falcon, P. W. Johns 1:11:27

Maybelle V, H. C. Vaughan ..1:11:52

Open Boat Class, Course 10 Statute Miles

Amorita, W. T. Randolph 31:20 29:59 i

Eastern Star, E. L. Finch Withdrew

Tech, E. C. Dupont...« Stopped for lack of time 2

Chance Race

Boat and Owner Elapsed Time Chances Prize

Toko, A. I. Hauser 41:36 11

Arcadia, F. A. Hasse 51:38 8

Eastern Star, E. L. Finch 49 ^48 9

Falcon, P. W. Johns 1:10:41 3 Second

Kodak, R. J. Haslinger 1:09:06 4

Maybelle V, H. C. Vaughan i :i5 :o6 2

Amorita, W. T. Randolph 34 :o6 12 First

Madeline HI, O. Reilly 1:04:00 5

Hesper, — Waddell 56 :26 6 Third

Taniwha, H. W. McAteer 54:34 7

Reckless, A. Neuberger Called in ' i

Carlotta, Capt. R. Grace White, U.S.N. 47 :o9 10 Fourth

59:27

I

I :oi :3i

3

1:00:53

2

1 :03 :44

5

I :q2 :4i

4

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August

idtoRinnffipowEii 16 sPAsiEj Summers?

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DUNN MOTOR WORKS

Eastern Y. C. Cruise

(Continued from Page 17)

Ved Henvendelser til Annoncerende

seconds, or something over 6 knots an hour. The breeze
was the strongest during the cruise.

While the forties were fighting it out between Point
Judith and the West Harbor, the four schooners were
working around the southeast light and out into the open
sea off the south side of the island. Queen Mab had
taken first place as usual, and was the first to ease sheets
and reach along under the great clay cliffs to the south-
west ledge buoy half way over to Montauk. This 8-mile
nm was a lively one, as a big sea was rolling in from
off shore in the trough of which the yachts rolled and
plunged as they sped along under broad reaching sails.
Two of the boats set spinnakers for the 6-mile run to
the finish from southwest ledge, but Queen Mab and
Windward beat to leeward under ballooners.

Old Salt Pond Harbor on the night of July 6th floated
a fleet of the largest yachts since it was opened for com-
merce fifteen years ago, and half of the entire island
population gathering along the sandy shore to wonder
at the sight.

About the first inquiry of the visiting yachtsmen was
for blue fish, only to learn that so far as Blocjc Islanders
are concerned no such fish exists. At least scarcely a one
has been caught in waters Which 20 years before were
fairly brimming with the famous salt water game. Tuna
fish furnish most of the sport at Block Island these days,
and the club \yhich was formed under the auspices of
the Rhode Island authorities have some wonderful heavy-
weight fishing records to its credit.

The Eastern fleet had not been anchored in West
Harbor more than an hour before the mythical tog
factory somewhere off Montauk started up and b^[an
grinding out big banks of mist which drove down and
effectually blocked up the narrow entrance. It hung low
over the island for nearly 24 hours, and while it placed
an embargo on the racing game, it proved an incentive
for social activities, and on the afternoon of July 7th
the customary dingy races for singles and pair oared
amateurs and professionals were held off the fls^hip
under the direction of Fleet Captain Oliver Ames. The
day wound up with a dance on the afterdeck of the flag-
ship and an impromptu entertainment to which a dozen
or more versatile amateur artists contributed. It was
during the rowing races that the first rumor went around
regarding the Raymond- Strachan clam swimming contest.
Both skippers denied it at once, although admitting that
they liked clams and that clams had been served that
day on board the Scotian. They went even as far as to
admit that the clams were of the soft or eastern variety
and not the hard shell or little neck breed found further
west in Long Island Sound and adjacent waters.

The race of July 8th from Block Island to New
London was the first with started Sheets since the fleet
left Mattapoisett, a light southeaster wafting the yachts
up Block Island Sound at fair speed and a strong flood
tide sending them through the race at a 6-knot gait.

It was Mistral's day, for not only did Mr. Mallory
work the black sloop into a nice place at the start, but
he picked up the strongest part of the flood tide up the
Sound and slipped around Race Rock with the race
clinched. Rowdy and Zilph had a lively fight for second
place, the former winning by 13 seconds. The rest of the
fleet trailed, but all hands were at anchor off the Griswold
early in the afternoon.

bedes De refiFerere til THI

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August

THE«»tt

RUDDER

41

That evening in the well remembered Grill Room of
the hotel, Captain Raymond of Pampero endeavored to
revive his chorus of 1914 when Abbott Brush and Richard
Monks held down the positions of first and second bass
singers. Frank Strachan refused to be a substitute for
the Indian Harbor yachtsmen and both Mr. Duell and
Mr. Mallory declared that while they might hold a wheel
they could not hold a note, so Choirmaster Raymond post-
poned the concert until the New York Cruise ot 1921".

The run on July 9th up the Sound to New Haven
was more or less of a drifting match, and might not have
been finished at all but for the strong tide astern. Rowdy
scored her first win of the week principally through good
work by Captain Duell from the Cornfield to Faulkner's
Island.

By the time that the fleet had reached New Haven
the joint debate on the after deck of Pampero between
Owner Raymond and First Mate Strachan had reached
such a stage that the latter demanded a chance to sail a
race from start to finish, rather than at odd times, so the
Scotian was ordered back to Bristol to bring up the
Strachan forty in time for the race the next day to Smith-
town. The three-masted ketch Lady Mary, owned by.
First Mate Strachan, had joined the fleet at New London
and in the absence of Scotian at Bristol, Commodore
Raymond transferred his white pennant to that yacht.
He also took along three guests whom he had invited
the night before to dine on Scotian that night. Captain
Strachan said he would try to find enough salt horse and
hard tack to supply the Scotian owner and his guests.
The preliminaries were about to be concluded when Cap-
tain Mallory and his afterdeck guard of four Princeton
men came up the gangway and claimed to be in a famished
condition, besides being extremely thirsty. Additional
mess kits were hauled out of Lady Mary's dainty lockers
and all hands were being piped to Chow, when Captain
Duell and four amateur but very hungry tars came over
the side from Rowdy. Captain Strachan made a formal
announcement that stores had been provided only for a
specific period, and that the Lady Mary was not a free
lunch or free dinner resort, especially in view of the
i8th amendment. After several sunset observations had
been taken by all hands and worked but according to
Bowditch, or Dewar, or Haig, Captain Strachan issued
a second ukase to the effect that if those who had reached
the rescue ship would accept what was on board they
might remain. The result was that although four had
been expected and fourteen sat down to the following
dinner was served at 8 bells on the dog watch : Pea soup
with croutons, sirloin of beef, roast potatoes, butter beans,
macaroni, tomato salad with cream cheese, Strachan pud-
ding, the receipt for which is locked up in Lady Mary's
port locker, coffee, etc., etc., etc. The etc.'s were wholly of
medicinal nature and taken upon the advice of the physi-
cian whose services have been enlisted for the season by
the Association of New York Yacht Qub Forty- Footers,
H. S. Duell President. Only members of the Associa-
tion are permitted to obtain medical advice and resultant
prescriptions. It is understood that the Association has a
large waiting list.

Another southeastern blew the fleet across the Sound
on July loth to old Smithtown Bay. Captain Strachan
wanted Oyster Bay as the port but his recommendation
was vetoed by Commodore Sears.

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Koukokusha ni otegami onsashidashi no saiwa dozo RUDDER nite goran no mune onkakisoe negaimasu

Coogle

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August

DURKEE'S

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Catalog amd Prices
Free Upon Request

HYDE WINDLASS CO.
Bath. Maine, U. S. A.

^MISSOURI OIL ENGINES

(OU lo oKoolpm*)

CHEAPEST POWER in the worid. These encines wHI pay f or
I their cost in the first year's run.

WE GUARANTEE that they %^l run on less than ONE gallon of
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SSOS N. 11tliStr««t

Fenders

(Continued from Page 18)

the casing is as full as it is possible to stuff it, the open-
ing is sewed up and the fender completed by splicing
on, through the eye of the grommet, a piece of 5/16-inch
manila line.

In addition to the cork fenders it is a good plan to
have a couple of wooden fenders about 6 feet long
made of 2-inch by 3-inch spruce. These come in handy
when you are lying alongside of a dock whose face has
no sheathing, but which consists merely of the vertical
piles. Here, unless you have very long cork fenders,
which may be suspended horizontally, the ordinary
fender will slip in between the piles and thus give no
benefit whatsoever. But, by rigging the wooden fenders
so as to permit them to rest against two cork fenders
spaced 4 -or 5 feet apart, you are properly protected.
A section of a light spar or even a stout boathook in
emergencies will do the trick satisfactorily. This gear,
when not in use, may be stowed by lashing it up under-
neath the awning.

Anyone who has cruised very much has probably
done his share of cussing when along about midnight
the tide shifts and the dink starts to bang into' you.
You lie awake for a time, hoping that the boats
will drift apart, but finally in desperation you get up out
of your warm, comfortable bunk and either make the
dink fast to the bowsprit, if there is one^; hang a bucket
over the stem of her ; or practice some one of the other
stunts that are generally supposed to do the trick. Then
you turn in again. Just as you are about to doze off,
back she comes, and then there is some more cussing.
If, on the other hand, you had brought the dink along-
side the first time and had made her fast fore and aft,
with some fenders between the boats, you could have
gone back to bed with the assurance that there would
be no further interruption.

Fenders will soon go to pieces if not properly taken
care of. Don't let them hang down into the water, but
if they do get wet, either from this cause or from rain,
dry them thoroughly before you put them away, as
otherwise the canvas will soon start to rot. And finally,
don't start out for a sail with a bunch of fenders trail-
ing alongside. This looks almost as tmshipshape as to
see a boat underway, with the landing steps still in place.

SINGLE-HANDED CRUISERS
Francis B. Cooke, author of several books of rare use to the
Corinthian yachtsman, has written one on "Single-Handed Cruis-
ing," which has been published in London and can be obtained
through the Rudder Publishing Company. Mr. Cooke goes very
thoroughly into his subject, discussing the ^ze and types of
vessels best suited for such cruising, and also discusses the run-
ning gear, equipment, reefing gears, anchors, chains, cabin arrang-
ments, lights, navigating instruments, rules of the road moorings
and care of the sails. These are only a few of the topics touched
on in the book of 177 pages.

In his introduction Mr. Cooke refers to the voyages of Cap-
tain Slocum and Captain Voss and agrees that such voyages must
have been lonely, but he tells of the joys he has experienced
sailing alone on comparatively short passages and the good
company he has usually found ashore after those cruises. Such
cruising is very popular around the British Isles by yachtsmen
there. There are some enthusiasts in these waters and there is
an indication that cruising in small craft will grow much in
popularity in the near future. What Mr. Cooke has to tell is
just as instructive and interesting to the owner of any small boat
as it is to the single-handed cruiser.

Var god aberopa THE RUDDER nar annonsorema tillskrifv^^Q^ i^y

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Resistance and Model Tests

PART yii

On Table 5 I give direct head resistance figures used
when calculating power required to move a vessel by
using these formulae, and below the table I give the for-
mulae and a complete calculation made to determine power
required to drive a 38ox58x26-foot vessel, having a dis-
placement of 8,850 tons, at a speed of 14 knots.

Resistance Table No. 5

H. P.

Hour in

Direct Head

Fiffuree

Value

ReBistance for

ReBiitance

i^!^¥t.

of One

Skin

Friction

KnotB MUm

8q. Ft.

H.P.

20 Ft.

40 Ft.

I I.15

2.85

0.008

....

....

a 2.30

II40
25-67

0.07

....

....

3 346

0.24

107.0

....

4 4.61

45.64

0.56

81.5

5 5.76

71.31

1.09

65.0

....

6 6.91

IQ2.68

1.89

54.1

0.27

0.25

7 8.07

139.76

3.00

46.5

0.38

0.35

8 9.22

182.55

4.48

Sis

40.6

0.49

0.44

9 10.37

231.04

37.7

0.61

0.55

10 11.52

285.23

8.76

32.5

0.73

0.67

II 12.68

345.13

11.66

29.4

0.87

0.80

12 13.83

13 14.98

410.74

15.13

27.2

1. 01

0.94

482.05

19.24

25.1

1.20

I.IO

14 16.14

559.05

24.03

23.2

142

1.25

15 17.29

641.72

29.56

21.7

1.65

1.42

16 18.44

730.20

36.34

2ai

1.90

17 19.59

824.33

43.03

19. 1

2.16

1.78

Note— * Resistance in pounds per square

foot of surface, the

length of which i

s specified.

By dividing direct head resistance

figures

by the H.P. figures

the value of one

H.P. at each speed is ascertained.

Formula for a square- fronted body, like a box or barge
(direct head resistance).

H X A = Power required to overcome direct head
resistance.

H beings the power figures for speed named, taken
from Column 4 of Table 5 ; A being the area of immersed
cross section in square feet.

Formula for a vessel having a shaped bow and stern,
like a vessel. (Oblique resistance.)

H X A X C^ = Power required to overcome
oblique resistance.

H standing for power fixures for speed named, taken
from Column 4 of Table 5 ; A being the area of immersed
cross section (greatest) in square feet; C® being a co-
efficient multiplier.*

Note — * C^ represents reduction in resistance due to
angle of bow and stem lines. This C® was first determined
by dividing extreme breadth on L.W.L. by length of en-
trance lines and squaring result, the formula for determin-
ing C® being

Breadth

=€?

Length of entrance lines

Later, when it was ascertained that greater accuracy
could be obtained by using the angles of entrance lines as
base for determining C^ the formula was changed to
Sine of angle of entrance lines X K = C®

K being a multiplier that varies with a vessel's form.

My investigation of this formula indicates that both K
and C® vary with angles of entrance lines, with speed of
vessel and with vessel's form; and that C^ varies with
speed of a vessel.

I also ascertained that it is possible to plot curves to
accurately indicate value of K for speeds below the limit-
ing economical speed of a vessel.

SANDS

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^•WrpLUMBING

fixtures and Specialties
—The kind youMI appreciate

Pump Closets

Sea Cocks

Lavatories, Sinks

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44

THE««ft

RUDDER

August

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Formula for determining power required to overcome
skin friction is the same for both a square- fronted and a
shaped-body vessel. ,

I X F

X H = Power required to overcome friction.

R

I being immersed surface in square feet ; F being fric-
tional resistance per square foot for length of body (Col.
7) ; R being direct head resistance for speed, taken from
table (Col. 3) ; H being power figures for speed, taken
from table (Col. 4).

I will now illustrate the application of these formula
by calculating power required to drive a certain 380-foot
vessel at a speed of 14 knots. Thd principal elements ot
vessel are:

Length, 380 feet ; breadth, 58 feet ; mean draught, 26
feet; block co-efficient, .600; midship co-efficient, .880;
area midship section, 1,321 square feet; immersed surface
area, 28,994 square feet ; sine of angle of entrance lines,
.234; value of K (ascertained from curve), .492; C
equals .1151 (.234 X 492 = .1151 ; speed, 14 knots; dis-
placement, 9,823 tons.

Power required to overcome oblique resistance at 14
knots :
H X A X C^ — 24.03 X 1321 X .1151 = 3653-68 I.H.P.

Power required to overcome skin friction at 14 knots*:
I X F 28994X1.25

X H X 24.03 =1557.8 H.P.

R 559

Therefore the total power needed for a speed of 14
knots is

Power to overcome oblique resistance 3,653.68

Power required to overcome skin friction 1,557.80

Total power required (I.H.P.) 5,21148

Note- — * On Table 5 the figures are given for only two
lengths of surface and as skin resistance decreises with
length of surface the use of the 40-foot figures for a ves-
sel having a length of 380 feet will give figures somewhat
greater than necessary. The actual power required to
overcome skin friction on surfaces over 100 feet in length
has been determined and for your guidance I give on
Table 5a power per 1,000 square feet of surface for
various lengths and speeds. Using figures taken from this
table the power needed for the 380-foot vessel works out
1,427.95 h.p.

28.994 X 49-25 = 1,427-95 H.P.

Tabu: No. 5a
Skin H.P. per 1,000 Square Feet of Wetted Surface

Speed in
Knots

5
6

7

8

9
10
II
12
13
14
IS
16

17

100

2.83
4.74
7.31
10.70
14.90
20.22
26.25
3360
4115
52.30
63.50
76.25
90.50

200

2.75
4.60
7.10
10.40
1445
19.55
25.45
32.60
40.00

50.75
61.90
74.10
88.00

-Length of
300
— H. P.

2.69
4-55
6.95
10.25
14.20
19.20

24-95
32.00
39.20

49.75
60.50
72.50
86.15

Vessel in Feet-

400
. Required —

2.66

4.50

6.90
10.05
14.00
18.95
24.65
31.90
38.60-
49.00
59.60
71.50
85.00

500

2.63
,4.46
6.81
9.95
13.90
18.80
24.40
3iv40
38.40
48.60
59.30
71.00
8440

600

2.62

440

6.76

9.90

13.82

18.70

24.30

31.10
3&»
4540
58.90
70.50
83.7s

mmmm^^m^^^^m^mmmmm^^m^^a^ (To be Continned) . — > I

En rcpondant aux annonces vcuillcz mentioner THE RUDDEjRjzed by V^TlOOQlC

August

RUDDER

45

Needed Information

Power

Q. — I desire to obtain information on the fundamen-
tals of power, especially on installing marine engines,
with proper horsepower, proper propeller sizes with re-
spect to water-line length and general design of boat. —
W. M. M.

A. — We understand your inquiry to mean that you
desire information that will enable you to accurately de-
termine these things :

(a) The power required to drive all sizes and types
of hulls in which engines are installed.

(b) Information and data that will enable you to
correctly install gasolene and other engines in hulls of all
sizes and types.

(c) Information and data that, when dimensions and
type of hull is known, will enable you to accurately deter-
mine the best diameter blade area, and pitch of propeller
to use.

(a) There is no known formula that when used
alone will enable anyone to calculate the power required
to drive a hull, or the speed at which a certain power will
move a vessel or boat of known dimensions and displace-
ment.

By "alone" we mean that the formulae will not give
accurate results unless the user is competent to and capa-
ble of using the laws of comparison.

When the laws of comparison are properly and intel-
ligently used the formulae will give accurate results, and
power required to drive a vessel or boat of known dimen-
sions and displacement can be ascertained within a very
small margin of absolute accuracy. To enable you to
more clearly understand this I will briefly explain some
of the formulae. The formulae most frequently used are
the ones known as "Admiralty Constants".

The length, breadth, depth, displacement, area of mid-
ship section, and coefficients of new vessel, or boat, being
known and desired speed selected, the I.H.P. required to
drive new vessel at that speed can be ascertained by
making either of these calculations, or if greatest accuracy
is desired the two calculations can be made and average
of results used as the I.H.P. figures.

Speed' X area immersed midship section

Midship performance coefficient

= I.H.P. required for speed named.

The above is the Midship performance formula.

Or this calculation can be made :
Speed' X ^V Displacement^ _ j tt p r j

Displacement performance coefficient ~~
named.

This formula is the Displacement performance for-
mula, and is the one most frequently used.

The first calculation is easier to make than the second
because the second requires that the two-thirds power of
displacement be calculated.

The midship and displacement performance coeffi-
cients varies with each vessel, or boat, and can best be
determined by comparing displacement, shape, and co-
efficients of fineness of new vessel with those of similar
vessels whose performance and coefficients are known,
then by increasing or decreasing the selected similar ves-
sels' coefficients, as the comparison indicates is necessary,
suitable displacement and midship performance coeffi-
cients can be selected for new vessel and the calculation
made.

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46

THE««ft

RUDDER

August

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Without data for comparison the selection of suitable
performance coefficients becomes guesswork and under
these conditions the formulae are useless. To illustrate
this point I will give you a few examples of correct dis-
placement performance coefficients. For a power speed
boat having a displacement of 2.25 tons, a length of 40
feet, and a block coefficient of .360, the displacement per-
formance coefficient for a speed of 30 knots is 230, and
using this coefficient for the calculation it was estimated
that 200 I.H.P. would be required. That speed was at-
tained with 195 I.H.P.

A 55-foot working boat having a breadth of 12 feet,
displacement of 23 tons and block coefficient of .400 re-
quired 40 I.H.P. to drive her at 8.5 knots, the displace-
ment performance coefficient is 127.

For a small power boat 27 by 7 and having a displace-
ment of 3.5 tons and a block coefficient of .300, the dis-
placement performance coefficient for a speed of 7 knots
is 66 and the power required to drive boat at that speed
is 12 I.H.P.

These illustrations will serve to explain the wide range
of coefficients used and the great necessity of avoiding
guessing.

One detail it is important to remember: A selected
performance coefficient is only accurate for the one speed.
Performance coefficients change with each variation of
speed.

The next formula I will refer to is known as Rankin's
augmented surface formula.

The formula is:

Augmented surface X (Speed) * _ t tt p
Coefficient — . . .

The coefficient expresses the number of square feet
of augmented surface which can be driven at i knot
with I I.H.P. It may be termed the coefficient of pro-
pulsion. For a newly-painted steel hull the coefficient
is about 20,000; for less favorable conditions, such as
when vessel is rough or lines are poor, the coefficient will
fall as low as 16,000; and when conditions are extremely
favorable as is the case with yachts and pleasure craft,
it will rise to 22,000 or over.

The term augmented surface needs some explanation.
As used by Professor Rankine it means the immersed
surface of hull, in square feet, multiplied by the coeflS-
cient of augmentation. The coefficient of augmentation
must be calculated for each hull by using this f ormtda :
1+4 (sine of greatest obliquity)*
+ (sine of greatest obliquity)*.

The sine of greatest obliquity being determined for
each vessel by measuring the angles of entrance lines at
a number of evenly spaced water-lines and determining
the mean of the several angles.

The last of the formulae I will explain is seldom used
now, but is one that can be used with a fair d^^ee of
accuracy when speeds are moderate and lines of hull are
of normal shape ; and without it being necessary for the
user to have a thorough understanding of the laws of
resistance and comparison.

This formula is based upon the theory that area of
midship section of a hull furnishes the chief measure of
resistance, each square foot requiring a given force to
move it through the water, the force varying with angle
and length of entrance, and run and speed. It is also
assumed that the area of immersed surface furnishes an-
other measure of resistance that musfj^e included in all

ftUDDBR quando acrivctc Digitized by VnOOQ iC

August

RUDDER

47

power calculations, each square foot of immersed sur-
face requiring a certain power to offset friction of the
water on it, the power varying with length of surface, its
smoothness and with speed of movement.

The resistance that a square-fronted body, like a barge
or box, encounters when moved through water at various
speeds, and the resistance (friction) each square foot of
the immersed surface of a hull encounters, has been cal-
culated many times and the figures published,* therefore,
anyone having a copy of this table can make the calcula-
tions by using this formula, which is in two parts.

The first calculation is made to determine the midship
section resistance. It is

H.P. figures for speed X Coefficient
X Area of midship section
= Power required to overcome midship
section resistance.
The H.P. figures vary with each speed and are set
down on the tables referred to above.

Coefficients for each hull is obtained by dividing the
extreme breadth of hull on water-line by length of en-
trance lines and squaring the result.

The second calculation is made to determine the power
needed to overcome the skin friction. It is

Direct head resistance

Immersed surface X Friction figures
X H.P. figures for speed
= Power required to overcome skin friction.
Direct head resistance, and Friction figures are given

Ved Henyendelser til Annoncerende

on table.* If to the total of the two amounts is added a
proper percentage to cover loss of power due to slippage
of propeller, friction of moving parts of engine and rota-
tion of shaft, the total I.H.P. required to move the ves-
sel, or boat, at the selected speed will be ascertained.

If only approximate results are desired, power and
resistance curves and tables can be used, and if the pre-
parer of the curves and tables has done his work properly
figures obtained from them will be correct within reason-
able limits, providing the fact that each curve and table
is accurate only when used for boats and vessels of t)rpe,
displacements and speeds specified on each table is kept
in mind.

It is our intention to publish a series of these curves
and tables in an early number of The Rudder.

(b) Regarding data on the installation of engines,
this is something that can and should be furnished by
every maker of a marine gas engine. To us, who fre-
quently have opportunities to observe the effect of poor
and improper installation on engine efficiency, it is very
clear that a large percentage of marine gas engines are
delivering to the propeller less than the possible power
owing to defects in installation, and in the majority of
cases these defects could have been avoided had the per-
son who installed the engine known how. It is the power
delivered to the propeller that counts, and there are so
many possible and avoidable Ibsses that can occur be-
tween the engine and propeller that we have many times

♦These tables are given in "Naval Architecture Simplified".

bedes De refferere til THE RUDDER

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RUDDER

August

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wondered why it is that engine builders have not spent
a little money to explain to each and every customer the
causes of loss of power, the proper way to install the
particular engine he buys, and to supply with each engine
carefully prepared plans and written explanations cover-
ing every detail of correct installation. It, is only by
doing this that loss can be avoided. Such plans, and ex-
planations should cover: '

Correct rnethod of constructing engine foundation.
Correct method of aligning the shaft and keeping it in

line.
Correct methods of piping the engine and installing muf-
fler so as to avoid back pressure.
Simple and easily understood rules for correct oiling of
engine shaft bearings and testing them for align-
ment.
We have every reason to believe that over 75% of
marine installations in pleasure craft are defective, the
defects causing an unnecessary loss of power equal to
from 5% to 25%. Surely it is worth while for an engine
builder to help his customers avoid this loss.

(c) Determining the proper diameter of propeller
is another detail about which there is a great deal of un-
necessary guessing by propeller makers.

The correct diameter and size of propeller to use with
a certain size of engine when it is installed in a certain
size of hull can be calculated when the resistance of hull
and power required to drive the vessel, or boat, is known.
In other words, this calculation is so interwoven with the
power and resistance one that, if accuracy is desired, the
propeller dimensions should not be determined until after
resistance, power, and speed data is available.

Knowing the probable speed with a known power,
the required dimensions of propeller can be determined
by making a few short calculations, of which the follow-
ing is a brief description:

To ascertain Propeller pitch :

Knots X 6080 X 100 _ p.

Revolutions X 60 X effective percent

The effective percent is 100 — the assumed apparent
slip.

To ascertain Propeller diameter:

KK

I

I.H.P.

Pitch X Rev

100

-\

= Diameter.

K is a constant which varies with I.H.P. and resist-
ance (speed).

Tables of constants are published in some of the pub-
lications on propellers.

To ascertain total expanded blade area:

CX

I I.H.P. ^
\ Rev.

Total surface.

Koukokusha ni otegaxni onsashidashi no saiwa dozo

C also is a constant which varies with I.H.P. and
revolutions.

We have replied to your questions in as detailed a
manner as possible in a column of this kind, and in such
a manner that we think will enable you and others inter-
ested in these questions to understand the fundamental
principles of determining the power needed to drive a
hull at a desired speed, and the pr(^>eller dimensions
problem.

RUDDER nite goran no mane onkaldsoe negaimasalp

igi izei ^ ^

August

THEs^

49

The Season's Racing Schedule
Power Boat Races

August I— Everett M. B. C.

August 4-^uecn City Y. C.

August 7-8 — Waterway League, Annual Summer Meet, Graves-
end Bay; Vermilion Y. C.

August 10 and following days — British International Cup Races,
Cowes, England ; Delaware River Y. R. A., Cruise to Long
Island Sound.

August I I-I2— Thousand Islands Y. C, Hydroplane Champion-
ship of St. Lawrence River.

August 13— South Jersey Y. R. A., Cruise to Bamegat Bay.

August 14— New York A. C, American P. B. A. Cruiser Cham-
pionship Races; Cleveland Y. C, Scripps Trophy Race,
from Rocky River to Put-in-Bay, iii miles.

August 15 — Queen City Y. C, Cruise to Squamish; Vermilion
Y. C. ; South Shore P. B. C, dead reckoning race.

August 21— Colonial Y. C, New York to Poughkeepsie Race,
130 miles; Wissinoming-Trenton Regatta, Delaware River
Y. R. A.; Hamilton M. B. C, I. P. B. U. Regatta; Edison
Boat Club.

August 22— Everett M. B. C. ; Tamaqua Y. C, Pilsner Cup.

August 28— Wissinoming Y. C. Regatta, Delaware River Yachts-
men's League; New York A. C, Navigation Race; Ocean
City Y. C, Final Races; Fellowcraft Club.

August 29— South Shore Power Boat Club, Offshore Race.

September 2-8 — Toronto M. B. C, Annual Toronto Exposition
Regatta.

September 4— Anchor Y. C, Freitag Trophy, Delaware River
Y. R. A.

September 4-6— Queen City Y. C, Cruise to Chico ; South Shore
Power Boat Club, Race and Cruise.

September s — Riverside B. C, race for Lohr Cup.

September 6-7— Everett M. B. C, Cruis« to Still Park.

September 10-14— Detroit, Mich., Gold Cup Races for A. P. B. A.
Championship of America; Fisher Trophy Races for the
Displacement Boat Championship of America; Silver
Trophy Races for the 730 cubic-inch Piston Displacement
Championship of America.

September 11 — Farragut Sportsmen's Association, Regatta, Dela-
ware Yachtsmen's League.

September 12 — Open Races, Hudson River Y. C, New York,
all classes.

September 18 — Camden Motor Boat Gub, Record Trophies,
Delaware River Y. R. A.

September 19— Ocean Race of the Tamaqua Y. C, Brooklyn, N. Y.

September 25 — Forrest Hill Boat Club, Cruise-Picnic, Delaware
River Y. R. A.

October 9— Fall Regatta of the Columbia Y. C, New York, all
classes.

Sailing Races

August 6-7— Ocean City Y. C, S. J. Y. R A, Sailboat Champion-
ships.

August 7-21 — American Canoe Association Annual Meet, Sugar
Island, St. Lawrence R.

August 7— Huguenot Y. C; Wellington Y. C; Atlantid Y. C;
Seawanhaka- Corinthian Y. C. ; Corinthian Y. C. (Marble-
head), open; Lincoln Park and Jackson Park Y. C.

August 9-10 — Eastern Y. C.

August II — Boston Y. C, Marblehead.

August 13-14 — Corinthian Y. C, Summer Series.

August 14 — New York A. C. ; Gravesend Bay Y. C; Seawan-
haka-Corinthian Y. C.

August 21— Manhasset Bay Y. C. ; Harlem Y. C, Stratford
Shoal Race ; Squantum Y. C. ; Bensonhurst Y. C. ; Sea-
wanhaka-Corinthian Y. C, Eastern Y. C. ; Chicago Y. C,
Waukegan Races.

August 28 — New Rochelle Y. C. Annual ; Winthrop Y. C. ; Marine
and Field Club; Seawanhaka-Corinthian Y. C; Corinthian
Y. C. (Marblehead), open; Lincoln and Jackson Park Y.C.

September 4 — Seawanhaka-Corinthian Y. C, Fall Regatta and
Third Victory Class Inter-Club Championship; Dorchester
Y. C; Crescent A. C; Eastern Y. C; Cliicago Y. C,
Michigan City Race.

September 6 — Larchmont Y. C.^ Fall Regatta and Fourth Victory
Class Inter-Club Championship; Corinthian Y. C. (Mar-
blehead), open ; Sachem's Head Y. C. ; South Boston Y. C. ;
Atlantic Y. C, Carnival; Chicago Y. C. Buoy Race;
Waucoma Y. C.

September 8-10— Detroit Y. C, Taft Cup Races.

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P. O. Box 76 City HaU Station, Now York City
Western Branch — S632-S4 South Morgan St., Chicago

Goblet

Metal Valve
Yacht Pump Closet

MARINE PLUMBING SUPPLIES
GASOLENE TANKS and OTHER SPECIALTIES

WILLIAM H. GOBLET

1 144 Bay Street Rotebank, SUten UUnd, N. Y,

IRHEUMATISMAxoGOU'n

PROMPTLY RELIEVED BY

BLAIR'S
PILLS

in f J sli ■ a ^IM 1 1>^ !

REMEDY. .-P»-

|SAFE&EFFECTIVE50&q

J<!amed Spted
antiotr in

The Power Required to Drive a "Boat ;',/,;[';

NAVAL ARCHITECTURE SIMPLIFIED, Price $5.00
THE RUDDER PUDLISTIIXG CO., 9 Murray Street. New York City

THE PAINT you have used so long, always reliable when properly applied
go years the leader.

Tarr & Wonson's Copper Paint,

for wooden Vessels' bottoms, prevents boring ol
worms, and all marine growth.

Priming coat A. LSCZOnC^ Hniibiiig coat B.

for bottoms of IRON and STEEL Vessels of everf
description, to prevent corrosion and all Marine growth,
THE GREAT SPEED INCREASER.

THEY EXCEL Oi; EVERY POINT

Maanfacturedonlyby TARR & WONSON, Umited*

Beware of Imitations. GLOUCESTER, Maas., U. S. A.

For sale everywhere.

8 Highest Medals.
G(4d. Silver & Bronze.

Var god aberopa THE RUDDER nar annonsorema tillskrifvas

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50

RUDDER

August

September ii — Indian Harbor Y. C; Boston Y. C, at Hull; Sea-
wanhaka-Corinthian Y. C; Corinthian Y. C. (Marble-
head), open; Chicago Y. C, Bennett Cup; Detroit Y. C.

September i8— Sea Cliff Y. C; Corinthian (Marblehead) Y. C,
Commodore's Cup; Seawanhaka-Corinthian Y. C, Chicago
Y. C. Annual. A^H

Measiuinfi; the Yacht

(Continued from Page 22)

The results of Mr. Webb's measurements are as fol-
lows :
Resolute Dimension Shamrock IV

8,775 square feet Sail area 10,450 square feet

106.34 feet Length over all 110.38 feet

74.97 feet Length water-line 75 feet

1.23 feet Quarter breadth length penalty 3.97 feet

76.20 feet Racing length. 78.97 feet

3,650 cubic feet Displacement 3,879 cubic feet

0.00 foot Draught penalty ^.58 foot

83.5 feet Rating measurement 944 feet

Resolute's Allowance — 7 minutes i second.

After these were announced Mr. Nicholson asked
for a re-measurement of the club topsail of Shamrock.
On the first measurement it was found that it exceeded
the 150% of the working topsail and so was re-cut.
The measurement reduced the rating and made the allow-
ance 6 minutes 40 seconds.

«*•

THE CINDERELLAS OF THE FLEET
**The Cinderellas of the Fleet" is the title of a new book
published by the Standard Motor Construction Company. The book
IS written by Lieutenant William Washburn Nutting, U. S. N.
R. F., and is a story of the Submarine Chasers, replete with
stories and photographs by Lieutenants Walter P. Groszman,
Herbert L. Stone, Joseph L. Day, George S. Dole, McLear Jacoby,
George N. Wallace, Henry Bonnell, Maurice P. Shea, Gordon
S. Maxwell and Bewick S. Cawthorne.

Part I is devoted to the British M. L.'s, their origin and
their duties and in succeeding chapters the records made by
those boats at Zeebrugge and Ostend are given fully and show
what an important part these 80-footers played in the world war
and the fight against the submarine.

Part II is devoted to the American Submarine Chasers, the
1 10- footers, and in several chapters the design of these boats,
their equipment and performances abroad are given. The fight
at Otranto by Lieutenant Groszman is a particularly thrilling
chapter. Lieutenant Jacoby tells how it feels to sink a submarine.
There is a chapter devoted to the race home from Bermuda and
still others that give accounts of the patrol fleet off the American
Coast.

These chasers, British and American, were all equipped with
Standard engines. In all 720 M. L.'s were built by the Submarine
Boat Corporation. These boats had two engines each. For the
United States and France 450 of the no- footers were built and
these boats had each three engines so that the total number of
engines built exclusive of those engines used for auxiliary pur-
posed was 2,790. This gives a slight idea of the huge work done
by the Standard Motor Construction Company. "The Cinderellas
of the Fleet'* is interesting from cover to cover. It is very
attractively gotten up and will be treasured by all who are
fortunate enough to obtain a copy.

* * 4(

"SEA SONGS AND CHANTIES"
"Sea Songs and Chanties," collected by W. B. Whall, Master
Mariner, has been published by James Brown & Sons and can be
obtained through the Rudder Publishing Company. The intro-
duction says the romance of the sest is gone and with it are the
sea songs. This is unfortunate, but Mr. Whall in his collection
of chanties and the music has done much to preserve these old
songs, which in a few years without such a book would be for-
gotten. The book is handsomely illustrated with pictures of
famous vessels and to those who collect the pictures of ships of
years ago it is of additional value.

There are pictures of such vessels as the Dreadnought, the
Sir Launcelot, the American frigate Chesapeake, the Port Jackson,
the Red Jacket, and many others.

Please mention THE RUDDER when writing to advei

August

51

WORLD RENOWNED-3 DAY-HIGH GRADE

ASK ANY
USER

-ALL OTHERS ARE COMPARATIVE

»^=*BEST IN THE WORLD-

^fhar and Half Hoorl
'^SiT.^'" \ Clocks, Ship's Bell Clocks, Auto Clocks, &c.

For Use on Steamships, Vessels, Sec, &C*, and
Suitable for Finest Residences, Yachts, Qubs, Automobiles, Motor Boats and

For General Presentation Purposes

BV^On sale by Highest Clf ss' iewelers and Nautical Instrument Dealers In Largest Cities
DealOTS la amaller dtice, not carrying theae fine clocka in atock, can aell many from catalog

Vjnelsea dock Co. «gh6r^aMk$ 10 state St. Boston, Mass.

Many Yachto and dob ar# nsing the 'CHELSEA'* Antomatic Ship's Bell Clock,
operatiog on a special SV2 inch Bell . . . UNIQUE and NAUTICAL.

LOG OF AMORET IN THE BLOCK ISLAND RACE

The starting gun was fired at 1^2:00, the catboat Saxon lead-
ing the fleet across thej line, followed closely by our boat, the
Class P Sloop Amoret, with her owner, Theodore Clark, at the
stick. The yawls Siesta and Feu Follet were close behind, while
the rest of the fleet was strung out. The Amoret slowly pulled
aheact assuming the lead on a course taking her down the north
shore of the Sound. The Feu Follet, Siesta, the New York
30-footer Alera and the Bar Harbor 31-footer Flight followed.
The balance of the fleet, including the famous Nutmeg, much
feared by all contestants, stood over into Hempstead Harbor in
search of a southerly wind, which did not spring up until late in
the afternoon. This error proved to be a serious setback for
these boats.

The yachts which took the north shore found a freshening
breeze and carried it down to Captains Island, where a more
favorable slant permitted them to lay over to Lloyds Neck, with
the exception of the Siesta, which still held to the north shore.
This move was not a wise one, for it was seen that Siesta was
having much the better of it on the north shore. Feu Follet
broke out a large reaching jib, laying a course which carried her
across Stratford Shoal. Amoret held the Long Island shore to
Old Field Point, from where her course was laid down the mid-
dle of the Sound for Plum Gut. Darkness set in about this
time, with Siesta well in the lead on the north shore, followed
closely by Feu Follet. As there was only a little breeze coming
out of the south it was still anybody's race.

From that time on we on the Amoret sailed a race by our-
selves, as we did not sight any of our competitors nor any lights
or shore until we sighted Block Island the next morning. With
nightfall came a haze which later developed into a thick fog,
causing much confusion amon^ the racing yachts. We were
unable to pick up Hortons Pomt or Cornfield Light, although
we passed the latter well within hearing of her siren. Our course
was held for the Gut and we picked up the siren on Orient Point
Light at 3:30 a. m., well on our starboard bow. The wind by
this time had shifted to southeast and held very light and as the
tide was flooding strong through the Gut and the fog was very
dense we were afraid to chance the passage, so we attempted to
crawl along Plum Island and Gull Islands to the Race, so as to
go through there when the tide turned ebb. A heavy back eddy
along the islands prevented this plan from being carried out.

En repondant aux annonces yenillez mentioner THE RUDDER

The flood gradually set us over within hearing of the whistle
on Bartletts Reef Lightship when the breeze freshened, coming
in due east. The tide changing about, then we laid a course
back for Plum Gut and passed through with the first of the ebb,
in a fog so thick that we could see neither the lighthouse in the
Gut or Plum Island. It was clear enough for sailing, however,
for with the siren on our starboard bow and the electric bell on
Plum Island on our port we had nothing to fear. The Siesta
coming through later was not so fortunate and went ashore on
the Plum Island side of the Gut and was out of the race.

Our courses were laid for a beat to windward from Conso-
lation Buoy to Block Island, the first leg being a port tack down
to Fort Pond Bay, where we came about without seeing land or
hearing Shagwong Bell; laying a starboard tack for Cerberus
Shoal Buoy, which loomed up ahead at 10.20 a.m. It was our
intention to hold this course for one and one-half hours so as
to fetch up near Watch Hill. This we figured would give us a
lee bow tide from the Race and enable us upon reaching Watch
Hill to make for the Island with a heavy ebb tide from Fishers
Island Sound to set us down to Block Island.

Unfortunately for us the fog lifted a short time after pass-
ing Cerberus Shoal and we made out the Island, having over-
stood it. We threw caution to the winds and came about, lay-
ing a course dead for West Harbor. A heavy ebb tide was en-
countered, setting us some two miles to leeward. Working back
against the strong tide cost us thirty minutes. We finally passed
in and came to anchor. Alera finished later and came to anchor
alongside, congratulating us upon being the first boat in.

«••

YANK FIRST

Mebleh. the Cleveland Y. C.*s Lipton Cup defender, met her
first defeat in several years, although winning a heat in the final
races for the Class R. title at the Interlake Yachting Association
regatta, and was given third place in the final standings, first
place going to Yank of the Toledo Y. C.

Toledo also captured the honors in Class A, Spider winning
all three heats from a large field. Cricket of the Detroit Y. C.
was awarded the honors in Class Y.

A feature of the final day's racing was a match race between
members of the Royal Canadian Y. C. of Toronto and theEric
Y. C, using 14- foot dinghys. It was won by the Canadiaqj^T^ ^

Digitized by

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THE««ft

RUDDER

August

Boofcs for a Yacbtswan's Library

ADVANCE IN PRICES— 0%Wns to the increased cost of paper* printing and biiid.
ing, we are obliged to advance all our new editions of former $1 boofcs to $1 .25

Budder On Series —

BOAT HAMDLINO, ETC.

On Flags, Their Orisin and Use. B7 A. F. Aldridge

On Navigation Simplifled. B7 McArthar

Handy Jack Book of NaTigation Tables paper

On Sights. By Sheppard

On Yacht Etiquette. By Patterson

Southward In the Roamer. By H. C. Roome

Art and Science of Sailmaking. By S. B. Sadler

Awnings and Tents, Construction and Design. By Ernest Chandler

Boat-Building and Boating. By Beard

Boating Book for Boys

Book of the Motor Boat. By Verrill

Book of the Sail Boat. By Verrill

British and Colonial Flags

Handbook of American Yacht Racing Rules

The Helmsman's Handbook. By B. Heckstall Smith

Kedge Anchor. By Patterson

Knots and Splices. By Capt. Jutsum

Knots, Splices and Rope Work. By B. Verrill

KnoU. By A. P. Aldridge

Know Your Own Ship

Masting and Rigging. By Robert Kipping

Motor Boats and Boat Motors. By V. W. Pag6

Motor Boats, Construction and Operation

Power Boat Handbook. By Capt. Paul Ward

Practical Boat Sailing. By Frazar

Racing Schedule Sheets

Sailing. Bv Knight

Sailing Ships and Their Story. By E. Keble Chatterton

Sails and Sailmaking

Small Boat Sailing. By Knight $2.25 ; by mail

Small Yacht. By R. A. Boardman

The Landsman. By Ensign L. Edson Raff. 1st Bat. NaT. Mil., N . Y.

Yachtsman's Ouide 1920 $1.25; by mail

Yacht Sails. By Patterson

SEAMANSHIP

Fore-and-Aft Seamanship

Jkferchant Marine Manual

Modern Seamanship. By Knight ^8.00; by mail

Notes on Stowage. 0. H. HilTcoat

Practical Seamanship. Todd ft Whall

Reed's Seamanship

Seamanship. By Doane

Tait't New Seamanship. 5th Edition

SIONALLINO

International Signals — A Few Ways to Use the Code

Nautical Telegraph Code. By D. H. Bernard

Night Signals of World's Shipping

Signal Card

Signalling — International Code Signals

Signal Blinder. By D. H. Bernard

90.25
1.25

.75
1.00
1.00
1.00
6.00
5.00
1.50
1.60
1.50
1.50

.60
2.00
4.00
1.00

.75
1.00
1.00
8.00
1.25
4.00
1.25
1.00
1.00

.10
1.00
2.50
1.25
2.50
4.00

.50
1.50
1.00

BOATBTTILDINO
Rudder How to Series —

How to Build and Rig a Cruising Yawl

How to Build a Flattie or Sharpie

How to Build an Ice-Yacht — with Building Plans of a Scooter

How to Build a Knockabout

How to Build a Model Yacht

How to Build a Motor Launch

How to Build a Racer for $50

How to Build a Rowboat

How to Build a Skipjack

How to Build a Small Cruising Power Boat

How to Build a Speed Launch

How to Build a 82 -Foot Cruising Launch. By H. L. Skene..

How to Build V-Bottom Boats

How to Build a Viper

How to Design and Construct a Power Boat

How to Design a Yacht. By O. G. Daris

How to Run a Boat Shop. By Desmond

How to Run and Install a Gasolene Engine. By C. Von Oblin. .

How Sails Are Made and Handled. By C. G. Davis

Boatbuilders* Estimating Pads

Boat Building and Boating. By Beard

Boating Book for Boys

GAS ENGINES
Diesel Engines, Marine and Stationary. By A. H. Goldingham. . .

Elements of Gas Engine Design

Gas Engine Handbook. By Roberts. 7th Edition

Gas Engines. By Lieckfeldt

Gas, Gasolene and Oil Engines. By Gardner D. Hiscox

How to Run and Install a Gasolene Engine. By Von Culin ....

Marine Gas Enjfines. By Clark

Motor Boats, Construction and Operation

Oil Engines. By A. H. Goldingham

Questions and Answers from the Gas Engine

Resistance of Ships and Screw Propulsion

Valves and Valve Gears for Gasolene, Gas and Oil Engines:

Part I. $2.50; Part II,
DESIGNS
Rndder What to Bnlld Series —

Cabin Plan Book $1.00 Racer Book

Cat Book oaper 1 ^^ Schooner Book

Power Cruiser Book.*.. UO Yawl Book paper

ICE-BOATS
How to Build an Ice-Yacht — :with Building Plans of a Scooter

.75
1.00
8.25
8.75
10.00
8.00
1.25
8.00

.25
1.25
1.25

.75
2.25

.50

1.00
1.25

.75
1.00
1.25

.50
1.00
1.25
1.00

.25
1.00
1.00
1.25

.25
2.00
2.00
1.25

.25
2.00
1.25
1.50
1.50

.76
2.00

.85
3.00

.25
2.00
1.25
2.50
•1.60
2.25

2.00

$1.00
1.25
1.00

.75

TAOHT AND NAVAL ABOHITEOTXJBE

Naval Architecture Simplified. By Chas. Desmond 5.00

A Text Book of Laying Off. By Atwood and Cooper 2.25

Elements of Yacht Design. By N. L. Skene 8.00

Handbook of Ship Calculations, Construction and Operation... 6.00

Laying Down ana Taking Off. By Desmond 2.00

Machinery's Handbook 6.00

Manual of Yacht and Boat Sailing and Yacht Architecture. Kemp 18.00

Naval Architects' Pocket Book. By MacKrow 6.00

Naval Architecture. A Manual of Laying-Off. By Watson 12.00

Naval Architecture. By Peabody 7.50

Naval Constructor. By Simpson 5.00

Practical Shipbuilding. By A. C. Holmes. 8d Edition 20.00

Practical Shipfitting. By Shl-Dk 2.00

Practical Ship Proauction. By Carmichael 8.00

Speed and Power of Ships. 2 Vols. By Tavlor 7.50

Tables for Constructing Ships' Lines. By Hogg 1.00

The Power Boat, Its Construction and Design. By Schock 2.00

Theoretical Naval Architecture. By Atwood 3.50

Wooden Shipbuilding. By Desmond 10.00

ELECTRICAL

Dry Batteries. By a Dry Battery Expert 85

Electrical Circuits and Diagrams. By N. H. Schneider 86

Electric Wiring Diagrams and Switchboards. By Newton Harrison 2.50

Electric Bells and Alarms 35

Induction Coils. By P. Marshall 35

Modem Primary Batteries 35

Practical Electrics , . .35

Small Accumulators. By Marshall 35

Study of Electricity. By Schneider M

MODEL TAOHTS

How to Build a Model Yacht 1.25

Building Model Boat's. By P. N. Hasluck 1.00

Machinery for Model Steamers S5

Model Engines and Small Boats. By Hopkins 1.35

Model Sailing Yachts. By Marshall 75

BCARINE ENGINEEEING

Calculus for Engineers. By Larkman

Elements for Mechanism. Bv Schwamb

New Marine Engineers' Guide

Marine Propellers. By Barnaby

Marine Steam Turbine. By J. W. Sothem. 8d Edition.

Manual of Marine Engineering. By Seaton

Mechanics' and Engineers' Pocket Book. ByCharles H. Haswell.
Practical Marine Engineering. By Capt. C. W. Dyson, U. 8. N. . .

NAVIGATION

Navigation Simplified. By McArthur

Lectures of Navigation

American Practical Navigator. Bowditch $2.25; by mail

American Nautical Almanac

Navigation — ^A Short Course. By Hasting

Navigation. By G. L. Hosmer

Modem Navigation. By Hastings

Self Instructor in Navigation

Simple Rules and Problems in Navigation

Elements of Navigation. By Henderson

Epitome of Navigation. By Norie 2 Vols.

Navigation. By Jacoby

Navigators' Pocket Book. By Capt. Howard Patterson

Practical Aid to the Navigator. By Sturdy.

Wrinkles in Practical Navigation. By Lecky . . .
Book of Sights Taken in Actual Practice at Sea.

Brown's Star Atlas

Deviation and Deviascope

Manual on Rules of the Road at Sea

Pocket Course Book Chesapeake Bay

Pocket Course Book Long island Sound

Pocket Course Book New England Waters

Pocket Course Book Portland to Halifax

Pocket Course Book Race Rock to Boston Light

Compass Card

Pngsley's —

Dead Reckoning

Latitude by Meridian Altitude

Guide to the Local Inspectors' Examination — Ocean Going —
Steam and Bail

New York Pilot and Guide to the Local Inspectors' Ex-
amination

Log Book

Multiplication Table

Seaman's Receipt Book

Tides

Handy Jack Book of Navigation Tables paper

Ex-Meridian, Altitude, Azimuth and Star Finding Tables

Tables for Correcting the Observed Altitude, etc. By S. Anflndsen

THE RUDDER

Single Copies, 25c ; Monthly, a Year 2.00

Bound Volumes:

1910, 1911 4.00

1916, 1917, 1918 5.00

1919 6.00

Covers for Binding 1.25

PRICES SUBJECT TO CHANGE

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.75

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.75

3.00

5.00

1.50

15.00

2.50

2.00

2.00

5.00

1.00

2.50

2.00

8.2S

.85

.25

.86

.86

.25

.25

2.25
2.35

2.85

2.25
2.25
1.15

J5
2.25

.75
3.15
1.00

ABOVE PRICES INCLUDE DELIVERY ONLY WITHIN THE UNITED STATES. PURGHASERS IN POREiaN COUNTRIES MUST ADO t« PER OBNT TO AMOUHT

Tooov»o(Liv»v. ^g Rudder PubUshliif Company, 9 Murray St, New York, N.T.

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[ William HL Griffin

CITY ISLAND,

N.Y.

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

/^/^"

^

^

j\ JOHN G. At.nF,N

ij^ Yacht Broker and
l^aX^ Naval Architect

1 V^"^^ ^^® ^**** Street
1 V^^^^ Boston, Ma»i.

Phone Benson hurst 5091

A. H. BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT

Plans, Specifications and Estimates Fornished

For Ail Tjrpes of Vessels

Affiliated

««o/^ ^ A HOWARD B. WHBBLBR.

2280 Cropsey Ave. ship Bonder

Brooklyn, N. Y.

THOMAS D. BOWaS, M.B.

NAVAL ARCHITECT AND BNGINBBR YACHT AND VBSSBL BROKBR

Offices. Lafayette Balldlag Chestaat and Filth Streets

Bell Pboae

PHIL

Cable Borao

^■"^

/I\ri. -

y

§t

/ \\\-\ .

r^

w

1 j^Hti^TRj iM

i

:-f-41WaiartgMiy«^

1 htJir-^

=" — ^ ■ 'T'

fv V - u

^^-s —

NAVAL

FREDBRIO 8, NOOK

ARCHITECT AND YACHT
BAST aMENWIOH. R. 1.

BOTLDER

WILLIAM GARDNER & CO.
Nayal Architects, Engineers, Yacht & Vessel Brokers

VachCs, Launches and Vesseb of All Kinds

No. 1 BROADWAY, NEW YORK

Telephone 3585 Rector

J. MURRAY WATTS CableAdd.'Munrat •

Naval Architect and Cncineer Yacht and Vessel Broker

1 36 South rourth Street

Philadelphia, Pa.

Yacht Sailmakcr]

FREDERICK K. LORD

NAVAL ARCHITECT
Designer of Sail and Motor Boats

T«L 48B» lUwtar 120 BROADWAY* NEW YORK

.^^^i

The *'Hall Mark'' of Nmvml Arehittctur* mnd Mmrint tngineerinz

SEABURY & deZAFRA, Inc.

NAVAL ARCHITECTS & ENGINEERS
VESSEL BROKERAGE INSURANCE

"Built to SEABURY Design and Sfeci/cationt*' adds
to thi VALUE (not the cost) of jour Boat.

150 NASSAU ST.

Phone: Beekman 2804

NEW YORK

Cable: "Seaza." N. Y.

COX & STEVENS

Naval Architects, Engineers, Yacht Brokers

15 WILLIAM STREET, NEW L YORK

C ToUpbonosi 1S7B-1S7e Broad

Complete particalars, plans and photographs promptly submitted on receipt of in*
quiry. State your requirements. Large list of yachts of all types for sale or charter

Designing and Building
of all Types of Power
Boats a Specialtf

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn. v>*0.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Copyriglit 1919. Rex W. Wadman, Inc.

The Finest Row Boats
In The World

SKANEATELESBOAT&CANOEICO., SkaneateK N. Y., U.S. A.

, ^ /Montreal, Main 3352 ^ ., iNavalart, Montreal

Telephones \ New York. Bowling Green 6077 Cables isurreyors. New York

N. E. McClelland & co., Ltd.

NAVAL ARCHITECTS YACHT BROKERS

Montreal New York

286 ST. JAMES STREET 2 STONE STREET

Walter E. Pommer, Sect

Specialty— Wood and Steel
Commercial Vessels

324 BRUMDER BUILDING
MILWAUKEE, WISS.

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RUDDER

August

THE RUDDER STATIONS

bine Souare
Red Border

All letters aad packagei fcnt to Stitioni mutt be (ally pre«
paid, and the Captains of the Stations will not be respoatlble
lor anfthing entrusted to their care, excepting so far as to
talce charge of it and protect it from damage and malce sare
of delivery to the right person. Package* and letters should
be addressed care of the Station Captain, giving his name
and address.
Station Captains wfeose names are followed by P. are pilots.

and can be engaged to take yachts through the waters upon-

which their stations are situated.

The stations that are established are in good localities.

and will undoubtedly prove useful to our cruising readers.

As fast as we can we will establish others. Those who are

willing to aid us by establishing a station will oblige by

•ending in their names. SIse of Ruddbr Flag (or yachts.

2x2 ft., the center square belnp I'l ft.: the station flag is

4x4 ft., center. 2x2 ft.

STATION CAPTAIN AND POST OFFICE ADDKK88

Albauy. N. Y Albany Yacht Club, Albany. N. Y.

Amity ville. L. I John E. Oliver, P.. Amity ville. N. Y.

Annapolis, Md Walter Clark. Annapolis. Md.

Athens, N. Y Frank Howland. Athens, N. Y.

Atlantic City. N.J C. T. Ford. P.. Atlantic City. N. J .

Augusta, Me W. J. Skeehan & Co.. Augusta. Me.

Bangor. Me Bangor Y. C. Bangor. Me.

Bar Harbor. Me Conners Bros.. Bar Harbor. Me.

Bar Harbor. Me Dirigo Boating Co.. Bar Harbor. Me.

Bayonne. N. J G. Nelson. Ft. W. 34thSt.. Bayonne. N. J.

Bay Shore. L. I Smith W. Weeks. Bay Shore. N. Y.

Beach Haven. N. J T. H. Sherborne. Beach Haven. N. J.

Beaufort. S. C W. T. Wiggin. Beaufort. S. C.

Biloxi. Miss G. G. Westcott. Biloxi. Miss .

Black Rock Harbor W. S. Brandege. Bl'k Rock Harbor.Conn.

Boca Grande. Fla W. L. Lonergan. P., Boca Grande. Fla.

Bradentown. Fla.S Robt. H. Roesch. P.. Bradentown. Fla.

Bridgeport, Conn Bridgeport Motor Co.. Bridgeport. Conn.

Brookhn. Me E. M.Sherman. Brooklin, Me.

BufiFalo, N. Y C. J. Sterling. Reading Wharf, Buflfalo.

Cambridge. Md Geo. R. Navy. Cambridge. Md.

Camden. Me Camden Anchor> Rockland Machine Co.

Camden. N. J Camden Y.C.hd. of ad St.. Camden. N. J.

Campobello. N. B H. M. Merriman. Campobello. N. B.

Canarsie. L. I W. A. Hale. Canarsie. N. Y.

Carrabelle. Fla C. T. Wathen. Carrabelle. Fla.

Charlestown. Md O. B. Boyce. Charlestown. Cecil Co.. Md.

Cocoa. Fla S. F. Travis & Co.. Cocoa. Fla.

College Point. L.I Geo. L. Stelz. College Point. N. Y.

Crescent Beach. Conn F. K. Partric. Crescent Beach. Conn.

Croton*on*Hudson C. H. Osborn. Croton-on-Hudson,N. Y.

Cypress Creek H. A. Thies. Earleigh HghU. P. O.. Anne

Arundel Co.. Md. (R. l5. No. i. Box 8o).

Delanco. N.J Louis D. Steel, Delanco, N. J.

Delaware City. Del Wm. U. Reybold. Delaware City. Del.

Duck Island Light Capt. Jos. Smith. P.. Westbrook. Conn.

Cast Greenwich. Fred. S. Nock, East Greenwich. R. I.

East Moriches. L. I Jacob Miller. East Moriches. N. Y.

Eastport. Me S. L. Wadsworth & Son. Eastport. Me.

Essex (Conomo Point(, Mass W. E. Hall. Essex (Conomo Point). Mass.

Fair Haven. N. J Fair Haven L.&B.Wks.. Fair Haven. N.J.

Fall River. Mass C. P. McClellan. Fall River. Mass.

Falmouth Heights Capt. R. B. Laird. Falmouth H'g'ts. Mass.

Forked River. N.J A. H. Grant. Forked River. N. J.

Fort Myers. Fla Evans & Co.. Fort Myers. Fla.

Fort Pierce. Fla R. R. Gladwin. Fort Pierce. Fla.

Georgetown. S. C W. M. Gross. Georgetown. S. C.

Georgetown. S. C Dr. Herbert M. Hucks. Georgetown. S.C.

Green Island. N. Y Shenandoah Y. C. Green Island. N. Y.

Greenport. L. I W. W. Griffin. Rd. Whf..Greenport.N. Y.

Hampton Roads. Va Hampton Rds. Y. C. Box 865. Norf'k. Va.

Hampton, Va Virginia Yacht Club. Hampton. Va.

Island Heights. N.J Wm. P. Rote. P.. Island Heights. N. J .

Jacksonville. Fla Logan Coal & Supply Co. Ft. of Ocean St.,

Jacksonville, Fla.

Jamaica Bay. L. I E. C. Wood, Oceanus, N. Y.

Juneau. Alaska L^* Magrath. Juneau. Alaska.

Kennebunkport. Me D. H. Heckman, Kennebunkport. Me.

Keyport. N. I T. S. R. Brown Co.. Keyport. N. J.

Key West. Fla Wm. Curry's Sons Co.. 611 Front St.

Lubec. Me Chas. E. Hall. P.. Lubec. Me.

ManhassetBay.L.I Manhasset Bay Y. C. Pt. Wash'n. N. Y.

Manteo. N. C G. W. Tollev. Manteo. N. C.

Marblehead. Mass Stearns & McKay. Marblehead. Mass.

Marshallberg. N. C Sam. Rose. P.. Niarshallberg. N. C.

Martha's Vineyard. Mass L. Norton. Edgar'n Y. C. Edgar'n. Mass.

Mattituck. L. I Harvey Duryee. P.. Mattituck. N. Y.

Maurice River. N. J J. M. Garrison. P., Maurice River. N. J.

Melbourne. Fla S. M. Martin. P^ Melbourne. Fla.

Middletown. Conn Middletown Y. C. Middletown. Conn.

Morris Cove Hotel Shoreham. New Haven. Conn.

Nantucket. Mass Dr. Benj. Sharp. Nantucket. Mass.

New Bedford. Mass Briggs & Beckman. New Bedford. Mass.

New Castle. Del Wm. H. Becbe. New Castle. Del.

New Harbor. Me S. Tibbitts. New Harbor. Me.

New York. N. Y Rudder Pub. Co.. 9 Murray St.. N. Y.

Newburgh. N. Y S. C. Ougheltree. Newburgh. N. Y.

Newbury port. Mass American Y. C. Newbury port. Mass.

New Hamburgh. N. Y V. L. Carpenter. P..New Hamburgh Y. C.

Newport News. Va Hampton Roads Boat Co., Ft. 36th St.

Noank. Conn Fred. I. Rathbun. Noank. Conn.

North Haven. Me James O. Brown. North Haven. Me.

North Weymouth. Mass Tony S. Veader. North Wevmouth. Mass.

Norwalk. Conn Norwalk Y. C, Norwalk. Conn.

Nyack.N. Y Julius Peterson. Nvack. N. Y.

Ocean City. N. J Herbert C. Smith. Ocean City. N. J.

Ocracoke. N. C H. S. Doxsce. Ocracoke. N. C.

Oxford. Md R. H. Tull. P.. Oxford. Md.

Palatka. Fla H. M. de Montmullin. Palatka. Fla.

Ptlm Beach. Fla Geo. E. Andrews. Palm Beach. Fla.

Pascagoula. Miss E. C. Poitevin, Pascagoula. Miss.

STATION TAPTAIN AND POST OFFICB ADOEKSB

Pass Christian, Miss Lynne Castle. Pass Christian. Mias.

Pawtuxet. R. I Richardson M.S. Co.. Pawtuxet. R. I.

Plymouth. Mass Plymouth Y. C. Plymouth. Mass.

Port Bolivar. Tex Fred Shuman. Bolivar Point Light House

Port JeflPerson. L. I R. N. Wilson. Port J eflPerson. N. Y.

Portland. Me G. D. Thorndike. 29 Portland Pier.

Portsmouth. N. H Robt. R. Lear. P.. Portsmouth. N. H.

Red Bank. N. J Chas. P. Irwin. Red Bank. N. J.

Riverside. R.I Narragansett Bay Yacht Yard. RiTerside

Rockaway Beach. N. Y A. D. Francis. Rockaway Beach. N. Y.

Rockland. Me G. D. Thorndike. Rockland. Me.

Round Pond. Me I.E. Nichols. Round Pond. Me.

Salem. Mass W. G. Remon. Salem. Mass.

Salem. N.J Wm. H. Harris. Salem, N.J.

Sewaren. N. J R. O. Acker. Sewaren. N. J.

Sheepshead Bay. Brooklyn. N. Y..Sheepshead Bay & Rock'y Beach F'y Co.

Shelton. Conn John A. Thomas. Shelton. Conn.

Solomon. Md M. M. Davis. Solomon. Md.

Sorrento, Me P. L. Aiken. Sorrento. Me.

South Duxbury . Merritt Ferrell. South Duxbury , Mass.

South Essex. Mass Wm. E. Hall. P.. South Essex. Mass.

South Freeport. Me L. A. Dixon. P.. South Freeport. Me.

St. Augustine, Fla G. W. Corbett. St. Augustine. Fla.

St. Francis. Fla John E. Harris. St. Francis. Fla.

St. John. N. B Geo. E. Holder. St. John. N. B.. Cmn.

St. Michaels, Md John W. Covington. St. Michaels. Md.

Stonmgton.Conn wm. P. Bindloss. Stonington, Conn.

Stuart. Fla Stanley Kitching. P.. Stuart. Fla.

Tampa. Fla C. E. Douglas. 14a W. loth Ave.. Tampa.

Tampa. Fla Florida Gas Eng. & Supply Co.. Tampa.

Tarry town. N. Y Tarry town Yacht Club. Tarry town. N. Y.

Thimble Islands Stony Creek. Conn.

Thunderbolt. Ga W. M. Kidwell. Thunderbolt. Ga.

Titusville. Fla M. L. von Koppelow. Titusville. Fla.

Titusville. Fla Wm. F. Green. Titusville. Fla.

Town Point, on the Elk River. Md.Geo.W. Bakeoven, Chesapeake City. Md.

Trenton. N. J Trenton Y. C. Trenton, N. J.

Vineyard Haven. Mass L. L. Aldricb. Vineyard HaTen. Mast.

Walton. Fla W. H. Harris. Walton. Fla.

Wanchese. N. C E. R. Daniels. Wanchese. N. C.

Washington. D. C Corinthian Y. C. Washington. D. C.

Watervleit. N. Y D. F. La Belle. Watervleit. N. Y.

West Mystic. Conn T. A. McCreery. West Mystic. Conn.

West Palm Beach. I<*la C. D. Blakeslee. West Palm Beach, Fla.

West Philadelphia . Pa U. H. Ellison. Penrose Ferry Bridge.

Wethersfteld. Conn T. W. Hannum. Wethersfield. Conn.

Wilmington. N. C CD. Maffitt. 105 N. Water St.. Wilmia'a

Wiscasset. Me F. F. Pendleton. Wiscasset. Me.

Wissinoming. Pa Alacia Y. C. Wissinoming. Pa.

INLA.ND 'WJLTE,WtS

Burlington. Vt Lake Champlain Y. C. Burlington. Vt.

Charlevoix. Mich R. A. Ranger. Charlevoix. Mich.

Chaumont. N. Y Crescent Y. C. Chaumont. N. Y.

Cincinnati. Ohio R. D. Gates. 50a W. oth St.. Cincinnati. O.

Cleveland. Ohio Motor Boat & Supply Co.. Ft. E. 9tli St..

Duluth. Minn J. H. Trux. Duluth. Minn. [CleT..O.j

Fort William. Ont.... C. E. Coombes. care of Custom House.

ZIHZ ■■ Fort William. Ont.. Canada

Greenville. Mich C. T. Wright Eng. Co.. Greenville. Mich.

Harbor Springs John Lamb. Harbor Springs. Mich.

Isle La Motte. Vt W. Carrol Twombley. Isle La Motte. Vt.

Isle Roy ale. Mich W. H. Singer. Isle Royale. Mich.

Ithaca, N. Y Wm. Jarvis. Ithaca. N. Y.

Lake Champlain I. C. StafTord. Essex N. Y.

Lake Champlain H. P. Smith. Westport. N. Y.

LakeMemphreroagog G. H. Newland. Eagle Point, Vt.

Lake View House W.J. Samson. Lake View House. Vt.

Little Current. Ont Byron H. Turner. Water St. Wharf. Ont.

Manistee. Mich H. L. Harley , Manistee, Mich.

Milwaukee, Wis H. K. Martin, Milwaukee. Wis.

Muskegon, Mich Ginman Boat Co.. Muskegon. Mich.

Newport. Vt C. H. Newland. Newport. Vt.

North Bend. Ore Coos Bay M. B. C. I. B. Bartle. Capt.

Ogdensburg. N. Y C. R. Flos. Ogdensburg. St. Law. R.. N. Y.

OlcottBeach.Lake Ontario. N.Y..F. W. Teal. Olcott Beach. Lake Ontario

Oneida Lake. N. Y Hotel St. Charles. Sylvan Beach. N.Y.

Oswego. N. Y John S. Parsons. Oswego. N. Y.

Peoria. Ill Central Motor Boat Co.. Peoria. IlL

Plattsburg. N. Y Dock & Coal Co.. Plattsburg. N. Y.

Portage Lake. Mich Oulkama Sail. Club. Portage Lake. Mich.

Port Huron. Mich Liscom Bros.. Port Huron. Mich.

Rondeau Harbor W. R. Fellows. Jr.. P.. Blenheim. Ont.

SaultSte. Marie Kibby & Shields. Sault Ste. Marie. Mich.

Seneca Lake. N. Y F. B. Weller. Watkins. N. Y.

Sheboygan. Wis Arthur G. Friese. Sheboygan. Wis.

South Haven, Mich L. W. Hewbre. South Haven. Mich.

Syracuse. N. Y Severe Dorion, 8 Malcolm Blk.. Syracuse

Union Springs. N.Y ....J. F. Wood worth, Union Springs. N. Y.

Whitehall. N.Y E. P. Man ville. Whitehall. N. Y.

Eagle Harbor. Wash Nuf ent & De Chanaud. Winslow. Wash.

Eureka. Cal H.Lund, Eureka. Cal.

Los Angeles, Cal Marine Equipment Co.. Inc.. Los Angeles

Marshfield. Ore Coos Bay Oil & Supply Co.. Marsh£eld

PortAlbcrni. B. C Stone & Blandy. Port Albemi. B. C.

Port Townsend. Wash A. M. Walker, iiao Garfield St., Pt.Tow'd

Portland. Ore Oregon Yacht Club. Portland .Ore.

Regina. Sask Regina Boat Club. Regina. Sask.

San Francisco. Cal Lewis Q. Haven. 7s Beale St.. San Fran.

Silton. Sask W. H. Lier. Silton. Sask.

Tacoma. Wash A. Foss. Foss Boathouse. Tacoma. Wash.

Tacoma. Wash A. Foss. Foss' Salm. Bch.. Tacoma. Wash.

Thetis Island. R. C G. LI. Wood. Thetis Island. B. C.

Vancouver. R. C Chas. O. Julian. Vancouver. B. C^ Can

Digitized by VjOOQIC

August

55

3HI

KNOTS

AN ILLUSIKATED BOOK ON MARUNSPIKE SEAMANSHIP
Compiled and EdiUd by A. F. AUDRIDGE

From AmeriiiAxi and Btiiiih NavkI PuUiuljaDa
ftod other fouj<:ei

h has iliustrationa of How to Tic or Faslen 200 KnoH.

Chapters on Rope and its Care, Knots, Tics, Bends, Hitches,

Splices (rope and steel). Mat Makings Hammock Neitiiigt

Fenders and on the Practical Uses of the Knots.

De^cAHid to iKe m^ of the V. S. N^vy. \he NatbI Rei«r^, (he U. 5. Jwuor
Navtl BwiY^, U. 5. NiubuJ Sehocii lad tbs U. S. Pawtf SqukItcq

P/^Cc <^ / . 00 Boanti in B!ae Oaih

THE RUDDER PUBLISHING CO.. 9 Murray St.. N^w York Gty

SEAMANSHIP

BY EUGENE DOANE

IN this book the author assumes the reader has never been
in service, and proceeds to explain every detail of Sea-
manship.

He gives all the terms used on shipboard and vfhy ihe
terms are used. Shows how to avoid errors » and carefully
enunieratcs the duties ci seamen.

Starting at the gangway he takes you step by step through
the whole routine uf Seamanship, showing the use ol various
sea et.|tjipment on a modern vessel.

He tells how to distinguish a ship by its rig^ and various
types of merchantmen and war ships, when at sea,

r//E AfOSr USEFUL H^ORK fN PKfNt

Price Si -25
THE RUDDER PUBLISHING COMPANY

9 Mnrray Street New "^ork City, U. S. A

Blue Prints of
Celebrated Vessels

Square and Fore and Aft Rigged,
Merchant Vessels, Yachts, Fishermen,
Old-time Wooden War Ships, Etc.

LIST OF VESSELS

Ship "Flyinf Clond," Am. wooden clipper
Ship "Thermopylae/* Engliih Clipper^
Ship "Benj. F. Pack«rd/

Lines
Sail plan
Lanes
Approx. Sail plan
Am. wooden Approx. lines
Sail plan
Detail of rif and square sails
Ship English Iron of aboat 1903 Lines

Sail plan
Four masted bark, "Kenilworth" Enf. SteeL

Approx. lines
Sail plan
Four masted bark, "Shenandoah" Am. wooden,

Approx. lines
Sail plan
Four masted bark, "Dirigo," American steel
Three masted bark, "Kaiulani," Amer. steel
Three masted bark, "Tillie Baker" American

wooden
Bnrkentioe, "Uannie Swan" wooden
Brig, "BupMe" DaiiiAh, wooden
Bri tan title, "Curju^fto" Nora Scotia, wood
BrifaDtin?, "Galilee"
Topsail Schooner ^'Atrato"
Thri3«] mAit^il 3caoaii€r
Pour masted Schopner
Vive misted Schaoner

Sail plan
Sail plan

Sail plan
Sail plan
Sail plan

Bail plan

Lines and Sail plan
Sail plan
Sail plan
Sail plan
Lini

Two masted Schooner, old North River Brick

Typical Knockabout Fishing Schooner

Typical Fishing Schooner

Schooner, "John Feenej" Fulton Market

Schooner Yacht, "America" 1851

Schooner Yacht "Montauk" Centreboard
Sloop, Old Hudson River Type

New Bedford Whaler 8 drawings % in.
Sloop, Dutch Yacht

Ll

Sail plan

Lines
Sail plan

Lines
flail plan

Lines
flail plan

Lines
Ssil plsn

Seals Price
% in. «8.00
" 8.00
" 8.00
" 8.00
" 8.00
" 8.00
" 8.00
" 8.00
•• 8.00

8.00
8.00

8.00
8.00
8.00
8.00

8.00
8;00
8.00
8.00
S.00
8.00
8.00
8.00
8.00
8.00
8.00
8.00
8.00
8.00
8.00
8.00
8.00
8.00

%

8A6

Lines 2% -10 ft. 8.00

flail plan
Lines
Lines

Sail plan

Vi

8/16

8.00
8.00
8.00
8.00
5.00
8.00
8.00
8.00
8.00
3.00
8.00
8.00
3.00
8.00
8.00
8.00

Lines
Sail plan

Sloop, New York Sailing Lighter Sail plan and Lines

Sloop "Columbia" cup defenaer Approx. Lines

Sail plan

Schooner, New York Pilot boat Lines, 2 drawings

Sail plan

English 8 decker, "Royal Sovereign" 1687 Lines

Sail plan

English 8 decker "Victory" Nelson's Lines

Sail plan

"Hartford" Farragut's Steam Sloop of War 1864

Sail plan and lines " 4.00

American Frigate, "Constitution" Lines " 8.00

SaU pUn " 4.00

English Frigate of 1812. "Macedonian" Lines " 8.00

Sloop of War. old New York School Ship "St. Mary's"

Lines " 8.00
SaU plan " 8.00

East Indiaman, Eng., about 1785 Lines " 8.00

Sail plan " 3.00

"Half Moon" Hudson's Ship, lines, deck plans, stern,

rigging, ^ longitudinal section, 5 plans ^ set 10.00

"Santa Maria" Columbus^ ship Lines 1 metre-
Sail plan % set 6.00

"Aileen" Converted Steam Yacht of Brooklyn Naval

Reserve, profile above water line ^ 8.00

Ocean going tug Approximate lines and rigging plan 8/16 8.00

Ounard Liner. ''Lucania" Lines and rigging 1/16 8.00

White Star Liner "Oceanic" •• ^^ 8.00

Barge Lighter Plans to scale

Steam Trawler, English Iron " "

Whaleboat, New Bedford Type

Dory, Gloucester, 20 ft.

Jjife Boat. Standard Ships to seals

Bugeye. Chesapeake Bay Type lines and sail plan to scale

Chine&B Sampan Lines j " " "

I and sail plan, from model

8.00
8.00
8.00
8.00
8.00
8.00
8.00

The Rudder Publishing Go.

9 Murray Street New York

Digitized by

Google

56

August

CRUISER CHAMPIONSHIP
On Saturday, August 14th, 1920, the New York Athletic Club
will run a race for the Cruiser Championship of America. The
race will be run under the sanction and rules of the American
Power-Boat Association, all sailing in one class. Open to
cruisers as defined by Rule VI, Division i, of less than 45 and
more than 30- ft. l.w.l. owned by a member of a club enrolled
in the American Power-Boat Association. There is a large
entry list and a splendid race is expected. Visiting yachtsmen
will be entertained by the United States Power Squadron, and
to cooperate with the N. Y. A. C., the Huguenot Y. C. turned
ov€r the clubhouse and grounds, where all visitors will be wel-
comed by the United States Power Squadron. Entry blanks
and further particulars may be secured from E. H. Tucker,
95 William Street, New York City.

USED ON SHAMROCK IV

One of the most unique and new features of Shamrock IV
was the installation of a "Speedometer" — we refer to the Sal-
log. It is claimed, and properly so, that a series of careful trials
has shown that a boat fitted with the Sal-speedometer will almost
invariably be able to beat a boat that was previously considered •
its superior.

Briefly, this log registers the speed of the ship. The effect
of the lightest alteration in the position of the sails can be de-
tected immediately and the most suitable position for the mov-
able ballast can be determined with equal facility. This equip-
ment is of equal advantage to power-boat racers and a modified
unit„ provided with speed as well as traveled-distance readings
for any number of places, is made for the big ocean liners. The
Japanese Navy has adopted the larger units as part of their
standard equipment, so it is, evident that the Sal-log possesses
merit of more than passing interest. The illustration is of the
smaller type installed on yachts and power boats.

The principle of the apparatus is exceedingly simple and the
readings are obtained from the different pressures exerted by
water on a thin metallic membrane at different speeds of the
boat. In the illustration below showing a Sal-speedometer
mounted on a sail or power boat, is a Pitot seacock fitted with
removable Pitot tube having a small apperture in its forward
face. When the boat is in motion, water exerts a pressure in
the Pitot tube and on to a membrane mounted in the speed-
ometer. This pressure causes a slight movement of the mem-
brane directly proportional to the sped of the boat. The move-
ments of the membrane are transferred by means of suitable
arrangements to a hand working round a graduated dial, the
graduations being arranged so as to give a direct reading of
the speed of the boat in knots.

In order to make the apparatus independent of the list and
draught of the boat, and also independent of temperature, the
column of water on the Pitot side of the membrane is balanced
by a corresponding column of water on the Static side.

Both the Static and Pitot sides of the instrument are filled

with water before use by means of a few strokes with the small
pump; at the same time this ensures the expulsion of all air from
the apparatus.

The readings of the Sal-log are extremely accurate and it
may be regarded as a precision instrument of the highest class.
The advantages of an instrument such as we have just described
are at once apparent to every sailor, but there are one or two
special cases which are worthy of a more detailed consideration.

The log will immediately indicate the slightest change, and
he is thus able to apply his remedies in time for them to be
effective.

From the point of view of the power-boat owner, gasolene
consumption is undoubtedly a primary consideration and this can
very often be considerably reduced with the aid of a Sal-log by
determining the most economical speed for the boat. At a recent

3. *0JU5THCllT

5- STATIC Pipe

Bitot PI P€
ijq^lHJMSE PIPE
ft^ •TOT SCA COCK
STATIC SCA COCK

.lft*iTOT TUBE

trial on a power boat fitted with the Sal-log it was found that
a 10% decrease in the speed caused a 30% decrease in gasolene
consumption — a fact previously unsuspected.

It is a very common error to assume that maximum engine
speed, noise and violent vibration indicate maximum speed of the
boat. The log shows that in many cases the boat gives its
maximum speed with the engine running quietly, and beyond
a certain point any increase in the speed of the engine has a
merely negative effect. Any waste of gasolene in this direction
can be immediately detected with the aid of a Sal-log.

There are also several small influences which affect the speed
of a boat, but with the aid of a Sal-log installation it is quite
easy to discover that set of conditions which will give maximum
speed.

FLAGS

By A. F. ALDRIDGE

Tells a wonderfully interefting ttory of fliei.
their on'cin ind uses, when, /\»fV# P^r
where and how to .fly them. •*^'»t'» ^»^*'
The Rudder Pub. Co., 9 Murray St., N.Y. City

[ J. W. Lathrop Co. '"^i^: gasolene Engines']

Vat god aberopa THE RUDDER nar annonsorema tillskrifvas /^^ /'^/-^/^l/->

Digitized by VjOOQ IVL

August

THE««ft

RUDDER

57

^^enhen

ICAHLENBERG BROS.

(;Heavy-Duty CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load,
Variable speed instantly obtainable from just

"turning over" to wide open.
Operates on low price fuel oils.
Fuel consumption ,55 lbs, per h,p* per hour.

iritrrS FK^X QUX UTSRATVRS stating rOUR KSQUrREMENTS FULLY

COMPANY^ M&iiuf«cturer«, 170S 12th Street, Two RlYert, Wi*., U, S. A,

No Water Injection
SIZES 60 H.P. UPWARDS

BERGEN -BEACH Y. C. HOLDS RACE
The overcast skies and threats of rain did not deter the
Jamaica Bay yachtsmen who gathered at the club house of the
Bergen Y. C. on July i8th for the combined power and sailing
races. Twenty-five power boats started in the various classes,
while eleven sailing yachts competed in their classes. As the
boats were finishing the storm broke, but too late to interfere
with the sport.

In the race for power cruisers rating under 40 feet, over a
9-mile course, F. Doebeli's Ruthie H was the winner. Thelma
II, W. Klostermier's big open boat, won in her class, as did Mary
James in the canopy-top division. The small open-boat class was
won by Hecla, owned by W. Heathcote.

Mr. Doebeli repeated his win in the power-boat class when
his one-design sloop B. B. No. i, came in first. Lady, Low,
Dart, Scat, Selfish and Girlie II were the other winners in the
sailing classes. # # «

KEEPING DECKS TIGHT

Of all known preparations Kuhls's is admitted by the fore-
most naval architects to be superior to anything else on the
market. H. B. F. Kuhls has made a life study of Elastic Seam
Composition and has produced a wonderful product. It works
where all others fail and will outlast anything else on the mar-
ket Aside from its use in deck seams it can be used to splendid
advantage in window sashes, and absolutely cures leaks and
rattles.

The composition is not affected by heat or cold weather, as
it expands and contracts with all temperature changes, which
ensures watertight joints.

The composition is made in Elastic Seam Composition, Elas-
tic Glazing Composition, and for all other uses on yacht or ship
work. In addition Elastic Gloss White, Flat, Gloss Black, Cop-
per Paints, Boat-Topping, Anti-Foulling, etc.

A circular describing the complete line will be mailed to any-
one interested by H. B. Fred Kuhls, 3d Avenue and 65th Street,
Brooklyn, N. Y.

« « *

NEW DESIGNS AND CONSTRUCTION
The power ship Jayo, recently purchased by Seabury &
deZafra, Inc., for clients in Mexico, has just been delivered at
Vera Cruz and the vessel is now undergoing overhauling pre-
paratory to going into the coastwise trade. The present 120-h.p.
fuel oil engine will shortly be replaced with one of 320 h.p. of
American manufacture and the work will be done at a New
Orleans shipyard. In addition to the above, Messrs. Seabury &
deZafra, Inc., report considerable activity. Among their recent
designs are included ai steel exploring vessel for British inter-
ests, which is now nearing completion in Nova Scotia; two
wooden towboats for logging operations in Manchuria, a fuel-oil
operated light-draught 25-ton lighter for South American service,
and a combined freight and passenger vessel, also for Southern
service. In addition to the above are three yachts, one of 58
feet and one of 62 feet, of the express cruiser type, with accom-
modations for six or eight persons, respectively; and also a
steel 1 50- foot twin-screw fuel-oil-engined yacht for a prominent
member of the New York Y. C, who contemplated building in
the Fall for next season's use.

« « *

NEW ANTI-RUST COMPOUND
The experiment held in New York City was of tremendous
importance to manufacturers and the industrial world at large.

It proved in a simple manner that Stazon is not only a 100%
preventive of rust, but maintains its great protective qualities
even under excessive temperature. The great resistance to heat as
compared with other anti-rnst compounds was the outstanding
feature of the demonstration.

The remarkable experiment was conducted by H. C. Wilson
of the Conversion Products Corporation, who, in conjunction
with W. H. Buell of the same organization, has perfected this
new effective compound. Wilson and Buell are both veteran
metalurgists and recognized leaders in the field of industrial re-
search; Wilson having been prominently identified in the steel
industry for twenty-two years, while Buell was for twelve years
metalurgist for the Winchester Arms Company.

"There are just wo outstanding Stazon features," Wilson
explained. "It prevents rust and is easily removed. That tells
the whole story.

"But it does not begin to tell the vast saving to be effected in
its use. A conservative estimate of the annual waste in the
United States, due to rust of tools and machinery parts, runs
far into the millions. I directed great shipments of ordnance
during the war and can speak with personal experience of the
great number of rifles alone ruined by rust before they ever
reached a soldier.

"In all manufacturing plants where metal parts are exposed
to oxidized fumes there is an appalling waste, due to rust and
corcfsion. A plow on the farm that should last twelve years,
ordinarily lands in the scrap heap at the end of the third year,
ruined by rust. Every automobile factory suffers great annual
loss from rust damage to spare parts, in shipment and in storage.
For marine use when hauled out for winter months it absolutely
protects all metal parts."

CORNFIELD LIGHTSHIP RACE

A welcome change from the weather conditions that have
been interfering with the local long-distance power-boat races
was found for the Eighth Annual Cornfield Lightship Race of
the Colonial Y. C.

The course led from the clubhouse at 138th Street down the
Hudson River to the Battery, and thence up the East River
through Hell Gate and the western part of the Sound to Corn-
field Light and then return over the same course, a total of 210
miles. A variety of navigational difficulties are to be found in
this course.

Only three boats came to the line for the start, and they all
finished without mechanical troubles of any sort. An interesting
feature was that all entries had Palmer engines. Commodore
Coyle of the New York Motor Boat^Club won the first prize,
the magnificent Hunt Trophy, with his Buccaneer. Big Chief of
the Colonial Club, and Blue Bell of the same club, were the
runners up. The* winner only had a margin of two minutes'
corrected time over Captain Nossing*s boat. The second boat
was navigated by J. B. Lindeman, who may be remembered as
the owner of Snap Shot, the smallest boat in the Halifax Race
several years ago. Blue Bell was navigated by D. Crow, while
the winner had Frank Gardner as navigator.

International
Signals i'h

A handy pocket edition, showing a few ways in

which the Ititernational Code J^^ir0 P^r

uaed.with all the Code Flaga in Colors and -' JlLC^^i,

their meaning. The Rudder Pub. Co.. 9 Murray St.. N.Y. City

Please mention THE RUDDER when writing to advertisers

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THE*^

RUDDEP

The Allen Dense-Air Ice Machine

It is placed in th« •ngiiM rocHn, whOe the ice-maldiig bon uhI meat room
are at distant places of the steamer

Steam Yachts— Atalanta,Constant, Riviera^ Emelinc,
Apache, Electra, Nourmahal^ Josephine. Virginia ^
Thespia, Dorothea, Alcedo, Enterprise, Feiicra,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Rhcclair, Aztec, Rambler,
Surf, Sultana, Emrose, Guinevere, Cyprus. Nearly
three hundred in daily service in the tropics on
men-«t)f-war, steam yachts and mercantile steamers.

H. B. ROELKER

Designer and Manufacturer Screw Fropellert

41 MAIDEN LANE, N. Y.

ROPES THAT ARE NOT ROPES

Ask a landsman, as he stands on deck, how many ropes are
used upon a full-rigged ship.

He will probably gaze aloft at what appears to him to be a
tangled mass of rigging and then survey you with wonderment.

But the old sailor will laugh when you ask him the question,
and tell you that the ropes in use can be counted upon the fin-
gers of his two hands. The explanation is very simple, for the
vast amount of cordage in use aboard ship is hardly ever called
rope. There are sheets, braces, falls, halliards, lifts, tackles,
beckets, gaskets, and so on, but the number of ropes is very
limited. Briefly enumerated, they include the tiller and wheel
ropes, the footropes attached to the yards to stand upon while
handling sail, the hookrope, a line to which a hook is made fast,
and the boltropes, which form a part of the sails. There are a
few other minor ropes of not much importance, such as the
bucket rope, which is often called by its other name, the lanyard.

It really seems as though Jack went out of his way to find
names which would not confiict. For it is the same in regard to
the name, lines.

They are also few in number, though somewhat more numer-
ous than their brothers, the ropes. Listed among them are mar-
line and amberline, small stuff used for serving rigging, the
clewline, buntline and gantline for use aloft in handling sail,
and the ratline used in goinp^ aloft. The logline, leadline, life-
line, handline and heaving hne need not be described, as their
names are very well known to everyone.

The towing and mooring hawsers are all called lines and
finally we have the bowline, that name so dear to all who write
of or are interested in the sea. This name is more often applied
to the knot, rather than to the rope.

The old salt may know a few more lines, so if you happen
to hear of a ship carrying a large amount of rope, don't jump
at the conclusion that it is her rigging, for the only time that
a ship carries any large amount of "rope" is when she has it
below deck as cargo.

* * «

FRISBIE AGENTS
The Frisbie Motor Company announces another member of
the already large and rapidly growing ''Friendly Family," in the
St. Lawrence River Motor & Machine Company of Clayton,
N. Y. That concern will handle Frisbie valve-in-head motors
through the Thousand Island Territory, and will be in a position

to render through their shop and sales facilities proper serine*
to all owners of Frisbie motors in their locality, and to all coQ-
templating the purchase of them.

+ ♦ *

STANDARDIZING MODEL YACHTS

In the past year development in the making of sailing model
yachts has produced the necessity of standardizing, so that the
different types and sizes of the models and parts might be r<y
duced to a minimum. This tends to lower costs, so that while
labor and lumber have trebkd, "Richards' made'* models show
very little upward trend as to cost, while still retaining their
uniform skilled workmanship.

The new *'Richards' made" construction sets will be fur-
nished in i8, 22, 26 and 30-inch over all length from the lines of
the famous N. Y. Y, C, one-design class boats and wiU include
blue prints, instructions, partially finished hull and every coa-
ceivable part necessary for the successful building of a succesi-
ful sailing model This type may be had also in the '*Richard$'
made" sawed to shape hull, with blue print to complete, for those
desiring to do most of ihe work themselves.

The 36-inch over all Vanitie type "Richards' made" coa-
struction sets will include blue prints, instructions, a partially
finished hull and every other part required to complete a fast
sailing model of the racing type, suitable for entry under racmg
rules similar to those of the Central Park Model Y. C.'s Alpha.

"Richards' made" power boats of a husky, flare-bow cruismg
type, in complete construction sets are also now available md
allow the model maker several ways of finishing the work, sudi
as a set of parts to build up the motor for electric drive, or the
completed motor; castings for steam engine (one or two*
cylinder), and all parts necessary for the completion of boiter
and blow torch. No finished engines, boilers or blow lamps.

Nothing will be made to order, except upon special arrange-
ment, and no finished hoats will be built except from tb^sc
standard sets. No fittings will be made other than those sup-
plied as regular equipment for sets These fittings, together with
finished sails and lead keel castings for any of the standard boat
models, may be had separately.

A photo of the type you arc interested in will be mailed
upon request pending the printing of new circular, Addresi
William Richards, 747 Tremont Avenue, New York City. A
showroom is incorporated with the new shop so that you may see
the work and a cordial invitation is extended to all interested to
visit his little exhibit when in New York.

II

BILGE PUMP

la. 1. M Brass, tL h. 2, "giy 88.

Fog and Ships' BeOs
for all size crafts

Jingle Belk, Pulls, GongSy
Cranks, etc

BCVIN BROS. MTG. CO.
Eart ttamptofi Coniiecliciil

tt'IiflMlF

En repondant aux annonces veuillez mentioner THE RUDDER

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"Ct>!*y Cave on Kpuytim Uuyfll Cttek, Right In the CSty of New York

PRI

PIECE WORK

TO THE REAL WORKER it means a Fat Pay Envelope Every
Saturday at the Submarine Boat Corporation. Especially for good

RIVETING GANGS

RIVETERS

HOLDERS-ON

BOLTERS-UP

HEATERS

PASSERS

The fairest basis of reward for labor is piece work. Production on an hourly basis
treats the conscientious worker and the slacker alike. But piece work renders a just
discrimination.

The day rate set by the Wage Adjustment Board states that riveters should receive
80 cents per hour, holders-on 60 cents, bolters-up 58 cents, etc. Our piece workers in
these departments average from 15 to 20% higher. The piece work pay is what; you
make it.

INSURE YOUR EARNING ABILITY BY LEARNING A TRADE

The Training Department of Submarine Boat Corporation at Newark Bay Ship-
yard offers a splendid opportunity to a large number of semi-skilled or unskilled men
who are ambitious and anxious to learn a ship trade. The applicants desired should
be between 18 and 40 years of age and weighing 140 to 175 pounds.

GOOD PAY WHILE LEARNING $.46 to $.56 per Hour

OPENINGS FOR APPRENTICE

BOLTERS-UP REAMERS SHIPFITTERS

HOLDERS-ON PAINTERS GHIPPERS AND CAULKERS

ELECTRIC WELDERS PIPEFITTERS

RIVET HEATERS AND OTHER TRADES

Men who enter our Training Department are trained on real jobs under our Berth
System, and when they prove competent are placed on production berth work, with
every opportunity to earn big wages. In this Shipyard the standard of the workers
must be on a par with the standard of the ships we build, for the quality of our product
depends upon the quality of the producer. Write for booklet descriptive of the Train-
ing Department.

TRAIN SCHEDULE TO SHIPYARD

NEW YORK, N. Y.— Liberty Street,

Jersey Central Railroad:

Leave 6:30 a. m. and 7:53 a. m.
ELIZABETH, N. J.— EUzabeth Station,
Jersey Central Railroad:
Leave 6:47 a. m.
ELIZABETHPORT, N. J.—

Jersey Central Railroad:
Leave 6:55 a. m.
BAYONNE, N. J.— Ferry, foot 25th Street:

Leave 7:00 a. m. and 8:00 a. m.

JERSEY CITY, N. J.— Jackson Avenue,
Jersey Central Railroad:

Leave 6:51 a. m. and 8:10 a. m.

NEWARK, N. J.— Broad Street,

Jersey Central Railroad:

Leave 6:55 a. m. and 6:10 a. m.

Also Bus and Trolley Service from
the heart of Newark direct to plant.

C!ome to Employment Office:

SUBMARINE BOAT CORPORATION

Newark Bay Shipyard Port Newark, N. J.

CoogH

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Published on the
24th of the Month

RUDDER

Edited by
Arthur P. Aldridge

Engines

and

Accessories

Copyright 1920. by The Rudder Publishing Co., New York. NOTICE— Th* contents of this magaxim, including mil artitUs, illustrmtions^ plans and dtsigns, art eovtrtd by
copyright, and their reproduction is absolutely forbidden without the consent and permission of THE R UDDER PUBLISHING COMPAN 7.

Commercial Boats

Yachts

and

and

Equipment

Yachting

Volume XXXVI

September, 1920

No. 9

Miss America Wins British Trophy

MISS AMERICA — most appropriately named — won
the British International Trophy and that pnzt
will come to this country to be raced for here. Garfield
A. Wood, the Detroit enthusiast, is the owner of the suc-
cessful speed boat and to him must be given all credit
for having captured the prize which stands for the world
championship of power boats. Mr. Wood sent two boats
across the Atlantic, Miss America and Miss Detroit V,
the latter being entered in the name of his son, Gar.
Wood Jr.

These two were built by the C. C. Smith Boat & Engine
Company at Algonac and are each equipped with two
Grant-Liberty engines. These engines have twelve cylin-
ders, 5 by 7 inches each. They turn i,8oo revolutions a
minute and develop 380 to 450 h.p. each. They weigh
900 lb each or 2 lb per h.p.

Only two races were necessary to complete the series.
Miss America won both races with comparative ease.
Her best speed was in the second race, when she averaged
53.42 nautical miles an hour over the course. The first
lap, which was the only one in which she was let out at
all, she made at the rate of 56.41 nautical miles an hour.

The British defenders made a sorry exhibition. Engine

trouble on the first day marred the contest and on the.
second day they could not be driven fast enough to make
the race close.

The race was a match between England and America.
The French and Spanish boats did not materialize. Eng-
land sent three boats to the line and Miss America and
Miss Detroit represented this country.

Whip-Po'-Will Jr., Commodore A. L. Judson's boat,
which was to have been the third to represent this coun-
try and of which much was expected, caught fire and
was burned on Saturday, August 7th, while running a trial
over the course. This boat was driven by two American-
Bugatti engines and in a trial had shown better than 63
miles an hour. The boat sank in Osborne Bay. George
Reis, James Kneeshaw, helmsman and mechanician of
the boat, and Henry Pohls, designer of the engines, were
on board at the time. They were rescued and suffered
nothing more than a drenching.

Six British boats were entered in the eliminating
trials, which were held over the course on Thursday,
August 4th. Sir Mackay Edgar, whose Maple Leaf IV
won the cup in 1912, had two representatives, Maple
Leaf V and Maple Leaf VI, both having been built by

Miss America, Winner of the BritUh International Trophy in Two Bacei Held Over a Conrie on Oibome Bay, Iile of Wight, England^.^ . .

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September

From Tht Mwr B—U Lvmdt

Maple Leaf V, Eqnipped Witli Four 350-H.P. Sunbeam Engines, BoUt for Sir Mackay Edgar to Defend the Trophy

Saunders. In design these two were practically sister
ships, 39 feet long. Maple Leaf V is equipped with four
Sunbeam engines. Each engine is twelve cylinders 122
mm. bore by 160 mm. stroke. This is approximately 4^
inches by 6% inches. The horsepower of each engine is
350, so that this boat had 1400 h.p. and was by far the
most powerful craft in the race. Maple Leaf VI was
equipped with two Rolls-Royce engines of 350 h.p. each.
Each engine has twelve cylinders, 5J4 by 7^2 inches.
• Tom. Thornycroft entered Miranda V, a 33-foot boat
driven by a Thornycroft twelve-cylinder, 5^ by 7-inch
engines developing 375 h.p.

Two Sunbeam-Despujols boats owned by L. Coatalen
were in the trials. One was 28 feet 7 inches long and
was driven by two Sunbeam engines totalling 700 h.p.
This boat was similar in design but smaller to the one

that made such a good record at Monaco. A new hull
was built in England and, the engines being British, it
was entered through the British Motor Boat Qub. The
other Sunbeam-Despujols was 26 feet long and was dnven
by one Sunbeam engine.

The sixth boat entered in the trials was Tyreless V,
owned by F. Gordon Pratt. This boat is 39 feet 10 inches
long and is fitted with two eighteen-cylinder Green engines
with bore of 142 mm. and a stroke of 178 mm. driving
separate propeller shafts. The total horsepower of these
two engines is about 900.

The two Maple Leafs and Sunbeam-Despujols the
larger were selected to defend the trophy.

The course laid off by Admiralty officials measured
6.617 nautical miles in length. It was covered five times^

(Continued on Page 36)

Garflald A. Wood, Owner and Driver of Miss America, and Jay Smith, Who Served as Mechanician.

Without Which They Never Start in a Saoe

They are Holding Their Two Teddy Betff»

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Victory Wins Cruiser Championship

AGAIN Harry Jackson's appropriately named cruiser
has added a victory to her string. The largest fleet
of boats of the cruising class that ever faced the starter
in New York waters lined up off Huckleberry Island for
the 50-nautical-mile race for the A. P. B. A. Cruiser
Championship Trophy offered by the New York A. C.
Not only were the best-known racing cruisers from New
York ready for the run, but five of the crack racers from
the Delaware River were at the mark.

The race originated in the minds of the Delaware River'
boys, who suggested that the race be held in New York
waters, giving them an incentive for a cruise. The New
York A. C. in running the race under their auspices have
added another feather in their cap, for both the Block
Island and the Navigation Races are also under their
control. They did everything possible to make the racing
men both from the Hudson and Delaware Rivers feel
at home.

The course was from Huckleberry Island to Strat-

Plckaninny, the Time-Prize Winner

ford Shoal Buoy and west to the can buoy off Eatons
Neck and then into Lloyds Harbor, finishing between the
old and new lights. The distance was approximately
50 nautical miles. The weather conditions were fair. At
the start there was a light haze that cut down the visi-
bility, but the sea was smooth. After a few hours a fair
breeze sprang up, but the sea on the return leg was just
enough to keep the craft lively. The last boat had hardly
finished, however, before a severe thunder storm burst.
In Lloyds Harbor there was little rain, but the electrical
display kept even the tired racing men up for many
hours.

Seventeen boats lined up for the gun at i o'clock,
Uonda and Turtle jumping: across to a good lead. The
crack Camden M. B. C.'s Pickaninny, however, soon
passed Uonda and then Turtl^ who carried the hopes of

the New York contingent as far as time prize was con-
cerned. Before Stratford was reached Pick was nearly
out of sight to the watchers on Turtle, but they estimated
that she turned the mark 14 minutes ahead of them. The
rest of the fleet was strung out way astern. /Dn the run
down to Lloyds, Turtle caught up a little on Pick, but she
was a few seconds better than 10 minutes ahead at the
finish. The timers settled down, now that the time prize
winner was in, to wait for the rest of the fleet, amongst
whom was probably the corrected time winner. Marilene,
Champ and Thetis came over the line and then the veteran
Victory crossed. When the times had been figured out
it was seen that the Sterling-powered Victory had beaten
her sister hull. Sentinel, powered with a Scripps, by over
2 minutes. Champ with another Sterling engine was
third, while Kodak was fourth. Pickaninny, while time

^fteS 4

Joiephine Had More Crew Than Lnck

winner, was ninth under the handicap rules. Turtle, who
won second place in the Block Island Race, and was
second to Pick on time, had to be content with sixth place
corrected time. Thomas Farmer, who owns Turtle, swears
that next year the Camden boat will have to have airplane
wings and a Liberty engine if she is going to show Turtle
her stern.

Victory H has won every cruiser race in v/hich she
has entered and there is no doubt but what her equal as
a rater has never been raced. She is a result of the most
careful balancing of engine, hull, and equipment, com-
bined with expert navigating ability. It is interesting to
know that aside from power plants, Victory, Sentinel and
Turtte are sister hulls. Although Luders designed and
built them all, he v/as unable to drive his Sentinel fast
enough to beat Victory.

The Start, With Tnrtle and MarllMie in the Foregronnd

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September

The Cruiser Race from Turtle's Deck
At the dinner given to the competing yachtsmen by
the N. Y. A. C. the evening before the race, Thomas
Farmer and the writer, respectively owner and helmsman
of Turtle, heard many stories of the speed made by
Pickaninny. While we had slight hopes that on cor-
rected time Turtle would be well up the list, we were
really banking our hopes on being time-prize winners.
We had carefully gone over the power plant and the
navigating equipment and felt that Turtle would surely
be the first boat over the Lloyds Harbor line. The news
about Pick, coming at the last moment, made us sit up
and take notice.

Stnttnal and Miurgnarh^a, Two Handioma B«c«ri

Running true to form Turtle appeared at the starting
line just as the preparatory gun was fired. The rest of
the seventeen boats were already milling around. Instead
of going way back beyond the line and trusting to a keen
judgment of time to rush at the line, we ran up to within
a couple of hundred feet of the mark and pulled the
clutch. A few seconds before the gun we started for the
mark and crossed almost in the smoke of the gun. Im-

• Sifll

Victory n, the Sterling-Enginad Winner

mediately we laid our course dead for Stratford Shoal,
and the plotted course worked out perfectly as we picked
up buoy after buoy directly in their calculated positions.
With one eye on the jumping compass card and the other
on Pick, we watched her slowly come up from astern
and pass us. The weather was hazy, but, at Stratford,

she had not gotten out of sight, although the rest of the
fleet were but dim specks astern of us. Pick went around
the mark about 14 minutes ahead of us and we immedi-
ately figured that she would beat us over the line by about
20 minutes. Our westerly course had been plotted as
carefully as the eastward one and the can buoy off Eatons
showed up out of the haze at exactly the right position.
We had altered our plotted course to allow for a rather
brisk breeze and a little sea that was carrying us slightly
too far north. Great was our surprise upon crossing the
line to find that Pick was only 10 minutes ahead of us,
which meant that on the home stretch we had caught up

William Bond's Ohamp, Winner of Tblrd Prise

4 minutes. Marilene was exactly as far behind us as we
were behind the Camden boat. At any rate we were the
first boat of the New York contingent, which is consider-
able consolation.

Marilene and Champ had both been suggested as our
masters in the line of speed, while J. H. Wallace's Paper
Doll,' with a six-cylinder Sterling of the same bore and
stroke as our four, was also considered dangerous. After
our return to the city we found out the cause of our over-
hauling Pickaninny on the run in from Stratford to the
line. Her crew reported after finishing that they had
broken the crankshaft between the first and second cylin-
ders, but were able to continue at reduced speed. There
is certainly more excitement in going after the time prize
than there is in racing under any rules that will allow the
last boat in to be the winner. The time prize is usually of
secondary importance, and no championship accompanies
it, but there is a certain amount of satisfaction derived
from owning and handling the fastest boat of a certain
type. There is another point to be considered, and that is
that the navigators of the first boat really have to dope
out the courses, for there is no doubt but what the fol-
lowing boats are helped in, their steering by having the
faster boat ahead of them.

Summaries A. P. B. A. Cruiser Championship

Boat and Owner Clu^

Victory II, H. A. Jackson.. X. Y. A. C.

Sentinel, A. E. Luders N. Y. M. B. C

Champ, W. E. Bond Tamaqua

Kodak, R. J. Haslinger Hudson River

Adelcw, F. L. Saloman Rock. Park

Turtle, Thos. Farmer Jr.. ..X. Y. A. C.
Marguerhea, A.B.Cartledge . Keystone

Uonda, A. B. Duryea Huguenot

Pickaninny, J. V. Bell Camden M. B. C.

Thetis, A. G. Hauver X. Y. M. B. C

Marilene II, n.M.Williams..X. Y. A. C.
Josephine, Chas. Walker. . .Riverside Y. C.
Spendthrift,

Halsev & Van Amringe. .Orienta Y. C.
Paper Doll, J. H. Wallace. .X. Y. A. C.

Arasapha, A. Cramer Jr Camden M. B. C.

Falcon, P. W. Johns Hudson River

Margaret, W. S. Leo Camden M. B. C.

Bore and
L.O.A. Stroke

Feet Engine

36 Sterling 4V4 ^ 5V2

36 Scripps 5!/2x6

39.833 Sterling 5^/^x6

33.958 Stirling 4-^x51^

40.58 Ralaco 4x6

36 Van Blerck 5'/2x6

39.5 Hershell-Spillman 4?li x 5^^

42.16 Standard 6x8

34.02 Simplex 5^ x ^^4

43 Sterling 5'2x6>4

46 Buffalo 6>4 X 9

45.2 Keystone 6^/l> x 8

43.583 20th Century 5^4 x /M

40.083 Sterling 5'/I'x6

3^.35 Standard 6x8

38.875 Palmer 5 x 6

34.39 Peerless 5x6

Rating

34.95
32.90
37.41
^3-73
34.38
40.29
36.10
36.78
42.69
39.55
40.69

36.55

36.97
40.12

33.79
35.01

Elapsed

Time
H. M. S.

5 :3i :5o
5:56:08
5:18:26
6:00:25
6:00:01
5:06:52
5 '43 '30
5:41:51
4:56:41
5 :20 :04
5:17:03
5 :52 :o2

5 : ^6 :oo
5 :33: t8
D.X.F.
D.X.F.

39.32 D.X.F.

Digitized by

Time
Allowance
H. M. 8.

1:04:52

I :27 .01

41 :2I

1:17:52

I :io:5i

17:34

53 :28

47 :03

Scratch

23:18

14:29

49:12

45:19

18:39

I :i7:ii

1:04:15
25:08

Corrected

Time
H. M. S.

4:26:58
4:29:07
4:37:05
4:42:33
4:49:10
4:49:20
4:50:02
4:54:49
4:56:41
4:56:46
5:02:34
5 :02 :50

5:10:41
5:14:39

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Resolute Saves America's Cup

THE AMERICA'S CUP is still in this country. The
Resolute, representing the New York Y. C, won the
last three races of the series with Shamrock IV. Sham-
rock won the hrst two races, one because Resolute broke
down and one in a light, fluky wind in which Shamrock,
being the leading boat almost from the start, got the best
of the luck. However, she won, and we don't want to
detract from her victory. It was the first time in the
history of the Cup that a challenger had won a race
without the defending yacht breaking down and only
twice has a defender lost a race through a mishap, once,
in 1871, Livonia won through a mishap to Columbia and
this year Shamrock won through an accident to Resolute.
Unfortunately the two yachts were not tried in a
steady, moderate wind. In most of the races, and the
yachts were started seven times, the wind was light at
the start and sometimes it strengthened during the pro-
gress of the race. This was unfortunate and some who
were uninformed as usual criticised the Race Committee

r

t

Photo
Resolute, the Herreshoff Deiigned and Built Tacht, Whoie Name
Added to the Honor Boll on the America's Cup

for not waiting longer before making the preparatory
signal and so start the yachts in fresher winds. The
committee had no power to postpone the start. The agree-
ment between the two clubs, challenging and defending,
was that the start was to be made at 1 1 o'clock, as nearly
as possible.

The committee each day started the yachts as soon
as the wind was strong enough to make a race possible.
This action was very fair to both yachts and after the
start the wind and weather became a part of the contest.
The Race Committee, Mr. H. de B. Parsons, Mr. Joseph
M. Macdonough and Mr. Frederic O. Speddon, con-
ducted the series of races without a hitch. Every pre-
caution had been taken for all contingencies and no fault
could be found by either side. Mr. J. Frederic Tams,
who, by the way, was chairman of the committee when
Puritan defeated Genesta in 1885, was a guest on the
committee's tug and he aided the committee in its work.
In the first race, started in a light wind, Resolute took
the lead. Heavy rain squalls marred this
contest and as the yachts neared the
turning mark the wind freshened to a
good sailing breeze. Resolute parted her
throat halliards and Shamrock finished
alone.

The second time the yachts were out
they could not finish the course within
the six hours. At the next attempt to
sail this race Shamrock, taking the lead,
outlucked Resolute and won handily. The
third race, windward and return, was
won by Resolute with her time allowance.
Resolute outsailed Shamrock on the wind
and Shamrock outran Resolute off the
. wind. The yachts made a dead heat over
the course.

In the fourth race Resolute gained
on the wind and Shamrock gained slightly
reaching. A squall marred the nnish
and Resolute won.

The fifth race was a very slow one.
Shamrock led for more than two hours
on the wind and then Resolute took the
lead. Down the wind Resolute gained
still further and won the deciding race.
Only twice in the entire series was the
wind better than 12 miles an hour. In
the first race, when it was a fair sailing
breeze, towards the end of the windward
leg and on the run home Shamrock ran
15 miles in i hour and 28 minutes 47
seconds. In the second triangular race
Shamrock reached 10 miles in 49 minutes
51 seconds. In all the two yachts sailed

55 miles on the wind. The elapsed times
were Resolute 8 hours 53 minutes ^7
seconds; Shamrock 9 hours 3 minutes

56 seconds, so that Resolute beat Sham-
rock 10 minutes 19 seconds at windward
work. To this must be added the time
allowance of 13 seconds a mile.

by M. Rosenfeld
li Now

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September

The difference in the way sails were handled on
the two yachts was marked. On Resolute a master
mind had planned every move of the races and when
the time came to make changes in sails everything
worked with machine-like precision. For instance,
when approaching a mark Resolute would carry
a jib topsail almost up to the mark. It would
then be taken in quickly, a balloon jib topsail sent
up and as the yacht eased off at the mark it would
be smartly broken out without losing a second's time. On
Shamrock the topsail would be taken in much earlier than
on Resolute and the new sail would be broken out some
time after passing the mark and much time lost. Seconds
count in yacht races and races are often won by smart
handling of sails.

On Shamrock it seemed that little care was given to
the sails. After the finish of the first race when Sham-
rock crossed the line alone she reached in towards the
Hook with the wind abeam. The wind had freshened.
The yacht was rail down and she gave a fine exhibition
of sailing. Her sails had been soaked with the rain
squalls and the sails should have been saved. This ex-
hibition pulled the mainsail all out of shape.

Both yachts laced the mainsail to the
mast. Hoops were not used on either
yacht. On Resolute when she reached her
mooring, and sometimes before, the main-
sail was smartly run down and the lacing
pulled out afterwards. On Shamrock the
lacing was pulled out first. Then the big
piece of canvas would slat in the wind
and it required all the strength of the
sailors to get the sail down and furled
on the boom.

Another marked difference in the way
things are done here and on. the othei
side was seen when the yachts were sail-
ing in light winds and efforts were made
to give them more heel. On the Resolute
the men would lie down flat on the deck
at the lee rail and from a distance would
look like so many bags of flour. Not a
man would raise his head and no resist-
ance would be offered to the wind. On
the Shamrock the men of the crew would
sit on the lee side of the yacht in upright
positions with their feet dangling over
the side and 4 feet at least of each man
would present considerable surface to the
wind. When that is multiplied by twenty
or more the area must have been con-
siderable.

Again in changing head sails as many
as seven men have been seen on the bow-
sprit of Shamrock while on Resolute
three were needed. Seven men would be
sent out without sending any men aft to
counteract the weight and of course put
the yacht down by the head. In yacht
sailing it should never be forgotten that
"many mickles make a muckle."

Charles E. Nicholson, designer of
Shamrock IV, showed that he is a pro-
gressive designer and a very resourceful
man. Should he have the opportunity
to design another challenger he should
prove very dangerous as with the ex-

perience he had this Summer he should be able to turn
out ^ yacht much faster than the last challenger. Mr.
Nicholson does not favor light construction. He would
like to see the Cup yachts built to some well-devised
scantling rules and so have the yachts staunch as well as
fast. He favors an agreement on size and then racing
boat for boat without time allowance. He freely admits
that much of the interest in the recent series was lost
because of the big handicap Shamrock under the rules
had to allow. He does not criticise the measurement rule
under which the allowance was figured, but declares that
under the conditions governing the match he had to
build the largest yacht possible on the given water-line
length.

He showed us many new wrinkles. One was the
housing club sail yard described in the last issue of The
Rudder. Another was the sleeve around the mast by
which the pocket at the luff of the sail was smoothed
over. It was used in the first race but not afterwards.
Another new idea was the fiddler's jib carried by
Shamrock when she won the second race. The construc-
tion of Shamrock was light and strong and the deck

(Continued on Page 38)

Photo by M. Rosen f eld
Shamrock IV in the Last Race, Showing How Mr. Nlcholaon Had Taken a
One From Beiolnte in the Arrangement of the Peak HalUardi

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Supplement to The Rudder, September, 1920

O^

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BMolate and Shamrock IV in Laat Race of Sories Won hj Reiolnta. Sluunrock Had tlM B«tter Position at tbo Start

Rosenfeld

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Shamrock IV No Match for Resolute

COLONEL DUNCAN F. D. NEILL, who was man-
ager of the Cup challenger, Shamrock IV, sailed for
home on the steamship Adriatic on August 14th. Before
leaving. he chatted about the recent series of races and
frankly admitted that Resolute was a better boat than
Shamrock in all conditions of weather.

**It seems strange," he said, "that in every one of the
five races we sailed and on days when there was no com-
pleted race we were always hunting for flukes. We were
racing for the America's Cup, the greatest sporting trophy
in the world, and not once in a true, steady wind."

Bac« CommitUa of the New York T. 0. Left to Bigbt — Frederic O.
Speddon; H. de Berkeley Parsoni, Cbalrmmii; Joseph M. Macdonongh

Colonel Neill hoped that when another series of races
is arranged that some agreement will be made so that the
yachts may be of the same size and rating and that they
may be built to a rule or an agreement that will call for
a vessel of not only wholesome type, but strongly con-
structed, so that they will race even in summer storms.

Shamrock won two races by flukes and had she taken
full advantage of her good luck she might have taken the
Cup. Even up to the last race she had a fair chance of
success, but poor handling, or rather, handling with poor
judgment, helped Resolute to win. In the last race Reso-
lute made a poor start. Shamrock had the weather posi-

tion. She held that position for the greater part of the
windward leg. Mr. Adams twice let Resolute foot in
efforts to gain the advantage and whoever was sailing
Shamrock allowed the Resolute to get away and eventu-
ally cross her bow, instead of keeping Resolute under her
lee no matter where she sailed. Captain Alf. Diaper,
talking of this race, said, "Shamrock was murdered. The
wind was very light, but she had every sail trimmed down
as flat as possible. She should have been sailed full and
kept between the mark and Resolute. Instead, Mr. Adams
was allowed to pull clear and eventually to win the race.
We had the Cup presented to us at the start and we gave

Beiolnte Finishing the Last Race a Few Minntes Before Sunset, Thus
Saving the Onp

it back again. I'll admit that Resolute is a much better
boat than Shamrock, but we had the luck and did not take
advantage of it. Mr. Adams sailed a fine race from start
to finish."

The accounts of the first two efforts were published in
The Rudder of August. The other races are given here-
with and with each that was finished is given a chart of
the course each yacht sailed. These charts were made
by the officers of the torpedo boat destroyer Semmes, on
which were some of the yachting writers, and the oppor-
tunities to watch the yachts were fine. The Navy Depart-
ment detailed destroyers to patrol the course, and appre-

Besolnte Leading Shamrock in Light Winds in an Effort to Sail the Second Race of the Series, Which Was Later Called Off

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RUDDER

September

Shamrock and Besolate at Start of the Last Race. Shamrock Has
Crossed the Line and Has the Better Position

dating the difficulty the reporters had allowed a certain
number on some of these boats. There was^ not a mo-
ment that it was not possible to tell exactly the position
of each. This was done by means of range finders and
the usual nautical instruments. The Naval officers did
everything possible to make the reports accurate. The
Semmes was in charge of Commander H. H. Norton.
Commander Norton is a sportsman as well as a Naval
officer and when at Annapolis he was a leader in many of
that institution's contests with the Army and college
teams. The other officers were Lieutenant-Commander
O. L. Downes, Lieutenants W. O. P. Clark, H. H. Ralph,
E. V. Annatoyn, M. J. Jukich, Ensign D. L. de Muro, and
Gunner M. Drewecki.

The details of each race follow :

Second Race, July 2oth

Another attempt was made to sail the second race
over a triangular course on Tuesday, July 20th. The
wind was west by north when the course signal was made

Some of the Vessels That Crowded About the Finishing Line Each Day.

and the compass directions for the three legs were south
southeast for the first, west by north for the second,
northeast half east for the third. This made the second
leg to windward should the wind hold true. The prepara-
tory was made at noon. The maneuvering was tame.
Neither yacht ventured far from the line and when the
starting signal was made at 12:15 both yachts bore off
for the line, easing booms to port. Shamrock led. She
crossed at 12:15:48 and then broke out a balloon jib
topsail. As the big canvas fluttered it caught in a hank
on the jib and the two sails were in a snarl. Mr. Adams
again made a better start than Mr. Burton. Resolute's
balloon was broken out and filled before that yacht
reached the line and she was moving fast with all drawing
as she crossed at 12:16:26. On Shamrock efforts were
made to clear the balloon and it was necessary to lower
both balloon and jib to do so and a big tear* was made
in the clew of the balloon. Before lowering, however,
the spinnaker was broken out to starboard. While this
was being done Resolute steadily overhauled Shamrock
and passing the challenger to leeward took the lead. This
move proved costly and was one of the very few errors
of judgment made by Mr. Adams. Had she passed
Shamrock to windward the record of the race would have
been written differently.

On Shamrock as soon as the balloon jib topsail was
lowered a No. i reaching jib topsail was sent up and
broken out. The spinnaker was taken in and then the

Quarter Deck of Resolute, the Oup Winner. C. F. Adams is at the Wheel and Behind Him is G. F. Nichols, Navigator. John Parkinson is Kneeling
Beside the Binnacle. H. F. Qarrett, Boyal Ulster T. 0., is Sitting on the Deck, and Robert W. Emmons 2d, Managing Director, and Oeorge
A. Cormack are Standing in the Oompanionway

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September

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RUDDER

II

&^»'Oir««.^ t

-K««oiw4«'« ^«i^« a*^

First Bac«

fore staysail was lowered. The wind was very light and
Shamrock was hobby-horsing in the ground swell while
Resolute was steadily improving her position.

Then on Shamrock a small sail was set which at-
tracted much attention because of its oddity. Some called
it a balloon jib, others a short-headed balloon staysail.
It set on a lug on the mast below the fore stay and
the tack set on the jib stay. It filled in completely the
space under the jib topsail and while it looked odd; it
did good work.

Mr. Nicholson called it a fiddler's jib and said its
purpose when combined with a No. i jib topsail was to
sail a little closer to the wind.

Mr. Fife was watching the yachts from the club
steamer Highlander and when he was asked what he
would call it replied, "I call it a foolish sail, but then, if
it does what is wanted, it is a good saiL**

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Second Bace

With this combination Shamrock did better. She
would have slatted the wind out of the balloon but the
two headsails were kept full. Shamrock gradually over-
came the lead of Resolute and was soon in the better
position.

The sea was patchy and calm spots were everywhere.
Resolute started to luflF out, but Shamrock luflEed too.
About 1 130 o'clock the wind came north northwest.
Shamrock still to the westward of her course had a lead
of about a third of a mile. At 2 o'clock both yachts
gybed and still keeping the lead Shamrock turned the
mark at 2:28:28 and Resolute turned at 2:32:41, so that
on this leg Shamrock had gained 3 minutes 35 seconds.

Both yachts gybed at the mark. Shamrock set a jib
and forestay sail under her No. i jib topsail while Reso-
lute set i. No. 2 jib topsail. They both held high of the
course the wind had hauled so that they could almost lay
it. But the wind was very light so that progress was
slow. At 4 o'clock a light southwesterly air stole in.
Shamrock tacked for this new wind first at 4:05 o'clock
and Resolute followed three, minutes later, setting a
balloon jib topsail to help her towards the new wind.
The wind freshened to a nice sailing breeze of about
8 miles strength and Shamrock, catching it first, speeded
on towards the mark which she turned at 4 :26 :29. Reso-
lute turned at 4 :35 :36. On this leg Shamrock had gained
4 minutes 54 seconds and had a lead of 8 minutes 29
seconds.

Shamrock gybed her boom to port, set a spinnaker
and later a balloon jib topsail for the run home. The
changes were made very slowly. Resolute gybed at the
mark, broke out a balloon jib very smartly, gybed and
tacked down the wind. The wind was not dead aft and
Shamrock ran to the eastward of her course so that she
had to take in her spinnaker and haul up towards the
finish. She crossed the line at 5:37:15 and Resolute
finished at 5:47:19. On the run down the wind Sham-
rock had gained 58 seconds.

The elapsed times were Shamrock 5:22:18, Resolute
5:31:45, so that Shamrock had beaten Resolute 9 min-
utes 27 seconds actual time or 2 minutes 26 seconds
corrected time.

Third Race, Wednesday^ July 2ist
Resolute won the third race over a windward and
leeward course through the time allowance, 7 minutes
I second. The elapsed time of each of the yachts was
exactly the same, so that boat for boat they sailed a dead
heat. Shamrock started 19 seconds ahead of Resolute
and she finished 19 seconds in the lead.

When the yachts reached the lightship the outlook
was not at all encouraging, but shortly after noon a light
air came from south by west and half an hour later it
had increased in strength sufficiently to warrant the race
committee ordering a start. The turning mark was about
8 miles oflF Ocean Grove. As usual the committee's tug
anchored at right angles to the wind with the light vessel
bearing north by west. The maneuvering, while inter-
esting, was not thrilling. Shamrock led at the line, cross-
ing at I :oo:22. Resolute crossed at i :oo:4i. Both yachts
on the starboard tack were heading southeast by south
and Resolute, having her wind clear, was spilling wind
on Shamrock on her weather quarter. The green yacht
took the port tack, heading in towards the New Jersey
shore about a minute after crossing. Resolute tacked, too.
Resolute had a No. 2 jib topsail while Shamrock carried a

(Continued on Page 38)

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Cup Yachts Must Be Stauncher

WHEN one looks over the records of the races for
the America's Cup and then compares the recent
performances of Resolute and Shamrock the question
that protrudes itself most prominently is, "Are our yachts
deteriorating?"

The postponement of the race of August 24th was
a wise precaution. The seas that day were high and to
have started would have courted disaster. There is no
disputing the fact that Resolute and Shamrock were not
built to race under such conditions. They were built for
racing in average Summer weather as we know it —
light winds and smooth seas. A wind and sea, such as
were found off Sandy Hook at the time the race should
have been in progress, come once or twice in our yacht-
ing season and this time it found two yachts, one built to
represent this country through the New York Y. C. and
the other to represent Great Britain through the Royal
Ulster Y. C, not fitted for the task.

The America's Cup is the emblem of the yachting
championship of the world. It was won by the good
old schooner yacht America and that vessel sailed in all
conditions of wind and sea and after a most remarkable
career is still afloat. In recent years, however, the con-
ditions governing the races have developed vessels built
for speed only and weatherly qualities have not been
considered in the design and construction of the yachts.
It is true that a wonderfully fast model has been devel-
oped and by saving in every possible way in weight the'
speed in each successive contest has been increased. Is
yachting and yacht racing simply a test of speed? Isn't
there something more in yacht designing, yacht building
and yacht handling than the construction of a hull the

limit of lightness, the rigging with spars so light that there
is the fear of their carrying away, in order to make the
vessel sail a few seconds faster than vessels of similar
type did a few years previously ?

The America's Cup has been sailed for by staunch,
able yachts and some of the races have been sailed in
strong winds and rough seas. Livonia and Columbia in
1871 sailed the second race of their series in half a gale
of wind. Columbia won this race and the next day the
two yachts raced .again in a fresh breeze and Columbia
lost because she parted her flying- jib stay.

In 1885 Puritan defeated Genesta in a strong wind
and rough sea. Puritan in this race housed her topmast
for the beat home. Both yachts sailed splendidly and
proved themselves to be staunch sea boats. In 1893,
Vigilant and Valkyrie II sailed in an easterly wind and
the challenger proved the better boat, turning to wind-
ward, but Mr. Iselin, who sailed Vigilant, crowded on
all canvas for the run home and while the mast looked
as if it might carry away, it stood, and Vigilant won a
glorious contest. Another race sailed in a fresh wind
was that between Shamrock I and Columbia, in 1899,
which was won by Columbia. This, too, was the last of
that series.

The postponement of the race in this year's series
has caused much criticism, some fair and some unfair,
of the yachts and the yachtsmen. There is no doubt that
we have just as good sailors today as we ever had. It is
unfair to make any charge of timidity against those who
were on the two racers. The criticism that the two yachts
are frail and not suited to even fresh winds and seas is
a fair one, however, and the history of the Cup yachts

© Af. Rosenfeld
Tbls is a Picture Taken From the Committee '1 Tug Showing the High Sea Off Sandy Hook When the Onp Bace Waa Postponed

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14

RUDDER

September

AUeen Moxm, Mark Tug Daring the Gap Bftces Being Smothered In the
High Sea When the Oup Yachts Declined to Bace

in the past twenty-five years shows that they have de-
teriorated in strength and weatherly qualities.

If the America's Cup stands for speed alone, then the
plan of building as lightly as possible, of saving weight,
using expensive metals and materials and building hollow
spars to support the sails is perfectly proper. Then the
limit of lightness must be reached very soon, if it has
not already been reached, and to continue to save weight,
to sacrifice all for speed will some day mean a big dis-
aster, in which several men will lose their lives. Such a
disaster will give the sport a blow from which it will
take years to recover.

If the America's Cup is to promote interest in yacht-
ing, to encourage yacht racing, yacht building and naval
architecture and to develop good vessels, staunch, able
and of wholesome type, then some curb must be put on
the system that has been followed in the past twenty-five
years.

To curb the present-day tendencies it has been sug-

fested that all yachts be built to certaiii scantling rules
ramed by a committee of practical yachtsmen, naval
architects, and perhaps with the cooperation of such socie-
ties as the American Bureau of Shipping and Lloyds.
It is not necessary that the shipping societies should be
consulted. The yachtsmen and naval architects are per-
fectly competent to frame the necessary rules and the
simpler they are the better.

Some will argue that to build the yachts staunchly
will make them heavier and consequently slower. It will,
but speed is only relative and, if two or more vessels are
evenly matched, it matters little if they sail lo or 12 miles
an hour. The contest is just as keen with the slower
types as with the faster. This is instanced in the many
one-design classes. The races they furnish are always
interesting because they are evenly matched and the speed
factor does not enter into consideration at all.

It will be argued by some that the America's Cup

Torpedo Boat Deetroyer Ooldaborongh, From Which Newsptrper Men
Watched the Bacea

should produce the fastest type of vessel possible, that
it is a championship and speed must be the dominating
interest. They will argue that one would not start a
cart or carriage horse to win a Derby, but the horsemen
breed and develop the fastest horse possible and speed is
all that is considered. That may be so, but a thorough-
bred race horse is good for no other purpose than to
win races. A yacht, because of the constant element of
danger, must, or rather should, be staunch and able to
meet any condition that is confronted. It should be
staunch and able, safe and as speedy as it is possible
to make it without sacrificing any of the important essen-
tials that go to make a wholesome vessel.

The British build their yachts to scantling rules.
Shamrock IV was built for American racing and not for
racing in home waters. The 23-metre yacht Shamrock
is a fair example of what the British rules develop. She
is rather heavy in construction, perhaps too heavy for
our waters and for all practical purposes, but she is
staunch. She is completely furnished and fitted and races
in home waters with all her equipment on board. When
a race is finished she can anchor and all hands can turn
in if they wish to do so. The mast must be a solid spar.
Shamrock would have sailed over the course on the day
of postponement and beaten the two Cup yachts. In the
other races the Cup yachts would have sailed away from
the metre yacht.

With a view to getting a full and free expression of
opinion from yachtsmen and naval architects The Rudder
has sent out letters asking for opinions on the advisability
of yachtsmen building to a scantling rule. One well-
known designer, who modestly asks that he be an un-
known, says that all clubs should enforce scantling rules.
Then he adds, "The first -thing that ought to be done is
to stop this new fashion, started, I think, by the first
Valkyrie, of gutting the vessels of everything."

Another yachtsman and engineer, who has been identi-
fied with racing, says in part:

Deftroyers and Excoralon Steamers That Followed the Yachta

Oaslana, Flagship of Commodore Edward L. Doheny, Atlantic T. O.

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September

RUDDER

15

Oorsair, Flagship of Oommodore J. P. Morgan, New York Y. 0.

I feel strongly that you are taking a right course in the
interest of yachting in endeavoring to promote regulations which
will produce a yacht and not a mere light weather racing machine
incapable of going out under conditions that a 30- footer would
not hesitate to face.

The wonder to me has been that the yachting fraternity has
not been much more severe in its criticism of the postponement
which look place on the 24th of July. I felt, and I am sure
most men did, a sort of a personal humiliation in the thought
that boats which were supposed to represent all that was best
in design, workmanship and crew, should have to turn back
under these conditions.

I can think of no argument for persisting in the present
practice of allowing any construction the designer may choose
to use. no matter how weak it may be, how expensive, or how
short its life, so long as it will take his boat through the
ordinary conditions of Summer weather. Some years ago there
may have been some reason for not restricting construction,
because no doubt many of our earlier yachts were carrying a
large amount of useless weight in hull and fittings which inter-
fered with their efficient performance, and it was well that the
art of construction and proper disposition of materials should
be refined by competition. That, however, was accomplished
long ago.

The minimum scantlings which may be used with safety
and reasonable regard for longevity are now pretty well agreed
upon in all but the larger classes. The scantling rules that have
been adopted have generally found favor and there should be no
difficulty whatever in getting proper rules by carrying out the
plan you suggest.

Mr. Daniel H. Cox of the firm of Cox & Stevens
writes :

I do feel most strongly that some effort should be made to
control the scantlings of future Cup defenders so that vessels
now being built will not be subject to the same criticism that has
very properly been made during the present series of races.

Your suggestion that those interested should arrange a com-

Victoria, Steam Yacht, on Which Sir Thomas Lipton Entertained During

the Baces •

mittee of Naval Architects and the representatives of the Classifi-
cation Societies, in order that proper rules may be determined
to control the scantlings of these vessels, appears to me most
reasonable.

No doubt you have some very positive ideas yourself as to
what restrictions should be made and I think you will agree
that any suggestions should be as simple as possible and as easy
of application as possible.

It occurs to me that one provision should be that the weight
of lead should not exceed a certain percentage of the total dis-
placement of the vessel or in the neighborhood of 55%. This
would tend to develop a more normal type of vessel than that
designed in certain instances. We also think that the use of
aluminum in construction should be prohibited, as we all know
that it is not a lasting metal.

It also appears that for any given quarter-beam length, the
rule should determine the minimum scantlings, for the principal
members, including planking or plating, frames or longitudinals,
belts or transverses, floors, brackets, decks and deck beams.

It does not seem practical to fix any limitations on sparring
or rigging, but if the construction of a staunch and seaworthy
hull can be assured, that would be a decided benefit.

Mr. Robert W. Emmons 2d, who Was managing owner
of Resolute and who has owned and sailed yachts large
and small, says:

With regard to the request for an opinion regarding the
advisability of devising scantling rules to cover construction of
future boats built for America's Cup, I beg to ?ay I am hardly
prepared to reply at this early date with any opinion along these
lines. If races are to be held off Sandy Hook, where prevailing
conditions make for very light weather, and knowing the pro-
pensity of the public, that they will not any more go and see a
yacht race between cruising schooners or sloops than they will
go and see a horse race between farm horses or hackneys, the
present America's Cup yacht strikes me about the same as the
(Continued on Page 44)

Shamrock and Sesolote Sailing a Dead Heat Over a 30-Mile Coarse. Shamrock at the Finish Led by 19 Seconds. She Started 19 Seconds

AlMftd Of BttohiU

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Larchmont Race Week

LARCHMONT'S Race Week was a brilliant success.
In each of the six regattas the fleet of starters was
large, that of the last day numbering 109 yachts, of which
all except two finished, the total number being 555.

It was like old days at Larchmont. Not only was the
harbor filled with the racing craft, but a large fleet of ves-
sels had gathered there and those on board enjoyed the
sport during the day and the -entertainments in the club
house at night. Of course it was a busy week for all
hands, but under Commodore James B. Ford's quiet, but
able management, everything went off with clock-like
precision. Tuesday, as usual, was ladies' day, and the
attraction for the visitors was the water sports.

The largest class, large in point of size of the yachts,
was the 40- foot one-design class and each day the contest
was very keen. Eight yachts started each day and every
yacht finished except one. That was on the opening day.
The wind was fresh, too fresh for the Cup yachts off the
Hook, but ninety-eight small craft started at Larchmont
and those on board these vessels thoroughly enjoyed them-
selves in the fine breeze.

Rowdy, owned by H. S. Duell, carried away her
spreaders and in taking in the topsail the sailing master
was knocked overboard. He was rescued. Monsoon,
while turning a mark, fouled Shawara, but no serious
damage was done. There were a few other minor acci-
dents in this race, but not important enough to note.
Every yacht was sailed well and particularly in the
smaller classes. This shows that the younger generation of
yachtsmen are doing well and promises well for the sport.

P. R. Mallory's Mistral scored the most points in the
40- foot class. Mistral won one race and was second three
times. Zilph and Pampero each won two races and
Rowdy won one.

To have sunk a U-boat two or three years ago would
have been lauded, but George P. Granbery, who sunk a
U-boat during Larchmont Race Week, has come in for
some criticism. The U-boats were originally known as
Sonders and were built to race against similar German
craft. After the war these boats were given a letter for
classification and, singularly enough, the letter "U" was
selected.

The accident happened in the fifth regatta of the week.
The yachts were racing in a moderate wind and at the
first mark on the second round of the course Kim, owned
by M. E. Hatfield and sailed by George P. Granbery,
fouled Mingo, a U-class boat owned by H. T. Homidge.
Mingo was leading Kim and both yachts, with the wind
over the starboard quarter, were reaching very fast.
They had been in close company at the same point on the
first roimd and then Kim had been obliged to keep out-
side Mingo in making the turn. This time Mr. Granbery
was bent on saving all the time he could, as he had a
close race on with Robin Hood. Shortly before the yachts
reached the mark Kim hauled more sharply on the wind
and getting a fresher breeze further out in the Sound
was able to catch Mingo just before the mark was reached,
establishing an overlap of perhaps five feet. Mr. Gran-
bery then called for room and the call seemed to have
been heard on the Mingo, because two of the crew turned

Undaunted, Owned by Bear Oommodore Francis B. Mayer, Atlantic Y. O., Who Has Ohallenged for tlie Gape May and Brenton Beef Onps.

Tacht Was Bnllt From Designs by Theodore D. Wells

This

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September

RUDDER

17

their heads and apparently heard the hail. Instead of
keeping off, however, Mingo hauled sharply on the wind
at the mark; the second leg of the course was to wind-
ward. Had Kim luffed the yacht would have fouled the
mark and to try to avoid a foul Mr. Granbery bore off and
the tip of Kim's short bowsprit made a hole in the top
strake of Mingo about two feet from the stern.

As far as could be seen that was all the damage done
which ovould not have been very serious and after the
two had pulled clear of each other Kim went on her
course. After sailing about 200 yards Mr. Granbery
looked back to see if Mingo was keeping on and saw her
stem settling. He called out, "She's sinking." A small
launch with a photographer on board was near and he
called to the launch to go to the help of Mingo. The

XT-Boat Mingo, Sinking Daring Lardimont T. 0. Segatta. H. T. Hornidge,

Ownor, and Hia Follow Oorlntliian« Waltor Jackol, Swimming

to a Roacnlng Lanncb

launch did and succeeded in getting the three yachtsmen
just before the yacht disappeared. Mr. Granbery ex-
plained that the launch could get there quicker than he
could and was a much better boat to help under the cir-
cumstances. Mingo was leaking badly early in the race
and the blow she got from the Kim opened her up so that
she soon settled. The boat was raised.

The Victory, Fish, Star and other small yacht classes
are developing a fine lot of young sailors who some day
will be handling Cup defenders. The best sailors in the
world are those who have learned in small craft. They
know the importance of small things and care in changing
the trim of the boat, in handling sails and in minor de-
tails. When they progress into larger craft these little
things are so imbued in them that they are just as careful
and thorough with the large boat, while those who have
learned in the large craft know little about these small
things that count for so much. The Fly, one of the Fish
Qass, is sailed by the grandchildren of W. E. Iselin, and,
blow hard or blow low, Fly always went over the course.
The members of this crew vary in age from 7 to 10 years
and in one race Fly finished second to F. Remington's
Sculpin.

In the first race at Larchmont, sailed in a fresh wind,

h

vk.^-

>. ->^ «5.'«v«Bnfc' »i^-

Lady Mary, Owned by Frank Strachan. Originally a Tliro^-Maatod

Schooner, Built for Ohester W. Oliapin From Deaigna by A. Gary

Smitb. B£r. Stracban Has Added a Jigger and the Big,

a Peculiar One, ia OaJled a Four-Masted Tawl

Carry On, a Victory boat, carried way her mast, gybing
at the mark. After the race, little Miss Iselin, one of the
crew of the Fly, met Mr. Iselin in front of the club house.
Running up to him she said, "Grandpa, did you see that
yacht carry away her mast ?" Mr. Iselin nodded, and the
young lady continued, "The yacht's name was Carry On.
I think it should be *Carry Away'."

Howard L. Curry owns the Victory sloop Ace and his
son, a boy in his early teens, owns the Star yacht
Aquilla. Sailed by Gordon Curry, Aquilla won the Cap-
tain's Island Race on Sunday, July 25th. The course, 40
miles in length, was from Manhasset Bay to Captain's
Island and return. The wind was light at the start, but
freshened during the race and Aquilla's time was 7 hours
49 minutes 45 seconds. That yacht beat Big Dipper by 10
seconds. Taurus was third. There were thirteen starters.
In the six races at Larchmont, Aquilla was second three
times, third oncej and fourth twice. Her point score is
very high.

.r

^•^ h-

4 4ix^4

40-Footers Starting. Glass S Sloop Tea Ticket. New York Y. 0. 30-Footers

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A Big Feat Performed with a Rudder

Model

By W. C. Sawyer

THE RUDDER Seagoer Model yawl, the plans of
which were published in the July and August num-
bers, 1913, has been recently given a very unusual test
with most satisfactory results. The undertaking was prob-
ably the boldest (some would say most foolhardy) that
ever set out from a Pacific port, and is, so far as the
writer knows, only rivalled by the much heralded trip of
Captain Joshua Slocum.

To sail from Los Angeles to Honolulu, a distance
of over eighteen hundred miles, all alone in a 27- foot
6-inch l.w.l. yawl with no auxiliary engine — well, wouldn't
you make some fuss about it?

Xot so with Harry Pidgeon. He simply told two or
three of his acquaintances that he was thinking of start-
ing on the trip after an injured hand got better. A few
days later his boat was missing from her moorings in the
inner harbor and nothing further could be learned until
a little over a month later the letter which closes this
brief article was handed to the waiter at his place of
business by the postman.

During the Summer of 1917 the boat was built by
Mr. Pidgeon. The plans in The Rudder were followed
except that the members were made a little larger in
order to substitute Oregon pine for oak, none of which
was used. Mr. Pidgeon did all of the work himself, with
the exception of some sawing and boring which he had

done in a mill nearby. The boat was put together out on
the sand dunes of Mormon Island at Wilmington.

After completion, Mr. Pidgeon made a number of
cruises around Catalina and among the other channel
islands. On many of the trips he was alone for a week
or more, sailing night as well as day. During the Summer
of 1919 another party with a larger yawl of the Seabird
type induced hirn to start with them t5ia a cruise to San
Diego, he was unable to induce them to proceed farther,
so, having his mind once turned toward tropical climes,
lakes of Hre and what not, he determined .upon showmg
the people that he was not the one who had been scared
out.

The feat seems to be one worthy of record and con-
sequently this brief account. The further plans of this
Lone Mariner have not at this date been made known.
He may be heard from anywhere next. One thing sure
he is no faker but a regular sailorman.

The following is the text of the letter received from
Honolulu, T. H., dated July 4, 1920:

'T sailed on June 4th, and arrived off Honolulu the
night of the 30th. Came in at daybreak July ist. The
weather was rougher and there was more cloudy weather
than I had expected to encounter. With a crew I could
have done the trip in 18 days or less. I had a real
adventure when the jib halyard parted and I went aloft

Harry Pidgeon, Holding The Budder Plans in His Hand, Building His Seagoer Model Yawl in Which He Oroised Single Handed From Los

Angeles to Honolulu

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September

THCa«»

(JUDDER

19

A 26-Foot Speed Boat BuUding by Joe FeUows at Los Angeles, WMch Will Be Driven by a Model OB Sterling Engine of 226 H.F.

to reeve jn a new one. The Trades had kicked up some
sea at the time and I don't want to repeat the performance.
With a congenial crew it would be a wonderfully fine
cruise. At no time was I becalmed and at no time was
the wind such that the course could not be sailed. Left
Qemente (an island off the California Coast) with a
northwest wind and in the Trades it was north north-
east and at times east by south.

Harry Pidgeon."

Yachting is very popular at Los Angeles. New boats
are building, others have been purchased, races are
planned and the sport is prosperous. Joe Fellows has
a new speed boat nearing completion. It is built from
plans of his own.

The boat is 26 feet over all and 6 feet 4 inches breadth.
While he expects to be among the fast ones he has been
determined to make the boat staunch enough and roomy
enough to safely carry his family on pleasure trips to
Catalina Island. There are two watertight bulkheads,
so that she will not sink in case of raniming on a snag.
The engine will be a Model GR Sterling, six-cylinder,
225-h.p. at 1,600 revolutions. There are twenty- four
valves, four to a cylinder. There is a generator and auto-
matic storage battery and thirty pounds oil pressure
throughout, even in reverse gear. It is a case of playing
safe all around.

The indications are that the 72-miIe Nordlinger race
this Fall will be the fastest ever, as was the one last
year. A sea sled is expected down from Seattle which
can do about 50 miles an hour. Frank A. Garbutt is
tuning up his last year's creation and is said to be con-
sidering another. It is persistently rumored that Dustin
Farnum, the favorite movie actor, is to purchase, another
the latter part of the Summer to replace his Miss Los
Angeles, which beat the Seattle last year. "Doc" Wilson
of Balboa has built a 35-foot speeder from a design by
Hacker similar to the Hoosier type. It will be powered
with two 225-h.p. Hall-Scott engines. It is probably as
finely constructed as any boat ever built in Southern
California. The owner of the boat is a dark horse. Arthur
Powell is compl^hg two boats, one fast and the other
faster. ^*

The Newport Harbor Y. C. has furnished its club
rooms at East Newport in most elaborate manner and
held an opening party and house warming with three
hundred present.

The South Coast Y. C, the pioneer in southern Pacific
waters, has decided to change its name to the more
appropriate one of Los Angeles Y. C. The change has
already become eflFective. The fleet has been increased

by the addition of the famous schooner yacht Hawaii,
built by subscription on the Island for entry in the club
races between here and Honolulu, several years ago. The
large yawl Moolilou, which was also a participant, has
also been acquired. Commodore Bameson's sloop Gene-
vieve, which took the Lipton Cup at San Diego in 1916,
has been purchased by a member of the club and renamed
Galliana. It is said that a schooner and yawl race around
some of the channel islands will be held this season.
John Bowers, a motion picture actor, had his schooner
brought around from New York by "Doc'*. Wilson and
has attached it to the Newport Harbor Y. C. fleet. E. D.
Burge of the Newport Harbor Y. C. has brought around
from New York the iio-foot steam yacht Louise.

The value of the Los Angeles M. B. C. fleet has been
considerably increased this season, notably by the express
cruiser Good Will, brought from the East by Spaulding,
the sporting goods man. He recently captured a large
specimen of the rare and much coveted broadbill sword
fish from his boat at Catalina Island.

Rockaway Park Y. C. Cruiser Race

Seven cruising power boats took part in the race of
the Rockaway Park Y. C. from the club house in Jamaica
Bay to Port Washington and return on August 7th and
8th. The total distance was 64^ nautical miles. With
one exception all of the boats made the trip without
mechanical difficulties, although the course took them
through the difficult waters of the East River and Hell
Gate bbth on the outgoing and return trips. A feature
of the race was that after the boats finished the outward
trip, they laid overnight in the pretty Port Washington
Harbor. Here their handicaps were figured out. On

Tbe Handsome Clubhouse of the Bockaway Park Y. 0.

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30

RUDDER

September

Sunday afternoon the racers were sent back, being started
on their figured handicaps. Theoreticaly the boats should
have finished together. The actual finishes, however, were
very close, as only 26 minutes separated the first and last
boat. The weather was fine, for all of the boats had
reached Port Washington before the severe thunder storm
that interfered with yacht racing in many cases.

Qara, a handsome raised-deck and trunk-cabin cruiser,
was the first boat to reach the Port, followed a minute
later by Gyro, the scratch boat, who had failed to cover
her handicap. The last boat in was Susie A, who was
having mechanical difficulties that eventually prevented
her completing the course. On Saturday evening the
officials figured out the times and after luncheon Sunday
sent the boats off in the order of their handicaps. Fannie
U III was the first to go over, followed 5 minutes later
by Adelew, who was one of the Block Island contestants.
Wileaway and Viva, another Block Island boat, were next.
Clara, Susie A and Gyro finished the list. A little after
6 o'clock the watchers saw Clara swing into the home
stretch. Seven minutes later Adelew crossed. A lo-minute
wait brought Viva and Wileaway into sight. Wileaway
finished one-half minute in the lead. Fannie and Gyro
completed the list, as Susie had dropped out.

RocKAWAY Park Y. C. Long Distance Race Port Washington
AND Return, Distance 64^ Nautical Miles
Start August 7th, 10:30 a.m.

Boat and Owner Tacht Club Rating

Fannie U III, S. O. A. Ullman Rockaway Park 30.99

Adelew, F. L. Saloman Rockaway Park 32.98

Wileaway L. Ettlinger Rockaway Park 33.13

Viva, A. Pettit Tamaqua 34.79

Clara, S. B. Mandell Rockaway Park 37.52 .

Susie A, C. Paulus Belle Harbor 35.12

Gyro^ A. E. Davis Rockaway Park 39.91

Return

Arrived 1:30 p.m.

Port Wash. Aug. 8

Boat H. M. S. H. M. S.

Fannie U, III 2:52:14 1:30:00

Adelew 2:26:3s i '35 -49

Wileaway -2 :33 :28 1:44:08

Viva 2 :24 :55 2 :oo :42

Clara 2:06:21 2:14:11

Susie A 3 :oo :4o 2 :39 :oi

Gyro 2 :o7 :43 2 :4i :i3

Time
Allowance
Boat H. M. S.

Fannie U III 1:55:44

Adelew i :24 : 16

Wileaway 1:22:50

Viva 57 :43

Clara 25 :40

Susie A 55 :09

Gyro Scratch

Finish Elapsed
Rock. Park Total

H. M. S. H. M. S.

6:47:19 9:39:33

6:31:15 8:52:00

6:41:34 9:00:54

6:42:06 8:36:19

6 :24 : 10 7 :46 :20
Did not finish

6 :50 :oo 7 :46 :30

Corrected

Total Position
H. M. S.

7 :43 :49 5

7 :27 :44 2

7:38:04 3

7:38:36 4

7 :20 :40 i

Did not finish
7 :46 :30 6

aoldbng, as She Was When Oharles Tenny Jackson Bought H«r Nine
Tears Ago and Sailed Down the Bfississippi River to New Orleans

Goldbug Quits Adventuring

One of the most interesting sales of power boats in
southern waters was recorded recently when Charles
Tenney Jackson, novelist, sold the cruising houseboat
Goldbug, on which most of his seven or eight novels were
written, to C. B. Cavanagh of New Orleans, who is using
her as a family cruiser for short trips outside New
Orleans. Goldbug was originally a sailing pearl fisher
and whisky runner on the Mississippi River, at and above
Memphis. There Jackson bought her, sailed her to New
Orleans, gave her a fan-tail stem, cut out the mast, re-
moved the centerboard, and installed an 8-h.p. Detroit
engine.

Thereafter, from inland smuggling and the romance
of pearl fishing she turned to literature, and in her 20-
foot cabin were produced some seventy short stories and
half a dozen novels, among them "The Fountain of
Youth", and *7ohn the Fool" numbered among the best
sellers of their years. In her Jackson cruised all along
the Gulf Coast, until Goldbug became one of the best-
known power boats in southern waters and up and down
the 5,000 miles of inland water-ways of Louisiana. On
one trip, she hunted for the treasure said to have been
buried by Jean and Pierre Lafitte, the smugglers and
pirates of old days on Barataria and Timballier Bays,
but with little success, while her owner was all the time
engaged in running down stories of these old-timers, with
better luck than he had after the treasure.

Goldbug is 40 feet long, 9 feet breadth and draws
22 inches. She is unusual in that she is built of California
redwood, with oak ribs. This hull held fast through two
days of fighting the destructive hurricane of September,
191 5, on the open waters of Barataria Bay, with no other
loss than that of her rudder, and Goldbug since went
through two other bad blows in good shape. In her cabin
remain the penciled notes on the history of Louisiana,
written on the walls by Jackson as he talked with the
Cadiens and the other old dwellers in the vast Louisiana
marsh. Quite probably, she has covered more miles of
southern waters and followed more diverse courses
through these waterways than any other boat, either power
or sail, in the South today. It is understood she sold for
about what she cost Mr. Jackson after he had converted
her to power, which is to say around $1,000, and she
should be good for at least twenty years more of life in
inland waterways.

It is boats of the type of Goldbug, staunchly built, but
at the same time roomy and comfortable without any great
attempt to obtain a shipshape appearance according to the
usual yachting standard, that give the greatest return for
the investment.

Olara, Owned by S. B. Mandell, Winner of the Bockawaj Park Y. O.
to Port Washington and Retnm

Baoe

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New York City's Power Boat Police

THE maintenance of order and the problem of provid-
ing organized assistance to power boatmen over a
district having 579 miles of waterfront seems to be an al-
most impossible assignment, but the men of the Marine
Division of the New Yofk Police are able to patrol this
distance in a manner that is both thorough and economical.

The division, with headquarters at Pier A, Battery
Park, is under the command of Inspector James W. Hal-
lock, and is composed of three lieutenants, six sergeants
and sixty-eight patrolmen. Every man from the inspector
down is experienced not only in handling boats, but in
rendering aid to other vessels, resuscitating those who
have suffered from submersion and general first aid to the
injured and to those who need a helping hand stretched
across the water. An indication of the amount of work
that the division accomplishes in one year can be seen
from the following figures taken from the official report
for 19 19. During that period they rescued three people
from drowning and recovered 249 bodies. In 309 cases
they aided the injured. They officially welcomed 730
returning troopships carrying 1,300,000 men. Helpless
craft were towed to safety in 27 cases. Over 300 times
they made investigations upon complaint of citizens with
the result that $187,490 worth of property was recovered
by the owners. In the majority of cases this amount
represents the value of barge loads of goods, improperly
moored so that during the night they broke adrift and
headed for sea. Often power or sailing boats will either
break adrift or river thieves will appropriate them, and
in such cases, twenty- four were returned to their grate-
ful owners. One hundred and two evildoers were arrested.

An indication of the amount of work done by the
eight power boats that comprise the fleet may be gathered
by the fact that the annual consumption of gasolene is
well over 30,000 gallons. These boats are going con-
stantly, three 8-hour shifts a day. Usually they are in
command of a sergeant with two patrolmen assisting.
While some of the work is in the sheltered portions of
the rivers and bays, much of the patroling is done in the

open waters of the Lower Bay ; the boats have even been
sent outside to render aid to large ships that were in
distress off the Long Island shore. New Yorkers will
never forget the work done by the police boats when the
troopship Great Northern went on the beach off Fire
Island. Launching of life boats by the regular life-saving
service was impossible owing to the heavy surf, but the
Marine Division, assisted by some of the S. C. boats,
approached the wreck from seaward and took off the
more seriously wounded men, rushing them to the hos-
pitals in the city.

Not only are the boats operated by uniformed men,
but a completely equipped marine railway and repair
shop was constructed and is run by the patrolmen. In
one case the men of a precinct built a large floating
station house, with offices, dormitories and all the con-
veniences of a shore station. When it is understood that
the. men do this work themselves it illustrates the won-
derful morale that pervades the force.

Turning to the boats themselves, we find two 50-foot
by lo-foot by 6-foot draught boats equipped with 50-h.p.
Standard engines. These boats were built at the Bayonne

^^

Up for Inspection. Tliose Proud Members of One Frednct Boilt
This Floating Station Hoase With Their Own Handg

Launching Boat No. 8 From the Repair Station Built by Members of
the Marine Division, New York Police

yards of the Elco Works. Three others are 44 feet long
and are equipped with 65-h.p. Speedway engines. The
hulls were built by the Consolidated Shipbuilding Com-
pany. There are two 30- footers, one with a Mietz &
Weiss engine and one with a Lamb. The smallest boat
of the fleet is the 26-foot Reliance-built and Continental-
powered runabout that was presented to the department
by Dr. N. J. McBride of New York. .

During the Summer season the work of the Marine
Division is of the utmost benefit to yachtsmen. Those
who keep their boats anchored in New York waters have
protection from thievery as well as help if their boat
breaks adrift or the engine breaks down. Visiting yachts-
men have learned that the marine police are always ready
to suggest anchorages, to warn against certain shoals or
rough passages and often to impart information that is
of as much benefit as if a professional pilot was on board.
In the Winter the police are of great value to the club-
man, for they are .experienced in methods of protecting
clubhouses and docks against ice floes or rough weather
damage. At aU times they stand ready to be of help to
the largest yacht or the smallest launch.

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Wire. Rigging and Rope Work

By A. Percy Ashley

PART VI

First serve with hold- fast tape, lapping the tape >4
inch. All loops are parcelled and served before splicing,
and thimble splice if served. A gasket is parcelled and
served after splicing. In serving a gasket, the marlin must
be pulled tight by hand, as a serving mallet cannot be used
to advantage. In covering a loop, thimble or gasket with
pigskin, always plit the stitching on the outside, as this

The wooden plugs, or head, are to divide the parts of
marlin while serving. With a little practice you can serve
as well as if put on by machinery. The serving process
is to wind the loose end of your marlin several times
around the rope. First stretch your rope tight between

PUt« 60 — (Upper) Parceled With Tape and Served With Ootton.
(Lower) Parceled With Tape and Served With Light Oanvaa

will prevent its chafing against the spar and cutting the
stitching.

Plate 6 1 is a serving mallet in general use.

Plate 62 is an improved serving mallet of the author *s
design, which can be used by one man ; while in Plate 61
it requires an extra man to pass the ball of marlin around

c

Plate 61— Wooden MaUet

the wire while you are turning the serving mallet. The
improved serving mallet (Plate 62) is made as follows:
Lower extremity woo(l (quartered oak). The mallet
head is 4 inches by ^ inch ; handle iiyi inches and the
brass spool 35^ inches diameter and 2% inches wide. This
spool is equipped with a set screw to control the tension.

Plate 63 — ^Mast-Head Loop, or Bridle, Served With White Marlin

Plate 62 — Two Views of a Serving Biallet, Designed by the Author

two uprights. Take three or four turns of marlin around
the rope and mallet head, regulate your tension at spool
and turn to the left.

In serving a loop, parcel with tape the length of your
loop. Allow ID or 12 inches for your loose splicing end,
an(i at this point put in jaws
of vice. Take a piece of small
rope and half -hitch several
times around your wire, about
4 feet from wire where fast-
ened in jaws of vice. Pass
hemp rope through ring or
other device and hold tight.
This gives your wire a tight
strain on wire parallel with
vice, as wire must be stretched
tight to use serving mallet.
When served the required
length, take out and start
splice. When covering with
pigskin, it also requires a tight wire to be served on. Cut
pigskin in strip, so the edges just meet. Soak pigskin in
lukewarm water 15 minutes, and sew and fit while wet.
Remember the stitching should be on the outside loop.
The splice requires an extra piece of pigskin, as the loop
and the covering for splice are. separate pieces.

In serving, the loop is served before splicing and the
splice after. In serving a gang of rigging, a nice finish

(Continued on Page 4Wr^> T

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Plate 63ar— Gasket Served With
White Marlin

Building Plans for Power Houseboat

Mullet

By Gerald Taylor White

TO the man who wants speed, ^lullet will not prove
attractive, but the ordinary mortal who cares more
for comfort, and who does his boating on inland waters
this power houseboat should fill the bill remarkably
well. Power houseboats as a rule are built of the raised-
deck or trunk-cabin types, the deck being on top of the
cabin. In some ways this; is an advantage, as the deck
room is large, but the height of the awning and the dis-
tance the deck is above the water rather spoils the effect.
In bad weather the roll of the boat is so much more notice-
able on a high deck of this sort that conditions are bad for
the members of the crew who have not gained their sea-
legs. The deck room on Mullet is ample for a party of
five or six people, while the pilot house, being enclosed
with drop windows, provides an additional seating space
that is practically in the open air.

I have shown the steering gear in the pilot house, but
an additional wheel could be put against the cabin bulk-

head to be handled from the after deck. Controls from
the engine could be led to both wheels. Upon going below
we find that this boat, although not quite 32 feet over all,
has the accommodations of a much larger craft. There is
a snug little saloon and pilot house from where the boat
can be handled in bad weather, and which will also be
used as a dining room and a double stateroom for guests.
The lower house, extending to the sides of the boat, con-
tains a toilet room, good-sized stateroom with an upper
and lower berth, bureau and w^ardrobe, and a large galley
where meals can be prepared in comfort in any weather,
as well as space for the engine. Locker room is ample in
the cabin, while the lazarette will hold enough stores for
an extended cruise. The boat is an excellent one for a
small family to use as a summer home. When the amount
of accommodations are considered it cannot be said that
the boat is particularly unsightly. She is not a rakish
speedster, it is true, but the adage that one cannot have

31

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26

RUDDER

S eptcmber

one's cake and eat it too, is the answer to those who object
to the chunky appearance. The hull is of the V-bottomed
type, with widely flaring sides. This prevents the wall-
sided effect of the majority of boats of the type. The
midship house is at right angles to the water-line and the
break thus made between the sides and the house further
helps the appearance. If the hull up to the lower guard
is painted one color, the space between the two guards an-
other shade, and the houses either the sam« as the hull or
left bright and varnished the boat will be far from being
an eyesore.

Owing to the size of the boat and the amount of ma-
terial in the hull and houses, a boat of this type is not a
cheap one to construct. The cost of materials, equipment
and engine, exclusive of labor, will probably be in the
neighborhood of $2,000.. This price would include the
cost of a medium-duty four-cycle machine of from 10 to
15 h.p., preferably of the two-cylinder type to avoid un-
necessary length. Such a machine turning a large-blade,
small-pitch wheel at from 400 to 600 r.p.m. should provide
a speed of 7 to 8 miles an hour. Any attempt to drive
the boat at greater speeds will probably be at the expense
of fuel economy. The complete specifications follow.

Specifications for the Power Houseboat Mullet

Keel — White oak, sided 3^/2 in., moulded as shown.

Deadwood, Shaft Loa, Horn Timber, Stern Post, Stem Knee,
Stern Knee and Stem — White oak, sided y/i in. and moulded as
shown. To all be carefully squared up before fitting and the ad-
joining surfaces covered with thick lead paint. To be fastened
with ample ^-'m. galvanized iron rivets or similar bolts with
nuts and washers. Care must be taken to clear the shaft hole
with the fastenings that pass through keel, deadwood, shaft log
and horn timber. In every case the heads of the fastenings on
the outside are to be counterbored and plugged.

Stopwaters — There are to be five i-in. white pine stopwaters
placed through the keel construction as follows : Two at the
corners of the stem knee, one at the fore end of the deadwood
and one each side of the shaft log. These stopwaters are to be
put in directly in the way of the plank edge.

Transom — White oak or mahogany i^-in. thick and shaped
to suit. Around the forward outer edges of the transom there
are to be oak cleats arranged to form an additional backing for
the after ends of the planks.

Frames — White oak sided % in. Moulded as follows: The
bottom frames are to be 3 in. deep for their full length. The side
frames are 31/2-m. wide at the corner where they butt on top of
the bottom frames, tapered to 2V2 in. at the sheer. The two
bottom frames are to fasten together with a i^-in. oak floor as
long as possible and 6 in. deep. To be rivetted to the frames
and drift bolted to the keel. The bottom and side frames fasten
together with an oak knee having arms 11 in. long and rivetting
same as the floor.

Planking — Yellow pine, white cedar or cypress to finish ^-in.
thick. To fasten to frames, keel batten, stem and transom with
2-in. No. 10 galvanized screws placed on 5-in. centers with heads
counterbored and plugged.

House Frames — In the way of the amidship house there are
also to be upper frames butting on top of the side frames and
fastened with an oak block rivetted in place. The upper frames
are to be sided % in. and moulded 2^ in.

Chine — The chine is to be composed of short pieces fitting
between frames as shown. To be screwed or rivetted from the
outside of the planks. Sided 2 in., moulded 3^,^ in. White oak
or yellow pine.

Keel Batten — White oak to fit between frames and down on
top of the keel to form a backing for the garboard seam. To be
l^ in. thick and 6 in. wide. To fasten to the keel with boat
nails 2^ in. long.

Steel Floors — In the way of the horn timber the l^eels of the
frames are to be connected with a piece of iJ4-in. by i'g-in. gal-
vanized iron, lag screwed to the frames, horn timber, etc.

Clamps— To be full length in one piece of yellow pine, sided

1 ^ in. and moulded 3 in. To fasten at each frame head with a
through rivet. There is to be an extra clamp aft of the midship
house to receive the ends of the deck beams.

Breast Hook — Oak shaped to fit the angle formed by the
stem, the inside of the plank and the first deck beam. The
clamps are to be boxed into the hook. Fasten with long screws
from the outside.

Samson Post — Oak or locust, running from a mortise in the
stem knee to the deck. Sided 4 in. and moulded 6 in. at the deck
and tapered to 2J4 in. at the heel.

Limber Holes — In the heel of every frame there is to be a
limber hole }i in. in diameter to allow bilge water to pass from
end to end of the boat.

Main Deck Beams — Yellow pine, sided 1% in. and moulded

2 in. To be crowned on the forward and side decks to a crown
of 6 in. in 13 ft. The after deck to be crowned 3 in. in 13 ft.

Plankshecr — Oak, % in. thick and 10 in. wide, fastened to
short deck beams that rest on the inboard ends upon a 2-in. by
2'^-in. oak carling.

House Roof Beams — Oak, sided and moulded same as main
deck beams. Crowned 6 in. in 13 feet. To fasten to side frames
in the amidship house and to a short riser in the pilot house.

Rail Cap — Oak or mahogany. 5 in. wide and i}i in. deep,
fastened to the main clamp and the frame heads and neatly
rounded off on the inside.

Main Guard — Generally V-shaped, 4 in. wide on top and 2 in.
deep at the hull, tapering to >4.in. at the outside. Shod with a
piece of ^-in. half-oval galvanized iron. To be screw- fastened
with long screws.

Lower Guard — Around the hull, 10 in. below the sheer line,
there is to be a i^-in. oak half-round. A i-in. half-round will
bind the edge of the cabin roof.

Bulwarks — Reaching back from the stem there are to be two
bulwarks shaped as shown, made from i^-in. oak and fastened
to the stem and the planksheer with long screws.

Main Decking — Cypress or white pine, i in. thick. The for-
ward deck to be covered with lo-oz. canvas laid in white lead and
the after deck left bright or painted as desired.

House Roofs — Similar to the main decking, except ^ in.
thick.

Pilot House — To be built up on a 9-in. by 2-in. rabbetted sill.
The house sides are to be %-in. oak or mahogany, panelled to
suit the windows.

House Windows — To be of either drop or swing type as
desired. Sash % in. thick and 4 in. wide. Glazed with double
thick glass. ,

Amidship House— BuWi up on an 8-in. by ij^i-in. coaming.
The sides to be % in. thick, with battened seams.

House Flooring — To be of ^-in. pine flooring, laid on 154 by
25/^-in. floor ledges, stanchioned as required.

Rudder — Oak, ij^ in. thick, tapered towards the edges, of
the size and shape indicated. Hung on bronze gudgeons and
braces and fitted with a galvanized tiller or quadrant.

Engine Bed — White oak, made to suit the engine installed.
To be 2i/^ in. thick and as long as possible. In no case shall the
bed logs be less than nine frame spaces long. Through bolted
and cross braced as required.

Interior Trim, Doors, Bulkheads, etc. — Of mahogany, oak or
white pine to suit. The bulkheads to be ^ in. thick of tongued
and grooved stock, fitted with the necessary doors, traps, etc.
All doors to be of panelled stock of the size shown. Shelves and
engine box as required.

C ompanionways — There are to be two hatches of the hinged
type resting over "rabbetted coaming. One will be over the port
window in the forward side of the pilot house and the other over
the port side of the after house. It should be borne in, mind
that certain engines may take up more athwartship room" than
shown and the companionway will have to be located with that
in view. ,

Skeg — A galvanized or bronze skeg will be fitted to the after
end of the keel, extending aft under the wheel and receiving the
bottom pintle of the rudder.

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Designs

68-Foot Express Cruiser

The design for this 68- foot twin-screw express cruiser
was prepared by Ralph E. Winslow. She represents
what is possible to obtain in a boat of this size and type
and still have railroad or automobile speed. If two eight-
cylinder 175-200-h.p. engines were installed a speed of
about 25 miles an hour would be obtained, while if two
275-300-h.p. engines were installed a speed of about 32
miles should be expected. This can be obtained and still
have a strongly built, seaworthy, comfortable boat with
good cruising accommodations.

A glance at the plans shows an excellent arrange-
ment. Forward is a forecastle, next aft a large galley,
and then a large cabin, thus making an ideal arrange-
ment for the service part of the boat. About midships
is the engine room, aft of which are two double state-
rooms with connecting bathroom. A cockpit or flush deck
aft, as preferred, is provided. The bridge is protected
by a steering shelter and extension roof so that the bridge

and entrance to the main cabin will always be dry. Special
attention has been given to ventilation and access hatches
to every room in the boat — three in the engine room, so
as to guard against any fire danger. Four watertight
bulkheads will make the boat practically unsinkable.

A fuel capacity of 860 gallons has been provided for,
which will give a long cruising radius.
The general dimensions are:

Length o. a 68 feet o inches

Breadth 12 " 2 "

Draught 3 " o "

15-Foot V/. L. Knockabout

A small sloop of the open type, very similar in profile
to the Star Class boats is shown here from designs by
C. V. S. WyckofF. The lines of the boat are an adapta-
tion of Frank Nichols's patented arc construction. In

Profllti iLrrangenMnt and Deck Plant of a 68-Foot Ezpross Orniior Designed by Balph E. Winslow. It Will Make 32 Milet an Hoar and Has a

Long Ornising Badins

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September

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Norel 16-Foot Wator-Llne Knockaboat Designed by 0. V. S. Wyckofl

this system the body lines from keel to chine and from
chine to sheer are all arcs instead of being straight lines.
The arcs of the sides in a vertical direction all have the
same radius, and the arcs of the bottom frames are also
to a certain radius. In this boat the bottom frames are
curved from chine to chine, the deepest part of the arc
being at the keel. There are several claims made by the
designer regarding this shaping of the frames. In the
first place it is claimed that the boat is better-looking,
having no flat places anywhere on the hull. It is also
said that the labor of building such a boat is less, owing
to the fact that the frames can be sawn out in quantities,
being simply cut off to the proper length when setting
up. Short ends of frames can be used at the ends, thus
taking advantage of the greater part of the material.
The boat is 22 feet 9 inches over all ; 15 feet 6 inches
on the water-line; 6 feet breadth and has a draught of
5 inches with the board raised and about 3 feet 3 inches
with the board lowered. The sail area is 260 square feet.

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Lines of 15-Foot L.W.L. Knockabout Which Somewhat Beeembles the Stars

One feature of the boat is that the rudder and centerboard
are both removable from above, being fitted in trunks,
so that the boat may be beached easily.

A Small Cat with Cruising Possibilities

The possibilities of a small catboat for both cruising
and racing is well shown in the accompanying plans by
E. De Levant e, who is also the designer of the popular
Bell Class Cats. This boat is only 18 feet long* and has
a breadth of 8 feet 4 inches and a sail area of 340 feet
of the Bermudian type. The designer states that there
were so many points in favor of the Bermudian, or, as
it is sometimes called, Marconi rig, that he quickly gave
up the idea of a gaff. The cockpit is self-bailing and the
cushioned seats provide accommodations for quite a party
for day-sailing. The cabin house is large enough to con-
tain two good transom berths, while there is a lot of
locker room in odd comers of the little vessel.

The ballast will be 200 tb of lead worked into
the skeg, and it is expected that there will be no need
for inside ballast. One feature is that the cabin doors,
often in the way when open on a small boat, are arranged
on pintles instead of hinges so that in good weather they

S»U Flan and Arrangement of an 18-Foot Oatboat "Designed by B. da
Leraote. With Bermadlan Big It Will Spread 840 Sanaze FeM of OanTas

Digitized by

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ogle

September

TMEfl«»

RUDDEP

29

can be removed entirely and stowed under the deck. As
a small single-hander the boat should be extremely satis-
factory, for there is only one halliard and one sheet. The
Bermudian rig has one advantage in a cat that in case
of an accidental jibe, there is not the weight of the gaff
to increase the strain of bringing up on the main sheet.

Forty-Five by Eleven Foot Cruiser

Another of the power boat designs made last season
at Cooper Union is shown here. The boat is 45 feet
over all and has a breadth of 11 feet. The arrange-
ments consist of a large galley forward, with ice-box,
shelves, stove, sink and other fittings. The main saloon
is directly aft and contains two large lockers, as well
as a buffet. There are two transom berths, over both
of which there can be formed extra berths by swinging
up the back of the transoms. Aft of the saloon one
comes to a lobby, with stairs leading to deck and an
oilskin locker and toilet room. The engine room is
reached from this lobby. Besides the engine there are
two transom berths in this compartment that may be
used for sleeping in an emergency. The stateroom aft
is exceptional, inasmuch as it has a very large amount
of hanging locker space. There is also a separate toilet
for this space.

The boat is handled from the bridge deck over the
engine room. The student who made this interesting
plan was F. Hasse, who is the owner and builder of a
fast runabout on the Hudson River.

Profile, Arruigement and Lines of a 46-Foot Power Crnlser, Designed
by F. Hasse

Oonstmctlon Plans of an 18-Foot Oatboat WMch Has Good Omlslng
Accommodations

Rigging a Canvas-Covered Canoe

The usual sailing rig that is provided for canvas-
covered canoes by the sporting goods houses is not a prac-
tical rig from the standpoint of the real sailing man. The
small sail and the more or less troublesome lee boards do
not provide either enough area or the windward qualities
that are desired. Many canoemen have attempted to fit
centerboard trunks in their craft, usually with poor suc-
cess, for it is almost impossible to make a tight job around
the trunk.

The method shown in the plans is to fit a shallow keel
to the bottom of the boat, through-bolting it up through
the keel and keelson with which every canoe should be
fitted. The keel can be made from a 7-foot by 8-inch oak
plank, y% inches thick and shaped to a semi-circular
form. The edges should be tapered after the bolts have
been put in place. The rudder can be hung on the usual
strap gudgeons, being made with a wooden stock into
which a i/16-inch steel plate of the required size has been
inserted. The plate should be pivotted so that it will
swing up upon striking an obstruction. A yoke and tiller
lines leading all around the cockpit complete the steering
equipment. A ridge pole can be arranged between the
stem and the mast and from the mast aft as shown. The
after end should be supported on a removable stanchion.
Over the ridge a canvas deck is stretched and laced or
snapped to screw eyes under the guard.

While the sail area shown is fairly large, one should

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Sections of a 45-Foot Power Orolaer, From Designs by F. Hasse

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30

THEfl«»

RUDDER

September

be able to handle it without the use of a sliding seat pro-
viding the boat is a heavy one. If the ordinary narrow
boat is used the area should be reduced.

The Harbor Service Boat Virginia

Cox & Stevens, New York naval architects, have re-
cently designed a service boat for the Todd Shipyards
Corporation. She is now being built at the Tebo Yacht
Basin in Brooklyn and will soon have her trials. The
hull is designed along yacht lines, but the scantlings are
about the same as would be used on a commercial boat
of this size. It is the intention of the owners to use the
boat for communication between their various shipyards
in the vicinity of New York. Good speed was therefore
required.

The size of the scantlings are indicated on the accom-
panying plans. Keel, 6-inch oak ; frames, 2j4 inches by
2j4 inches at the head and 2j4 inches by 3 inches at the
heel. These oak frames are spaced on ii-inch centers

SecUons of the Harbor Sonrlce Boat Virginia Building at Teboi

T/s" -r H •' •. ic
Sail Plan of a Canyas-Covered Canoe, OlYlng Details Which Anyone Can Follow

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September

RUDDER

31

Proflle of tlte Service Boat Virginia, Designed for Todd Sliipyards Corporation by Cox ft Stevens

and are steam bent, with the exception that on lO-foot
6-inch centers there are double-sawn frames of the same
dimensions. The planking is yellow pine, i^ inches
thick. There is a 2-inch by 4-inch deck beam on every
frame, with some heavy beams and fore and afters of
3-inch by 4-inch yellow pine. The stem is sided 6 inches.
Decking is of Oregon pine, ij^ inches by 2 inches.

Under the raised forecastle deck there are quarters
for four men, with toilet, lavatory and ample locker space.
A pilot house 12 feet long with floor at the main deck
level aflfords ample seating accommodations and observa-
tion space as well as space for the navigating equipment.
Stairs at the after end of the pilot house lead directly to
the engine room. Aft of the engine room is a galley,
with stove, sink and large refrigerator, enabling parties
to make short cruises with the boat if desired. The saloon

is abaft the galley under the same long low trunk which
serves to ventilate and light the quarters. The saloon is
16 feet long and has a clear floor space 6 feet 6 inches
wide between the upholstered transoms, with table, buf-
fet and lockers. The large toilet room for the owner and
guests is off the saloon. The after deck is 13 feet long
and is covered with an awning and surrounded with a
railing providing ample seating space for a large party.
A railing surrounds the pilot-house top, providing an ex-
cellent point from which to speak other vessels or to use
for general observation.

The propelling machinery consists of a six-cylinder
lo-inch by ii-inch Standard gasolene engine. Four 150-
gallon fuel tanks of galvanized steel are located in the
wings of the engine room, i A 50-gallon gravity tank is
slung over the engine. The boat is completely lighted

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Arrangement Plan of the 69-Foot Service Boat Virginia, Which Will Be Driven by a Six-Cylinder Standard Engine

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33

RUDDER

September

Oonitraction Plan of tlM Senrice Boat Virginia, Built From Designs by Cox ft Stovens for Todd Shipyards Corporation

with electricity obtained from a 2j4-k.w. Standard gen-
erator located in the engine room. The switchboard is
also located in the engine compartment wath controls and
tell tales for the running lights in the pilot house. A hot-
water heater installed in the after end of the crew's quar-
ters supplies radiators throughout the boat. Fresh water
is carried in a 75-gallon tank in the lazarette.

While essentially an able and seaworthy craft of
rugged construction without unnecessary decorative ef-
fect, the boat will make a very presentable and yachty ap-
pearance. The main dimensions are :

Length o. a 69 feet i inches

Length w. 1 67 "10 "

Breadth, inside guards.. 13 " 7 *'

Draught, extreme 4 ** 8 "

Forty-Foot Design Competition Boat

This 40-foot by lo-foot 8-inch cruiser was designed
at Cooper Union last Winter. The boat is of the
typical bridge-deck type, with saloon, galley and toilet
room forward. The engine is under the bridge, but
there is full headroom in the forward end of the com-
partment, as the raised deck extends over the engine-
room bulkhead, forming a trunk over the machinery

Harbor Sorvico Boat Virginia After Lanncliing

space. This provides plenty of light and air to this
otherwise stuffy place. The after cabin contains two
large wardrobes and a folding wash basin in the for-
ward end. The after end of this cabin is taken up
with two wide transom berths. George Kleotzer designed
this cruiser.

Profile and Arrangement Plan of a 40-Foot Power Cruiser

Lines of ac40-Foot Power Cruiser Designed by George Kleotser

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The W^ork Bench 4

THIS is a monthly department for yachtsmen who
build their. own equipment. In each issue there is
a question pertaining to the design and construction of
some item of equipment for power or sailing yachts. For
the best answer each month The Rudder gives a credit
order for $25.00, which will be accepted in payment for
goods handled by any advertiser in the current issue.
Contestants whose answers are published, but who are
not first prize winners, receive a credit order for $5.00.
Readers are invited to suggest questions. Prize orders
will be mailed directly after publication.

Rules
Drawings must be made with black ink on white paper
or tracing cloth ; lettering as large and clear as possible,
and all dimensions plainly marked, as the reproductions
will not be to scale. Descriptions limited to about five
hundred words. Answers must be received on or before
the first day of the month preceding publication. Address
Contest Editor, The Rudder, 9 Murray Street, New York
City.

Question for the November Issue

Answers must be received on or before October ist

Show with sketches layout of your ideal lighting system
for a small cruiser, and explain advantages.

»•«

Extinguishing an Engine Room Fire from Deck

($25.00 Prize Winning Answer)

Fire on a power boat is usually traceable to either
the galley stove or the engine. Back-firing through the
carbureter is the most prevalent cause of fire. A method
of putting out such a fire without the loss of even a
second's time is shown in the accompanying plans. The
cost will be under $10.00,

A piece of 9^ -inch brass pipe is fastened above the
engine, if desired another branch can lead down directly
over the air intake of the carbureter, and a niunber of
i/32-inch holes bored in it similar to the ordinary
sprinkler system used in large buildings. One end of
the pipe is connected to a tank mounted on the deck above
and filled with Pyrene or some similar extinguishing
liquid such as can be purchased in supply stores. If
desired the quart can of the liquid can be mounted and
used for the tank. The opposite end of the pipe line
should be made up with a pipe cap. A valve at the point
most easily reached by the helmsman will open the flow
of liquid. It is necessary to have a small vent hole in
the top of the tank.

If the tank can be placed four or -five feet above the
pipe-line the head will be suflicient to force the liquid
through the holes, spraying it all about the machinery.
In case the tank cannot be placed as far above the engine
it should be connected with a hand air-pump. In this
case no vent-hole should be left in the tank. Opening
the valve and giving a few strokes with the pump should
instantly put out the fire. You can test the system with
water before drilling all of the holes. Locate the holes
to the best advantage, grouping them about the parts
where fire is more likely to start. To obviate the chances
of some inquisitive guest opening the valve when not
needed, you can enclose the valve and possibly the tank
in a box having a large, easily opened door plainly marked
"Fire."— E. L. C, Cambridge, Mass.

»•«

Extinguishing a Carbureter Fire with the Controls

($6.00 Prize Winning Answer)

If your carbureter is of the type that has a choker
valve in the air inlet, a fire starting in the carbureter can
be extinguished in the following manner. I have seen
this system used on several occasions and believe that
it is an important point to remember. As soon as a back-
fire occurs and flame shoots out the carbureter, advance
the spark as far as possible, at the same time opening
the throttle all the way and also opening the choker
valve. This will suddenly speed the engine up, the quick
suction in the carbureter causing the flame to be drawn
into the cylinders instead of being projected out into
the boat. As soon as the flame has been extinguished
carefully inspect the boat so as to be sure that no part
became ignited before the flame was smothered. — A. J. T.,
Houston, Texas.

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RUDDER

September

THE ••«

RUDDEP

[Title Res'iBtered U. S. Pat. Office J

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York. U. S. A.

Opposite City Hall Park

Telephone Barclay 6165

Arthur F. Aldridge, President: Andrew Paterson, Vice-President and Business

Manager; James R. Thomson. Treasurer; Arthur deZ. Patton. Secretary

EnUrtd tU Ntw York Poit Offtet as Secmtd-Class MaiUr

One Year -
Six Months
Single Copy

SUBSCRIPTION RATES

$2.00

I. CO

.25

TBI Ruvnn can be procured or tubicribed for at foUowing Foreign Ageaekt:

THE TA0HT8MAN, 168 Strand, London, England.

WM. POBTEOUS ft 00., 9 Boyal Place, Glasgow. Scottaad.

THE IHTEBITATIONAL HEWS OO^ 6 Bnams BvUdlnfp Oluoiottj Lus^

Iiondoiif E. 0.
BEBHTAHO'S, 86 Ats da I'Opara, Paris, Franca
OOBDOH h OOTOH. Sydnaj, Australia
Or at any Bookstall

America Rules the Waves

American yachtsmen may well be proud. Miss America
has won the British International Trophy for high-speed
power boats and Resolute has defeated Shamrock IV and
kept the America's Cup in this country for another
period.

In each instance American skill in designing and con-
struction, and American ability to handle the boats
properly have won.

Mr. Garfield A. Wood has earned the praise of all
power-boat enthusiasts and of the American people be-
cause he, single-handed, defrayed the cost of building
and maintaining two boats with which to compete in
British waters for the prize emblematic of the world
championship for speed boats. He always has had con-
fidence in the skill of C. C. Smith, builder of fast boats,
and with two of these boats equipped with Grant-Liberty
engines adapted to marine purposes he has defeated the
fastest boats in the world.

The accounts of the races held off the Isle of Wight
show that Miss America was much faster and much more
consistent than any other boat in the races and, when it
is remembered that two of the British entries, Maple
Leafs, had much more power than did the American
winner, Americans should feel proud of the success of
their representative. Mr. Wood has earned the thanks
of all. He has earned the prize through American enter-
prise, American resourcefulness and American grit and
he well deserves all the honors which he brings back.

Now the British Trophy is in this country. The
British will not let it rest here and it would be well for
Americans to make preparations for its defense at once.

»•«

That Canadian Talk of Challenge

The Resolute had no sooner been declared winner of
the Cup than there was a report that a challenge was to
come from Canada for a race for next season. Alexander
C. Ross announced that he would try to raise the neces-
sary money by popular subscription and would challenge
with an 8o-foot schooner. Mr. Ross has an honorary

membership in the Royal Halifax and Cape Breton Y. C,
which may qualify him as a yachtsman. He fully ap-
preciates that Cup racing is costly.

While all like real sport, one wonders if this is the
proper time to indulge in such costly sport as racing for
the America's Cup. It cost more than $400,000 to build
and maintain Reliance. That was seventeen years ago.
Prices have doubled since then. To build and race an
80-foot schooner would now cost $600,000 and should a
trial yacht be commissioned it would add $150,000 to the
total.

We wonder if the Canadians really appreciate what
they are talking of doing. Canada has never been very
active in large yacht racing. There are no experienced
yacht designers in Canada and there are no plants such
as we have for the building of large yachts. The deed of
gift governing the America's Cup says that the yacht
must be built in the country it represents. It cannot be
built in Great Britain and shipped across the Atlantic
in sections. Where are Canada's sail makers? Where
are her skilful yachtsmen to handle the yacht? Canada
has many clever sailors of small yachts, but none of large
yachts.

We wonder sometimes if racing for the America's
Cup IS of any real benefit to the sport. It is spectacular
and it furnishes entertainment for many. Take this year
as an instance; if there had been no races for the Cup,
each one of the yachtsmen who were busy in handling
the Resolute and Vanitie would have had his own yacht
in commission. Many others who are usually keen in the
sport' decided to watch the big yachts this year. These
will return to their favorite pastime next season. Hid
there been no Cup race the New York Y. C. would have
held its annual cruise. There would have been more
regattas and more yachts would have competed.

A Cup race once in a decade is sufficient. It gives
the sport an international attraction and shows the pro-
gress made by two nations. But in the meantime let us
develop our own yachts and races and make the sport
more popular with all classes.

»•«

Resolute the Better Boat

Resolute successfully defended the America's Cup
because she was a faster and better boat than Shamrock
IV. Shamrock IV started off well and with lots of good
luck took the first two races. Then Resolute, admirably
sailed by Mr. Charles Francis Adams, won three straight
and kept the Cup.

It was a peculiar series of races. Shamrock had to
finish nearly 7 minutes ahead of Resolute to win. This
handicap somewhat robbed the races of the keen interest
that has always been taken in Cup races, but it showed
that refinement of model with comparatively small driv-
ing power is much better than excessive power on a
freakish t>'pe of hull.

Resolute was better sailed than Shamrock and this in
a measure accounts for her victory. Mistakes were made
on Shamrock which were costly and unless the British
yachtsmen learn to save seconds by smart handling of
sails and have their crews well drilled they can never
hope to be successful in Cup races.

The races have taught many lessons. In future the
yachts will be as nearly the same size as possible and
will race without time allowance. They will be sent

(Continued on Page 36)

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For Every Service

in Any Waters

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RUDDEP

September

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How to Run and Install Gasoline Engines

By C. von CULIN

This small booklet is the best work oh the subject
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NOT a gas-engine treatise, but a very useful reference
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Buoys, beacons, signals and their meaning, rules of the
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Resolute the Better Boat

(Continued from Page 84)

away to a one-gun start and the first yacht to finish will
be the winner.

It is hoped too that some agreement will be made by
the challenger and the challenged to develop boats of
more wholesome construction. The postponement of the
race because of the high seas on July 24th has very
seriously hurt the sport in the public's eyes. Yachts
should not be mere racing machines. They should be
able to sail under all conditions of wind and weather and
should not be so frail that a Summer storm will cause
them to break down or pound to pieces.

»•«

Miss America Wins British Trophy

(Continued from Page 4)

making the total distance 33.985 nautical miles. The deed
of trust of the trophy requires that the course shall be
not less than 25 nor more than 35 nautical miles in length
and each round must be not less than 5 or not more thian
8 nautical miles in length. The course must be so arranged
as to avoid any angle of less than 120** and the distance
between any two marks must not be less than 100 yards.

The first race was decided on Tuesday, August loth.
Much interest was taken in the race and a large fleet of
yachts banked the course and thousands watched the
contest from the shore. Miss America practically finished
alone, Miss Detroit V and both the Maple Leafs developed
engine trouble. Miss Detroit V was in trouble on the
fourth round of the course and although she soon started
off again she was unable to attain her best speed. The
times were: Miss America, 38 minutes 17^ seconds;
Maple Leaf VI, 41 minutes 30 seconds; Sunbeam-Des-
pujols, 43 minutes 30 seconds; Miss Detroit V, 46 min-
utes 12^ seconds; Maple Leaf V finished later.

In the second race the next day Maple Leaf VI got
away first, but Miss America soon took the lead. The
first round was made in fast time, Miss America cover-
ing the distance at the rate of 56.41 nautical miles an
hour. After that she slowed down and won easily. It
was never necessary to drive her to her limit. The times
of this race were : Miss America, 37 minutes 5H seconds,
averaging 53.42 nautical miles an hour; Miss Detroit V,
37 minutes 43^ seconds ; Maple Leaf V, 37 minutes 59
seconds ; Maple Leaf VI, 40 minutes 59^^ seconds ; Sun-
beam-Despujols, 41 minutes SJ4 seconds.

The winner was heartily cheered by those who watched
the races and Mr. Garfield A. Wood was congratulated
by all on his success. The trophy will come back to this
country and will be held in Detroit. Miss America was
entered through the Miss Detroit Power Boat Associa-
tion and Miss Detroit V through the Detroit Gold Cup
Committee, while the unfortimate \Vhip-Po'-Will Jr.
would have represented the Motor Boat Club of America.

Just how long the trophy will be allowed to remain
in this country is uncertain at present. It seems certain
though that a challenge will be sent in due course for a
race here and probably Sir Mackay Edgar will try once
more to carry away the cup. He made three attempts
before he was successful in the last series in American
waters and he would have been the chief defender against
the Disturber in 1914 when the war put an end to all
international sport.

Miss America and Miss Detroit V are to be brought
home at once and will take part in the race for the Gold
Challenge Cup to be held off Detroit on September loth
and the two following days.

Please mention THE RUDDER when writing to *dvcrtitc^ -^j^^^ by VnOOQ^^

September

RUDDER

37

What Kermath's Foreign Supremacy
Means to Every Boat Owner

^T^HERE is a deep sis^nificance to every motor boat
-^ owner in America, in the fact that Kermath engines
hold a greater proportion of the export trade in the
marine engine field than any other competitor.

The reasons, of course, are Kermath's consistent good
performance, its infrequency of repair and adjustment,
and its remarkable fuel economy — a highly important
factor in countries where gasoline costs three to four
times as much as it does in America.

But the chief and fundamental reason for this pre-
dominant foreign preference of Kermath lies in the fact
that it is the one marine engine that has been strictly
standardized since 1912.

It means that every Kermath part that leaves the
factory today can be accurately fitted to any Kermath

engine that we have ever built whether it's a 1912 or a
1920 model.

You can imagine how this advantage is appreciated
by dealers and consumers who live five or ten thousand
miles from the base of supplies.

Kermath standard poUcy makes it easier and less
expensive for the Kermath dealer to keep a complete
stock and to serve his customer more promptly than any
other dealer.

It assures the Kermath owner the kind of service he
wants when he wants it, whether he be in Wisconsin or
Singapore.

Write for the Kermath booklet — ^it will interest 'you
immensely whether you own a boat now or consider buy-
ing one. Address Dept. M.

4 cyl 4.cyc]e
12. 16. 20 and 40 HP.
Prices $450 to $1650

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RUDDER

September

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Resolute Saves America's Cup

(Continued from Page 8)

laminated of five thicknesses of wood was a big weight
saver and was copied when Vanitie was refitted.

Shamrock had a wonderfully light set of club lop-
sails, sails and spinnaker pole made by the McGruer
system of wound veneers. They stood all tests well.
One trouble, however, was with her gaff. It sagged
badly and when the two yachts w^ere in close company
the difference in the trim of the two gaffs was marked.
It was this gaff that kept the challenger from going to
windward as Resolute did. Mr. Heirreshoff had rigged
Resolute as he did the 40- footers. There is a bridle
from the topmast truck to the mast head and on this is
set a block through which the peak halliards are rove.
This purchase helps the trim of the gaff and kept it well
inboard. When Shamrock came out for the last race, in
which she showed much better on the wind than in
previous races, it was noticed that Mr. Nicholson was
not slow to take advantage of something good. Sham-
rock's gaff was rigged in a fashion similar to that of
Resolute and in the race the gaff was kept well inboard.

The five struts at the forward side of the mast at-
tracted much attention. This was a novel rigging and
Mr. Nicholson says stayed the mast well and at the same
time was not much extra weight. The two outer struts
engaged the shrouds from the mast head to the rail. The
next two, one on each side, were mast-head stays leading
fron> the mast head to the deck at the mast. The center
strut took the throat halliard. This was a single halliard
leading through a dumb sheave in the mast. When the
sail was half way up the halliard was led over the strut.
Hoisting the huge mainsail on Shamrock was a big piece
of work and required the efforts of all the men in the
crew and it was so laborious that w^hen the sail was finally
up the men were completely tired. This, of course, was
before the work of the race b^an.

On Resolute and all American-built yachts the jib
topsails are numbered i, 2, 3, etc., the smallest being
called the baby. On the Shamrock each sail had a name
instead of a number. The smallest was called the baby
and then in order came, the small, the medium, the long
rope, the Yankee and the balloon. Numbering seems to
be much more simple in designating the size.

»•«

Shamrock No Match for Resolute

(Continued from Page 11)

baby jib topsail. Shamrock sailed with a full, footed fast
while Resolute pointed. About half an hour after sailing on
this tack the wind backed a point and gave Resolute a
lift, but it was soon back on its original quarter again.
The wind freshened shortly before 2 o'clock and Reso-
lute changed her jib topsail for a smaller one. At that
time Shamrock stood off shore on the port tack. She
passed astern of Resolute and as the defender took the
port tack Shamrock took starboard. A succession of
short tacks followed and the contest was a pretty one.
Twice Mr. Burton tried to bluff Mr. Adams, or perhaps
he tried to catch them napping on Resolute. Shamrock
started to tack and Resolute followed at once, but instead
of filling away on the other tack ShamrcKk fell back
again. Resolute was equal to any such work as this
and she too fell back on the original tack each time with-
out mishap and still in the w'eather position. Shamrock
lost seconds on each tack.

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RUDDER

39

Resolute steadily increased her lead. The wind in-
creased in strength and when off Long Branch Resolute
took the port tack and stood for the mark. Shamrock
had to make another tack and soon both were on the
same course with Resolute leading. It was possible to
notice the difference in the sailing of the two yachts.
Resolute heeled more but with the wind even for the
two yachts Shamrock appeared to be closing up the gap.
Resolute's gaff was kept well inboard while that of
Shamrock swung off and twice that yacht was luffed to
trim sheets down harder. At one time the officers of
the destroyer Semmes with their range finder figured that
Resolute had a lead of about 3 minutes but after that
Shamrock improved her position. The wind had fresh-
ened to a nice club topsail breeze and it seemed to be to
Shamrock's liking.

Resolute turned the weather mark at 3:26:27 and
easing her boom to starboard and with her spinnaker

Third Race

pole out started for home, but she had to haul up on her
course to allow Shamrock to pass, that yacht having
right of way. As soon as she was clear of Shamrock
the spinnaker was broken out and she headed on her
course. Shamrock turned the mark at 3:28:14 and set-
ting spinnaker to port she headed for home, taking a
course to the east of Resolute. On the beat to the mark
Resolute had beaten Shamrock 2 minutes 6 seconds.

Again the sailors of the Resolute beat the Britishers
in the way they handled the light sails and seconds, almost
minutes, were lost on Shamrock in getting on the
light canvas. Neither yacht had the tack of the spinnaker
down properly and there was a big gap on each vessel
between the spinnaker and the mast, but it was worse
on Shamrock.

Shamrock passed Resolute at 4:54:00 o'clock. She
crossed the finishing line at 5 :03 :28. Resolute finished
at 5:03:47, just 19 seconds later, and the actual time
for each yacht was 4 hours 3 minutes 6 seconds.

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Fourth Race, Friday, July 23D
After the third race Shamrock asked for a day's rest
to allow her to be hauled for cleaning. This was granted
and she was in better condition for the next battle, which
was sailed over a triangular course. The wind was south
southwest, which was the direction of the first leg of the
course. The second leg was east by north and the third
northwest half north. Shamrock had a new topmast and
a smaller club topsail. This change reduced her rating
and cut the allowance to 6 minutes 40 seconds. There
had been fog early in the day but the wind blew this
away and was about 8 miles strength at the start. Resolute
crossed the line first on the starboard tack at i :oi :36
and Shamrock to leeward of the defender crossed 23
seconds later. The American sloop carried a No. 2 jib
topsail while Shamrock had up a baby. Seven minutes
after crossing Shamrock took the port tack and stood in
towards the New Jersey shore. Resolute held the off-
shore tack 2 minutes longer and found a better wind
which heeled her to her lines while Shamrock was floim-
dering in a calm. With the better wind the topsail on
Resolute was changed for a smaller one and then both
settled down for a long board into the beach. Shamrock
took the port tack when off Seabright at 2:07:00 and

TT. 1; 01 : »3
S. I -.01; 3 6

Ved Henvendelser til Annoncerende

^. 3-.«.7:ie3

Fourth Race

at 2 :o8 :30 Resolute went about. She had crossed the bow
of Shamrock and tacked to windward of the challenger.
On this tack they were able to fetch the mark which
was turned, Resolute at 2 :35 :20, Shamrock at 2 i^y '.27.
Shamrock had to make one more short hitch to fetch.

Resolute broke out a No. i jib topsail as she eased
off her boom. Both yachts reached very fast to the
second mark, which Resolute turned at 3:26:00 and
Shamrock at 3:27:18. On this leg Shamrock had gained
49 seconds. She made the 10 miles in 49 minutes 51
seconds, an average speed of a little better than 12 knots.

The wind had freshened to about 18 miles an hour.
To the northwest a squall was making up and a long
line of cloud had banked up, looking ugly in contrast
to a background of white. Jib topsails were taken in on
both yachts and both were heeled so that their rails were
under water. Shamrock had closed up on Resolute and
threatened to pass the defender. Both were lugging
their club topsails and at 3:45 o'clock men were sent
aloft on Shamrock and the club topsail which was set
on the weather side of the rigging was sent down. Reso-
lute's club topsail was to leeward of the rigging and

September

RUDDER

41

could not have been lowered had they wished to take it
in on that yacht. Made snug for the squall Shamrock
luffed to carry the old wind as far as possible and took
the lead. Then the rain fell and when it passed over a
few minutes later the wind had gone with it. Resolute
sent up a No. 2 jib topsail and Shamrock set an ill-fitting
working topsail. The race was over. The squall passed
over and Resolute with all her sails set was able to take
the lead again. A balloon jib topsail was set on the
American yacht and she crossed the finishing line at
4 -39 -25. Shamrock, carrying a spinnaker, finished at
4:43:06.

Resolute won the race. Her elapsed time was 3 :37 :52
and that of Shamrock was 3:42:10. So that Resolute
defeated Shamrock 4 minutes 18 seconds actual time or
10 minutes 58 seconds corrected time.

Fifth Race^ Saturday, July 24TH

The score now stood Resolute 2 ; Shamrock 2. They
had been thoroughly tried in light weather and all were
delighted when a fresh wind was blowing as the fleet
of yachts and excursion steamers started out for the line
on Saturday, July 24th. On the Shamrock everyone was
pleased and Mr. Burton; and Mr. Nicholson thought that
the seas would be long and easy and the wind strong
enough to show Shamrock at her best. A reef was tied
in the mainsail and a small jib topsail bent on to balance
the shortened sail. Resolute went out under full mainsail
and jib. The wind was from southwest. Outside at
noon it was blowing 28 mile^ an hour and it had kicked
up a steep, lively sea and those vessels at the lightship
were taking the seas all over them. The committee
signalled the course and sent off the mark boat. The
wind was increasing in strength and then each yacht was
asked if it would consent to a postponement. Each agreed,
the tug was recalled and the yachts sailed back to their
moorings. M. Rosenfeld, photographer on the committee
tug, took several pictures of the seas. The mark boat
was practically under water, the committee's tug took
seas all over her and drenched those in the pilot house.
The two yachts pounded viciously and it is very doubtful
if either would have gone over the course without serious
accident and possible loss of life. The yachts are built
for average summer weather conditions and not for
heavy seas. The wind during the afternoon increased
to about 35 miles an hour and the seas were very high.
The wind was all right but the seas were not suited to
either.

The yachts made the second attempt to sail the last
race on Monday, July 26th. They were started at 12:30
o'clock in a very light wind from' north by east half east
and the first leg was to leeward. These were conditions
that Shamrock's supporters agreed were good for their
yacht. They figured that if Shamrock could lead at the
mark when they hauled on the wind she would have an
excellent chance to win the race. The two yachts had
their spinnaker poles out to starboard and with balloon
jib topsails drawing crossed the line with Shamrock in
the lead by 56 seconds. Resolute ran up her spinnaker,
but as no move to set a spinnaker was made on Shamrock
it was not broken out and soon afterwards was lowered.
They tried tacking to leeward and both hunted the wind
in towards the shore. An hour and ro minutes after
starting the yachts gybed and then each alternately catch-
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until 5 .05 o'clock, when the race was called off. Resolute
was then about 5 miles from the turning mark and Sham-
rock further out to sea was 8 miles from the mark.

The final race was sailed on Tuesday, July 27th, in
a light air that sent themj over the course just within the
time limit. There was no wind when the yachts arrived
at the starting line. The sea was absolutely smooth and
there was no ground swell to bother Shamrock's blunt
bow. The committee waited for two hours and then just
when it seemed as if there would be another postpone-
ment a light air came from- south southwest and an effort
was made to finish the series. The course signal was
set, the tug started to log the course and at the very last
minute allowed under the conditions, 2 o'clock, the pre-
paratory signal was made. Shamrock had copied the Reso-
lute in the rig of the peak halliards. She had a bridle
from the topmast truck to the mast head on which was
a block through which the halliards were rove. This

Fifth Race

block was lower than that on Resolute and it kept the
gaff well inboard, better than in any of her previous
races. When the starting signal was made both yachts
on the starboard tack were near the lightship end of the
line with Resolute leading. They reached towards the
committee boat and neither made any attempt to cross
until after the 2 minutes had expired. Shamrock then
hauled her wind and crossed 5 seconds late. Resolute
held on and here Mr. Adams seems to have made his
second error in the series. He either misjudged the speed
of his yacht or miscalculated the distance for when 45
seconds had gone he luffed sharply to clear the com-
mittee's tug and then had to bear away to clear the tug
with the boom of the Resolute. Shamrock was then to
windward of the American yacht and for once Mr. Bur-
ton had the honors of the start. Two minutes after
crossing each took port tack and headed in towards the
New Jersey shore and Shamrock had the weather position.
She was sailing fast under the conditions. A tug with

Var god aberopa THE RUDDER nar annonsorema

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September

RUDDER

43

two mud scows was heading back into the harbor and
was dead ahead of the racing yachts. Shamrock weathered
the end scow but Resolute had to take the starboard tack.
She would probably have tacked even if the scows had
not been in her way because just ahead of her was a
calm patch. She passed astern of the Shamrock and
then took port tack with her wind clear. Some wondered
why Mr. Burton did not tack with Resolute and so still
hold the weather position but he seemed bent on getting
into the shore. When nearly into Highland Beach Sham-
rock took the starboard tack and the* two yachts were
drawing together on opposite tacks. Shamrock took in
her No. 2 jib topsail and set a larger one. At 3:08
Resolute went about, having failed to cross Shamrock's
bow. She had not held on long enough to be covered
by the challenger and then the two yachts sailed almost
side by side first one drawing ahead and then the other.
The Shamrock seemed to have suddenly found herself
and was doing wonderfully well. At 3 140 o'clock Sham-
rock took a decided lead and then Mr. Adams sailed
Resolute full to let her foot. The wind was streaky.
It seemed to be just ahead of the yachts but they could
not catch it. Once for a short period it hauled more
westerly and then went back to its old quarter. At
4:08 o'clock Resolute took the port tack in an effort to
cross Shamrock but she failed and a minute later she
took the starboard tack and again romped off to try to
draw clear, At 4:23:30 she took the port tack again
and this time Shamrock had a piece of hard luck. She
ran into a soft patch and while her sails were hanging
limp Resolute crossed her bow and at 4:26 took the star-
board tack well in the lead. At 4:47 both yachts took
the port tack for the mark, but to reach it they had to
sail around many soft patches. They had overstood to
avoid these patches and then for a short time they found
a little better wind.

Resolute turned the mark at 5:18:20 and Shamrock
turned at 5 :22 :32. Resolute gybed her boom to starboard,
broke out a balloon jib topsail and started to tack down
wind standing out to sea first. Shamrock eased her boom
off to port, broke out a balloon jib topsail and headed in
towards the shore. Mr. Burton was taking a gambler's
chance. He could not hope to win by following Resolute
and he might pick up more wind near the beach. After
this Resolute steadily pulled ahead. Shamrock was sail-
ing in a dying wind and while she tried many experiments
with her sails, using the spinnaker towards the end of the
race, she made no gain on Resolute. For a while it looked
as if neither would be able to finish within the time
limit, but towards the end of the race Resolute picked up
better wind and she reached the line at 7 '.$2 :25. Sham-
rock crossed at 8 :05 :20.

First Race— 15 Miles to Windward and Return

(Wind light to moderate. Rain squalls)

Elapsed
Yacht Surt Finish Time

H. M. S. H. M. S. H. M. S.

Shamrock IV 12:01:38 4:26:26 4:24:48

Resolute 12 :oo :4o Disabled

Shamrock won.

Second Race — Triangular Course, 30 Miles
(Wind light and variable)

Corrected

Time

H. M. S.

4:24:48

Yacht

SUrt
H. M. S.

Finish
H. M. S.

Elapsed

Time
H. M. S.

Corrected
Time
H. M. S.

Shamrock IV

.. 12:15:48

5:38:06

5:22:18

5:22:18

Resolute

.. 12:16:26

5:48:11

5 '31 :45

5:24:44

Shamrock won by 2 minutes 26 seconds.

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Third Race — 15 Miles to Windward and Return
(Wind light)
Yacht

Start
H. M. S.

Finish
H. M. 8.

Shamrock IV 1:00:22 5 :o3 128

Resolute 1:00:41 5 -03 .47

Resolute won by 6 minutes 40 seconds

Elapsed

Time
H. M. S.

4 :03 :o6
4 :03 :o6

Corrected

Time

H. M. 8.

4 :o3 :o6

3:57:07

Fourth Race— Triangular Course, 30 Miles
(Wind light to moderate. Squall)

Yacht

SUrt
H. M. 8.

Finish
H. M. S.

Elapsed

Time
H. M. 8.

Corrected
Time
H. M. 8.

3:31:12
3:41:10

Resolute 1:01:33 4 :39 :25 3 '37 '5^

Shamrock IV 1:01:56 4 :43 :o6 3 :4i :io

Resolute won by 9 minutes 58 seconds.

Fifth Race — 15 Miles to Windward and Return

(Wind light)

Elapsed Corrected

Yacht 8Urt Finish Time Time

H. M. 8. H. M. S. H. M. 8. H. M. 8.

Resolute 2 :i7 :oo 7 :52 :25 5 :35 :25 5 :28:45

Shamrock IV 2 :i7 :oo 8 :o5 :20 5 :48 :20 5 :48:2a

Resolute won by 19 minutes 36 seconds.

#«•

Cup Yachts Must Be Stauncher

(Continued from Page 15)

thoroughbred racing horse, good for nothing but just what it
is bred or built for.

Were races to be held in a place where average weather
conditions were more severe, designers would be forced to meet
the conditions, and boats, I think, would be more substantially
built.

Mr. Stuyvesant Wainwright, another well-known
amateur who has handled racing and cruising yachts for
several years with more than ordinary success, writes:

I certainly do most emphatically believe that it would be of
great benefit and interest for the future development of yachting
if rigid scantling rules were adopted and incorporated in our
rating measurements, and it would be most desirable to arrange
such a committee of yacht designers and shipping representatives,
Lloyds, etc., to get together those who are best qualified to formu-
late such a rule.

I would even go further, and say that yachting interest would
be fostered if our rule or rules could be made to conform to
those now in use abroad. You may remember that yachting
interests in this country, both around the Cape and here, were
in favor of our being represented in the congress that was held
in London in 1906, and at the eleventh hour, our sailing orders
were cancelled. I think, and have always thought, this was a
great mistake.

Our present rating rule is a good one, and we are working
along the right line, but, as the recent America's Cup contest
demonstrated, there were certain elements which were not taken
into account, and which have brought down criticism and ridicule
on the sport.

When two boats such as Resolute and Shamrock do not dare
to race in what would be generally considered a niagnificent
racing breeze, for fear that neither their hulls nor rigging would
stand the punishment, it is about time that we gave the strength
question some consideration.

Do you not also believe that we should limit over-all lengths?
I do not like the extreme scow or the long "tooth-pick" type.
In the last race which I sailed with the Butterfly, we had a breeze
of about the same intensity as the America's Cup race, with a
short, heavy sea; and my boat, which has a good, wholesome,
normal bow, was as dry as possible; and going into a head-sea
with an ocean roll, after passing Vineyard Lightship, had no
tendency to slap or pound, sailing very close hauled directly
into it.

Some of Mr. HerreshofFs earlier models of about this period,
such as Mimosa III, Cock Robin II, etc., in my opinion were just
about right.

I believe that you would get more people into the yachting
game if they thought that a safe, wholesome t)rpe would be
evolved, which had all the elements of holding together and last-
ing long after its racing possibilities wepe^ver. ^

En repondant aux annonces veuilles nientioner THE RUDDERd by X^TfOOQ IC

September

RUDDER

45

Mr. Aemilius Jarvis, who is well known as a clever
yachtsman and skilful sailor of all craft, and who has
had a long yachting experience, writes:

I quite agree with you that the conditions for the America's
Cup contest should be revised to bring them up to more modern
ideas of yacht racing and to cover yachts that will be of some
value after the contest. As you know, at present it is a quixotic
effort on anyone's part to challenge with one craft against the
selection of possibly several and then to know that this craft
cannot be timed up before the contest against any other craft
of similar possibilities. The recent contest showed the Shamrock
in her first real race; a race for the great event.

The Yacht Racing Association on the Great Lakes, I think,
were the pioneers in adopting the scantling regulations for racing
yachts, and the Long Island Sound and Massachusetts Yacht
Racing Associations have similar scantling regulations. There is
no reason that I have ever heard advanced why they should not
be extended to the America's Cup contest as a unique affair,
supposing it to represent the last word in naval architecture that
will develop speed, and of course to do that means the paring
down of all weights except the lead to the danger point; result,
the fiasco of Saturday, July 24th. True, the sea was steep and
rather vicious, and with such high-powered craft they could not
be let go without grave danger of carrying away something.

I do not think ever before have yachts been built so light,
and I hope that your efforts will result in bringing the powers
that be to a realization that they are doing yachting as a whole
a great damage.

Why should not America's Cup be raced for in a class of
the New York Y. C. to be agreed upon, and allow each side to
name its yacht on the same day, say two weeks prior to the race?

Mr. Carlos deZafra of the firm of Seabury & deZafra,
naval architects and engineers, says:

It is quite true that the postponement of one of the Inter-
national Cup Races on a day that should have afforded the best
of real sport and test has caused a great deal of adverse com-
ment not alone from those who play and know the game but
from the uninitiated public and nothing is more detrimental to
any sport in the long run than adverse public opinion.

I quite agree with you that something should be done such
as would produce yachts of such staunchness as could today
sail in just such heavy weather as the old America herself would
have been able to sail in. I have hear^ it suggested that the
course should be changed to one from New York to Bermuda
and return, irrespective of weather. Also another, which you
also suggest, that scantling rules should be framed such as would
produce a vessel of practical value.

As the situation stands now the international cup race is
taken more as a joke than a serious matter by the people at large
and I do believe that if your suggestion were carried out it
would be productive of healthy development of the sport.

Does not the same situation apply to the Harmsworth Trophy ?
Those vessels are only racing freaks — absolutely useless for any
practical pleasure or commercial purpose.

Mr. George Lawley, the veteran yacht builder, says :

I doubt whether it is the problem, of any committee of
architects and representatives of the various shipping industries,
to frame proper scantling rules for Cup defenders.

You must realize that there are many ways of doing work.
One is thoroughly, and the other is haphazard. There are also
many qualities of material, the Chrome- Vanadium Steel as used
in the Sea Call and the ordinary ship steel. One cost io}i cents
per pound with a tensile strength of 200,000 tb and the other i^
cents, with a tensile strength of 50,000 or 60,000 lb.

You see at once that a boat can be very much lighter and
stronger with smaller scantling properly put together than a boat
with ordinary material, even if properly put together.

I doubt very much whether the Vanitie would have showed
any weakness if sent over the course on the day the races were
postponed, but the risk of losing a man or two might have been
great and such conditions should have serious consideration.

Take the Vanitie's mast, for instance, and I doubt whether
any wind would cripple it, yet it is very light and made of
excellent material. All these conditions must be taken into con-
sideration and I would not care to be one of a committee to
try to straighten out such problems.

FLAGS

By A. F. ALDRIDGE

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ii used, with all the Code Flags in Colors and -Trtt'C^JC
their meaning. The Ruooer Pub. Co.. 9 Marray St., N.Y. City

Sijgnals

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Si prega far menxione del

Resistance and Model Tests

PART VIII
Comments Upon the First Period Calculations
The fundamental assumptions that resistance varied
with speed, that each unit of cross section and each unit
of immersed surface required a certain power to move
it through water at any named speed have been proved
correct when dealing with fully immersed square- fronted
bodies moving ahead in perfectly still water, and the re-
sistance figures computed by the early investigators have
been found fairly accurate. The assumption that resist-
ance offered to movement of ship-shaped bodies varied in
accordance with sine of the angle entrance lines has been
proved inaccurate when dealing with partially immersed
bodies, like those of ships, because the investigators failed
to consider the fact that just as soon as a partially im-
mersed body moves ahead still water conditions cease to
exist owing to the heaping up of water at bow and stem
and the creation of waves. And as size of these waves
vary with changes in form and speed, and resistance due
to these waves is considerable, it is very evident that rules
which do not take into consideration the wave-making
resistance factor cannot give accurate results. The intro-
duction of the variable co-efficient K makes it evident
that some users of the rule realized there was an un-
known factor which should be valued and considered
when calculating the resistance a proposed vessel would
encounter.

Resistance Calculations — Second Period
The most accurate formulae of this period are those
based upon the researches of Professor Rankine. In for-
mulating his rules Professor Rankine assumed that : ,

1. The whole of the appreciable resistance was due
to the formation of frictional eddies.

2. The wave-making resistance was of such minor
importance that it could be ignored.

Though Professor Rankine's assumptions, as stated
above, have been proved incorrect when the speed of a
vessel is great, his method of approximating the frictional
resistance encountered by a vessel moving ahead is of
value and gives very accurate results in cases when the
speed is moderate and vessel's shape is normal.

Professor Rankine's formula for calculating resistance
encountered by a newly-painted steel vessel is :

( Speed )^ X Augmented surface
= Resistance in lbs.

lOO

And his formula for computing probable engine power
at a given speed:

Augmented surface X ( speed) ^
= I.H.P.

20000

The divisor 20000 expresses the number of square feet
of augmented surface which can be driven at one knot
with one I.H.P. It may be properly termed the co-
efficient of propulsion.

While the figure 20000 is a proper and safe co-efficient
lo use for a properly designed newly painted steel vessel
being driven at a moderate speed it must be remembered
that the exact co-efficient divisor differs according to
smoothness and nature of vessel's underwater surface and
the efficiency of engine and propeller, it being greatest
when conditions are most favorable. For rough or un-
clean surfaces, or when hull design, engine or propeller
is not efficient, the co-efficient may be as low as 16000;
and in cases when conditions are extremely favorable, as
in yachts, it may rise to 22000.

The term augmented surface needs^^me explanation.

RUDDER quando scrivctcDigitized by VnOOQ IC

September

THE*"*

PUDDEP

47

iiiiiyiiiiiiiiiiiiiiiiiiiiiiiiiiili' ~
""llllfl"

ii'ii|i'|ifliiii'i|ii'iwiitiNi[Nihll!

As used by Professor Rankine it means the immersed
surface of a vessel, in square feet, multiplied by the co-
efficient of augmentation, the co-efficient of augmentation
for each vessel being ascertained by using this formula :

I + (4 X sine of greatest obliquity^) -f
(sine of greatest obliquity*)

The sine of greatest obliquity being determined by
measuring the angles of entrance lines at several evenly
spaced intervals (water-lines) and determining the mean
of the several angles.

I will illustrate the application of this formula by cal-
culating the power required to drive the 380 x 58 x 26- foot
vessel, used for previous calculation, at 14-knot speed.

First it is necessary to calculate the co-efficient of
augmentation. This is done by selecting a number of
evenly spaced water planes (shown on lines drawing),
measuring their entrance angles and making this calcula-
tion.

Calculation to Determine Co-Efficient of Augmentation
No. of Water Sine of Square of Fourth Power

Plane Angle Angle Sine of Sine

L.W.L. Plane . . 21.43 .370 .1369 .01874

W. Plane 2 18.22 .315 .0992 .00984

W. Plane 3 16.52 .290 .0841 .00707

W. Plane 4. . ; . . . 15.22 .265 .0702 .00492

W. Plane 5 1336 .235 0552 .00304

W. Plane 6 9.30 .165 .0272 .00074

W. Plane 7 000 .000 .0000 (Keel). 00000

.4728 .04435

.4728

Mean of Sine^ = == -0675

7
.04435

Ved Henvendelser til Annoncerende

Mean of Sine*

= .00633

Co-efficient of augmentation is 1.276, ascertained in
this manner:

I + (4 X .0675) + .00633 = 1-276
As immersed surface area is 28,994 square feet,
the augmented surface is equal to that area multiplied by
the co-efficient of augmentation 1.276. Therefore
28994 X 1.276 = 36,9?6.34 square ft. augmented surface.
As all figures required for calculation are now avail-
able the I.H.P. required can be determined by using the
formula

Augmented surface X ( speed )^

■ = I.H.P.

20000
Substituting figures the calculation is
36996 X 2744

= 5075.5 I.H.P.

20000
This you will note is very close to figure ascertained
by first formula, when 380 feet friction figures are used,
3653.68 + 1427.95 = 5081.63 I.H.P.
Comments on Professor Rankine's Rule for
Determining Resistance
This rule without doubt gives more accurate results
than the older ones and if the value placed on each unit
of augmented surface is properly selected for each form
and speed the power required to move a vessel of ordinary
form can be determined very closely. I have found that
by taking into consideration the wave-making possibilities
of vessels of ordinary proportions and types and '

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curves to indicate the average value which should be as-
signed to each unit of augmented surface at each speed,
it becomes possible to assign values which will give re-
sults closely approximating in accuracy to those obtained
by using the more modem rules of comparison.
{To be Continued)

«••

Wire Rigging and Rope Work

(Continued from Page 22)

for mast-head loops is marlin for the loop and white
canvas for splices. Bridles serving of cotton cord also
for gaskets. A fine finish is to do everything in white
marlin (a light yellow drab color) and varnish. The pig-
skin finish is the best, but expensive. A thick coat of
white lead and tallow is a good preventive of moisture
under your tape. Pointing up the end of a canvas cover-
ing is a winding of heavy shoemaker's thread, waxed.
Shoemaker's waxed ends make a good pointing.

Plate 63 shows a completed served mast-head loop.
The bridles can be treated in same way. Plate 63 is a
served gasket.

Plate 64 served thimble splice. Refer to Plate 49,
which designates a served thimble splice covered with
white canvas. There are times when you cannot make
a splice, or only wish to use the rope temporarily.

Plata 64— Eye SpUctd, Served With Black Marlin

Plate 65 shows a thimble lashing, and the same style
can be used with a loop. Parcel and serve intact wire
rope with marlin; bend around thimble and seize with
three liberal lashings or seizings. The wire must be

PUte 65— Thimble Lashing

served, as without serving the lashings will slip. If you
have to use a wire rope clamp only, use the style in
Plate 66, as this has a corrugation that fits the lay of
the wire and does not mar the wire rope or slip. Get it
for the size of required wire; for example a i-inch cir-
cumference wire rope requires a i-inch clamp, and no
other size will do.
Painting — Varnishing for Serving and Covering

Marlin requires two coats of spar varnish. Pigskin
the same, also white cord and white marlin. Canvas
should have one coat thin white lead, and a second coat
of zinc white, in which has been mixed a little varnish
and a few drops of indigo blue. The ordinary paint of
white lead and oil for second coat would turn yeltow.
The zinc, etc., does not do so. Note that bridles should
only be served with white marlin, white cotton cord and
pigskin, as black marlin leaves marks on the spars- For
general work you will find a serving of light-colored
varnished marlin the most satisfactory.

Plate 67 is a loop covered with pigskin. Note stitching
on the outside splice, covered with white canvas and
pointed with cord.

(To be Continued)

Koukokusha ni otcgami onsashidashi no saiwa do«o RUDDER nite goran no mune onkakisoe negaimatuf

Digitizei ^ HC

September

RUDDER

49

The Season's Racing Schedule
Power Boat Races

September 2-8— Toronto M. B. C, Annual Toronto Exposition
Regatta.

September 4— Anchor Y. C, Freitag Trophy, Delaware River
Y.R.A.

September 4-6— Queen City Y. C, Cruise to Chico ; South Shore
Power Boat Club, Race and Cruise.

September 5— Riverside B. C, race for Lohr Cup.

September 6-7— Everett M. B. C, Cruise to Still Park.

September 11- 15— Detroit, Mich., Gold Cup Races for A. P. B. A.
Championship of America; Fisher Trophy Races for the
Displacement Boat Championship of America; Silver
Trophy Races for the 730 cubic-Inch Piston Displacement
Championship of America.

September 11 — Farragut Sportsmen's Association, Regatta, Dela-
ware Yachtsmen's League.

September 12— Open Races, Hudson River Y. C, New York,
all classes.

September 18 — Camden Motor Boat Club, Record Trophies,
Delaware River Y. R. A.

September 19— Ocean Race of the Tamaqua Y. C, Brooklyn, N. Y.

September 25 — Forrest Hill Boat Club, Cruise-Picnic, Delaware
River Y. R. A.

October 5h-Fall Regatta of the Columbia Y. C, New York, all
classes.

Sailing Races

September 4— Seawanhaka-Corinthian Y. C, Fall Regatta and
Third Victory Class Inter-Club Championship; Dorchester
Y. C; Crescent A. C; Eastern Y. C; Chicago Y. C,
Michigan City Race.

September 6— Larchmont Y. C, Fall Regatta and Fourth Victory
Gass Inter-Club Championship; Corinthian Y. C. (Mar-
blehead),open; Sachem's Head Y. C; South Boston Y. C;
Atlantic Y. C, Carnival; Chicago Y. C Buoy Race;
Waucoma Y. C.

September 8-10— Detroit Y. C, Taft Cup Races.

«••

KEEPING THE CLUB ALIVE
The high cost of building during the past year caused many
to hesitate and in order to hold the members' interest a number
of small boat classes were built. Some organizations proposed
small power tenders, which added interest among the members
and developed a keen racing spirit. The boats being small, all
races were held within sight of the club house.

Small sailing dory classes proved very attractive and did
much to help along the club spirit. The Toppan Boat Company
of Medford, Mass., makes a specialty of small boats for one-
design classes and for wide-awake organizations prepared to place
their orders now for next year's delivery they are quoting very

attractive prices on their stock boats.

* * *

NEW SHIP'S LADDER
The B-D Flexible Ladder Company of 53 Park Row, New
York City, have put on the market the most practical ladder to
date. It is made of galvanized material and J^-inch steel cables,
which roll up in a small bundle and does not kink and is in every
way superior to rope or chain. The price is $1.35 per foot, f.o.b.
factory, Newark, N. J., and may be had in any length desired.
The firm also make a special ladder for yacht use.

Blue Prints For Sale

OOHFLETE BLUE PRINTS FOB SAI.B OF THE FOLLOWING
BUDDEB BOATS

Porpoise, 28 ft. by 8 ft. 6 in. by 2 ft. 7V& in Y-bottom cruiser $5.00

Whale. 28-ft. open service boat 5.00

PoUywog, 9-ft. flat bottom dinghy 8.00

Sea Duck, 16-ft. catboat 5.00

Sea Gull, 15-ft. catboat 5.00

Sea Mew, 14-ft. V-bottom catboat 5.00

Blue Pish, 20-ft. V-bottom speed boat 5.00

Seagoer, 85-ft. enlarged Seabird, with three masts 15.00

Junco, 15-ft. flattie 5.00

Cat Bird, 12-ft. rowing and sailing skiff 2.00

Tarpon, 25-ft. raised-deck cruiser 5.00

Cod, 18-ft. power dory 5.00

Flying Pish, 85-ft. fast cruiser 5.00

Tuna, 25-ft. semi-speed launch 5.00

Alligator, 85-ft. stem-wheel river launch 5.00

Addresa The Budder Publialiing Company,

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MARINE PLUMBING SUPPLIES
GASOLENE TANKS and OTHER SPECIALTIES

WILLIAM H. GOBLET

1 144 Bay Street RoMbank. SUI«n Itbnil, N. Y.

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THE PAINT you have used to long, alwayt reliable when properly applied

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September

THEODORE D. WELLS
Theodore D. Wells, naval architect and marine engineer,
who actively practiced his profession at 3>2 Broadway, this city,
from igo3 to April, 1917, first under the name of Wintringham
& Wells, and later under his own name as successor to the fore-
going firm, is planning to open new offices in this city and The
Rudder will later announce the location of same. For the in-
formation of our readers it may be noted that Mr. Wells offered
his services to the Navy Department in, March, 1917, and was
enrolled on the fifteenth of that month. The department assigned
him to the Construction Corps and accepted his application for
inactive service on June u, 1919. For the last eleven months of

his service he was in charge of the Baltimore District as Super-
intending Constructor, U. S. N., reporting directly to the depart-
ment. In September, 1918, he was offered the opportunity of
heading a department at that time- being planned by the Shipping
Board which would take full charge of the overhauling of the
Government commercial ships on the Atlantic Coast, as well as
the development of necessary port facilities for the expediting of
ship repairs, but the Navy Department refused to transfer him
from naval service.

• Since June, 1919, Mr. Wells has visited the Pacific Coast on
inspection of shipyards, sailed 600 miles down the Gulf of Cali-
fornia to inspect thirteen German sailing vessels which sought
refuge there in 1914, and made two trips to Europe in connection,
with ship and oil-engine building.

On his return from his last trip abroad, a couple of months
ago, he brought with him the right to place the Camellaird-
Fullagar Diesel Engine on the American market and at present
is making the necessary arrangements for doing so. This engine

is of a most interesting type and The Rudder in the near future
will place information relative to the same before its readers.
The important claims are freedom from vibration, development
of 50% more power on same speed over other engines, and low
revolutions. Notable yacht productions of Mr. Wells are illus-
trated. Each was designed by and constructed under his super-
vision, and is well known to our readers.

SHAWARA WINS .

Shawara. a New York Y. C. 40- footer, owned by Harold
Wesson, was the winner of the long-distance race of the New
Rochelle Y. C, which was started Saturday night, August 7th,
at 7:15, and covered a course of 65 miles to Stratford Shoal
and return. There were seventeen entries for the race, but,
because of the squally weather, only nine started. Shawara cov-
ered the distance in 12:44:25, leading Amoret, Red Wing and
Tea Ticket in that order. These were all yachts of the Rating
Class. Feu Follette led in the Yawl Class and Nutmeg in the
Handicap Class. A light westerly wind prevailed during the race.

The summaries:

Rating Cla.ss

Pin. Sunday-
Yacht and Owner H. M. S.

Shawara, Harold Wesson 7 ^59 ^25 a.m.

Amoret, T. S. Clark 9 ^38 :25 a.m.

Red Wing, Hill and Grace 1:08:39 p.m.

Tea Ticket, H. S. Whiton 2:56:53 p.m.

. I :o6 :27 p.m.
, . 6 :o6 :oo p.m.

Yawl Class

Feu Follette, O. Klarsch

La Cubana, W. E. Bromander

Handicap Class

Nutmeg, P. C. Pfeiffer 11:36:32 a.m.

Squall, B. Jacobs Did not finish

* ♦ ♦

TYPHOON CROSSES THE ATLANTIC

William Washburn Nutting sailed from Baddeck, N. S., on
July I2th, making Bishop Rock, a distance of 2,158 miles, in 15
days 9 hours 25 minutes, which is a record run for a small auxili-
ary yacht. They were convoyed for the first two days, and due
to a leak in the air line were unable to get the engine started
until after the second day out, otherwise would have made a
quicker passage. The engine is a 7-h.p. Mianus oil engine and
worked perfectly after the leak in the air line was discovered.

4t « *

STRUCK BY LIGHTNING

Chas. A. Marsland's ketch, Guardia, whil? at anchor at Green-
port, was struck by lightning and set on fire, Saturday, August
r4th. A bolt struck the mainmast, ran down the shrouds and
bored two holes in the planking.

W. S. Sullivan, a well-known Long Island Sound Corinthian,
was directly under the part struck and received a shock which
deafened him to such an extent that he was obliged to go to a
specialist for treatment.

The fire was quickly put out and the damage to the yacht is
not very serious.

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51

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POWER BOAT RACE NEW ROCHELLE TO LLOYD'S
HARBOR, JULY 18TH
(Distance 20 Miles)
In the New Rochelle Y. C. cruising power-boat race they
estimated the maximum speed of each boat and allotted arbitrary
handicaps, being based on percentage of fastest elapsed time.
Handicaps were changed for the race back to New Rochelle
based on actual performance.

New Rochelle to Lloyd's Harbor

Elapsed Time

Corrected

Boat Finish Time Allowance

Time

0%

Ahrurian HI 4 -47 :35 1^7:35 00 :oo

1 :47 :35

20%

Reydnce

. 4:50:30 1:50:30 21:30

1:29:00

30%

Idle Time

. 4:59:00 1:59:10 32:20

1:26:50

30%

Ebb Tide

. 5:06:30 2:06:30 32:20

1:34:10

J6%

Louise

. 5:14:40 2:14:40 38:06

1:46:30

40%

Virginia

. 5:18:05 2:18:05 42:00

1:36:05

44%

Vikesta

. 5:23:00 2:23:00 47:00

1:40:00

50%

Kate

. 5:33:00 2:33:00 53:00

1:40:00

Whinner, Idle Time; second, Reyance. Ebb Tide'

s engine

stopped for about 10 minutes.

Lloyd's Harbor to New Rochelle

^

Elapsed Time

Corrected

Boat Finish Time Allowance

Time

0%

Altrurian III 3 :53 •35 i o3 ^35 00 :oo

1 :53 :35

20%

Reyance 4:03:35 2:03:35 22:40

1 :40 :55

25%

Idle Time

. Did not finish

. 3:56:00 1:56:00 22:40

20%

Ebb Tide

1 :33 :20

3«%

Louise 4 :29 :o2 2 :29 :o2 43 :07

1 :45 :55

43%

Virgmia 4 :28 :28 2 :28 :28 49 :oo

1 :39 .28

i«%

Vikesta Did not start

55%

Kate 4 :46 :oo 2 :46 :oo 62 :3o

1 :44 :30

Winner, Ebb Tide ; sec

ond, Virginia.

FREE SHIP AND YACHT DRAUGHTING COURSE
The opening of the third course in Ship and Yacht Design at"
Cooper Union will be on the evening of October 4th. The work
will consist of lectures and actual drawing-board work, whHe hrter
in the year the students will be required to get up a complete
design according to their own ideas.' Preliminary calculations
will be explained so that a student who has completed one year's
course will be able to accept a position in a designer's office on
general work. For, those who desire, there is a second year's
work, which includes advanced calculations and designing.

The class meets three nights a week for about eight months.
There is no charge whatever for the tuition, as all the student
is required to supply is his instruments and the necessary paper.
The second-year men have to obtain a text-book. All students
who finish the first year's work are entitled to a certificate, while
the second-year men are graduated with a diploma. Applicants
must be over 16 years old and must be conversant with the gen-
eral principles of boat construction and must have had at least
one year's experience with draughting instruments, either in
school or office. Applications should be made at once to
Secretary, Cooper Union, 7th Street and 3d Avenue, New York.
♦ ♦ *

FRIEDE WINS CANOE TROPHY
Leo Friede of New York was again the winner of the Sail-
ing Canoe Trophy offered by the American Canoe Association.
Sailing his canoe Mermaid he completed the 6-mile course laid
off the camp grounds of the A. C. A. at Sugar Island, St. Law-
rence River, in the good time of i hour 5 minutes 3 seconds.

Friede won the first race for the trophy on August 13th and
the second heat August 17th. The final race was held August
i8th. The course was triangular, with one-half mile to each leg,
and was covered four times. The wind was strong and steady
and accounted for the fast time.

S^L

SPEEDOMETER

FOR SA/L AND ROWER YACHTS
ACCURATE DEPENDABLE

HAMILTON & HANSELL. Inc.. 21 Park Row. N. Y. City

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BOAT HANDLINO, ETC.

On Fla^, Their^Orlfin and^Use.^ ?7.A. F. Aldridge.

On Navigation SimpTifled. B7 McArthar

Handy Jack Book of Navigation Tabltt paper

On SighU. B7 Sheppard

On Yacht Etiquette. B7 Patterson

Southward in the Boamer. B7 H. 0. Boome

Art and Science of Sailmaking. B7 S. B. Sadler

Awnlnga and Tents, Oonstruction and Design. B7 Ernest Ohandler

Boat-Bulldinc and Boating. B7 Beard

Boating Book for Boys

Book of the Motor Boat. By Yerrill

Book of the Sail Boat. By Yerrill

British and Colonial Flags

Handbook of American Yacht Racing Rules

The Helmsman's Handbook. By B. Heckstall Smith

Kedge Anchor. By Patterson

Knots and Splices. By Capt. Jutsum

KnoU, Splices and Rope Work. By B. Yerrill

KnoU.__By A. P. Aldrtdge

Know Your Own Ship.

Masting and Rigging. By Robert Kipping

Motor BoaU and Boat Motors. By v. W. Pag^

Motor Boats. Construction and Operation

Power Boat Handbook. By Capt. Paul Ward

Practical Boat Sailing. By Frazar

Racing Schedule Sheets

Sailing. By Knight

Sailing Ships and Their Story. By E. Keble Chatterton.

Sails and Sailmakini
Single-Handed ^ruising.

Small Yacht.

Dg.

isini
By B.

By P. B. Cooke.
A. Boardman.

The Landsman. By Ensign L. Edson Raff, 1st Bat. Nay. Mil.. N. Y.

Yachtsman's Ouide 1920 $1.25; by mail

Yacht Sails. By Patterson

8BAMANSHZP

Fore-and-Aft Seamanship

Merchant Marine Manual

Modem Seamanship. By Knight

Notes on Stowage. 0. H. HilTcoat

Practical Seamanship. Todd A Whall.

Reed's Seamanship ,

Seamanship. By Doane

Tait's New Seamanship. 6th Edition.

.$8.00; by mail

SIONALUNO
International Signals — A Few Ways to Use the Code.

Nautical Telegraph Code. By D. H. Bernard

Night Signals of World's Shipping

Signal Card

Signalling — ^Intemational Code Signals

Signal Reminder. By D. H. Bernard

BOATBUIU>IHO
Bndder How to Series —

How to Build and Rig a Cruising Yawl

How to Build a Flattie or Sharpie

How to Build an IceYacht-^with Building Plans of a Seooter

How to Bnild a Knockabout

How to Build a Model Yacht

How to Build a Motor Launch

How to Build a Racer for $60

How to Build a Rowboat

How to Build a Skipjack

How to Build a Small Cruising Power Boat

How to Build a Speed Launch

How to Build a 82-Foot Cruising Launch. By H. L. Skene. .

How to Build Y-Bottom Boats

How to Build a Yiper

How to Design and Construct a Power Boat

How to Design a Yacht. By O. O. Davis

How to Run a Boat Shop. Bj Desmond

How to Run and Install a Gasolene Engine. By C. Yon Cnlin. .

How Sails Are Made and Handled. By C. O. Davis

Boatbuilders' Estimating Pads

Boat Building and Boating. By Beard

Boating Book for Boys

GAS ENGnVES
Diesel Engines, Marine and Stationary. By A. H. Goldingham. . .

Elements of Oas Engine Design

Gas Engine Handbook. By Roberts. 7th Edition

Gas Engines. By Lieckfeldt

Gas, Gasolene and Oil Engines. By Gardner D. Hiscox

How to Run and Install a Gasolene Engine. By Yon Culin ....

Marine Gas Engines. By Clark

Motor Boats, Construction and Operation

Oil Engines. By A. H. Goldingham

Suestions and Answers from the Gas Engine
esistance of Ships and Screw Propulsion

Yalves and Yalve Gears for Gasolene, Oas and Oil Engines:

Part I, $2.50; Part II.
DESIGNS
Bndder What to BnUd Seriei —

Cabin Plan Book $1.00 Racer Book

Cat Book paper 1-00, Schooner Book

Power Cruiser Book 1.00'^ Yawl Book paper

ICE-BOATS
How to Build an Ice-Yacht — with Building Plans of a Scooter

$0.26
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1.00
1.00
6.00
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1.50
1.60
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.60
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4.00
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.75
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8.00
1.25
4.00
1.26
1.00
1.00

.10
1.00
2.60
1.25
8.75
4.00

.60
1.50
1.00

.75
1.00
8.25
8.76
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8.00
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.25
1.25
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.75
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.60

1.00
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.75
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2.00

$1.00
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.75

TAOHT AND NAVAL AB0HITB0TX7RB

Naval Architecture Simplified. By Chas. Desmond....,
A Text Book of Laying Off. By Atwood and Cooper. . . .
Elements of Yacht Design. By N. L. Skene

Handbook of Ship Calculations, Construction and Operation . . .

Laying Down ana Taking Off. By Desmond

Machinery's Handbook

Manual ox Yacht and Boat Sailing and Yacht Architecture. Kemp

Naval Architects' Pocket Book. By MacKrow

Naval Architecture. A Manual of Laying-Off. By Watson ....

Naval Architecture. By Peabody

Naval Constructor. By Simpson

Practical Shipbuilding. By A. C. Holmes. 8d Edition

Practical Shlpfitting. By Shl-Dk

Practical Ship Proauctlon. By Carmichael

Speed and Power of Ships. 2 Yols. By Tavlor

Tables for Constructing Ships' Lines. B^ Hogg

The Power Boat, Its Construction and Design. By Schock

Theoretical Naval Architecture. By Atwood

Wooden Shipbuilding. By Desmond

ELBOTBIOAL

Dry Batteries. By a Dry Battery Expert

Electrical Circuits and Diagrams. By N. H. Schneider

Electric Wiring Diagrams and Switchboards. By Newton Harrison

Electric Bells and Alarms

Induction Coils. By P. Marshall

Modem Primary Batteries

Practical Electrics

Small Accumulators. By Marshall

Study of Electricity. By Schneider

MODEL TA0HT8

How to Build a Model Yacht

Building Model Boat's. By P. N. Hasluck

Machinery for Model Steamers

Model Engines and Small Boats. By Hopkins

Model Sailing Yachts. By Marshall

6.00
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18.00
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MARINB BNOZMBBRINO

Calculus for Engineers. By Larkman

Elements for Mechanism. By Schwamb

New Marine Engineers' Guide

Marine Propellers. By Barnaby

Marine Steam Turbine. By J. W. Sothem. 8d Edition

Manual of Marine Engineering. By Seaton

Mechanics' and Engineers' Pocket Book. ByCharles H. Haswell.
Practical Marine Engineering. By Capt. 0. W. Dyson, U. S. N. . .

NAYIGATION

Navigation Simplified. By McArthur

Lectures of Navigation

American Practical Navigator. Bowditeh $2.25; by mall

Ann er lean Nautical Almanac

NAvit^iition— A Short Course. By Hasting

Nai^i^ektlofi. Uy G. L. Hosmer

Modern NarlgAiion. By Hastings

.^elf Inatmetor in Navigation

SLmplo Rul^A and Problems in Navigation

Klementfl of Navigation. By Henderson

E[!Uoinft of N'Avigation. By Norie 2 Yola.

ffsTigntirm. By Jacoby .

NAviiratar^' Pocket Book. By Capt. Howard Patterson

i'i^-*i^^» Ai«. ;o the Navigator. By Sturdy

Wrinkles in Practical Navigation. By Lecky

Book of SighU Taken In Actual Practice at Sea

Brown's Star Atlas

Deviation and Deviascope

Manual on Bules of the Road at Sea

Pocket Course Book Chesapeake Bay

Pocket Course Book Long Island Sound

Pocket Course Book New England Waters

Pocket Course Book Portland to Halifax

Pocket Course Book Race Rock to Boston Light

Compass Card

New Pilot Guide of N. Y. Bay and Harbor

Pngiley's —

Dead Reckoning

Latitude by Meridian Altitude

Guide to the Local Inspectors* Examination — Ocean Going-
Steam and Sail

New York Pilot and Guide to the Local Inspectors' Ex-
amination

Log Book

Multiplication Table

Seaman's Receipt Book

Tides

Handy Jack Book of Navigation Tables paper

Ex-Meridian, Altitude. Azimuth and Star Finding Tables

Tables for Correcting the Observed Altitude, etc. By S. Anfindsen

THE RUDDER

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1910, 1911

1916, 1917, 1918

1919

Covers for Binding

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15.00

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6.00

1.00

2.50

2.00

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.26

.26

.26

.26

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2.50

2.25
2.25

2.26

2.25
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ABOVE PRICES INCLUDE DELIVERY ONLY WITHIN THE UNITED STATES.

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( William H. Griffin

CITY ISLAND,

N.Y.

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

i

\A. JOHN G. ALDEN

^ijv\ Tack Broker and
>^AX Nayal Architect

/ 1 VV^<V *^ State Street
I7""H V^^^ Bo»toii,MaM.

Phone Benionhttrtt 5091

A. H.

BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT

Plant, Specifications and Ettimatei Fnralihed

For AH Typei of Veaieli

Affiliated

2280 Cropsey Ave. "'"'"'^''A^Vnd"?"''"''' Brooklyn. N. Y.

TNONIAS D. BOWI8, Nl.a.

NAVAL ARCHITBCT AND BNGINBER YACHT AND VBSSBL BROKBR

Offices. Lafayette BuUdlag Chettant and Fifth Streets

Bell Phoae

PHILAD

PA.

Cable

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%

A .^L t«T^^_P 1

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PRIDIRIO •. NOOK 1

NAVAL ARCHITECT AND YACHT BUILDER I

^ I.B.PkMM CACT WMUnilOH. K. 1. OM* MHO ^

WILLIAM GARDNER & CO.
Mi¥d Architects, Entiieen, Yacht ft Teswl Broken

YacMs, Uimches and Vessels of All KiiMb
No. 1 BROADWAY, NEW YORK
3585

J. MURRAY WATTS cable Add. 'Il.rwaf

Naval Architect and Cncinecr Yadit aetl Vessel Broker

136 SoMth Peiirtli Street Pbiladelplila, Pa.

Yacht Sailmakerl

FREDERICK K. LORD

NAVAL ARCHITECT
Designer of Sail and Motor Boats

T.L 4aW KMtar 130 BROADWAY, NEW YORK

Tht *'HsJJ Msrk" p/Nsvsl Arehiutturt smd Msriut Emgimtwimg

SEABURY & deZAFRA, Inc.

NAVAL ARCHITECTS & ENGINEERS
VESSEL BROKERAGE INSURANCE

** Built to SEJtBURT Design and ipttl/ScMttomt" miii
re th* VALUE (not tht cptt) of your Boat.

150 NASSAU ST.

Phone: Beekman 2804

NEW YORK

"Seti*," N. Y.

COX & STEVENS

Naval Architects, Engineers, Yacht Brokers

15 WILLIAM STREET, NEW LYORK

Tolophoaoai 1S7«-1S7a Broa4

Complete particulari, plaoi and photographi promptly lobmitted on receipt of In-
quiry. State yonr requirements. Large list of jrachti of all types for sale or charter

Desiffnint and Building
of all Types o! Power
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LUDERS
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Stamford, Conn. CO.

Great Lakes Boat Building Corp.

Designers and Builders of Bonis
of Distinction nnd Qunllty

MILWAUKEE

WISCONSIN

Copyrifht 1919, Rex W. Wadmaa. lac.

The Finest Row Boats
In The World

SKANEATELES BOAT k CAHOE CO., SkaaeateK N. T., U. S. A.

r Montreal, Main 3352 ^ ^, J Naralart, Montreal

Telephones \ i^^w York. Bowling Green 6077 Cables Isorreyors, New York

N. E. McClelland & co., Ltd.

NAVAL ARCHITECTS YACHT BROKERS

Montreal New York

286 ST. JAMES STREET 2 STONE STREET

Walter E. Pommer, SI

Architect

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THE RUDDER STATIONS

Jliue Sua.* re

All letters aad packaKct leat to Statloai matt be tally pre-
paid, aad the Captaiai ol the Statloai will aot beretpoatlbie
lor aajrtblag eatruited to tbeir care, exceptlag so lar aa to
take charge of It aad protect It Irom damage aad make sare
of delivery to the right perioa. Packagei aad letters sboald
be addressed care ol tbe Statloa Captaia. givlag bis same
aad address.

Statloa Captalas whose aames are followed by P. are pilots,
aad caa be eagagied to take yachts tbroagb tbe waters npoa
which their statioas are situated.

Tbe statioas that are established are la good localities,
aad will aadnubtedly prove uselal to oar craisiag readers.
As last as we caa we will establish others. Those who are
willing to aid us by establlsblag a statloa will oblige by
seadlag la tbeir aames. Sise ol Ruddbr Flag lor yachts,

'!?• - - -

IBb?der 2x2 ft., the ceater square belap 1x1 It.; the statloa flag is
4x4 It., ceater, 2x2 It.

STATION CAPTAIN AND POST OmCB ADDSB81

Albauy. N.Y Albany Yacht Club. Albany. N. Y.

Amity ville. L. I Tohn E. Oliver, P., Amity ville. N. Y.

Annapolia. Md VV alter Clark. Annapolis. Md.

Athens. N.Y Frank Howland, Athens, N.Y.

Atlantic City. N.J C. T. Ford. P.. Atlantic City. N. J .

AugusU. Me W. J. Skeehan & Co.. Augusta. Me.

Bangor. Me Bangor Y. C, Bangor. Me.

Bar Harbor*. Me Conners Bros.. Bar Harbor. Me.

Bar Harbor. Me Dirigo Boating Co.. Bar Harbor. Me.

Bayonne. N. J G. Nelson. Ft. W. 24thSt.. Bayonne. N. J.

Bay Shore. L.I Smith VV. Weeks, Bay Shore. N. Y.

A«Bch Hwr«fi. N. J T. H.Sherborne. Beach Haven. N. J.

Beaufort. S.C W. T. Wiggin. Beaufort. S. C.

Biloxi. Miss G. G. Westcott. Biloxi, Miss.

Black Rock Harbor W. S. Brandege. Bi'k Rock Harbor.Conn.

Boca Grande. Fla. VV. L. Lonergan. P.. Boca Grande. Fla.

Bradentown. Fla4 Robt. H. Roesch. P.. Bradentown. Fla.

Bridgeport. Conn Bridgeport Motor Co.. Bridgeport. Conn.

Brooklin. Me E. M. Sherman, Brooklin, Me.

BuflFalo. N. Y C. J. Sterling. Reading Wharf. Buffalo.

Caosbridge. Md Geo. R. Navy. Cambridge. Md.

Camden. Me Camden Anchor- Rockland Machine Co.

Camden. N.J Camden Y.C.hd. of 2d St.. Camden, N. J.

Campobello. N.B H. M. Merriman. Campobello. N. B.

Canarsie. L. I W. A. Hale, Canarsie. N. Y.

Carrabelle. Fla C. T. Wathen. Carrabelle. Fla.

Charlestown. Md O. B. Boyce. Charlcstown. Cecil Co.. Md.

Cocoa. Fla S. F.Travis & Co.. Cocoa. Fla.

College Point. L. I Geo. L. Stelz. College Point. N. Y.

Crescent Beach, Conn F. K. Partric, Crescent Beach, Conn.

Cypress Creek H. A. Thies. Earleigh Hghts. P. O., Anne

_ , Arundel Co., Md. (R. D. No. i. Box 8o).

Delanco, N.J Louis D. Steel, Delanco, N. J.

Delaware City. Del Wm. U. Reybold. Delaware City. Del.

Duck Island Light Capt. Jos. Smith. P.. Westbrook. Conn.

Cast Greenwich, Fred. S. Nock, E^st Greenwich. R. L

East Moriches. L. I Jacob Miller. E«st Moriches. N. Y.

Eastport. Me S. L. Wadsworth & Son, Eastport. Me.

Essex. Conn Dauntless Shipyard. Essex, Conn.

Essex (Conomo Point). Mass VV. E.Hall. Essex (Conomo Point), Mass.

Fair Haven. N. J Fair Haven L.&B.Wka.. Fair Haven. N.J.

Fall River, Maaa C. P. McClellsn. Fall River, Mass.

Falmouth Heighu, <,. Capt. R. B. Laird. Falmouth H'g'u. Mass.

Forked River. IJ. J A. H. Grant. Forked River. N.J.

Fort Myera. Fla Evans & Co.. Fort Myers. Fla.

Fort Pierce. Fla R. R. Gladwin. Fort Pierce. Fla.

Georgetown. S. C W. M. Gross. Georgetown. S. C.

GsMSffetewn. S. C Dr. Herbert M. Hucks. Georgetown. S.C.

Green Island. N. Y Shenandoah Y. C. Green Island. N. Y.

Oreenport. L. I W.W. Griffin. Rd. Whf..Greenport,N. Y.

HMi^ton Roads. Va Hampton Rda. Y. C. Box 86s. Norf'k. Va.

Hampton, Va Virginia Yacht Qub. Hampton. Va.

Island Heights. N. J Wm. P. Rote. P.. Island Heights. N. J.

«f ackson^W««^a Logan Coal & Supply Co. Ft. of Ocean St..

t Jackson ville. Fla.

amaica Bay. L. I E. C. Wood. Oceanus. ^f. Y.
uneau. Alaska LA. Magrath. Juneau. Alaska,
lennebunkport. Me u. H. Heckman, Kennebunkport, Me.

Keyport. N. 1 T. S. R. Brown Co.. Keyport. N. J.

Key West. Fla Wm. Curry's Sons Co., 6i i Front St.

Lubec. Me Chas. E. Hall. P.. Lubec. Me.

ManhassetBay.L.I Manhasset Bay Y. C. Pt. Wash'n. N. Y.

Manteo. N. C G. W. Tolle/. Manteo. N. C.

Marblehead. Mass Stearns & McKay. Marblehead. Mass.

Marshallberg.N. C Sam. Rose. P.. Marshallberg. N. C.

Martha's Vineyard. Mass L. Norton. Edgar'n Y. C. Edgar'n. Mass.

Mattituck. L. I Harvey Duryee, P.. Mattituck. N. Y.

Maurice River. N.J J. M. Garrison. P.. Maurice River. N. J.

Melbourne. Fla S. M. Martin. P., Melbourne. Fla.

Middletown. Conn Middletown Y. C, Middletown, Conn.

Morris Cove Hotel Shoreham, New Haven, Conn.

Nantucket. Mass Dr. Benj. Sharp, Nantucket, Mass.

New Bedford, Mass Briggs & Beckman. New Bedford. Mass.

New Castle. Del Wm. H. Beebe. New Castle. Del.

New Harbor, Me S. Tibbitts. New Harbor. Me.

New York. N.Y Rudder Pub. Co.. g Murray St.. N. Y.

Newburgh. N.Y S. C. Oughcltrec. Newburgh. N. Y.

Newbury port. Mass American Y. C. Newbury port, Mass.

New Hambttrgh. N.Y V. L. Carpenter. P..New Hamburgh Y. C.

Newport News. Va Hampton Roads Boat Co., Ft. 36th St.

Noank. Conn Fred. I. Rathbun, Noank. Conn.

North Haven. Me James O. Brown, North Haven, Me.

North Weymouth. Mass Tony S. Veader, NorthWeymouth, Mass.

Norwalk, Conn Norwalk Y. C. Norwalk, Conn.

Nyack.N.Y Julius Peterson. Nyack. N. Y.

Ocean City, N. J Herbert C. Smith, Ocean City, N. J.

Ocracoke. N. C H. S. Doxsee, Ocracoke, N. C.

Oxford. Md R. H.Tull. P.. Oxford. Md.

Palatka. Fla H. M. de Montmullin. Palatka. Fla.

P«lm Beach. Fla Geo. E. Andrews. Palm Beach. Fla.

Pascagoula. Miss ...^.. ...E. C. Poitevin, Pascagoula. Miss.

STATION TAPTAIN AND POST OFFICE ADOaiSi

Pass Christian, Miss Lynne Castle. Pass Christian. Miss.

Pawtuxet. R. I Richardson M. S. Co.. Pawtuxet. R. L

Plymouth. Mass Plymouth Y. C. Plymouth. Mass.

Port Bolivar. Tex Fred Shuman. Bolivar Point Light House

Port JeflFerson. L. I R. N. Wilson. Port Jefferson. N.Y.

Portland. Me G. D. Thomdike. aoPortland Pier.

PorUmouth. N. H Robt. R. Lear. P.. PorUmouth. N. H.

Red Bank. N. J Chas. P. Irwin. Red Bank. N. J.

Riverside. R.I Narragansett Bay Yacht Yard. Riverside

Rockawsy Beach. N. Y A. D. Francis. Rockaway Beach. N. Y.

Rockland. Me G. D. Thorndike. Rockland. Me.

Round Pond. Me I. E. Nichols. Round Pond. Me.

Salem. Mass W. G. Remon. Salem. Mass.

Salem. N. 1 Wm. H. Harris. Salem. N.J.

Sewaren. N.J R. O. Acker. Sewaren. N. J.

Sheepshead Bay. Brooklyn. N. Y..Sheepshead Bay & Rock'y Beach F'y Co.

Shelton. Conn John A. Thomas, Shelton, Conn.

Solomon, Md M. M. Davis. Solomon. Md.

Sorrento. Me P. L. Aiken. Sorrento, Me.

South Duxbury Merritt Ferrell. South Duxbury. Mass.

South Essex. Mass Wm. E. Hall. P.. South Essex. Mass.

South Freeport. Me L. A. Dixon. P.. South Freeport. Me.

St. Augustine. Fla G. W. Corbett. St. Augustine. Fla.

St. Francis, Fla John E. Harris, St. Francis. Fla.

St. John, N. B Geo. E. Holder. St. John. N. B.. Can.

St. Michaels. Md John W. Covington. St. Michaels. Md.

Stonington.Conn Wm. P. Bindloss. Stonington. Conn.

Stuart. Fla Stanley Kitching. P., Stuart. Fla.

Tampa. Fla C. E. Douglas. 14a W. loth Ave.. Tampa.

Tampa. Fla Florida Gas Eng. & Supply Co.. Tampa.

Tarry town. N. Y Tarry town Yacht Club. Tarry town. N. Y.

Thimble Islands Stony Creek. Conn.

Thunderbolt. Ga VV. M. Kidwell. Thunderbolt. Ga.

Titusville. Fla M. L. von Koppelow. Titusville. Fla.

Titusville. Fla Wm. F. Green. Titusville. Fla.

Town Point, on the Elk River. Md.Geo.W.Bakeoven. Chesapeake City. Md.

Trenton. N. J Trenton Y. C. Trenton, N. J.

Vineyard Haven, Mass L. L. Aldrich, Vineyard Haven, Mau.

Walton. Fla W. H. Harris, Walton. Fla.

Wanchese, N. C E. R. Daniels. Wanchese, N. C.

Washington, D. C '.Corinthian Y. C, Washington. D. C.

Watervleit. N. Y D. F. La Belle. Watervleit. N. Y.

West Mystic. Conn T. A. McCreery. West Mystic. Conn.

WestPalm Beach. Fla CD. Blakeslee, West Palm Beach. Fla.

West Philadelphia, Pa U. H Ellison, Penrose Ferry Bridge.

Wethersfield. Conn T. W. Hannum. Wethersfield. Conn.

Wilmington. N. C CD. Maffitt. 105 N. Water St.. VVilmin'o

Wiscasset. Me F. F. Pendleton. Wiscasset. Me.

Wissinoming. Pa Alacia Y. C. Wissinoming. Pa.

INLAND WATERS

Burlington. Vt

Charlevoix, Mich

Chaumont. N. Y

Cincinnati. Ohio

Cleveland. Ohio

Duluth. Minn

Fort William. Ont

Greenville. Mich

Harbor Springs

Isle LaMotte. Vt

Isle Royale. Mich

Ithaca, N. Y

Lake Champlain.

Lake Cham plain

Lake Memphremagog

Lake View House

Little Current. Ont

Manistee. Mich

Milwaukee. Wis

Muskegon, Mich

Newport. Vt

North Bend. Ore

Ogdensburg. N. Y

Olcott Beach. Lake OnUrio. N.

Oneida Lake. N. Y

Oswego. N.Y

Peoria. Ill

Plattsburg. N. Y

Portage Lake, Mich

Port Huron, Mich

Rondeau Harbor

SaultSte. Marie

Seneca Lake, N.Y

Sheboygan. VVis

South Haven, Mich

Svracuse. N. Y

U nion Springs, N.Y

Whitehall. N. Y

Lake Champlain Y. C, Burlington. Vt.

...R. A. Ranger. Charlevoix. Mich.
....Crescent Y. C. Chaumont. N. Y.
. . . . R. D. Gates. 50a W. oth St.. Cincinnati. O.
....Motor Boat & Supply Co.. Ft. E. 9th St.,
....J. H. Trux. Duluth. Minn. rClev..O.)
...C. £. Coombes. care of Cu.^tom House.
Fort William. Ont.. Canada
....C T. Wright Eng. Co.. Greenville, Mich.
....John Lamb, Harbor Springs, Mich.
. . . . W. Carrol Twombley , Isle La Motte, Vt.
....W. H. Singer, Isle Royale. Mich.
....Wm. Jarvis, Ithaca. N. Y.
....I. C. Stafford. Essex, N. Y.
...H. P. Smith. Westport, N. Y.
....G. H. Newland. Eagle Point. Vt.
....W. J. Samson. Lake View House. Vt
....Byron H. Turner. Water St. Wharf. Ont.
....H. L. Harley. Manistee. Mich.
....H. K. Martin. Milwaukee. Wis.
....Ginman Boat Co.. Muskegon. Mich.
....C H. Newland. Newport. Vt.
....Cooa Bay M. B. C. I. B. Bartle. Capt.
. . . . C. R. Flos. Ogdensburg. St. Law. R.. N. Y.
. Y..F. W. Teal. Olcott Beach, Lake Ontario
....Hotel St. Charles. Sylvan Beach. N. Y.
. ... John S. Parsons. Oswego, N. Y.
....Central Motor Boat Co., Peoria. 111.
. . . .Dock & Coal Co.. Plattsburg. N. Y.
....Oulkama Sail. Club. Portage Lake. Mich.

Liscom Bros., Port Huron. Mich.

....W. R. Fellows. Jr., P.. Blenheim. Ont
....Kibby & Shields. Sault Ste. Marie. Mich.
....F. B. Weller. Watkins. N. Y.
....Arthur G. Friese, Sheboygan. Wis.
....L. W. Newbre. South Haven. Mich.
.... Severe Dorion. 8 Malcolm Blk.. Syracuse
....J. F. Woodworth. Union Springs. N. Y.
. . , .E. P. Manville, Whitehall, N. Y.

WCSTCRN SCABOARD

Eagle Harbor. Wash Nuf ent & De Chanaud. Winslow. Wash.

Eureka. Cal H. Lund. Eureka. Cal.

Los Angeles. Cal Marine Equipment Co.. Inc.. Los Angelea

Marshfield.Ore Coos Bay Oil & Supply Co.. Marshfield

Port Alberni. B. C Stone & Blandy . Port Albemi. B. C

Port Townsend. Wash A.M. Walker, iiao Garfield St.. Pt.Tow'd

Portland, Ore Oregon Yacht Club, Portland. Ore.

Regina, Sask Regina Boat CIub« Regina. Sask-

San Francisco, Cal Lewis Q. Haven. 75 Beale St., San Fran.

Silton, Sask W. H. Lier, Silton. Sask.

Tacoma, Wash A. Foss, Foss Boathouse, Tacoma, Wash.

Tacoma, Wash A. Foss. Foss' Salm. Bch., Tacoma, Wash.

Thetis Island, B. C G. LI. Wood. Thetis Island. B. C

Vancouver. B. C Chas. O. Julian. Vancouver. B. C Can

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September

THE««ft

RUDDER

55

A NEW AND INGENIOUS RUDDER
Inventive talent has recently turned towards new steering
devices for both large and small vessels. It is a fact that ships
are steered today by exactly the same means as were used on the
vessels of the ancients. The rudders of today are bigger and
stronger, and often require steam or electric gear to actuate them,
but the underlying principle is the same. The latest device is
the invention of Francisco Conti of Buenos Aires and is most
radical.

As shown in the sketches this steering device consists of a
regular sized blade having a hollow post. From the forward
side of the post there are two hollow arms into which a smaller
rudder blade is pivotted. The main blade and post are carried
in upper and lower bearings in the usual balanced rudder fashion,
but there is no connection between the large blade and post and

the tiller lines, or steering engine The only connection is between
the small blade and the tiller lines. This is made by a shaft
passing through the hollow post, and either shaft or sprocket and
chains through the hollow arms to the small blade.

The area of the small blade multiplied by the distance from
the axis of the post is greater than the moment found^ by mul-
tiplying tffe area of the large blade by the distance of its, center
of gravity aft of the axis. The smaller blade, therefore, has a
greater turning moment about the axis. We will presume that
the boat is going ahead and that both blades are amidships, or on
the center line of the keel. If the small blade is now turned by
hand or steering engine, the current acting upon it will force the
large blade over. When the desired turn has been made the
small blade is turned back to an amidship position, lessening the

T^ »-«^«.«i

pressure of the current produced by the ahead motion and the
larger blade will return to the amidship point. In reversing the
vessel the actuating mechanism must be disconnected by a sliding
gear or clutch, allowing the entire system to revolve about the
axis. On a small boat the disconnecting mechanism would not
be required, as the revolution of the rudder would take place if
the steering wheel was left free to turn.

Aside from the fact that much less power is required to turn
the rudder with this system, the current actually doing the greater
part of the work, there is an additional advantage that in rough
weather seas striking the rudder and forcing it out of position
will not change the position of the relatively small blade, which
will retain its original angle with respect to the center line of
the boat. As soon as the strength of the wave has been expended
the large blade will return to its original position automatically.
The strain on steering mechanism and helmsman is thus lessened,
in fact, a§ long as the tiller lines are not moved the rudder must
always maintain the same angle of helm.

The invention may never prove very popular on fast power
boats owing to the thickness of the post and arms necessary to
enclose the mechanism, but on larger vessels, or even slow-speed
small craft the device might be very successful.

Hf Hf *

HAMILTON MOTOR BOAT CLUB REGATTA

The Hamilton Motor Boat Club of Hamilton, Ontario, will
hold their first annual regatta on September i6th, 17th and i8th,
under the auspices of the International Power Boat Union and
it is expected that some of the fastest hydroplanes and displace-
ment .boats in the country will start. It is expected that Miss
Detroit V and Miss America, now in England to race for the
Harmsworth Trophy, will enter these races at Hamilton, unless
there is some unforeseen delay in the return of the boats. Miss
Toronto, which recently developed remarkable speed at Burling-
ton, Iowa, will also compete.

The success of this regatta is almost certain, as Hamilton
has a course probably uflequalled on the continent and records
are sure to be broken. Also the accommodation for spectators
in the two parks overlooking the bay, from both of which
full views of the entire course are obtainable, is unexcelled any-
where.

So much space is available that an oval course can be used
and as the water is comparatively smooth and is entirely free
from currents and floating obstacles, the competing boats will
have an excellent opportunity of demonstrating what they can do
under the most favorable conditions.
The two races of international interest will be as follows :

September i6th, 17th and i8th— City of Hamilton Interna-
tional Truphy, free-for-all, three boats, each 30 miles. To be won
on pouiU as per International Power Boat Union rules and regu-
lations. Prizes: First, $500; second, $150; third. $100. In addition
the trophy will go to the winner for one year and be returned to
the Hamilton Motor Boat Club each year to be raced for in Ham-
ilton waters.

September i6th, 17th and i8th — International Displacement
Championship Trophy, open to all displacement boats, three heats,
each 30 miles. To be won on points as per International Power
Boat Union regulations. Prizes: First, $500; second, $150; third,
$100. In addition the trophy will go to the winner for one year
and be returned* to the Hamilton Motor Boat Club each year to
be raced for in Hamilton waters.

There must be at least three starters in each race.
♦ • *

TESTING THE SAL LOG

The steam yacht Lyndonia is equipped with a Sal Log and
recently made some interesting tests. It was tried out for speed
on the Hudson River and worked successfully. However its
greatest aid to navigation was proven in a fog at sea.

On the run to Maine one leg of the course was 89 miles at
sea, without marks of any kind to guide the vessel. After the
run was started a heavy fog shut in and the Sal Log noted each
mile covered. Toward the end of the course the log indicated
5 miles to go and while the fog had lifted there was still a haze
at sea and no lightship in sight. Another mile was covered and
suddenly dead ahead the lightship appeared, to everyone's relief.
Numerous tests under various conditions have been made, and
while the Lyndonia has every known instrument for the naviga-
tor's use, there is none as useful or as much thought of as the
Sal Log.

Shamrock IV, Corsair, and the latest speed creation, Miss
Toronto, are equipped with Sal Logs.

Mr. Bergstrom. an engineer of the company, claims had the
boats in the Block Island Race been equipped with Sal Logs not
one would have gone on the beach, as their speed and distance
would have been given for each mile of the run and enabled the
navigator to correctly fix his position.

SFAMANRHTP ^^J" »«ke « ••"<>' ©r • l«nd«ra«n. It it bo well and
*^^J^^^^J^^^^»^^^^ iimply written that a noTice will onderiuad. Full

h Eugene Doane »' iii-tr.tion.. ^^^^ ^^^

THE RUDDER PUBLISHING COMPANY

9 MURRAY STREET. NEW YORK

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56

THE^

RUDDEP

September

THE MODEL GR SIX-CYLINDER STERLING

The Model GR six-cylinder Sterling is illustrated as built
with two carbureters. The engine is normally rated at 225 h.p.
at 1,500 r.p.m., but these engines, in many cases, will turn about
1,600 and, in fact, up to almost 1,800 revolutions. With two
carbureters the actual horsepower development is in excess of
240 h.p. at 1,600 r.p.m., the gain in horsepower with the two in-
struments being between 10 and 15 h.p.

This illustration also shows the provision for mounting a
tachometer, driving from the same gearing that operates the dis-
tributer and directly beneath this mechanism is the new Sterling
air-pressure pump for the gasolene tanks.

The unusual type of lower base on the Model GR engines
is a noticeable feature, this being a single casting extending the
full length of the engine and also carrymg the reverse gear. It
will be noted, also, that the sides of the lower base have been
carried up above the crankshaft center to permit a higher founda-
tion and, therefore, stronger timbers. The metal is extended
between the holes for holding down the bolts so that no waste
materials, tools nor fittings could possibly drop between the en-
gine and the floor boards into the bilge. The construction is, like-
wise, very rigid and prevents any possible tendency for a whip
between the reverse gear and the engine proper, which is notice-
able sometimes in a light hull where the reverse gear is attached
to the engine separately, and not on an integral foundation.

Unusual provision is made in the upper crankcase for acces-
sibility, large cast har.d-hole plates being provided, which are
readily attached and detached by turning a single thumb nut,
and if it should ever be necessary to remove the timing gears or
camshafts, this can be done by unbolting the reverse gear cover
and the timing gear cover, whereupon the shafts can be pulled
out of the after end of the engine. Such practice indicates a
great deal of thought on the part of the designer, while the de-
tachable cylinder head, employing two inlets and two exhaust
valves overhead, is in accordance with the latest practice in auto-
motive engineering. Those who have criticized some marine en-
gfine designing will appreciate the fact that the employment of
dual valves overhead is a step in advance of the automotive in-
dustry in that all of the dual-valve-engined cars have their valves
located at the side instead of in the head. Fuel efficiency with
the dual valves in the head is approximately 27% better than with
the side valve construction.

Among the recent improvements in the dual-valve Sterling is
the placing of an oil trap in the tubes which enclose the push rod.
(These tubes are likewise utilized to convey the surplus oil from
the valve-operating mechanism back to the gear case.) Enough
oil is trapped to prohibit any vapors from passing up to the valve-
operating mechanism.

The accessories employed consist of Berling two-spark dual
magneto, firing two spark plugs, and an Atwatcr-Kent distributer
firing another, all simultaneously in each cylinder. The car-
bureters are special Strombergs and the starting and lighting
system is a twelve-volt two-unit North East system in connection
with a Willard storage battery. The reverse gear is built com-
plete in the Sterling shops, ten discs being employed (five bronze

and five steel, alternately) for the forward motion, the reverse
being through a train of gears. TheJ drum which encloses the
gears and plates is oiltight and the mechanism always runs in
oil, which IS pumped into the gear through the drilled crank-
shaft.

A noticeable feature of the engine is also the self-contained
oil-cooling system, with the oil-cooling tank mounted directly on
the engine and receiving its supply of water directly from the
sea. In this tank the oil is filtered and cooled at the same time
and the temperature appreciably reduced. After passing through
the oil filter the water is continued through the exhaust manifold.

then through the lower half of the cylinders, next up to the
head and finally into the intake manifold to warm the incoming
charge.

The weight of the engines, based upon the top power, is a
trifle over 8 lb per horsepower. On a bore of 5^ inches and
stroke of 6^ inches the four-cylinder engine develops 150 h.p. at
1,500 r.p.m., the six-cylinder engine develops 225 h.p. at 1,500
r.p.m., and the eight-cylinder engine develops 300 h.p. at 1,500
r.p.m. The power curve continues to mount to above 1,750 revo-
lutions, at which point it gradually falls off.
* * *

MADE AN OLD DINK SERVICEABLE

L. W. Ferdinand & Co. received the following letter from
a well-known yachtsman:

With eight pounds of your No. 7 black glue I followed direc-
tions in circular and succeeded in ms^ing a lap-streak round-
bottom boat that had been thrown away as useless, perfectly
watertight and have refused $50 for it. I shall buy up all the
leaky round-bottom boats I can get and after giving them your
treatment, sell them at a good profit.

Let me congratulate your firm on the prompt and accurate
way you can fill mail orders. It is so different from the usual
run of business these days.

The name and address of the party from whom we received
this letter will be supplied to anyone interested, or we will send
full particulars of how to treat a leaky dink. L. W. Ferdinand
& Co., 152 Kneeland Street, Boston, Mass.

[J. W. Lathrop Co.

Mystic, Conn.

Mamiffactur«rs <

^GASOLENE Engjncs]

Var sod aberopa THE RUDDER nar annoniorema tillskrijffl^ed by V^rrOOQ iC

September

TMEfl«»

RUDDEP

57

^Ss^lerAe/j^

KAHLENBERG

Heairy-Duty CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load.
Variable speed instantly obtainable from just

'* turning over*' to wide open.
Operates on low pnce fuel oils.
sizes' 60 'h.V, "upwards F"^l consumption .55 lbs. per b.p. per hour,

WitSTB WOM Ol/Jt UTSJLATVXS STATIC C- YOVM ^VVlKSHMfiTS FULLY

BROS. COMPANY, MaiiQfactur«Ta, 1705 t2th 5tr»«t« Two Riren, Wu., U. 5. A,

LONG BEACH Y. C.

At Long Beach, Long Island, N. Y., the new club house of
the Long Beach Y. C. has been completed and is the last word
in yacht club construction. The plans were drawn by J. H.
Phillips, a New York architect, and are unusually attractive.

The house faces Reynolds Channel and is easily distinguished
from the main road approaching Long Beach. The channel is a
direct inlet from the ocean and gives a wide berth for all size
yachts.

The designer of the club house has been inspired by the
Venetian palaces, with their highly-colored stucco walls and red
day color Spanish tile roofs and has created a splendid structure
for the purpose. An important feature of the plans is the layout
of the stage and dining room, the level of which is above the
main lounge. The dining room is provided with a practical

service equipment in the basement and when the stage is set the
dining room service may still be maintained in the main lounge.
There is also a small lounge especially for ladies.

On the second floor between the two wings is an open patio
and also a covered loggia where the yachts in the channel may
be viewed. The plan is so designed that any future development
may be added without changing the present exterior.

Forms of amusement have been provided by a spacious card
room and in the near future the grounds will be developed to
provide for two large tennisi courts, clock golf and other lawn
sports. The Lido Golf Club, which is represented by many prom-
inent New York and Philadelphia people, is adjacent to the Yacht
Club.

The club house was formally opened on Saturday evening,
July ^th, and the opening was attended by the members and a
large gathering of friends.

The officers are: Commodore, Henry M. Susswein; vice-
commodore, John R, Gregg; treasurer, Victor E. Freeman; sec-
retary, Charles L. Apfel.

* ♦ *

SPAR VARNISH
It may interest our readers to know that Smith Varnish was
used exclusively on the Resolute and all cup yachts built by the
Herreshoff Manufacturing Company. There is no sentiment in
the selection of Smith Varnish— it is used by the famous Bristol
firm solely on its merits. Numerous attempts have been made
to displace it and while many tests have been made of other
makes, Smith still holds supreme. Many famous racing skippers
prefer it, due to its uniform goodness.

INTERNATIONAL 32-FOOT CRUISERS
Great activity has been] the rule at the yard of the Inter-
national Shipbuilding & Marine Engineering Corporation in
Nyack, N. Y. The popularity of the International 32 has been
very evident from the way these boats havei been going over-
board like a school of seals sliding off a rock, one after another,
till at times there have been as many as eight boats lying at the
float in the basin, but in a week all would be gone, while a great
many would-be owners of these boats have visited the yard,
inspected the boats, and begged the firm to take their order, only
to be refused because the concern already had on order all that
could be turned out this Summer.

These boats have gone to many harbors. One, the Tamasese,
owned by Leeds Mitchell of Chicago, went to Nantucket; the
Nereid, owned by O. L. Woodbury of Beverly, Mass., made the
trip up there in perfect comfort and safety, as has the Effic,
owned by Edward L. Ryersoi^ Jr. of Chicago, which is at
Hyannisport, on Cape Cod. Around New York are several of
these cruisers, among them being Caroline, one of the bridge-
deck cruisers, owned by Clarence Carson of New Rochelle, while
nearby is the Minerva, owned by William Classen, at Pelham
Bay. On the Hudson are the Essaness, owned by E. C. Sherman,
formerly export man for Henry of Detroit, now exporting Ford-
son tractors to South America; Buchi, owned by Manuel Zeno,
and others. Up the Hudson, C. E. Halliday enjoys boating in the
Yad-li-lah at Newburgh. At Providence, R. I., Arthur L. Nason
runs about in Blue Bonnet, with the number G-5S on the bows.
It is a coincidence that this is the number of aix aeroplane in
which Mr. Nason crashed to the earth during the war, but he
doesn't fear this with the boat.

The first of the 38-foot standardized cruisers to be delivered
was to R. H. Harper, President of the Harper Overland Com-
pany of Washington, D. C. This boat, Loafalong, has a 40-h.p.
Kermath engine and runs 12 miles an hour. Down at Annapolis,
Md., is Goosie Luckie, owned by Dr. Dudley. She is one of the
standard 32- foot cruisers. Senator Bill is a 38- foot cruiser just
delivered to Louis F. La Roche for use on the Sound. She has
a D-4 Scripps engine.

!

Please mention THE RUDDER when writing to advertiierB

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THEfl»tt

RUDDER

September

The Allen Dense-Air Ice Machine

contoint no chemicals.

It U placed in the engine room, while the ice-maldng box and meat roomt
are at distant places of the steamer

Steam Yachts— Atalanta, Constant, Riviera, Emeline,
Apache, Electra, Nourmahal, Josephine, Virginia,
Thespia, Dorothea, Alcedo, Enterprise, Felicia,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Rheclair, Aztec, Rambler,
Surf, Sultana, Emrose, Guinevere, Cyprus. Nearly
three hundred in daily service in the tropics on
men-of-war, steam yachts and mercantile steamers.

H. B. ROELKER

Designer and Manufacturer Screw Propellers

41 MAIDEN LANE^ N. Y.

A NEW ENGINE FOR MEDIUM DUTY
A newcomer in the engine field, although bearing a name
that has been known for years, is the Model DE Disbrow engine.
This machine is placed on the market by W. C. Disbrow of 8

Reade Street, New York City, who has been in the marine engine
business in New York for many years. In former years Mr.
Disbrow contented himself with handling several makes of en-

gines fitted for various services, and while he still is the New
York representative of the Gray Motor Company, the Scripps
Motor Company and the Regal Gasolene Engine Company, he
is placing this new machine on the market as a result of his many
years of experience.

After careful consideration he decided that a machine of
the four-cycle type, having four cylinders cast enbloc and de-
signed to turn at a maximum speed of i,ooo r.p.m. would have
the greatest speed. The long stroke was decided upon owing to
the known saving in gasolene over the shorter stroke engine.
The bore and stroke of this engine is 4 inches by 6 inches. The
weight of the complete machine is 800 tb, which, while not ex-
tremely light, is at the same time not so heavy that installation
in boats of the runabout type is difficult.

At 600 r.p.m. the machine develops 22.5 h.p., which is in-
creased to 28.5 h.p. at 800 and 32.5 h.p. at 1,000. As the engine
is sold as a 20-30 h.p. unit it will be seen that the rated power
can be obtained at well under maximum speed. The lower and
upper bases are separable on the line of the crankshaft, while the
cylinders are removable from the upper base. The head is also
of the removable type, with a special feature of the head bolts
being of the through-bolt type, so that- there are no studs to
break off in the casting or strip the threads in the soft iron. The
valves are of the overhead type, driven by push rods from a cam-
shaft located in the upper base. The valves are enclosed in a
removable housing. The reverse gear is of the Navy type.
Prices and further particulars can be obtained from Mr. Disbrow.

HOOSIER V RECORD

Since Fred D. Lawley, with the Sterling-equipped Hoosicr V,
built for H. L. Duckwall, established the speed record for express
cruisers all kinds of "dark horses" are being planned to trim
him.

One* of the latest proposed is a 52- foot express cruiser to be
built by Lawley for C. Keeler. It is proposed to build a V-bottom,
with a step, and install two 500-h.p. twelve-cylinder Sunbeam
engines, turning a Columbian wheel 2,500 r.p.m. As to speed
expected we are afraid to put it in print. Models will be made
and tested before the final contract for building is signed.

\ BILGE PUMP

No, n«l Brass. SB, No.2.'r.,rK,

^ I Fogaiul Ships' Bells
^ for all size crafts

Jingle BelU^ PulU^GongSy
Cranks, etc.

BCVIN BEtOS. MfG, CO.
East namptofi Connectkul

En repondant aux annonces vcuillcz mentioner THE RUDDER /^^ ^^-v^^-vi^T^o

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0"E RUDDER

Vol. XXXVI

OCTOBER, 1920

No. 10

Racing Fleet ofF Detroit Y. G. House

PUBLISHED AT 9 MURRAY STREET, NEW YORK CITY

Price 25 Gents

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PIECE WORK

TO THE REAL WpRKER it means a Fat Pay Envelope Every
Saturday at the Submarine Boat Corporation. Especially for good

RIVETING GANGS BOLTERS-UP

RIVETERS HEATERS

HOLDERS-ON PASSERS

The fairest basis of reward for labor is piece work. Production on an hourly basis
treats the conscientious worker and the slacker alike. But piece work renders a just
discrimination.

The day rate set by the Wage Adjustment Board states that riveters should receive
80 cents per hour, holders-on 60 cents, bolters-up 58 cents, etc. Our piece workers in
these departments average from 15 to 20% higher. The piece work pay is what you
make it.

INSURE YOUR EARNING ABILITY BY LEARNING A TRADE

The Training Department of Submarine Boat Corporation at Newark Bay Ship-
yard offers a splendid opportunity to a large number of semi-skilled or unskilled men
who are ambitious and anxious to learn a ship trade. The applicants desired should
be between 18 and 40 years of age and weighing 140 to 175 pounds.

GOOD PAY WHILE LEARNING $.46 to $.56 per Hour

OPENINGS FOR APPRENTICE

BOLTERS-UP REAMERS SHIPFITTERS

HOLDERS-ON PAINTERS CHIPPERS AND CAULKERS

ELECTRIC WELDERS PIPEFITTERS

RIVET HEATERS AND OTHER TRADES

Men who enter our Training Department are trained on real jobs under our Berth
System, and when they prove competent are placed on production berth work, with
every opportunity to earn big wages. In this Shipyard the standard of the workers
must be on a par with the standard of the ships we build, for the quality of our product
depends upon the quality of the producer. Write for booklet descriptive of the Train-
ing Department.

TRAIN SCHEDULE TO SHIPYARD

NEW YORK, N. Y.— Liberty Street, JERSEY CITY, N. J.— Jackson Avenue,

Jersey Central Railroad: Jersey Central Railroad:

Leave 6:30 a. m. and 7:53 a. m. Leave 6:51 a. m. and 8:10 a. m.
ELIZABETH, N. J.^Elizabeth Station,

Jersey Central Railroad: NEWARK, N. J.-Broad Street,

JLeave o:47 a. m. % r^ ^ % r% -t ^

ELIZABETHPORT, N. J.- J^«f ^^"I'-^i Railroad:

Jersey Central Railroad: Leave 6:55 a. m. and 8:10 a. m.
Leave 6:55 a. m.

BAYONNE, N. J.— Ferry, foot 25th Street: Also Bus and TroUey Service from

Leave 7:00 a. m. and 8:00 a. m. the heart of Newark direct to plant.

Come to Employment Office:

SUBMARINE BOAT CORPORATION

Newark Bay Shipyard Port Newark, N. J.

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24th of the Month

PUDDER

Commercial Boats

Yachts

and

and

Equipment

Yachting

Edited by
Arthur F. Aldridge

Engines

and

Accessories

Copyright 1920. by THE Rudder Publishing Co., New York. NOTICE— The eententi of thii magaxiae, including all articles, illuttrationt, flam and deiigni, are covered by
copyright, and their reproduction is absolutely forbidden without the consent and permission of THE RUDDER PUBLISHING COMPANY.

Volume XXXVI

October, 1920

No. 10

St Lawrence Power Boat Champion-
ship Races

UNDER the auspices of the Thousand Islands Y. C,
the annual American Power Boat Association Races
for the championship of the St. Lawrence River and the
Thousand Islands were held under ideal weather and
course conditions. The course was laid out in beautiful
Alexandria Bay with the late George Boldt's castle as a
background on one side of the course, while the opposite
side was lined with visitors to this power boat Paradise.
Under the able leadership of Commodore ' James Ham-
mond, assisted by a corps of experienced racing officials
the races were run without a hitch.

The first days race was marked by the overturning
and sinking of Ralph H. Sidway's Arab V, a Peterson
designed and built plane, powered with a Liberty engine.
At the time Arab was pushing Miss Toronto very hard,
in fact she forced Miss Toronto to make the lap at the
rate of exactly 60 miles an hour, the fastest lap ever
made in competition on this river. Miss Toronto was
in the lead on the last c|uarter of the first round when
Arab shot oflF to one side and then turned suddenly and

skidded in the opposite direction, turning over and sink-
ing. Mr. Sidway and Hoover K. Wright the mechanician
were thrown out. Griffith Clark in his fast Leopard
rushed to the aid of Wright who called out that his
leg was broken, while Commodore Inglis' Comet picked
up Mr. Sidway, who, aside from a wetting and a general
shaking up, was no worse for the experience. Leopard
dashed directly for the hotel dock with the injured man.
It was found that while Wright's leg was n6t broken,
the ligaments were torn and the leg badly bruised. Al-
though they got a line on the sinking plane from Comet,
they were not able to make it fast properly and she sunk
in about 80 feet of water. Attempts to raise her were
started immediately.

Jack Bickel and Frithiof Ericson in Miss Toronto
slowed down after the Arab accident as they had no
serious competition from P. D. Q. VI, and finished the
race at about a 53 mile an hour clip. The course was
a 5 mile oval, but at the finish the boats did not round
the last mark, making a total distance of 29-}^ miles.

Lelt — Mlas Toronto a 22 ft. Smith Hydroplane Ownsd by John Blckal, F. O. Ericson and Others Making 58 Miles an Hour in the Fastest

Race Up to That Time. Right — Leopard V Owned ty Griffith Clark of Toronto Which witW a 6 Cylinder Hall Scott

Engine Tied Hel- Scoot with Another Hall Scott for Second Place.

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RUDDER

October

Arftb IV, Balph H. Sidwfty of Buffalo Owner; Eaulpped witli a 12-

Oylinder Grant-Liberty Engine. Tbls Hydroplane Turned over

and Sank WbUe On tbe First Lap of the Bace

Brush-By, J. B. SnUlYan Owner, Which with a 200 h.p. Hall-Scott
Engine Equalled the Florida Beoord of Mlas Nassau for Dis-
placement Boats, 38.09 m.p.h.

The hydro events the second day were simply a repeti-
tion of the first day, aside from the fact that there was
no accident, for P. D. Q. VI, although, running con-
sistently didn't have power enough in her six cylinder
Sterling to keep up with the pace set by the Canadian
boat. The officials had told Mr. Ericson of his mile
a minute lap, so on the second day he kept the big Lib-
erty open wide and made the total course at better than
58 miles. This would have been bettered if a river
steamer had not thrown such a wash that they had to
slow Miss Toronto down on the last lap. As it was her
time was better than has ever been made with the ex-
ception of the time made in the recent British Trophy
and Gold Cup Races by Miss America.

In the displacement class Brush By, a Reliance built
hull equipped with a six cylinder Hall Scott marine en-
gine, made the 20 mile course at the rate of 38.09 miles,
equalling Miss Nassau's record made at Miami last win-
ter. On the first day Brush By was pushed hard by the
20-foot Hel Scoot, fitted with a four cylinder Hall Scott.
The engine was installed in Hel Scoot the morning of
the race. Leopard V, another six cylinder Hall Scott
boat, was third, while Packard, with a 12 cylinder auto-
mobile engine, was fourth.

Hel Scoot and Leopard exchanged places on the sec-
ond day, which tied them for second place for the series.
The final point score was, Brush By, 8; Leopard and
Hel Scoot 5 each and Packard 2.

Summaries, Thousand Islands Y. C. Regatta
Displacement Championship St. Lawrence River — Course 19 5/8 Miles.

Boat & Owner

Brush By, J. B. Sullivan
Leopard V, Griff. Clark
Hel Scoot, S. B. Northrop
Packard, F. H. Taylor

Builder

Reliance

Canadian Beaver
Fritz Hunt
Fritz Hunt

Engine
Hall Scott

ff ft

n n

Packard

Cyl.

6
6

4
12

Time Firft Day
min. sees.

32 :23

2>2 158
46 :56

Thousand Islands Challenge Cup For Hydroplanes — Course 29 5/8 Miles.

Miss Toronto H, Miss Toronto Syndicate C. C. Smith Liberty 12 33 : 29

P. D. Q. VI, A. G. Miles Beebe Sterling 6 47 : 12

Arab IV, R. H. Sidway Petersen ' Liberty 12 Sunk

TimeSecondDay
Diin. sees.

30 :59
Z2 :20
Z7 :03
46 :i5

31 : 16
54 :30

Points

F. O. Erlcton and John Bickel (at WhMl) Who Handled Mist Toronto
In Her Baces. In One She Did a BClle a Mlnnte for One Lap.

Balyh H. Sidway and the Lait of His Speed Boat, Arab IV, Which
Sank During the Thousand Islands Y. " ^

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H E

Gold

D

ETR O IT

4

O U P

THE races held under the auspices of the Detroit Gold
Cup Committee from September nth to 15th in-
cluded the Gold Cup race ; the initial contest for the Fisher
Trophy for 35 mile displacement runabouts as well as
cruiser and runabout races galore. While interest as
usual entered on the Gold Cup race; the Fisher Trophy
boats put up what was really the feature of the big regat-
ta. One of the great reasons for the success of the
latter race was the fact that the deed of gift, arranged
by Carl Fisher, the donor; specified that the contesting
boats were to run on three days over fifty-mile courses
without engine adjustments of any kind. This means
that high speed engines are required to operate at top
speed for a total of 150 miles. At the end of each day's
racing, observers were put on board with orders to seal
the engines. The boats then taken to the boat houses
and put under the eye of a policeman who allowed no
one to touch the craft until 10 minutes before the prepar-
atory gun for the next day's contest. When actually
engaged in racing the mechanicians were allowed to make
what adjustments were necessary. To anyone familiar
with high speed engines it is plain that no serious alter-
ations could be made to a plant when underway. A tre-
mendous amount of credit should be given to the makers
of all the engines that finished the 150 mile stretch.

The Gold Cup as usual brought out the fastest boats
in this country and Canada. For the first time, the public
saw the two Smith-designed hydros that were sent to
England by Gar Wood, and who brought back the coveted

Harmsworth Trophy. It is needless to state that
all existing records for speed boats were beaten. In the
displacement classes too, all records were broken. In the
time trials for the mile, under Admiralty conditions Miss
America ran one lap at the rate of 79 miles an hour;
over 10 miles faster than any other craft has shot over the
water. In the displacement boat trials Miss Nassau who
set up a record of 38 miles an hour at Miami last spring,
ran one mile at a speed of better than 50 miles an hour.
Being equipped with a Liberty engine she was not elig-
ible for the Fisher Trophy which was only for boats
fitted with out-and-out marine engines. For being the
fastest displacement boat she won the Motor Boating
Trophy. The cup given by Morris Rosenfeld for the
fastest average mile made by boats eligible for the
Fisher event went to the wonderful Rainbow, by far
the finest runabout that has ever been built. She had an
average speed of over 39 miles an hour.

The Gold Cup Races.

The first day of the three allotted for the Gold Cup
race was far from ideal for hydroplanes. A stiff breeze
was blowing and there were occasionally spurts of rain but
not enough to drive away the crowds that lined the banks
of Belle' Isle and the main-land. As the starting hour
approached the breeze went down, and the weather cleared
somewhat. Miss America, Miss Detroit V, Miss New
Orleans, Miss Belle Isle and Imp II signified their inten-
tion of starting. The fast Canadian entry, Misy^s^ronto j

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THEa*>

PUDDEP

October

The Latest Member of the Wood Family. Oar Jr. II a Fifty-
Footer. Two Cabin Houses are to be Added.

II had not arrived at that time. In attempting to start;
Imp's mechanician broke the starting crank and all efforts
to turn the engine by pulling the flywheel over against
the high compression failed. The others got over the line
for a rather poor start; Aliss Belle Isle and Miss New
Orleans being some seconds behind the Wood boats. At
the start Miss America was one second ahead of her
larger sister but Miss Detroit lead at the end of the first,
second and third laps. The fourth was a dead heat. On
the sixth and last Miss America lead by 2/5 of a second.
There never before had been as close a finish between
boats travelling at such a speed.

On the first lap Miss New Orleans, the entry for the
Southern Y. C. struck a log and was forced to withdraw ;
much to the sorrow of the many who appreciated the good
sportsmanship of the EHxie boy^ who had sent the boat
on the long journey. Miss Belle Isle, a local boat, had
trouble with her big Liberty and dropped out at about
the same time as Miss New Orleans.

The weather on Monday was better for the speedsters
and a fine race was anticipated ; for Miss Toronto had ar-
rived and grim lines about the mouth of Ericson and
Pierson her intrepid crew expressed better than words the
fact that they were out for business. Just before the
starting gun the Canadian boat burned out her starting
motor and was towed in. Miss America was the first
over the line closely followed by Miss Detroit and Miss
Xew^ Orleans. Imp II got a poor start but bravely went
on her way with her four-cylinder Hall Scott. Miss

Lawley and Tripp, the Boston and Albany Tacht BuUders
Discussing Water Wagons.

Belle Isle did not start. Miss America was one second
ahead at the end of the second lap, exchanging places
with Miss Detroit on the third and fourth lap. Imp II was
lapped by both of the larger boats on this round. On
the last lap Miss Detroit was one second ahead of the
Harmsworth w-inner. So far the races had been a family
affair for the Woods. Miss Xew^ Orleans was 10 min-
utes behind the Smith boats at the finish but really made
a good race considering the fact that she had only
half their power. Imp II is the old Oregon Kid hull
and has a four-cylinder Hall-Scott of only 100 h.p. She
made better than 40 miles an hour in spite of the fact that
Blakely lost his way and ran around looking for some
of the buoys. At one turn he skidded completely around
and headed in the opposite direction.

The last day was in many ways the most exciting
of all;for while it was impossible to prevent the prize
going to one of the Wood entries, owing to their wins on
the pr«vtous days, there was the added interest attached
to having Miss Toronto on hand and running at her best.
Imp II was withdrawn as her owner could not remain
longer in Detroit. Miss America, Miss Detroit, Miss
Toronto and Miss New Orleans went over in the order
named and at once it w^as apparent that Miss America
had a large margin on Miss Detroit. At the end of the
first lap she had a lead of nearly half a minute and great
interest was aroused as to whether she would be able to lap
her larger rival. As the finish drew near the excitement
reached a climax and many bets were made by adherents
of both boats. Just as the line was crossed Miss Detroit

Miss America, Probably Ten Bliles an Hour Faster Than any Other Boat in the World. Winner of the Gold Cup and the Harmsworth Trophy.
At Nearly Eighty Miles an Hour She Buns with as Little Spray as a Fifteen Miler.

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A FEW OF THE THINGS THE CAMEBA SAW AT DETROIT.

1. Snap Sbot, & Hacker BuUt and Sterling Powered Bnnabont, that
Finished Second to Bainbow and was Always a Contender.

2. Falcon III from Lake George. Powered with a Pair of Hall Scotts,
Made the Best Speed for One Lap in the Fisher Bace. The Only
Eastern Owned Boat in the Contest, Completed Only Six Days Before
the Bace and not Tuned Up.

3. Owned in Toledo, but Built in Bayonne t^is Little Cruisette Showed
her Heels to Many of the Local Cruisers. She is Named Elco.

4. Bainbow and Snap Shot Completed All of the Sixty Laps of the
Fisher Bace Without Adjustments. At Least Half the Time They
Were Keck and Neck as Shown.

5. Lidwina III, a Beautiful Express Cruiser Formerly Baced as Spee-

Jacks. A Consolidated Shipbuilding Co. Product Both as to Hull

and Machinery.

Edsel Ford at the Wheel of Comanche. His Boat Made the Fastest

One Mile Bun During the Mile Trials for Fisher Boats. Her Two

Hall Scott Engines Were not Given a Chance to Show Their Mettle

for They Only Were Bun for a Few Hours Before the Bace.

The Officials Cheering the News that They Were Invited on a Trip

to Canada.

Miss New Orleans, Sent North by the Southern T. C. She was

Deservedly a Popular Idol. Her Crew and Owners are to be

Congratulated on their Sportsmanship.

Miss Detroit V, the Bunner Up for the Harmsworth ^frophy. She

Won One Heat for the Gold Cup. Aftsr that Miss America Opened

Up and Nearly Lapped Her.

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RUDDEP

October

liiBs Belle iBle, & Detroit Prodnct, Liberty Engined, Spent
Most of Her Time Leaping Throagh tlie Air

made a supreme effort and crossed on her fifth lap one
second ahead of Miss America on her sixth. The ex-
citement over this had hardly died down when Miss Tor-
onto finished. Just after she crossed the line her engine
was shut down and Ericson swung her sharply around to
the judges float. As he did so the boat struck some sub-
merged object and careened sharply toi one side spilling
the two in the water. A launch started for the two men
who, calling out that they were all right pointed to the
boat which was still running without a guiding hand at
wheel or engine. Miss New Orleans, piloted by one of the
best drivers ever seen at a race meet, now crossed on her
fifth lap and seeing the runaway craft steered for her.
Mechanician Wilkinson at the risk of his life climbed out
on the forward deck of the southern boat with the idea
of leaping from one boat to the other. Before he could
make the jump however Miss Toronto stopped. If the
feat had been accomplished it would have added a page to
the record of nervy deeds. Miss America's fastest lap
was made at a speed of better than 71 miles an hour, while
the average was 70. By this win Miss America's name
is added to the medallions placed upon the base of the
Gold Cup and another star is added to the already heavy
crown worn by Gar Wood.

Miss Toronto II Tasted Her First Defeat when Miss America Bttt
Her in the Last Heat. She Defeated Miss Detroit.

The Fisher Trophy Race.

When Carl Fisher announced two years ago that he
would put up a gold cup for displacement boats having
speeds of better than forty miles an hour even the most
optimistic of power boatmen doubted whether such a
boat could be built. When it was found that the engines
were to be limited to 3000 cubic inches displacement and
that they must be regular stock marine engines the doubt
was increased. The restrictions were finally placed at 35
miles for the minimum speed and it was specified that no
adjustments were to be made on either hull or engine dur-
ing the time the boats were not racing.

Last year, arrangements for the race could not be made
in time ; so this year was th^ first race for this trophy. The
deed of gift requires that the same owner wins the race
three times before becoming the possessor of the mag-
nificent prize. Five boats came to the line on each of the
three days racing. Each heat was held over a 2 1/2 mile
triangle the boats going over a course 20 times, a total of
fifty miles a day. Four of the boats were built and de-
signed by the Detroit builder, John Hacker. The remain-
ing craft was Crouch-designed and built by Ditchbum in

(Continued on Page 45)

Tbe Canadian Runabout, Rainbow, Designed by Crouch, Built by Ditcbburn and Powered by Sterling. One of the Handaomeet aa Wall

ae One of the Fastest Boats of Her Class. Winner of the Fisher Trophy.

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The B. I. Trophy Races

By Captain Frank C. Bowen

THE B. I. Trophy for 1920 goes to America, and in
spite of a certain amount of very natural disappoint-
ment that we failed to win, Miss America is such a
wonderful little vessel that no British sportsman has any
time for very much regret. She deserved to win, and
the task of getting the trophy back next year is big
enough to be well worth the trial.

When French and Spanish boats were entered, al-
though the nationality was sometimes only technical, a
very much better international tone was expected. There
was considerable disappointment when neither flag was
seen at the line, but with the new conditions next year
it is hoped that several countries will be represented.

America's luck in losing Whip-Po*-Will by fire two
days before the race was deplorable, and need not be

discussed Chepstow National Shipyards, and one of the
keenest power boat men in the country. She is a wonder-
ful ship, a 39-foot single-step hydroplane, designed and
built by Saunders of Cowes, into which has been crowded
no less than 1,800 h. p. in the shape of four 450-h. p. Sun-
beam engines driving two shafts. She was steered by Mr.
Harry Hawker, whose unsuccessful attempt to fly the
Atlantic won for him even more admiration and atten-
tion than would have fallen to his lot had he been suc-
cessful.

The third boat of the team was Mr. J. F. Edgar's
Maple Leaf VI, a much more normal Saunders jproduc-
tion. Her twin screws are driven by two 550-h. p! Rolls-
Royce engines. Her 39- foot hull is also of the single-
step hydroplane type.

Sunbeam-Despujols, 26 ft. Long Powered with
s Sunbeam Engine

dwelt upon. As it happened it made no difference to
the racing, which saved the slightest possibility of ill-
feeling. Slightest possibility is written advisedly, for the
whole meeting went through with a cordial harmony
which is not always experienced in international meetings.

The American team does not require describing. The
three British boats eventually chosen, out of six who
were in the running, were Despujols I, Maple Leaf V and
Maple Leaf VL

In view of the choppy seas frequently met with off
Ryde, considerable doubts were expressed as to the wis-
dom of including Despujols I in our team, for she is
only 26 feet 3 inches long. She is owned by Mr Louis
Coatalen, and raced under the flag of the British Motor-
Boat Club. She is fitted with a 450 h. p. Sunbeam- Moto-
bile engine placed well aft. The gear-box is forward and
the shaft runs aft again under the engine. She is a sin-
gle-step hydroplane.

Maple Leaf V is owned by Sir E. Mackay Edgar,
twice winner of the trophy, part purchaser of the much-

Maple Leaf VI Powered witb Two Bolb-Boyce Engines

Before the races are described space ought to be
found to mention the arrival of the 35-foof auxiliary
yawl Typhoon from America. Her owner brought her
over to enable himself and his friends to see the races,
and he managed it with a couple of days in hand. It was
a truly sporting effort, and the cheery trio thoroughly
deserved the congratulations which were showered upon
them by British yachtsmen. Her arrival at the meeting
caused a lot of discussion which it is hoped will bear
fruit in the near future.

The high-speed races for the British International
Trophy are very essential to the development of hydro-
plane hulls and reliable engines, but that is only one side
of the sport of power boating. Just as important is the
production of a healthy cruising hull and a serviceable
engine that will run for days or weeks without stopping.
A second International Trophy given for a transatlantic
race of power yachts not exceeding sixty feet in length
would be a splendid thing for both sport and science.
The ocean has been crossed many times by such vessels

The start of tbe First Bace for the Brltlah International Trophy

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10

TME«^

put

>hFD

October

The aggregate times

taken to do the whole course of

^^1

33.084 iTiiles were as

follows : —

^^H

Miss America

37 minutes 34H seconds

^^H

Maple Leaf VI

41 " 19:'-^ "

^^H

Despujols I

43 " 32^^ " •

^^^1

Miss Detroit V

46 " 11^^

^^1

Maple Leaf V

76 " 24^

Miss Detroit V tbe Second String of the American Team

in perfect safety. Admitted that chance would enter
into the contest rather more than is altogether desirable,
but it would be a race worth recording and a real test
of material and personnel.

The First Day's Racjx^i — Tuesay Aigust Tenth

At the advertised starting time there was just enough
chop to make it appear that it was the chance of the 38
and 39^ footers, but appearances proved deceptive. The
whole fleet were well away from the line when the gun
went and the first to cross, Maple Leaf V, was 12 1/5
seconds after it. Miss Detroit was across 8 seconds
later, with Miss America nearly two seconds after her.
Despujols I tailed the line, nearly 34 seconds after the
gun.

In spite of her ten-second handicap, the little Ameri-
can soon passed everything and completed the first round
in 7 minutes 14 2/5 seconds. Maple Leaf V's time was
7 minutes 41 4/5 seconds and after her came Miss De-
troit (7 minutes 55 2/5 seconds) Maple Leaf \T (8
minutes 35 seconds) and Despujols I (9 minutes 14 1/5
seconds).

In the second round Maple Leaf \Vs tremendous
power began to tell, and she gradually reduced her dis-
advantage to the leader. Miss America was doing her
very best, and was timed at 7 minutes i 3/5 seconds,
which worked out at 56.63 knots. Even then she appar-
ently was not going quite all out. Miss I>etroit suffered
with her engines and tailed the list with a time of 9 min-
utes, 46 2/s seconds.

The third round gave Miss America the race, for
the complicated arrangement necessary to bring her
power to bear brought Afaple Leaf V trouble and she
had to slow down, taking nearly eleven and a half min-
utes to do the round. In the next round she stopped
entirely, but Miss Detroit picked up. Miss America then
had nothing to fear, and with the possibility of a break-
down and the next days racing in wind, eased up a good
deal.

The winner's mean speed was 51.45 knots.

Second Day's Racing, Wednesday August Eleventh.
The weather on the second day was all that could
possibly be desired for power-boat racing, with a calm
sea and scarcely any wind. All the engines behaved in
exemplary fashion and gave very little trouble. As a
result it was a material test, and the two American

'A

Miss America and Miss Detroit V Getting Beady
for tbe First Race.

boats made the best showing. Popularly it missed the ex-
citement of mishaps and struggles to recover therefrom.
Miss America did the first round in 7 minutes 3
seconds, and having made sure of her lead eased up a
little. In the third round Maple Leaf V gave promise
of the first day's trouble, but it came to nothing and she
soon picked up again. Despujols I improved a lot
towards the end, but finished last. Otherwise it was a
procession.

The actual times were given as: —

2i7 minutes ()li seconds

37 "

37 "

40 "

41 "

The mean speed of Miss America was 53.42 knots,
very much better than the first day, but her best round
was done at 56.31.

Miss America
^^iss Detroit V
^faple Leaf V
Maple Leaf \T
Despujols I

43^^

59

59'^^

start of Power Boats in the Colonial T. C's Annual Bace to Fonghkeepsle and Return; Cue of the Popular Eyeuts of/lre^Season f

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Pirate Wins Scripps Trophy in Gale

SINCE long distance power boat racing was started
there has never been a race which brought together
the number of starters or which was contested in worse
weather than the race for the magnificient trophy pre-
sented by Commodore Wilham E.
Scripps, and held under the auspices
of the Cleveland Y. C. The afternoon
of Saturday, August 21st, w-as clear,
and to the average man there was no
sign of bad weather. A fleet of over
thirty af the crack cruisers of the
Great Lakes were assembled ready for
the gun. All boats were handicapped
under the rules of the International
Power Boat Union, which are similar
to the A. P. B. A. rules except that
racing for cash prizes is allowed and
the measurer takes the boat out and
runs it at top speed to get the revolu-
tions of the engine.

The boats were to be started on
their handicaps, the first one. Toy, of
the Cleveland Boat Qub being slated
to go over at 6 .-05 :22. The balance of
the fleet were to go over at short in-
tervals until the scratch boat, Hen-
rietta II, started, at 10:34:02. Some of
the slower boats had been started on
the 112 mile trip when a strong
breeze came up. This wind increased
rapidly in strength and within a short
time breakers could be heard on the
beach some distance away. Some of
the boats at once gave up the idea of starting, but 26 got
aw^ay. The course lead down Lake Erie to the south end
of South Bass. Island and thence to Put-in- Bay where all
contestants were to report before starting the return
journey.

Handsome Tropby Presented by Commodore
W. E. Scripps

The writer, through the kindness of Joseph Crasser,
was a guest on Frances III, a 65- foot cruiser built by
the New York Yacht Launch and Engine Co. and fitted
with one of their 20th Century engines. Frances III was
to start at about 9:30 o'clock, so all
hands spent the early evening stowing
loose articles and battening down
hatches. Before our leaving time some
of the smaller boats were already re-
turning, reporting high seas and wind.
On Frances w-e had little fear of the
outcome, for the yacht was large and
as staunch as the finest of yacht build-
ers could make her. Her bridge deck
was enclosed with a pilot house, and
her machinery in the best of shape.

As soon as we cleared the mouth
of Rocky River we got an idea of the
sea. At first we attempted to drive
the boat full speed but soon saw that
the weather was too bad, so slowed
down to about half speed. The wind
was blowing about 40 miles an hour
on our starboard bow and it was al-
most impossible for Mr. Crasser, who
was at the wheel, to keep a straight
course. There was little chance to help
him, for of the crew of six, including
two professionals, three were more or
less useless from seasickness. How
the engineer kept at his work w^ill
never be known. The entire night
was spent in this way, for the
wind seemed to be getting stronger with each hour.
We had sighted the lights of Tillamook, a 60-foot
whaleboat type seagoing cruiser owned by Commo-
dore George Jerome of the Detroit Y. C. ahead of us

(Continued on Page 43)

Pirate, Owned by Dr. B. A. Hackett, and His Guests. Pirate Won the Big Prize acd the Trophy is Held by the Detroit T. C. for O^s^ear

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Poughkeepsie Cruiser Race

THE annual long distance race for cruising boats to
Poughkeepsie and return held by the Colonial Y. C.
was held this year on Saturday, August 21st. The boats
were divided into two. divisions, one for glass cabin boats
and/ the other for boats of the regular cruiser type. Only

speedy as a rule, her performance of covering the 140
miles at a 10 mile an hour speed is truly remarkable.
She is 33 feet long, by 7 feet 10 inches breadth and is
fitted with a two cylinder two cycle Barker engine. The
Summaries :

VirginlA Owned by E. Stain, Winner of the Bace to
Pougbkeepsie and Betorn

six boats came to the line, two of the glass cabin model
and four in the other class.

The six boats were sent away at 2:30 in the after-
noon. Over 14 hours later Commodore Van Wert in
his Tireless crossed the finish line. Half an hour later
Virginia came in, but Sea Gull and Windward took 17
hours to make the round trip. Margaret, belonging to C.
Craig, and P. 36, the property of Captain Tibbs, dropped
out of the race. When it is considered that Tireless is
quite an old boat and is of a type that is not considered

Tireless Equipped with a Barker Engine Winner in the 01»S8 Cabin CUm

Glass Cabin Cruiser Class.

Boat and Owner

Elapsed Time
H. M. s.

Allowance
H. M. s.

Cor't'd Tiae
H. M. s.

Sea Gull, A. Fagen.
Tireless, Com. Van Wert.

17:58:51
14:28:17

2 :02 158

Scratch

15:55:53
14:28:17

Cruiser Class.

Virginia, E. Stein
Windward, R. Roberts
Margaret, C. Craig
P. 36, Capt. Tibbs

14:59:57
17:49:40
D. N. F.
D. N. F.

Scratch
0:36:36

14:59:57
i7:i3:<H

«

Sea Wolf IV, 40-Foot Power Yacht Designed by L. L. Kromholz, Built by O. J. Stelz and Owned by Leroy Moody; B^wipped wtth
M, 6 Cylinder 6 3/4 by 6 In. Van Blerck Engine of 150 h.p. Wblcb Toms a 22 In. Colombian Wbeel 1450 m.PJC.

a Modtl

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Hydroplane Regatta at Peoria

By Dr. A. C. Strong

OXE of the most successful regattas ever run on the
Mississippi River was held by the Peoria Y. C. on
Labor Day. The races were run under the auspices of
the International Power Boat Union. The program con-
sisted of races for the 151, 320 and 705 cubic inch classes
of the I. P. B. U. as well as a Free-for-all and a handicap
race. 'JJhere was the best field of class boats seen in the
Middle West this year. Out of 18 starters, Peoria fur-
nished 13.

Before the regatta Finley Bailey was unknown one
block back of the levee. Now he is known as one of the
greatest of speed boat producers. The meet again proved
that one does not have to be a naval architect to produce
a fast class boat ; nor does varnished mahogany make for
speed. Mr. Bailey's creations are so primitive that you
almost overlook their good lines. They give the impres-
sion of being carved out with an adze and knocked to-
gether with a sledge hammer. Western readers are fa-
miliar with the Mississippi River "three board skiff".
Bailey uses the same general construction. There are no
chines, clamps or seam battens. He erects his frames,
spaced about 14 inches apart, and nails the wide plank-
ing to them. They are not lightly built hulls, for the
planking is 9/16 inch ; and red lead is the only paint used.

The first hydroplane Mr. Bailey ever built was Cadil-
lac II, raced very successfully at the M. V. P. B. A.
regatta at Burlington. It did 39 miles per hour with a
315 cubic inch engine; a new record for the 320 inch
class. Another Bailey hull at Peoria was Meteor III
equipped with a 4 cylinder Hall. Scott aviation engine.
She made 45 miles an hour in the races. A week or so
before the regatta Mr. Bailey built Cadillac III for him-
self. She is a step boat 18 feet long and 5 feet 4 inches
wide. The after plane is parallel to the forward one.
The engine, fitted to drive direct, was installed the night
before the race. Just before the starting gun was fired
this craft came skipping up the course running at a beau-

tiful flat angle. In her races she ran a close second to
Cadillac II, which had had a seasons tuning up and
which drove through a gear box.

The Peoria course was a 2 1/8 mile triangle with the
judges float anchored inside the apex of the course. The
aquatic timekeepers and judges had the tim« of their lives
watching the hairpin turns and jumping about the float
which was awash with spray from the boats most of the

Five of the Little Peori* Hydroplanes that Competed in tbe Sucoesifnl
lAbor Day Regatta. Oadlllao is a Forty Miler.

time. Cliff Padgett had a new hull for his 3 cylinder
Pierce Budd 151 cubic inch engine. It was faster than
the boat raced at Burlington. His races with L. E. Selby's
Margaret III were closer than has ever before been seen
in the West. Both boats had the same make and size of
engine and were handled by experienced drivers. Un-
fortunately the question as to which is the faster has not
been settled, for*Padgett crashed into Ethel VII which

Arcadia, Length 21 Feet, Breadth 5 ft. 6 in.; Eqnipped with an 18 h. p. Kermath Engine Which Turns a 16 by 18 in. 9yde ¥nieel
1200 r. p. m. Built by F. A. Haste is a Consistent Performer and Makes 15 Milet an Hour

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14

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RUDDER

O c tober

Only s Fart of the Fle«t tbat Competed in tbe Fifty Mile Ocean Race of tbe Tamaqua T. C. off Bockaxay Beacli.

was moored at the judges float during the second heat of
the 151 inch class. Quincy and Margaret III had gone
around the lower buoy neck and neck ; the former making
a hair pin turn . was caught in ' Margaret's wash and
crashed through the side of Ethel \'I1 before the power
could be cut off.

Walter Wildes' new Hall- Scott powered 18- footer was
fast for the power. She was completed just before the
regatta. The course was laid off in the business part
of the city and the large crowd witnessed the races from
on shore. The summaries follow.

Summaries Peoria Y. C. Regatta September 6th, 1920.
151 Cubic Inch Class — Course 4 1/4 Miles.

Second Heat Position

7:47 I

13 '32 2

D.X.S. 3

D.N.S. 4

320 Cubic Inch Class — Course 63/8 Miles.

Finish Position Boat Finish Position

1 Margaret III .. .11 137 3
7 Miss Quincy .... 11 143 4
6 Winner II 16 132 8

2 Meteor II 12:12 5

Boat First Heat

Margaret III 7:46

Miss Quincy 7 140

Muggs II 7:50

Winner II 10 129

Boat

Cadillac II 10:10

Vellow Kid 14:10

Ethel VII 12:52

Cadillac III 10:11

705 Cubic Inch Class — Course 10 5/8 Mile.s.

Boat Finish , Boaf Finish

Cadillac III 18:50 Miss Quincy 20:20

Cadillac II 16:53 Margaret if I Out

Meteor III 16:38 Yellow Kid Out

Meteor II 21 :Oo

Fioifh
11:30

Out

8:30

7:12

ii:.%
8:12

Peoria Y. C. Free for All — Coures 63/8 Miles.

Boat Finish Boat

Meteor III 9:02 Margaret III

Cadillac II 9:59 " Meteor II

Cadillac III 11:19 Miss Quincy

Handicap Race — Course 4 1/4 Miles.

Rainbow 11:00 Ethel VII

Verdun 15:30 Cadillac III

Marjorie 15 ^32 Winner II

Meteor II 9:15 ^^iss Que

Cadillac II 11 :30

Particulars of the Chief Contestants.

Boat Owner Engine Designer

Yellow Kid Barth & Bryant. .Fox

Winner II J. P. Richter Erd Richter

Cadillac II Travis &

Ingraham Cadillac Bailey

Meteor II W. B. Wilde Bailey

Meteor III W. B. Wilde Hall Scott. . . .Bailey

Miss Quincy C. Padgett Pierce Budd. .Padgett

Margaret III L. E. Selby Pierce Budd. .Smith

Ethel VH C P. Hanley. . . . Johnson Hacker

Cadillac III F. Bailev Cadillac Bailey

Tamaqua Ocean Race Closes Season

Long distance power boat racing came to an end for
this season on September 19th, when the Taniaqua
Y. C.of Sheepshead Bay held their annual ocean race. The
course took the boats from the bell buoy south of Manhat-
tan Beach eastward to Jones Inlet and back, rounding

(Continued on Pafre 44)

Burger Stock Cruiser 36 Ft. Long, 9 Ft. Breadth,

3 Ft. Draught, Designed by C. D.
Speed 12 M.P.H.; Price $4,950.

Mower; Equipped with a 25-35 Scripps Engine;

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Marblehead a Yachting Mecca

WHAT a flood of memories the mention of the
name Marblehead brings to yachtsmen and lovers
of the sea. Once it was the most important fishing port on
this continent. Xow it is a big yachting center because of
its location and the accessibility of its harbor. Once it
was a haven of sea rovers. Xow dainty pleasure craft
make it a home port and their owners cruise from Mar-
blehead up and down the coast or they race their craft in
home waters, always looking for sport.

The harbor lying Northeast and Southwest is formed
by a promontory of granite called Marblehead Neck

times more than 300 yachts are anchored there. The
picture made by this fleet is a wonderful one.

The Eastern Yacht Club has a fine home on the har-
bor side of the Neck about a quarter of a mile from the
Light which stands at the entrance to the harbor. The
Corinthian Yacht Club house is almost under the shadow
of the Light and it is so well placed that all its races
are started from a line off the club house in full view
of those on the piazza. When nearly 200 yachts start
in one regatta, as often has been the cafse, there is one
continuous panorama of yachts.

Two views of Marblebead Harbor Taken from tbe Piazza of tbe Corintbian T. C. Tbe Small Catboats Wblcb Develop Tacbtsmen and

Tacbtswomen are at tbe Float Beady to Bace

which protects the vessels inside from the angry buffets
of the waves. The old town, with every inch of its
space covered with traditions of the early history of
this country and the struggles of its peoples, is on the
north side and its old houses picturesque in their quaint-
ness are scattered irregularly through its toVtuous streets.
Here and there some modern villa erected by a summer
resident contrasts markedly with the older homes. Sum-
mer homes are all along both water fronts o£ the Neck
and three large yacht clubs, two on the Neck and one
on the town side make headquarters for the yachtsmen.
The harbor is deep, well protected and so large that at

The Corinthian Y. C. is essentially a racing club. Its
members are all very keen yachtsmen. It is dangerous
to talk race within its walls or to extol the merits of
ones yacht, because a challenge will be forthcoming at
once and the race will be sailed at once, too, even if it
is midnight. As it is a racing club, the Corinthians have
three very enthusiastic yacht racing men as flag officers.
Commodore Lawrence F. Percival has been prominent
in racing circles for years. His yachts, named Sally,
with their successive numeral running well into the
teens, have carried his flag, a blue and white swallow tail,
first across the line in many a hard fought contest, and

Sloops of Claas B Tacbta Starting in First Bace from off tbe Corintbian Y. C. House at Marblebead, Ariel Leading witb Bogue Next.

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Left — A Oolfing Party From the Bacbexn, Jack Jobiifoii, H. Bumsey Oreene, F. W. Andrewi, Richard Cutwater and A. M. Andrews. Center-
Oeorge Owen Listening to Words of Wisdom About Sails From Oeorge E. Ratsey. Bight — Balph E. Slayen telling
Commodore Smyth and Vice-Oommodore Monks of His Trip in the Tartar

the Commodore always sails his own yacht. He now
owns a 40-footer, named Katherine, and his sons and
daughters sail small craft. Katherine, one afternoon
during Race Week crossed the finishing line a winner.
She was coming in from the sea. Just as Commodore
Percival reached the line he heard a young voice call
out:

"Hello, Daddy ! Tm here too"

Looking over the side of his yacht he saw his son's
catboat finishing his race also a winner, and the same
gun saluted the victor, in two classes, owned by father
and son. And the father is more proud of his son's
trophy than of his own.

A'ice Commodore Frank C. Paine owns the auxiliary
schooner, Seneca, a Cary Smith yacht, and this year he
raced the Class R sloop, Alastor, built from designs^ by
John G. Alden. Commodore Paine inherits his liking for
yachting. He is a son of the late General/ Charles J.
Paine who, with the Volunteer and other yachts, did so
much to keep the America's Cup on this side of the
Atlantic.

\'ice Commodore Sydney A. Beggs owns a 30- foot
water line sloop named Ruweida and this year had built
a Class R boat which he named Ruweida II. These are
both Owen designed yachts and the Qass R boat is rigged
as a cat. It was daring to break away from tradition

and try to beat sloops with a cat rigged yacht but Ru-
weida II, sailed well, has won many races particularly in
light weather, with the wind aloft. Her tall thin sail,
towering some 60 feet in the air, catches the light
zephyrs.

Marblehead yachtsmen are progressive. They try all
sorts of types and models. They are not wedded to one
design classes and rather favor restricted classes because,
when there are several designs in a class, the designer is
helped and the best and fastest model is soon determined.
One design classes develop sailors but not yachts. In the
same way they were not slow to see the advantages of
the leg o' mutton sail and nearly all the yachts of classes
P, Q, R and S have the so called Marconi masts which
tower in the air and resemble so many fish poles with the
ends curving aft. Some are extremely high and some
have excessive curves. Just think of an 80 foot spar on
a class P yacht which is about 35 feet on the water line.
It was suggested to one designer recently that a limit
should be placed on the length of these spars. After a
short consideration he replied, "No, they will regulate
themselves. It is all. a question of staying them." And
so it is ; but the experiments will prove costly to some.

Eighteen of these queer looking rigs were counted
from oflF the Corinthian Club piazza recently and there

(Continued on Page 36)

The Home of the Corinthian T. O. at Marblehead Which Standi Almoat Under the Shadow of Marblehead Light and

Oommanda the Entrance to the Harbor

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Ariel Wins the Greenwich Cup

THE fleet of the Indian Harbor Y, C. invaded Mar-
blehead on Tuesday August 17th and, in a battle
which lasted until the following Friday night, captured
the Greenwich Challenge Trophy and carried it away
with the well wishes of the Corinthian Y. C. and with a
friendship cemented with the utmost good feeling on
both sides. It is no mean accomplishment to defeat the
Corinthian yachtsmen on their own ground because Mar-
blehead is the home of the small yacht sailor and there
youngsters are taught to handle boats almost before they
know how to handle a knife and fork. Consequently,
when the elders grow weary, the youngsters are ready
to take their places.

The Corinthian Y. C. stands under the shadow of
Marblehead Light. It is in a beautiful location com-
manding the narrow entrance to the harbor and no
yachtsman can pass that point without coming in range
of the detecting rays of the Corinthians and, after being
stopped, he never wants to leave because they make him
so welcome with their wonderful hospitality.

In 19 1 2 the Indian Harbor Y. C. offered, through
Commodore William H. Childs, a trophy for an inter-
club race with Class R sloops. Commodore Lawrence F.
Percival took the Sally XII to Greenwich and won the
cup and, on returning, presented it to the Corinthian Y.
C. Early this year when the Indian Harbor yachtsmen
were looking around for new worlds to conquer, this prize
was remembered and efforts were made to find the rec-
ords and the conditions, under which it could be sailed
for, but unfortunately all the records were destroyed
when the club house was burned last October. The race
committee however wrote to the Corinthian Y. C. and
suggested another race and then it was learned that the
original cup was won outright and, according to the
conditions, a new trophy was to be offered each season.
Commodore Percival, however, appreciating the value
of an inter-club and inter-city match to yachting arranged
to have the challenge accepted and he donated the prize
the Indian Harbor yachtsmen carried away last month.

It was a copy of the Greenwich Cup originally donated
by Commodore Childs.

The Indian Harbor yachtsmen purchased the Class
R sloop, Rogue, an Alden designed boat, and had ^ a
Bermudian rig put on. This yacht was put in the hands
of E. Burton Hart to sail against a new boat built for
Addison G. Hanan and former Commodore Childs from
designs by Mr. Hanan.

To defend the cup two yachts were built for members
of the Corinthian Y. C. These were Alastor de-
signed by Alden and Ruweida II designed by George
Owen. Alastor is owned by \^ice-Commodore Frank C.
Paine. She is 35 feet over all, 25 feet on the water line,
7 feet 8 inches breadth and 5 feet 4 inches draught. She
spreads 590 square feet of canvas on a Marconi spar,
so called, 59 feet long. Ruweida II is owned by
Rear-Commodore Sydney A. Beggs. Her dimensions are
26 feet water line, 8 feet 6 inches breadth and she car-
ries a spar a few feet longer than Alastor on which
is carried sail of 585 square feet of canvas. She
is a novel craft, cat rigged. The mast towers above
others in this class and the boom is inside a permanent
backstay so that all the sail is inboard. This yacht has
done well in the summer races for the championship and
strange to say her .best point of sailing is down wind.
The average weather this summer at Marblehead has
been light and the winds have been aloft, conditions fa-
vorable to the cat boat.

Ariel, the Hanan yacht, very much resembled
the P class yacht, Xahma, in appearance. She is a sweet-
ly turned boat, better than anything Mr. Hanan has yet
turned out and can sail as well as she looks. Ariel
is 24 feet 9 inches on the water line, 7 feet 7 inches
breadth and her rig, Marconi, is moderate, the hoist being
47 feet. Compared with the two Marblehead yachts
Ariel looked small but, as it turned out, she is not a
one weather boat but good under all conditions.

The Hanan house boat, Edithia, towed the Ariel and
Rogue from Greenwich to Marblehead and other yachts,

Ariel Winner of tbe Greenwlcli Cup at Left. WUUam L. Carlton the Corlnthlanf Able SegatU Manager Watching the Baces,
Center — Ariel to Windward of Alastor. Vice Commodore Monks Reporting Progress to Commodore Smyth. Bight —

Rogue Finishing at Sunset.

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Buweida II an Owen Dtilgntd CUmi B Sloop Owned by Bear
Commodore Sydney A. Begge

in the fleet were the Sachem owned by A. M. An-
drews, flying the flag of Commodore D. Grahame Smyth,
former Commodore Childs* steam yacht Elgrudor, and
Ralph E. Slavin's Tartar. In the party afloat and ashore
were John H. Hanan, Mr. and Mrs. Addison G. Hanan,
Leonard Hanan, George E. Ratsey the sail artist, Com-
modore and Mrs. Douglas Grahame Smyth, Vice-Commo-
dore and Mrs. Richard A. Monks, E. Burton Hart, Frank
Bowne Jones, Judge Charles E. Simms, H. Rumsey
Green, Butler Whiting, Jack Johnson general entertainer,
Richard Outwater veteran treasurer, and his son Henry
Out water who distinguished himself on board Corsair
during the war, Ralph E. Slavin, A. W. Andrews, Com-
modore William H. Childs who entertained on the steam
yacht Elgrudor, N. T. Pulsifer, Lawrence Abbott, J.
C. Piatt, Charles E. Rushmore, A. W. Erickson and E. J.
Phillips.

Commodore Lawrence F. Percival welcomed the
visitors; and to mention all the Corinthian members on
hand would mean publishing the membership list; but
prominent among them were Vice-Commodore Frank C.
Paine, Rear-Commodore Sydney A. Beggs, William L.
Carlton the very capable chairman of the regatta com-
mittee, W. Candler Bowditch, G. Edwin Chapin, John
G. Alden, George Owen and Ernest Hendrie, who can
get as much fun out of a losing yacht as on a winner.

The match was conducted on the point system. Three
races were sailed and the cup went to the yacht scoring
the most points, four being credited to the winner each
day, three to the second and so on. The courses were
the regular ones of the Corinthian Club. Each turning
mark on the courses has a number and the course is
signalled by displaying the numbers of the turning marks,
in the order in which they are turned. Usually all starts
are made from oflF the club house and the numbers are
hung over the side of the club piazza and are read from
left to right as one would read a book were he a Chris-
tian. Bgt when the marks were signalled from the com-

mittee's yacht, Sachem, the signals were set in naval
style from forward aft. This caused a little confusion
at first and the Corinthians declared they were reading
backwards but a little interpretation cleared up the un-
certainty:

The first race was sailed in a moderate wind X. E.
by X. and moderate sea. Locally Ariel was thought to have
her best chance. The start was made oflF the club house
and, after getting to what is called the guide mark,
which is oflf Marblehead Rock, the course was south for
4 miles to mark 3, then X.E. by X. 4^ miles to mark i
and then home W. ^ X. for 3^4 miles. The total dis-
tance sailed was 135^ miles.

Ariel and Rogue got the better of the start at 2:15
o'clock. Alastor and Ruweida got away poorly. When
clear of the harbor it was a broad reach to the first
turning point and for part of the way spinnakers were
carried. Ariel and Rogue lead on the first leg of
the course, the times at the mark being Ariel 3:04:43,
Rogue 3 :os :30, Alastor 3 :o5 :39, Ruweida 3 :o5 :48.

The second leg was windward work. Rogue was
soon left astern, the seas not suiting her. Ruweida
and Ariel held well in towards the land while Alastor.
after a short tack in towards Marblehead, stood oflF shore
so that Ariel had to keep between the two local yachts
and try to hold both safe. Ariel was first to turn
the weather mark at 4:13:10. Alastor was 47 seconds
astern. She had picked up. Ruweida and Rogue fol-
lowed in the order named. The elapsed times on the
windward leg were Ariel i :o8 :27 ; Alastor 1:08:18;
Ruweida 1:09:27; Rogue 1:13:20.

It was a broad reach to the finish. On this point of
sailing Ariel increased her lead. The finishing times were
Ariel 4:42:12; Alastor 4:43:56; Ruweida 4:45:43;
Rogue 4:50-09.

The wind was very light when the yachts went out
for the second race on August 19th. It was coming from
the east and the course selected was from Marblehead

Alutor, Vice Commodore Frank C. Paine Owned, Blgged as
Sloop. She was Designed by Jo^^r-0. Alden ^

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Rock to the Bell buoy off the outer breakers, 2^ miles
S. W. by S. J4 S. then 41^ miles to Mark 3, S. E. >4 S;
and then 4^/2 miles N. to the starting line. The total
distance was iij/^ miles. The start was made at 2:40
o'clock and Ariel, Alastor and Ruweida were close to
the line on the signal while Rogue was i minute 55 sec-
onds late. Jack Johnson, time keeper, missed a signal
and was roundly joshed for it later in the day. It was
a broad reach to the first mark and although the condi-
tions were favorable to the lofty rigged boats Ariel
ghosted along and took a good lead. The times at the
first mark were Ariel, 3:20:05; Alastor 3:21:49; Rogue
3 122 :05 ; Ruweida 3 :23 : 1 7.

When on the wind Ariel held to the south until Alas-
tor stood in towards the shore while Ruweida and Rogue
stood out to sea. The off-shore tack proved to be the
better. Ariel turned the weather mark at 4 :S5 :4s ; Rogue
at 5:06:18, Ruweida at 5:30:28 and Alastor was then
about a quarter of a mile away when the race was called
off.

Two races were sailed on Friday. The morning race
was in a light wind with smooth sea. The wind was
from S.W. by S. and the course selected was to Mark i,
2>^ miles E. J4 S., then to Mark 3, 4% miles S. W. by
S. and then to Marblehead Rock 4 miles N.

The yachts got way at 9 :5s o'clock and reached with
booms to port. Ariel was to the lee end of the line and
Rogue at the windward end with Ruweida and Alastor
between. Johnson was not sleeping this time. To make
sure that he was on the job he had lashed an alarm clock
on the boom and adjusted it so that it rang an alarm just
at the time of the warning signal.

It was a broad reach to the first mark. Ariel led all
the way and the times at that mark were Ariel 10 :24 :S5 ;
Rogue 10:26:24; Alastor 10:27:28; Ruweida 10:28:04.

Bogne an Alden Designed Sloop Sailed by E. Burton
Hart in the Marblehead Serlea

Ariel Defigned and Sailed by Addison O. Hanan Winner of
the Greenwich Onp.

On the wind Ariel left the others far astern and
Rogue dropped back to last place. The times at the
weather mark were Ariel 1 1 :48 :23 ; Ruweida 1 1 :54 :40 ;
Alastor 1 1 :57 :24 ; Rogue 1 1 :58 :5s.

Running home Alastor and Rogue favored by a
freshening wind ran up on Ruweida. Rogue and Alastor
indulged in a little luffing match towards the finish in
which Alastor was able to keep the advantage. Rogue
was overtaking Alastor and both luffed until they had
to gybe to fetch the mark. The gybe put Rogue to lee-
ward. The finishing times were Ariel 12:48:34; Ruwei-
da, 12:56:14; Alastor 12:57:20; Rogue 12:57:30.

The last race of the series was sailed in the afternoon;
starting at 3:10 o'clock. The wind had freshened since
the morning and there was a nice sailing breeze from S.
E. The course selected was from Marblehead Rock to
Mark 2, 4 miles S. E., then 2% miles N. J4 W. to Marfc
I and then 2}^ miles W. y2 N. to the finishing line, a
total distance of g}i miles.

Ariel had been in the best position in each of the
previous races and the Corinthian yachtsmen set out to
catch Mr. Hanan and, although there was some bumping
at the start, in which Ariel and Alastor came together,
Alastor succeeded in pushing all four over the line before
the gun and all had to scoop the line to get back off again.
Alastor crossed with Ariel under her lee and Rogue was
next and Ruweida not scooping far enough was recalled
again. Alastor and Ariel held to the east while Rogue
and Ruweida stood to the south. Ariel soon drew clear
of Alastor and took the lead. Alastor on the starboard
tack and inshore was bothered by a tow of barges which
ruined her chances of victory.

The times at the weather mark were Ariel 4:09:30;
Ruweida 4:11:18; Rogue 4:13:45; Alastor 4:17:35.

Spinnakers were carried to starboard on the second

(Continued on Page 39)

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Indian Harbor's New Home

FOR more than 31 years the red and white triangle
burgee of the Indian Harbor Y. C. has been known
in all ports on the Atlantic Coast. Its members, all keen
racing men, have taken part in contests wherever possible.
They have competed in open regattas, raced for chal-
lenge trophies, offered prizes- to attract sportsmen to their
harbor and have done mucli to hdp yachting in all its
departments, power boating, sailing and steam yachting;
and in each of these departments they have excelled.

The club was formed in 1889 by a few progressive
yachtsmen who lived at Greenwich or its vicinity and
wanted a club house for their headquarters. Of those
founders of the club only five are left and they are still
very active in club affairs. These are Frank Bowne Jones.
Richard Outwater, George E. Gartland, E. Burton Hart,
and Lee C. Hart. It was chiefly through the efforts of
Frank Bowne Jones that the club was organized and he
is popularly known as the father of the club. He is also
the father of the Yacht Racing Association of Long
Island Sound and is Xo. i on the club list of members.
The other founders are numberect in the "order in which
they have been mentioned, and next in order on the list
are Frederic S. Doremus, J. Kennedy Tod, Robert E.
Tod and'William S. Tod.. ' .

The club of course had a small beginning. First it
had a room in a holel. Then it moved to the Indian
Harbor Hotel and afterwards secured the use of an island
where it had its home for many years. When Commo-
dore E. C. Benedict built his handsome home at Green-
wich he purchased the island on which the Indian Har-
bor men met. They had to move again to the main land.

secured a site on the point at Greenwich and erected a
very handsome house. The location was ideal. From
its piazzas a splendid view of the Sound and the harbor
could be had and when the club had small boat races the
yachts were started from off the house.

Last winter the house, all its furnishing, the records
of 30 years of its history, its trophies, valuable pictures
and the belongings of the members were destroyed by
fire. While the home was gone, the spirit of the members
still lived, and that same spirit, which had built the club,
so that it was one of the leading yachting organizations
in this country, has enabled the club to put itself in a
still more prominent position than ever. The club was
fortunate in having as its commodore, Douglas Grahame
Smyth, a man energetic, resourceful and progressive,
and the embers of the old home were still smoking
when he started to plan for a new and more elaborate
house.

Greenwich is reputed to be the wealthiest town in
the country. Many of the towns- folk are members
of the yacht club and Commodore Smyth determined,
that with the help of his associate officers, Greenwich
should have the finest club house on the coast and, that
instead of being paid for with borrowed money, he would
raise the necessary funds by subscription so that, when
it was opened, it would be free from debt. Some scep-
tics said it could not be done but Commodore Smyth
has done it. The plans for the new house, drawn by
Henry C. Pelton, were approved and contracts placed for
its building at once. It will cost when completed about
$200,000 and of that sum about $150,000 has already

The New Club House of the Indian Harbor T. 0. Which Will be Opened Before the Next Season.

Most Up-To-Date and Artistic Tacht Club on the Coast.

When Completed It Will be the

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Ohlooka, Flagship of Commodore D. Orahame Smyth, Indian Harbor
T. C. Equipped With Two Speedway Engines

been subscribed and the other $50,CX)0 is in sight. This
Hberality speaks well for the spirit of the yachtsmen of
the Indian Harbor Club. It might be well to mention
here that the club is limited in membership and, although
for the time being it has no real home, it has a waiting
list of applicants for membership.

The new club house, which is being erected on the
site of the old one, is almost roofed and will be com-
pleted before snow flies in spite of strikes, freight em-
bargoes and scarcity of labor. The building overlooks
the water on the south and west. Grass terraces, cement
walks and pergolad plazas fill in between the porches
and the sea wall. Roller awnings over the piazza and
umbrella awnings on stands scattered about the terraces
will supply most attractive luncheon and dinner cozy cor-
ners in addition to the large outdoor dining porches with
their glass enclosures for stormy evenings.

At the corner of the basement, level with the lowest
terrace and nearest to the gangway landing stage, is a
cool loggia, stone walled and arched, for active yachting
members. This loggia connects directly with the kitchen
through the yachtsmen's locker room and will be an ideal
place for breakfast, luncheon or dinner for men in racing
togs. It may be reached from the main club porches
above by means of a stone stairway which, with its
arched stone support, forms an attractive feature of the
Italian exterior. The yachtsmen's locker room adjoining
the loggia has its shower and toilet accomodations and
connects directly with the men's bath houses.

Addison O. Hanan at Work on the Ariel Shortly Before She
Took Fart in the Baces at Marblehead

Under the main front piazza ample space has been
assigned to what is known as launchman's storage, for
spare spars, sails and other duftle. There is room for the
storage of small boats in the winter months.

Bath houses for women on the east side and for men
on the south side are reached from the main club floor
above by a members stairway, or from the north entrance
driveway by outside steps. There are 60 dressing rooms
divided equally for men or women.

The service locker room is in the center of the base-
ment. It includes a valets' room, reception room for
expressage packages, clothes dryer for bathing suits, boil-
er room, and coal storage, food supply rooms and com-
plete refrigerating and ice making plant and a bakery
and pastry room.

The kitchen layout is what is known as the Ritz-Carl-
ton system with ranges and broilers standing in the mid-
dle of the room, shut oflf from the space used by the
waiters by a long service counter. Connecting with the
range space are the separate rooms used for the Garde
Manger, preparation of vegetables and washing of pots
and pans. For ventilation, electric exhaust fans will
keep a constant flow of cool fresh air entering the base-

( Continued on Page 39)

Left to Bight — Vice Commodore Bichard A. Monks, Treasurer Bichard

Ontwater, Commodore D. Grahame Smyth and A. M. Andrews

All of the Indian Harbor T. C.

E. Bnrton Hart Straddling the Bow of the Bogne and John O. Alden
the Fopnlar Designer of Yachts of All Types

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The Joys of Houseboating

A REAL Houseboat is first of all a honie. If
it has not quarters for the owner and as many
guests as he may care to accommodate it is not a house-
boat. It must have a great amount of light and air, com-
fortable beds and a large and roomy place to prepare
meals. There should be a large deck that can be used
as an outdoor living room, and room for plenty of com-
fortable deck furniture. In fact it should and can have
every comfort that can be had in an apartment ashore.
It is possible to have gas and electricity, running hot and
cold water and even telephone service providing you
anchor within a reasonable distance of the shore.

In a houseboat you have no rent to pay. In connec-
tion with this it may be said that some houseboaters do
hire a bit of waterfront property and lay the boat against
this plot. In that case there is of course the rental of
the land. When you get tired of your location you can
lift the anchor and proceed where fancy dictates. If the
boat is of the power type you can sail for thousands of
miles through the inland waters of the country. .With
boats of the stationary type you can hook on a small
launch and get towed to any spot you desire. If you
have chosen the sailing type of boat you have Long
Island Sound, the Great South Bay and similar waters
in which to crtiise. The rivers and bays of the world
are free. In a few places you may be required to pay
a small amount for the privilege of landing your dinghy
but more often you will find people only too glad to have
you use their float. There are no neighbors upstairs to
knock furniture about over your heads, nor others down-
stairs to object if you wish to dance until the wee small
hours. If any of the denizens of the fleet moored about
you are objectionable you can move without the difficulty
of breaking a lease.

When it comes time for your vacation you do not
have to lock up the house and trust yourself to the tender
mercies of a summer hotel. Raise the anchor and move
to the prettiest river you know. Stop when you like and
go on when tired. There is no life in the world that
compares with it. If one is so fixed that proximity to

the business district of the city is imperative, there are
plenty of places where a boat can be moored that allow
one to get to business in less than an hour. In the
writer's case, the boat is laid up in a pretty creek ten
minutes' walk from the subway and forty minutes from
down town New York. There are stores ranging from
a butcher shop to a department store within five minutes'
walk of the landing float.

A houseboat is not the cheapest means of obtaining
shelter. Some writers have given the impression that the
cost of building a good boat is less than the cost of the
smallest sizes of cottages. A houseboat must be built
well to be a success. The house part will cost as much
or more than a similar-sized cottage on shore. The hull
must be built by a man who understands boat building
and who will put the same amount of care in the work
as he would if the hull was to be of the usual shape.
There have been a great many houseboats built by house
carpenters and the result is usually very poor. A house
on shore is subjected to a certain amount of strain, but
not so severe as that experienced by a boat. Unless the
builder is working from a set of plans provided by a
reputable naval architect, he will not understand the
proper way to brace the hull to take up the strains of a
constantly changing foundation such as water. At times
waves may dash up against the house causing the same
effect as if Nature had a freakish spell and caused it to
rain from the ground upwards. In the ordinary house
there is no need for hardware that is protected by
galvanizing. On a houseboat a black iron fastening will
last about ^ year if the boat is used in salt water and
only a little longer if the hull rests in fresh water. A
house can have a flat roof covered with tiles or roofing
paper but houseboat roofs have to be cambered and
canvas covered so that they may be used as a deck.

A boat anchored where there is any danger of experi-
encing rough weather will have to be braced so that -the
constant twisting of the hull and the force of the seas
will have no eflFect. Most hulls of the flat bottom type
are prone to drop at the ends unless there is bracing in

The Lodona, a Power Honseboat of the Tacht Type, Capable of Oood
Speed and Having Fair Seagoing Qualities

A Houseboat of the Old Scow Type; Boomy, Comfortable, But Not
Equipped with Power

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An Inttrior of a Scow Type Houseboat Having Inaido Stairway
to Uppor Dock

the nature of hogging stringers put in. A properly
braced houseboat will be able to stand year after year
of this sort of service without difficulty. There is no
type of boat with a lower amount of yearly depreciation.
Many scow houseboats have been in use year after year
for as long as twenty-five or thirty years. A new plank
now and then is all they need to keep them in the pink
of condition. One of the worst failures in houseboat
design was a boat that had been designed by a house
architect who had a reputation second to none in his line.
Another point that should be kept in mind when plan-
ning a houseboat is that the boat is actually a yacht.
Probably her lines will not be as graceful nor her
arrangement the same, but in the end she is a yacht and
should be treated as such. She should have marine type
fittings both above and below decks, and the yacht routine
should be followed with the arrangement of flags. The
clock should be a striking ship's bell and you go "beloA^
or above." There is a forward end and an after end,
but never porches nor cellars. A kitchen is a galley and
a bedroom a stateroom while the parlor is a saloon.
Nothing more quickly disgusts the real yachtsman than
a boat that is half cottage and half boat. The advan-
tages of both can be had on a houseboat, but the nomen-
clature of the land home should be dropped. If you have

A Corner of the Main Saloon of the Hooaeboat, BneiUa. An Example of
Good Taste in Furnishing

ever had the idea of building a land type house with a
peaked roof and gables on a scow and 'thought that you
would have a houseboat when you were through, get it
out of your head. The result would be an eyesore to a
yachtsman and a hybrid to the land lubber. A house
upon a hull does not need to be as severely plain as the
usual yacht cabin, but neither should it have the ginger-
bread eflFect of the land home. I know a man who sug-
gested painting the hull of the houseboat to represent
the stones of a foundation and surrounding the Liver-
pool head with a chimney made of painted tin represent-
ing bricks.

In designing a houseboat the items that should be
taken up and their proper order will be about as follows :
First, Arrangement; second, Ventilation; third. Beauty;
fourth, Seaworthiness. In the yacht the first and second
items are often sacrificed for the benefit of the third
and fourth. In house design the fourth is not considered
at all and the second was given little thought in the past.

Houseboats are divided into three distinct types,
each of which has a number of sub-divisions. The main
divisions are Stationary, Power and Sail. The first is

The ICary-Anna,

a Wide, Ultra-OomfortaUe Type of Power Houseboat
for Use on Inland Waters

really a misnomer. The so-called stationary houseboat
can be towed to practically every place that a power
house boat could go, although it has no provision in its
make-up for the installation of power or for the spread-
ing of sails. These boats can be divided into two lesser
divisions. The first and most popular class is the scow
form of hull, having a flat bottom and square sides and
ends. The breadth is the same from end to end and there
is little or no sheer. There is usually a small amount of
overhang to bow and stern to protect the deck from head
or stern seas. The advantages of this type of boat are
that it is the easiest to build and also gives the greatest
amount of room for a given length and breadth. If care-
fully designed it can be made to look attractive even
from the standpoint of a yachtsman's ideas. The man
who wishes a stationary type houseboat with a more
yachty appearance than is possible with the scow type
boat, can have a house built upon a regulation ship-
shaped hull. Boats of this type can be built so that every
fancy of the particular yachtsman's ideas are carried
out. The hull can be as beautiful as any boat afloat.

(Continued on Page 41)

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The Inside Passage to Florida

y

EVERY northern power boatman has at some time
dreamed of making the passage to Florida. Thou-
sands have made ths dream come true, but there are many
others who feel that their navigating ability is not equal
to the task of taking a boat a couple of thousand miles
in safety. There is little basis for this feeling, for the
trip can easily be made with the most elementary knowl-
edge of pilot water navigation. In the first place a knowl-
edge of compass courses and the method of laying them
off from a chart is necessary. Your compass must be
accurate. If you have no knowledge of the procedure
of swinging ship or taking reciprocal bearings to obtain
compass deviation, hire a professional compass adjuster
to do the work. Do not attempt to make the trip with
a compass that has not been adjusted to compensate for
the attraction of various metal iparts of the boat.

Every boat should have on board a complete set of
government charts from New York south, a copy of the
20 cent booklet published by the Coast and Geodetic Sur-
vey, called The Inside Route Pilot, New York to Key
West. This book and the charts can be obtained from
any agent of the Coast and Geodetic Survey. Boats must
also have four or five large fenders for canal work, a
lead and line and a sounding pole about 14 feet long.
This latter pole should be nicely rounded, snKX)thed
oflF and marked with a piece of line at a point from one
end equal to the draught of the boat when underway.
One man can stand up forward and alternately sound on
each side of the bow with this pole. It is far better than
a lead line for shoal waters. Before leaving the north
the boat's bottom should be painted with the best grade
of copper paint. She should also have another coat short-
ly after arriving in Florida. If a stay of three or four
months is made, you should put on a third coat before
leaving for the north. If you do not take these precau-

tions you are liable to loose your boat through the attacks
of the toredo worm. An excellent plan is to fit a metal shoe
the full length of the keel so that the bottom paint will
not be scraped off the keel bottom by contract with the
sand. Do not think for one minute that you are 'going
to get to Miami without running aground.

Although the route is called inside there are two
stretches that must be sailed on the ocean. Each of these
stretches can be covered by an ordinary boat between
daylight and dark although a great many cruisers prefer
to make the run at night as lights can be picked up better
in the dark. If your boat is of a seaworthy type and
you can carry gasoline enough for a 250 mile run, the
best plan is to run from Beaufort X. C. directly to
'Charleston S. C. in one 24 or 30 hour stretch. By doing
this you get the outside work over with in the quickest
way. If you prefer to make the run in short shifts you
can go out from Beaufort, or better yet from Bear Inlet
2^ miles further south, shaping a course directly for the
buoy located at The Slue, just oflF the tip of Cape Fear.
It is not necessary to go out around Frying Pan Shoals
Lightship unless you mean to continue on for Charleston
without stop. The run through The Slue is apt to be
rather rough, but it only lasts for a few minutes and is
really not as bad as it looks. After running The Slue
and rounding the whistling buoy, proceed up the Cape
Fear River and anchor in smooth water for the night.
The run from Bear Inlet to the river is only about 90
miles. As a matter of precaution it is customary to wait
in either Beaufort, Morehead City or Swansboro until
several boats bound south have come in, and then, after
a consultation between the various skippers decide upon
a starting time. As long as there is an oflF-shore wind
and a steady glass one can figure on having fair weather

(Continued on Pa^e 49)

Onyx a 54-Ft. Cruiser Built by the Great Lakes Corp. for Herbert V. Book of Detroit; Equipped with a Twin Six Cylinder Dual Valve

Sterling Engine Developing 226 h.p. at 1370 Sevolutions, Speed 26 M.P.H.

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Designs

New Yacht for Vincent Astor

One of the finest as well as the largest Diesel powered
yachts ever built is now under construction at Robert
Jacob's City Island Yard. The plans are the work of
Cox & Stevens of Xew York who worked out the boat
for Mr. Vincent Astor.

the top of the main deck bulwark from the stem to a
point well forward of amidships where it breaks up to
form a forecastle deck. The break is a graceful curve with
a long sweep. The main deck house projects forward of
the break forming a turret-like enclosure in which there is
the dining saloon. Aft of the saloon, and, reached from
the main deck, is the pantry and galley. In the after end

Outboard Profllt of 160-Foot Stool Tacht Bnllding for Vlncont Astor by Sobort Jacob at Olty Island from Doiigns by Ooz k Storons

The profile shows a boat of the sea-going type, rug-
gedness taking the place of the lighter, and perhaps more
graceful lines that were formerly used on pleasure ves-
sels. The stem is the most striking feature; for instead
of the clipper or plumb bow, the designers have worked
a stem profile that reminds one of the newer super-dread-
naughts of the navy. The stern is more conservative,
being of the usual elliptical type. The freeboard through-
out is high without being topheavy. The sheer follows

of the deck house there is a partially enclosed lounge with
the main saloon and music room directly forward. A lux-
uriously appointed smoking room opens off the main sa-
loon. The smoking room is insulated from the engine com-
partment trunk which is directly forward. A system of in-
side passages gives access to all of the owners quarters
without the necessity of going on deck. Above the galley is
the pilot house surrounded by an observation deck. The
pilot house contains, besides the navigational instruments,

o

J-. '\u

Main and Boat Dock Plans of the 160-Foot Tacbt Designed for Vincent Astor by Ooz ft BtoTons

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Eleyation and Lowtr Deck Accomodation Flanf of the New Astor Tacht Building at City Ifland from Plane by Ooz ft SteTons.

chart racks and a separate room for the radio operator
and his instruments.

From the deck house one can descend to the lower
deck through either of two companions. The fore com-
panion leads into a lobby off which there is the owners
suite of two staterooms and bath. From these rooms a
passage leads aft on the center line of the boat. On the
starboard side of the passage there is a single stateroom
with bath, a maid's room with toilet and a large linen
locker. On the port side there are two staterooms, one
with twin beds and the other containing a single bed and
a large divan. A bath is located between these two rooms.
Another single stateroom with a toilet complete the own-
ers accommodations; a total of seven staterooms. For-
ward of the engine compartment there are six staterooms
for officers and a forecastle for six men. A roomy offi-
cers mess is also provided. Below the forecastle is a
completely equipped laundry.

The boat is rapidly nearing completion and is built
entirely of steel with the exception of the joiner work.
The machinery consists of a pair of 6 cylinder Winton
Model W 24 A marine Diesel engines and their auxiliar-
ies. The engine room is well ventilated and lighted so
that the machinery can be given the proper amount of

attention and working conditions for the crew will be
such that good men can be obtained.

Attractive Owners Launch

The 26-foot boat shown in these plans was designed
by Cox & Stevens for use on Mr. Vincent Astor's new
Diesel engined yacht. The little boat was carefully thought
out and is an excellent example of this class of work.
A boat of this type can be used for general runabout
service in addition to the work of bringing the owner
to and from shore.

The engine is a four cylinder 4j4 inch by 6 inch
Scripps, fitted with starter and installed beneath flush
hatches in the deck well forward of amidships. Abaft
the engine is an open cockpit for the operator with all
controls at hand. The owners cockpit is enclosed at the
forward end with a low windowed shelter house which
will provide shelter for quite a party. For fair weather
there is a large open cockpit aft of the shelter. The dimen-
sions are 1. o. a. 26 feet; breadth 5 feet 10 inches;
draught 2 feet 3 inches.

General Arrangement of the Machinery of the 160>Foot Tacht BnUding for Vincent Astor. To be Powered with Win^p Heavy Oil^nglnei.

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A Bcrlppf Pow«r«d Owner'i Launch DMlgned by Ooz ft Stevens for the 160-Foot Tacht Bnildlng for Vincent Attor.

A Crew Launch of Husky Build

The accompanying plans show a boat, designed by
Cox & Stevens, for the use of the crew on the new yacht
which this same firm is building for Mr. Vincent Astor.
The launch is of interest as typifying a boat that could be
used to advantage as a general service launch in addition
to its service as tender. The scantlings are heavy, parti-
cularly under the engine bed and at the stem and stern
where the strain of lifting the boat comes. The rudder
and wheel are protected from damage by a skeg.

The engine is a four cylinder 12 h. p. Kermath in-
stalled under a mahogany box just forward of amidships.
Forward of the engine is a small cockpit for a couple of
men, while aft is a larger space capable of carrying six
or eight men. The finish of the boat is mahogany.

Crew launches are subjected to very hard service,
for not only do they transport the crew but baggage and
supplies. It is of interest that on this yacht, built with-
out regard to expense, the important work of the crews
launch should be intrusted to a Kermath engine, which
is of the medium priced type. The machine was selected
because of the reputation for reliability.

75-Foot Power Yacht "Spray III"

A sea-going type of cruising power yacht has been
designed by J. Murray Watts for Henry B. Joy, Presi-
dent of the Packard Motor Car Company of Detroit.
This boat is to be built to meet the special requirements

Inboard Oonstmction. Deck and Section Flans of Crewf Launch for Vincent Aster's Yacht, to be Equipped with a 12 h.p. Kermath En|^e

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75-Ft. Power Tacht» Spray HI, Deilgned 1»7 J. Murray Watts for Htnry B. Joy and to be Equipped with a 126-160 li.p. Winton Engintt.

of Mr. Joy for sea-going work. For this reason the con-
struction has been made much heavier than in the usual
type of power yachts. The plans are given herewith.

Mr. Joy has personally laid out the general arrange-
ments from long experience in yachting and it will be
noticed that he has allowed a specially liberal space for
the engine room and the crew's quarters. The general
arrangement shows a large deck saloon 17 feet long by
IT feet in width. A stairway leads below to a lobby
giving access to a large double stateroom aft and a
main saloon amidships. This saloon is 12 feet long
by the full width of the boat which is 16 feet.

There are no transoms in this room, practically the

whole floor space being utilized to give plenty of room
around the dining table. There are,' however, two pull-
man berths which fold back into the panel wainscot. The
interior finish in all the owner's quarters is solid mahog-
any paneling with the exception of the underside of the
deck which will be finished in cream colored enamel,
the deck beams being finished oflf with mahogany mold-
ing.

The dining saloon has four linen lockers, two china
lockers and two sideboards with glass lockers, giving
ample storage space for long cruising. The dining table
is of solid mahogany and is fitted with racks for use in
heavy weather.

Inboard Profile and Arrangement Flan of 75-Ft. Fower Tacht, Spray JU, Designed by J. Murray Watts.

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29

There are two' toilet rooms fitted for the owner and
his guests; one forward of the stateroom and one for-
ward of the saloon.

The engine and the crew's quarters are fitted for-
ward and occupy a space 21 feet long by the width of
the boat. All partitions have been done away with as
much as possible irij this space so as to give good light
and ventilation throughout. The engine installed is a
125-150 h. p. Winton and there is a 5 k. w. Winton
Electric Plant, furnishing current for the incandescent
lights, for the search light, the electric air compressor,
the electric bilge pump and the electric windlass.

The crew's quarters consist of two transoms with
four pipe berths over, and a toilet room with lockers
and the usual fittings.

The galley is equipped with a Speedway range with
oven and hot water boilers, sink together with two
pumps for hot and cold water, and liberal locker space

for galley stores. The ice box will hold 600 pounds of
ice and there is also a large hot water heater and radi-
ators for heating the boat in cold weather.

The general appearance of the boat shows a high
sided sea-going type of craft with good sheer and high
free-board, with a strong flare forward to throw oflF the
spray. There is plenty of room on deck, there being a
good sized afterdeck with heavy bulwarks running
around it, the forward-deck being kept clear so that two
boats can be swung in when used along-side of locks or
docks. A heavy guard rail faced with galvanized steel
runs all around the boat and the bulwarks aft have a
tumble home, so as to be well protected by the fender
guard when locking through canals. This does not make
a very pretty stern but is a very practical one for canal
work. The yacht is fitted with specially heavy towing
bitts on the after-deck so she could tow a large sized
sailing yacht without difficulty.

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15-Ft. Power Tender Designed by Balph E. Wlnslow, Equipped with a 9-12 h.p. Winton Six Cylinder Engine

15-Foot Power Tender

This very serviceable, seaworthy and roomy power
tender was designed by Ralph E. Winslow for the
Walter H. Moreton Corporation of Boston and now
building for a tender to a schooner owned by one of
their clients. She is powered by a 9-12-h.p. Universal
engine installed under hinged hatches aft of midships.
The engine is perfectly protected by the hatches from
the weather and spray and conveniently placed for con-

trolling by the engineer. A rear starter is installed. An
after cockpit is arranged for the engineer and a forward
cockpit for the owner and guests. Short decks are pro-
vided at the bow and stem, and steering wheels at both
owner's and engineer's cockpits.
The general dimensions are:

Length o. a 15 feet o inches

Breadth. 4 " 9 "

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350 Square Foot Racing Ice Yacht

By H. Percy Ashley

THE rig shown has some advantages over a gaff-
headed one. The principle one of which is that ice
craft are restricted in the amount of "flickering" (raising
the windward runner from the ice) in a fairly good
breeze. Of course all speedy ice yachts will do it, for
owing to their light construction if they don't flicker
they will slide which is no joke, especially to a competitor,
who happens to be to leeward. Any boat known to have
this trick should be promptly ruled off the course. It is
caused by faulty designing or dull runners. The best
speed is obtained with the windward runner about a foot
from the ice. The sails get full drawing power and the
ice friction is only on the lee fore and the rudder runners.
If a strong puff hits you, ease a trifle on the main sheet
jig, thus saving a "flicker" and still retaining speed. An-
jther advantage of this rig being,no slashing of the end
of the gaff in coming about, while the boat jibes much
easier, and there is a lot of jibing in sailing an ice yacht,
for, with a stern wind, you jibe down that leg of the
course running free, snake fashion, (an ice yacht cannot
run dead before the wind unless the main sail is doused
and the jib is flowed out). Of course the mast is much

higher in this rig, but you will note that this is provided
for by the ample straddle of the upper shroud at runner
plank. As the main sail narrows at the peak, the strain
on the upper shroud is not great. The lower shroud,
which takes most of the strain, has the regulation straddle
— ID feet 6 inches — for a boat of this size. The runner
plank back stays lead to a toggle iron ( See Plate 4 - No.
16) which is of a different formation than that used on
the sloop rig; namely iron strap pierced with two eye
bolts for both shrouds at one straddle.
Principle Dimensions

Back Bone, over all — ^33 feet.

Back Bone, Height at center — 10 inches.

Back Bone, Width at center— 65^ inches.

Back Bone, from nose to center of mast — 10 feet 8 inches.

Back Bone, from center of mast to center runner

plank— 3 feet 7 inches.

Back Bone, from center of runner plank to fore end

of cockpit — 9 feet 6 inches.

Back Bone, Length of cockpit— 7 feet 10 inches.

Backbone, Aft end of cockpit to heel— i foot 4 inches.

Cut of fore runners — 17 feet.

Straddle of upper shrouds— 16 feet 3 inches.

Straddle of lower shrouds — 10 feet 6 inches.

Bigglng Plan of a 346.25 Square Foot Ice Tacht Designed by H. Percy AsUey ^.^

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October

T\iEtfi9

RUDDEP

31

Back bone or center timber

Is of hollow block construction 33 feet long, from nose to
heel. Tapering at nose to 4^ x 41,^ inches, and at heel 6
X 6 inches. The taper at forward end of stick on top and the
two sides starts at a point 7 feet aft of the nose. At the aft
end of the stick -the taper starts (on upper side only) 5 feet
forward of the heel of back bone. Center of rudder post is 11
inches forward of the heel. At the nose is placed an iron band
I 1/2 inches wide and 3/16 inches thick through which passes
the U iron to which is attached the jib stay. Place this band
far enough aft of the shoulder at nose to insert an eye bolt
for mast head forestay. This should be riveted over a sunk
washer on under side of nose, (see plate 4 No. 7). This eye
bolt end must be sunk so it will not chafe the bob stay. The
U iron nuts are on each side of the bob stay. A similar band
is placed at the heel. Each of the bands are placed back from
the shoulder (at nose and heel) about l^^ inches and the outer
edges of the bands are rounded. Thus, the loops of runner
plank guys and bob stay have a wood cushion and do not butt
against the iron band. (Plate 2 deck Plan). The back bone is
simply a long box with wooden partitions re-en fojrced by
longer blocks at the points which have the greatest strain. The
sides and also the top and bottom strips are 1/3 inch Oregon
spruce. The sides and top are tongued and grooved. (Refer
to Plate 5). Every contact surface, receives a liberal coat of
glue. Turn to Plate 2 lower drawing. The first piece at the
nose is of bass or whitewood 3 feet long, all of the partitions
are of pine 2 inches thick. A solid pine block 8 feet long,
takes up the strain of the mast and runner plank, in this block
are cut five holes to save weight. The location of these
holes is given in Plate E. There is always a great strain at
the forward end of the cockpit. This is provided for by a
solid block of pine 3 feet 71/2 inches long. At the heel is
a solid block of bass or whitewood 4 feet long. Between these
four blocks of wood are inserted at regular intervals the 2 inch
wide partitions as shown in lower drawing on Plate 2. At the

nose and heel of the back bone is a shoulder with a round ex-
tremity protruding beyond the shoulder 13/4 inches, to receive
the runner plank guys and bob stay.
Cock Pit

Steam bent hickory rail, flooring of tongued and grooved
1/2 inch oak. A shoulder is cut in the lower part of the rail
to receive the flooring. Flooring glued and screwed to rail,
also to under side of back bone. Spacing between rail and
back bone i foot 7 inches at widest part. Length of cock pit
7 feet 10 inches. Dtpth of rail 63/4 inches, width i 3/4
inches. See Plate 2. The cock pit rail is equipped with an iron
handle each side which has been served with cotton cord. These
are for hand grips used in starting the boat in a race (getting
under way in quick time). Their location is the most con-
venient reach by your arm. The square at the center of the
cockpit is. a hollow wooden rack used as a grip by the steers-
man to steady himself. A foot brace in the forward starboard
part of the cock pit is a great help for the sheet tender who
always occupies this side of the cockpit. The cleats for jib
and main sheet jig are also placed on this side in convenient
reach. The cleat for running end of main sheet is at back bone
underneath the tiller. It is only used to regulate the main sheet
jig before the start and give the main sheet some slack as the
boat remains at rest with head to the wind. Let me impress
upon you strongly to always douse your jib and see that it is
well lashed before you leave the craft alone. There has been
too many runaways and smashed boats, because this precaution
has not been taken. A traveler for the main sheet jig running
block is an improvement as it keeps this block on top of the back
bone where* it belongs, and gives the parts of the rope no chance
to twist around each other. The ends of the cock pit rail are
secured' to the back bone by brass plates bent to the angle re-
quired, riveted to rail and screwed to back bone. These brass
plates are the same length as the width of the rail and 3/16
inch thick.

(Continued on Page 48)

O OOP, 0 <JI II

■F*

•i-

-h-

fw ; 37' -• — .»•*• ■ -«»aipiT--- 7'

Plate 2 — Construction Plan of Backbone and Plan of Tacbt, Sbowlng Cockpit.

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Needed Information

Designing

Q. — What is the meaning of Reserve Buoyancy and
how is the reserve buoyancy determined

A. — Reserve Buoyancy is the amount of buoyancy or
floating power in the portion of a yacht (or vessel)
which lies between the water-line to which the yacht is
floating and the sheer, or highest continuous deck. It is
expressed as either a percentage of the total volume con-
tained within the hull or as a percentage of the displace-
ment.

Reserve buoyancy is determined by measuring the
volume of the portion of hull above the l.w.l.

If a yacht had no reserve buoyancy she would sink.

EXPLANATIOX OF TeRMS

Q. — The other day I heard someone say that a certain
yacht was badly ''hogged." What does this mean?

A. — A yacht is said to be hogged when, owing to
structural weakness, the bow and stern ends have
drooped below their original position. An ordinarily
shaped yacht, viewed from one side, has a bow and a
stem somew-hat higher than the middle portion, the
sheer line concave and running in a fair sweep from
end to end. Should such a yacht become hogged, the
two ends will droop and the sheer in place of being
a fair sweep from end to end will become an irregular
curve, the middle portion of which will be concave and
the ends sli^^Vrj'o* /.nvex. * ^

The oppov\V€ term to hogged is sagged. - A yacht is
said to have sagged when the middle portion droops
below its original position. Thus a yacht which has
sagged will have a sheer of greater concavity than the
original sheer, or, w^hat is the same thing, when viewed
from the side, the center of sheer will show a perceptible
and possibly an irregular hollow spot.

Installation of Underw.vter Exhaust

Q. — In considering the installation of a tw'o-cycle en-
gine for auxiliary purposes I would much prefer to run
the exhaust under water, but have been advised not to do
so, as I will not get satisfactory results. — D. H. F.

A. — An underwater exhaust can be used providing it
is properly installed. The essential features of correct
installation are:

I. It is desirable that there be an overwater exhaust
outlet for use when starting engine. This exhaust outlet
can be of smaller size than the regular exhaust and can
be installed by placing a **Y/' fitting close to engine,
one outlet of "V being used for the regular underwater
exhaust connection and the other outlet being used for
the reduced size overwater exhaust. To the reduced size
opening connect a straight-way shut-off cock, and to the
shut-off cock the pipe that will lead direct to side of hull
above the water. Of course the regular muffler can be
placed in this line if you so desire. By opening the
straight-way cock when starting engine there will be a
direct overwater exhaust opening, and starting will be an

easy matter; then when engine is running properly and
boat moving ahead, shut-off cock can be turned and over-
water exhaust cut off. If preferred a regular automobile
cut-out can be used in place of the shut-off cock.

2. The underwater exhaust pipe should be led from
engine well above the water level (the water-line of boat)
to the underwater exhaust casting, which should be placed
under or near the stern and not more than three inches
below the water-line (so that top of opening in casting is
not over three inches below the water). There should
not be any acute angle bends in the pipe and pipe should
be one size larger than engine exhaust opening. It is
also essential that a drain cock be placed at lowest point
in horizontal portion of exhaust-pipe run, for the purpose
of draining water that will collect in pipe as it cools off.

Another wise precaution is to use a reversible direction
underwater outlet casting, because if this type of fitting
is used the danger of having water back into pipe when
going astern is reduced to a minimum.

Propeller Location

Q. — Is there any rule that can be used to help me
select the best inclination to give propeller shaft and the
proper depth of immersion for propeller? — K. L. M.

A. — If best results are desired the center of shaft,
at propeller, relative to water level and inclination of
propeller shaft should be determined only after the lines
of hull have been carefully studied, and location, dimen-
sions and power of engine is known. We do not think
that sufficient attention is paid by designers, builders and
owners to the influence that inclination of propeller shaft
and location of propeller have on speed.

The average properly designed power boat is a com-
promise between good and bad features, the designer
giving something at one point for the purpose of gaining
elsewhere. Or expressed differently, limitations such as
draught, speed, power, accommodation requirements,
etc., handicap the designer so that he cannot always give
the best possible form to every hull we design.

Generally it is found that when shaft inclination is
over yi inch to the foot out of horizontal, when vessel
is afloat, there is some loss of speed.

Regarding vertical location of propeller hub, in ordi-
nary-shaped displacement hulls the best location is with
center of propeller slightly below where a longitudinal
drawn through the vertical C. B. point will cut stem
post, the longitudinal being drawn parallel with shaft
inclination. But it must be remembered that a sufficient
depth of immersion of propeller and a sufficiently large
diameter propeller is needed, and sometimes it will be
found that when propeller center is located in best posi-
tion and shaft is at a minimum of inclination it will be
necessary to reduce diameter of propeller in order to
obtain proper depth of immersion of blades. Then the
question arises, is it best to sacrifice efficiency of pro-
peller by reducing its diameter, or to sacrifice efficiency
of installation by increasing inclination of shaft and
lowering its center at propeller end ? These are the points
that should be decided after studying the lines and
details mentioned.

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The Work Bench 4

This is a monthly departfttent for yachtsmen ivho build their oun equipment. In each issue there is a question pertaining to
the design and construction of some item of equipment for power or sailing yachts. For the best answer each month The
Rudder gives a credit order for $25.00, which will be accepted in payment for goods handled by any advertiser in the current
issue. Contestants whose anszvers are published, but who are not first prize winners, receive a credit order for $5.00. Readers
are invited to suggest questions. Prise orders will be mailed directly after publication.

Drazcings must be made zvith black ink on white paper or tracing cloth; lettering as large and clear as possible, and all
dimensions plainly marked, as the reproductions will not be to scale. Descriptions limited to about Hve hundred words. An-
szvers must be received on or before the first day of the month preceding publication. Address Contest Editor, The Rudder,
9 Murray Street, New York City.

QUESTION FOR THE DECEMBER ISSUE

Answers must be received on or before November 1st. Explain briefly the difference between two and
four cycle engines and state your reasons for preference of either type.

McK)RTXG Cleats of Greatest Importance
$25.00 Prize Winner.

The most important of all deck fittings used on
small boats are those used for mooring. These
should be located in a very accessible place and should
be securely fastened, as a great strain may be put upon
them at times. On a runabout cleats are usually used for
the mooring line, but occasionally one sees small' wooden
or bronze bitts instead, for they are somewhat handier,
having more space upon which to belay the line. A vari-
ation of the above is a combination bow light and bitt
which, while rather stylish, does not give one the appear-
ance of great durability. On a runabout the usual prac-
tice is to place the forward flag pole socket ^^'ell aft of
the stem, leaving the fore deck as clear as possible. In
the bow and stern there are chocks, through which the
line is led, preventing chafing the deck. The running
lights can be located alongside the coaming where their
inspection from the driving seat is easy. The stern light
is often an electric fixture fitted to the top of the ensign
staff.

On cruisers you usually find bitts or samson posts.
The placing of two aft makes the fastening of a towing
bridle a simple matter. The bow chocks usually set in
flush in the buffalo rail just abaft the stem. An important
point on both types of boats is to locate several fender
cleats along the planksheer at the proper points so that

fenders can be hung in a neat and seamanlike manner.
Many boats do not have these cleats and as a consequence
the fenders are slung in a sloppy manner from the
stanchions, or made fast to the steering wheel. — C. A.
N., N. Y.

The Proper Location of Deck Fittings.
$5.00 Prize Winner.

The installation of deck fittings is more difficult
than it may seem, for not only must the proper
fittings be used, but their fastening to the hull must be
in such a manner that they can never pull out w^hen most
needed. Their size and type depend upon the boat on
which they are installed. In the first place the fittings
for a cruiser intended for heavy work should be much
heavier than those placed on a runabout. In all cases
cleats, chocks etc. must be through bolted through oak
blocks fitted between' deck beams. Wooden bitts should
pass through the deck and down to the keel or to heavy
blocks fitted across a pair of floor timbers.

Turning to the drawings we find that drawing A is
the deck of a cruiser, i is a pair of chocks, called stern
chocks, to be used for towing. 2 is a similar pair of
chocks located on the quarter and used for mooring and

(Continued on Page 42)

Am Clear a Deck as Possible is O. J. C. K's Suggestion

C. A. N. Shows Typical Examples of Deck Fittings

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34

RUDDER

October

THE.".

RtlDDEP

[Title Registered U. S. Pat. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6165

Arthur F. Aldridse, President; Andrew Paterson. Vice-President and Busineii

Manager; James R. Thomson. Treasurer; Arthur deZ. Patton. Secretary

Enitrtdat Ntm York Pott Office as Secmtd-CUus Matter

One Year -
Six Months
Single Copy

SUBSCRIPTION RATES

$2.00

1. 00

.25

Thx RuoDU can be procured or atibacribed for at following Foreifn Agencies:
THE TA0HT81CAN, 158 Strand, London, England.

WM. POBTEOUS ft 00., 9 Boyal Place, Glaagow, Scotland.

B ZNTEfiNATIONAIi HEWS OO, » Brwuni '^

London, E. O.

Building, Ohaaeaiy I«ii<b

BBENTAirO'S, 86 At* da I'Opara, Paris, Franco
OOBDON h OOTOH. Bjdney, AnstraUa
Or at any BookataU

The Annual Boat and Engine Show

The annual exhibition, of the National Association
of Boat and Engine Manufacturers, will this year be held
in the Grand Central Palace in December instead of Feb-
ruary. This is an experiment. Many exhibitors, particu-
larly those who specialize in large boats which are built
to order, are of the opinion that orders may be placed dur-
ing the Show Week in December, and that they will be able
to build many more vessels than if the orders were placed
in February, and deliveries on time will thus be assured.

Secretary Ira Hand has been working on this exhibi-
tion for some time, and he has been assured by the mem-
bers of the Association that the display of boats, engines
and accessories will be larger than in any previous show,
and the popular exhibition will be more popular than ever.
There is a feeling of optimism throughout the industry.
Boat builders and engine manufacturers have already
received orders for new boats and new engines for next
season. The season just closing has been a good one and
next year promises to be the best in the history of power
yachting. ^^^

Plan Now for Next Season

The racing season for both power and sailing craft
is about over. A few events will be held in October
but the racing in the East is practically ended. It has
been a busy season for all. American vessels and Ameri-
can yachtsmen have won international fame. Resolute
defeated Shamrock IV for the America's Cup and
Miss America has brought back the British International
Trophy. Plans are now being made for next season. The
British intend to try to regain the British International
Trophy and it will not do to rest in a smug confidence
that it cannot be won away. New boats must be built
and every effort made to keep the trophy, emblematic of
the championship of the World, in American waters.

The power boatmen have made great strides this year
and some wonderfully fast boats, cruisers, displacement
boats and hydroplanes have been built and these have
established new records. The racing began at Miami last
winter and as usual it will start there agam this winter.

The sail boat yachtsmen have had a busier season
than has been experienced in many years. It is true that
few large yachts have taken part in the sport but next
year will see larger boats cruising and racing and many
new small craft will be built this winter, if present plans
are carried out. The racing game would be given a big
boom if yachtsmen would pay more attention to the reg-
ular classes and not be content with one design classes.
The racing for the Greenwich Cup at Marblehead was
of more than ordinary interest because the four yachts
competing were of different designs. One design classes
develop sailors but the regular classes help the designers
to work out their theories and are of great benefit to
the science of yacht building and yacht construction.
What we need, to make yacht racing more attractive just
now, is more boats in such classes as P, Q and R and,
of course, as much larger as can be had.

©*«

Suggested Ocean Race to Miami

It is unfortunate that the recent long distance power
boat races have not brought out more entries. There are
several reasons for the lack of general enthusiasm among
boat owners. In the proposed Bermuda Race, and the
Block Island contest the race ended miles from the start-
ing point. As far as Bermudal is concerned no yachts-
man would think of going there in the summer time ex-
cept as a race contestant. Every Fall a fleet of express
cruisers leave New York bound for Miami. Many of
them are capable of making the run outside. In fact,
Hoosier V, the record holder made the trip up last Spring
in about 40 hours. If this boat' after a season of the
hardest sort of racing in Miami could make the ocean nm
there is no reason why some of the others cannot do the
same. A boat of this type could hardly carry enough
gasoline to make a non-stop run. A system of controls
could be arranged. Boats would have to report at Dela-
ware Breakwater, Norfolk, Southport, Charleston and
Jacksonville. All boats could be stopped at these points
for the same num'ber of hours. On a run of this kind
it might be possible to race the boats without handicaps,
for the extreme speed craft would not be able to main
tain their full speed in rough weather, while the slower
boats could run at full speed. If the race was opened to
boats making 25 miles or better there are quite a few
craft that would be eligible.

It may be too late in the season to plan such a race,
but there is plenty of time to make arrangements for such
an event north bound in April.

The Sinking of the Mingo

Mr. H. T. Hornidge, owner of the U-Class sloop
Mingo which was sunk during Larchmont Race Week by
Kim has taken exception to the statement in last
month's issue of The Rcdder that he was at fault. Mr.
Hornidge says IMr. Granbery was at fault and that the
Kim which he sailed had not established an overlap and
that no one on board heard him call for room. According
to Mr. Hornidge, Mingo had trimmed in her sheets and
hauled on the wind for the windward leg to the second
mark when Kim fouled his yacht causing her to sink.
Kim according to Mr. Granbery bore off to avoid a foul.
It would seem that there must have been an overlap or

(Continued on Page 42)

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October

PUDDEP

35

A NEW

FLORIDA FISHING BOAT

Designed to meet the requirements of those who enjoy fishing, day sailing,
or short cruises in Florida waters.

The propelling machinery consists of two six-cylinder 66 horsepower Speedway motors. Their
flexibility permits a trolling speed of two miles per hour and a maximum of twenty.

Orders are being taken now for fall delivery.

Blue-prints and full details of this
netv 1920-21 fishing boat design
ivill be furnished upon request

CONSOUDATED

SHIPBUILDING CORPORATION

Momis HEiOHTSk New York City

Copyrtgbt 1919. RexW. Wadma*. Uc.

CRAIG OIL ENGINES

Rsvvriible.
Slics, t50 H.P. mil up

Desirable for all
Types of Vessels

Serrice uid Eeonomiei to proDoumced that present un-
satisfactory practices are made practical successes,

JAMES CRAIG ENGINE & MACHINE WORKS

aOT GARFIELD AVE. JERSEY CITY, N.J.

E»<*blim»t*d 1898

Var god abcropa THE RUDDER nar annonsorcma tillskrifvas

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36

THEe«»

RUDDER

October

GRAY

New 4-Cycle

Casoiene Kerosene

Distillate

For Speed boat, work boot,

U it 4S

Designed for Marine work \ ^^^^ m s Ji' j„

—a real Marine motor with V M^ ^ Lrunder

all the marine featares you

have always wanted at a moderate price. Manufactured and

backed up by an old established and responsible concern.

Gray Two-Oycles — Recognized all over the world as a standard.

In sizes 3 to 8 h.p. Send for InstmotlTe Literature.
OBAY MOTOB COMPAKT, 2110 Mack Ayenue, Detroit, Mich.

Run Your Boat on Kerosene

Cheaper than gasolene and equally good when used with the

OLSEN KEROSENE VAPORIZER

Sold on so-Day Money-Back Guarantee
Fits any 1 in. to 3 in. carburetor. Perfect combustion — no waste,
smoke or smell. Greater flexibility and mileage — less carbon.
Fuel costs greatly reduced. Send for details.
U. S. VAFOBIZEB COMPANY 214 State Street, Bpston, Mass.

BRENNAN STANDARD MOTORS

Medium and H«avy Duty, 16 to IOC- H.P.

When you buy a Brennan Motor you get a complete outfit ready
to run. The unusual size of the bearings, large valves and long stroke
insure power and continuous service under all conditions. Very eco-
nomical in fuel consumption.

Our New Model B Unit Power Plant is one of the finest engines
ever produced. No expense has been spared in developing it to the
smallest detail and we honestly believe its equal does not exist. Let us
send you further details.
BRENNAN MOTOR MANUFACTURING COMPANY, SVRACUSg. N. V.

'The Motor
that Motes'

BRIDGEPORT

REAL KEROSENE MOTORS— Non-bBckfiring TwoCyde Moton up to 18
H.P. in bodi the Medium-Speed and High-Speed Types. Heavy-Duty Four-Cyde
Moton from 24 to 46 H.P.

THE BRIDGEPORT MOTOR CO., Inc., .ii:.;:^:?!.*.!^^...

The Greenwich Yacht Yard

Offers yachtanen erery possible convenience in ^e way of Hauting'Out,
Building and Winter Storage, Marine Railways, Machine Shops and a
complete Bne of Supplies. Let us figure on your next contract.

Telephone Greenwich 200

GREENWICH. CONN.

MEDIUM HEAVY-DUTY TYPE

so H.P. 4V4N. aORE S-IN. STROKE

K«nw«B«, DistilUt* er GasoBa* FimI

ft^Ht* t/t Y»ur Rt^uirtHtntt

THE aRAY ft PRIOR JIUCmNE CO.. C«r. Wii4n»r wU SaffleM Sik. HartlMi. Coai.

10 to 76 H.P.

The Motor
that crossed
the Atlantic/'

SCRIPPS MOTOR CO.

632 Lincoln Are.. Detroit. U. S. A.

Marblehead a Yachting Mecca

(Continued from Page 16)

are several more in eastern waters that were not at Mar-
blehead at that time. The 65- footer, Winsome, now an
auxiliary and owned by C. H. W. Foster has a so called
Marconi rig and her owner is well pleased with the
change.

The Corinthian's house is a handsome one. It is a
gray shingled building with broad piazzas. A large din-
ing room, always well patronized, is at the front and on
the side is a large social hall filled with trophies, sou-
venirs and pictures. One trophy is the Lipton Cup for
31 raters which was won last year by Hayseed IV. An-
other is the Greenwich Cup won in 1914 by Commodore
Percival's Sally XII. Then there is the huge Blackton
Trophy for Class- Q which was w^on by Little Rhody II,
the Quincy Y. C. Challenge Cup and a handsome silver
punch bowl is for the championship of Class R. Over
the mantel piece in the social hall is the figurehead of
the Volunteer while the walls are adorned with some
wonderfully realistic pictures of yachts, old vessels and
surf. There are models too of many of the yachts that
have won fame for Marblehead.

Race Week at Marblehead is the greatest yachting
week in this country. The Corinthian Club holds three
regattas, the Eastern Y. C, two and the Boston Y. C,
whose station is on the town side, gives one. This w-eek
is usually the second in August and this year in the six
regattas 789 yachts started. The largest number was
171 in the Corinthian regatta and in the two other regat-
tas of this club the number of starters were 169 and 136.
In the two Eastern Y. C. regattas the totals were 86 and
81 and in the Boston Y. C. races 146 yachts started.

It needs an aggressive resourceful and very capable
man to handle such a fleet of yachts in one regatta.
William L. Carlton has been chairman of the committee
for many years. His aides are G. Edwin Chapin, W.
Candler Bowditch, Sydney A. Beggs and Josiah R. Hard-
ing. The work is thoroughly systemized and everything
moves like clockwork. Mr. Carlton is so well known
and so popular among yacht owners that he simply has
to ask and everyone will head for Marblehead to race
with the Corinthians.

Marblehead is not given up entirely to cottages and
yacht clubs. In the vicinity there are several yards w^here
yachts are built and may be stored, overhauled and re-
paired and they are well patronized by the yachtsmen w^ho
are pleased with the attention they always receive.
Stearns & McKay Company on the town side of the
harbor is next to the Boston Y. C. house and has facilities
for hauling out fair sized vessels and for building both
power and sail yachts. This firm specializes in a very
attractive stock model boat 28 feet long which has be-
come popular on the Massachusetts coast. Whenever
small craft go to Marblehead to race against local craft,
as they did recently, Stearns & McKay's yard and its
facilities are usually pressed into service for hauling,
cleaning and repairs. Some slight work was done on
the R class sloop, Ariel.

James E. Graves has a large yard just around the
old F'ort and close to Commodore Lawrence F. Percival's
summer cottage. Many of the best known of Massa-
chusetts racing craft have been built by Graves, whose
work is always good. There are several sheds, on the

(Continued on Page 38)

Please mention THE RUDDER when writing to advertisi

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October

RUDDER

37

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W^T'On sale by Highest Cl|is» Jewelers and Nautical Instrument Dealers in Largest Cities
Dealers In smaller cl^iee, not carrying these fine clocks In etock, can eell many from catalog

Chelsea l^iOCk Co, wtbGr^aodis lO state St.. Boston, Mass.

I ErtabHshed I

Many Yachts and Club ar# using th« ^'CHELSEA" Automatic Ship's Bell Clock,
operatiDg on a special 8% inch Bell . . UNIQUE and NAUTICAL.

THE GREENWICH YACHT YARD

Yachtsmen intending to build this winter are cordially in-
vited to inspect the plant of the Greenwich Yacht Yard. The
Yard offers every possible convenience for hauling out, storing
of boats for winter, as well as building.

The plant is operated by Sterling G. Wincapaw, a Lieut.-Com-
mander in the late War,

Mr. Spencer who is well known to all yachtsmen is the Yard
Manager and has developed one of the handsomest 13-ft. power
tenders as a stock model that has appeared to date.

Mr. Wincapaw's brother a mechanical engineer is associated
with him in the business and has charge of the Machine shop,
which is one of the most complete outfits to be found on Long
Island Sound for repair work. At the present time the shop is
arranging to install an electric drive of the Mallory patent on
one of the yachts in the yard, as well as a similar plant in a
small schooner yacht.

Mr. Wincapaw has great faith in the electric drive and be-
lieves numerous yachts will be so equipped owing to the abso-
lute control it gives the helmsman, aside from the saving of
space.

All kinds of electrical and machine work will be handled
by the shop and it will furnish a much needed service for the
yachtsmen of Long Island Sound. The company is prepared
to build yachts up to 90-feet and their work during the past
season has been of the highest standard obtainable.

The shops are within an hours run from New York City
and the clean water and pleasant surrounding with the splendid

service will be appreciated by all yachtsmen.

* * ♦

SALES REPRESENTATIVE
Julius Janes, formerly President of the Standard Steel Cast-
ings Company, of Cleveland has recently concluded an arrange-
ment with The Farrell-Chcck Steel Foundry Co., of Sandusky,
Ohio, by which he will be the Sales Representative of this or-
ganization in Cleveland and Cuvahoga County.

* * ♦

A DOUBLE BEAT PUMP

Shortly before Dr. Diesel died, he was working on a double
beat injection pump from which he expected unusual results.

He found in his experiments, globules of oil filled with air
were shot into the cylinder with unsatisfactory results. By stop-
ping the pump on the half stroke up and down he was able to

extract all air with very satisfactory results and he expected
this feature to prove invaluable in the operation of oil engines.

* * *

A GAS KNOCK

We received so many reports of engines, of well known
makes, failing to respond to their designed number of revolu-
tions, that we decided to investigate the cause. We found
reducing the blade area did not mend matters and well designed
engines would pound when run over 500 r.p.m.

This we found to be due solely to the poor grade of fuel,
and the only way to overcome the gas knock was to run engines
at lower speeds or secure a higher grade of gasoline. In all
tests we tried with higher grade gasoline the gas knock dis-
appeared.

* * *

PRODUCER GAS

With the advance in fuel oil the advantage of producer
gas in marine work is more pronounced and there is an un-
limited demand for producer outfits. The Gas Producer En-
gineering Corp. of New Jersey with offices at 15 Park Row, N.
Y., have taken over the plant of the Nelson Blower & Furnace
Co. of Taunton and will build Galusha Gas Producers on a
large scale.

Mr. Galusha is in charge of the technical department and is
undoubtedly the most widely informed man on the subject in
America, having turned out numerous successful outfits that
are in operation in this country and abroad showing unusual
economy in operation.

IRHEUMATISMANDGOirn

PROMPTLY RELIEVED BY

BLAIR'S

REMEDY.

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' DRUGGISTS, '

OR 03 MEHfiy ST. aWOOKLYN,N.Y.

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RUDDER

October

SHIPMATE RANGES

Smallest size
Body i8^ inches long

Largest Size
No limit to length

It used to take four years to turn out an Able
Bodied Seaman, but nowadays we turn them out in
one. In sail or steam, at any time, it never took
long: to turn out a meal for an Able Bodied Appe-
tite when it was cooked on a SHIPMATE.

It's still on deck— the sailorman's rang^e.

Always reliable — fair weather or foul.

Made by
THE STAMFORD FOUNDRY COMPANY
Established 1830 Stamford, Conn.

WC Port Lights

FOR use on schooners, sea going cruisers, work
boats and smaller craft. In round or octagonal
patterns, with one or two thumb screws.
Absolutely water-proof when closed. At your
dealer's, or write us for the name of a WC dealer in
your locality.

Get This Book

''SEA CRAFT SUGGESTIONS AND SUPPLIES.*" Tells all nboul
"WC Deuendable Hardwtire for molor boats and other amAlI f:raft.
Given votuable hinti on StFerfriE Gear, MoorlnEB, Proper GroundTackle,
How 10 Bott the CompasH. etc. Pfepaid on receipt of 5t)c,

O

Tiafle Mirk

Wilcox, Crittenden & Co,, Inc.

120 South Mmn St.
MIODLETOWN, CONN.

Marblehead a Yachting Mecca

(Continued from Page 36)

plant, for the storage of yachts, their fittings and gear
so that they are always protected from the weather.
Graves expects to be busy this winter, as many yachts-
men are already planning to build for next season. The
Rogue, which was one of the Indian Harbor Y. C. pair
in the races for the Greenwich Cup, was taken to Graves'
yard as soon as the races ended and laid up. She will
have as a companion until next season th'e Sonder sloop,
\'im, built in 1906, from designs by William Gardner,
for the late Trenor L. Park. Vim won the first series
of races with the German yachtmen and took the Presi-
dent Roosevelt Cup. There are two small yards further
up the harbor. Black's and Eraser's, where good work is
done and where yachts may be repaired and stored.

At Manchester, only a few miles further up the coast,
is the yard of W. B. Calderwood, successor to the David
Fenton Company. Calderwood has been busy for some
months building a 125- foot power house boat for Allison
y. Armour. Mr. Armour has paid a great deal of atten-
tion to this craft, watching the growth from its beginning.
The yacht is now practically finished and will probably
be used cruising south this winter. It is a handsome well
built craft with lots of fine accomodations.

G. L. Chaisson at Swampscott is getting lots of busi-
ness building small craft and Chaisson's name on a boat
means it is well built. Last winter his shop was almost
destroyed by fire but he is busy now with some small cat-
boats and a power sedan to be carried on the davits of
Mr. Armour's house boat. This boat. is 19 feet long by
5 feet 8 inches breadth and is equipped with a 10-12
h. p. Universal engine. The planking is cedar, the plank-
shear is teak and the house and trim is white ash. It is
a most attractive looking boat and well built, seam strap-
ped and copper riveted. Another boat nearly finished is
an auxiliary knockabout 18 feet over all by 6 feet 6 inches
breadth. This boat is to have a Regal engine and a Gor-
don reversible propeller. It is for T. J. Owens of Xew
York, who will use it in Cuban waters.

Ten small catboats loK' ^eet long by 4 feet 4 inches
breadth and 4 inches draught are being built from plans
furnished by N. H. Emmons. The boats are for use by
members of the Hingham and Biddeford Pool Yacht
Qubs and are ideal for those who are in the kinder-
garten class of yachtsmen and yachtswomen. The plans
are given in another section. The boats are planked
with pine and spread 60 square feet of canvas. They
cost $120 each.

Another class to stimulate the interest of the growing
generation is from designs by John G. Alden. These
boats are 13 feet long, 4 feet 9 inches breadth and carry
a leg o' mutton sail from which they derive the name
Marconis. Without the sail they will cost about $105 and
22 are to be built for members of the Manchester Y. C.
Other clubs are planning to order in this class.

In a measure these boats are similar to the small cat-
boats sailed at Marblehead by children from 8 to 14 years.
These catboats are 14 feet long and were built from de-
signs by W. Starling Burgess. They are slabsided with
V bottoms and originally cost $125 each. Now^ the price
has, of course, gone up but they are being built by the
Marblehead Transportation Co. Arthur Woods is the
committeeman for these small craft and the course is al-
ways well inside the harbor. The youngsters have been
sailing for the Moeb Cups and the competition has been
very keen. Some of these boats and their owners are

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39

Judy, Constance Percival ; Gee Bee, George Brewster ;
Wampee Dorothy Jealous; Tama, Wills Wilbur; Day-
light, Greeley Curtis ; Scud, L. F. Percival Jr. ; Goblin J.
C. Gray Jr.; Bimbo, G. Upton; Jump, J. Yerxa; and
Punch II, P. Percival. Someday these youngsters will be
sailing in inter-city matches and possibly in America's Cup
yachts. The Corinthian Y. C. very properly believes that
to stimulate interest in yachting the rising generation
must be interested and that children are never too young
to learn to love the water and to handle boats.

Ariel Wins Greenwich Cup

(Continued from^ Page 10)

leg and Ruweida made a slight gain. The times at the
second mark were Ariel 4:27:11; Ruweida 4:28:46;
Rogue 4 1^2 :30 ; Alastor 4 :36 :oo.

They reached home with booms to starboard and the
finishing times were Ariel 4:56:17; Ruweida 4:57:33;
Rogue 4 :59 :55 ; Alastor 5 :o3 :36.

The point scores in the three races were Ariel 12,
Ruweida 8, Alastor 6, Rogue 4. So the Greenwich Cup
was won by Ariel and will remain with the Indian Har-
bor Y. C. until some other club takes it away.

The boats were very cleverly handled in all the races.
Addison G. Hanan sailed Ariel and had on board his
son Leonard Hanan and Butler Whiting. On Rogue were
E. Burton Hart, helmsman, Jack Johnson and Henry Out-
water. Vice-Commodore Frank C. Paine sailed Alastor
assisted by Ernest Hendrie and Fred. Weed. Ruweida
was sailed by Rear- Commodore Sydney A. Beggs who
had as his assistants George Owen and John Wood.

The committee in charge was W. Candler Bowditch
representing the Corinthian Y. C, Frank Bowne Jones
representing the Indian Harbor Y. C. and Herbert L.
Stone. William L. Carlton chairman of the regatta com-
mittee of the Corinthian Y. C. lent very material aid to
the committee.

Commodore Percival entertained the visiting yachts-
men and several members of the Corinthian Y. C. at
dinner on Thursday evening. About 60 were in the party
and Corinthian hospitality combined with Indian Harbor
and Corinthian fun made the evening most enjoyable.

Commodore Percival in welcoming his guests ex-
plained about the mixup in the conditions of the cup, as
originally won, and Rear-Commodore Monks told how the
records were all lost and how easily the Indian Harbor
yachtsmen made the mistake, which had culminated in
such a fine series of races being sailed. Commodore Doug-
las Grahame Smyth cordially invited the Marblehead men
to visit Indian Harbor next season, when the new club
house, now building, would be opened and former Com-
modore William H. Childs then made the announcement
of the new trophy which is to be offered for international
racing, details of which are given on another page of
this issue of THE RUDDER.

Indian Harbor's New Home

(Continued from Page 21)

REGAL

FOUR-CYCLE
MARINE ENGINES

For nineteen years have
lead the field in the de-
sign and construction o(
reliable and economical
power plants.
Sizes 2 H.P. to 50 HP.
One to four cylinders.
Built to operate with gasoline, distillate or kerosene.

REGALITE

THE NEW ELECTRIC UGHT PLANT

A direct connected outfit. 2 H.P. air cooled motor.
H K.W. generator. Write for information.

Regal Gasoline Engine Company

59 West Pearl Street Coldwater, Mich

ment from outdoors and leaving through large vent flues
in the main chimneys above the highest roof.

The main club floor opens through a vestibule to the
entrance driveway at the north end and to the dining and
lounging porches at the south. From, the vestibule one
walks into a lounging corridor 50 feet long by 12 feet

Si prega far menzione del RUDDER quando scrivete

The 20* Century

8. 3, 4 wNl 6 CylMm

10 ItP. to 300 HP.

Marine Gasolene Engine

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Neatness of Deslsn, Ease of Operation, Simplicity of Oonstruo-

tlon. Absence of Vibration and Noises, Economy of Puel#

Moderate Revolutions and Ample Bore and Stroke

To tiim np. the tOlfc CRSTrRT BCmHI embodies all the latett ImprovemenCt. to-
Cather with a standard ol constraction that will take others years to equal.
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Morris Heights, New Yoric

BulMars of Yachts, Launches and Businass Boats of all daacriptiona.

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October

Builders
Prefer it.

B^ii

Purnlahed with or without Unit Powor Plant

sizes. 10 to 40 H. P. for plemsure or work boats.

RED WING MOTOR CO. Dept. R

liuilden with mighty few exceplioa*
the Red Wing THOROBREDto
other motor for the reasons that with a
cost that is reasonable it duvets such
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ful almost without fail, which in
turn results in bringing them
new buyers.

Ask any rdiable boat builder
what he thinks of the Red Wing
THOROBRED— or any man
who has ever owned one.

Our literature describes ^e 6ve
They bum either kerosene or gasoline^

Red Wiof, Mmn., U. S. A.

Columbian Bronze Corporation

Bronze Propellers and Motor Boat Equipment
522 flfTH AVENUE

NEW YORK CITY

WE BUILD

Commercial and Pleasure Graft up to 150 ft.
Standardized Sailing and Power Dories, Launches,
Outboard Motor Boats, 10 and 12 ft. Rowing
Skiffs and Yacht Tenders.

GAPE COD SHIPBUILDING GORP.

Office and Works, 367 Main Street

WAREHAM, MASS.

Medium duty motors for work or pleasure. Com-
pact; easy on gas, oil and repairs. 1 to 6 cyl.; 5
to 75 H.P. All four cycle, send for catalog

^^^^ ™SmE MOTOR CO.

MIDDLETOWN CONN.

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SERVICE

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(CYCLE MEDIUMandHEAVVDUTY
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Dunn Marine
Motors

Pot extreme simpHcityt long wear
and general &ll^round service, our
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work easily under all conditions of
climflie or weather. At the price
quoted thta motor ts ft^rnltthed complete
with suit able propeller, ahaltt itufflnB
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wide. The club office is at one side and a directors room
or private dining room on the other side. Five wide
doorways open into the main club lounge which on dance
night will be converted into the ballroom 50 feet by 30
feet. Five wide doorways connect this ballroom with the
front porches. There being no saddles at any of the
doorways dancers may pass freely from ballroom to
corridor or to the front porch without any interruption
on the dancing floor.

Two large tire places, one at each end of the lounge
or ballroom are replicas from the Italian of the i6th
Century done in Istrian. Serving doorways connect the
lounge with two service pantries. These service pantries
also connect with the men's lounge at the west end of
the building and the women's lounge at the east end.

The men's lounge has simple fire place treatment in
the early Italian and the plaster effect in all this story as
well as the bedrooms above is early Italian. The wood-
work is very simple, the only ceiling treatment being in
the lounge, which is divided into panels with crude
natural wood beams projecting down well below the
plaster.

The color effect on this floor will be obtained by
means of soft Italian hangings, rugs and furniture cover-
ings, the walls and woodwork acting as a quiet natural
backgiound.

Two stairways connect with the second story, one
for the guests the other for service. The guests stair-
way leads to a hallway along which twelve member's bed-
rooms are arranged facing south, southeast and southwest
with one of double size which may be used for a club
room or small writing room and library if desired.

All the help except the steward, chef and higher offi-
cials will be housed in a separate building at the extreme
north end of the property in a group with the automobile
shed screened from the club by tennis courts. Ample
driveways, at easy grades, give comfortable access to all
parts of the property, connecting with the main road and,
winding paths, through the evergreens, connect the bath
houses with the bathing beach.

The exterior of the building is in a soft white stucco
with mixed aggregates showing after the Italian method,
with all roofs laid in Italian tile with soft variegated
green. The cornice, having wide overhangs, casts deep
shadows and the chimneys are all in stucco, wMth Italian
gable caps covered with green tile. With the sashes divi-
ded into small panes and a few polychrome terra cotta
inserts here and there in the walls, the whole eflfect of
the Italian villa has been nicely worked out.

Henry E. Doremus, the first commodore of the club,
was followed in succession by John Moller, Charles T.
Wills who held office for six years, Frank TiHord, George
Lauder Jr., Roy A. Rainey, William Hamlin Childs. who
held office for eight years and was succeeded by Douglas
Grahame Smyth. The first secretary of the club was
Richard Cutwater. At present he is treasurer and has
held that office since 1891 with the exception of 1893
when Henry E. Doremus was treasurer for one year.
Frank Bovvne Jones was treasurer in 1889 and 1890 and
also from 1894 until 1900. Morgan Barney, the present
measurer, has held that office since 1902.

Among the very active racing men in the club are H.
W. and Addison G. Hanan, Walter H. Bowes, George
E. Gartland, E. Burton Hart, John R.. Johnson, Richard
A. Monks, George M. Pynchon, H. H. Raymond, Clif-
ford D. Mallory, Edmund Lang, Ralph E. Slavin, Leon-
ard Dyer, and John W. Lewis.

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RUDDER

The Joys of Houseboating

(Continued from Page 23)

Such a boat costs considerably more to build and more
to maintain; the shape of the hull will cut off many
square feet of deck and cabin space. It does seem that
the cost of beauty is too high in this case. There is one
way in which a houseboat of this type can be obtained as
cheaply as a boat of the scow form. This is when the
owner can find a hull of the old steam yacht type where
the machinery is in bad shape but the hull is in good
enough condition to stand the rather easy life of swing-
ing at a mooring. The stack, spars, awning and deck
gear can be retained so that to all intents and purposes
the boat is a handsome steam or power yacht. The only
difference below decks is that the spaces formerly occu-
pied by the machinery are now converted into staterooms
or other quarters.

A boat that had been used as a yacht up to the time
of the war, was turned over to the Navy Department
for service. When she was returned the machinery was
wrecked and the hull itself had been driven in heavy
seas until it was unfit for seagoing work. This boat,
a 96-footer, was sold to a junk dealer for about $500.
The old engine and the auxiliary machinery was taken
out and sold for an amount that more than covered the
entire purchase price. An expenditure of a thousand
dollars would have cleaned out the hull and put in the
little additional joiner work. The hull was not strong
enough to stand any heavy sea work, but would be ex-
cellent for floating home in protected water. In appear-
ance she was as handsome a boat as one could ask for.
One point that is held against the ship-shaped houseboat
is the fact that they will roll more than the scow form.
To some this may not seem a serious objection, but the
women folks usually desire a boat that is as steady as
possible.

The division of power houseboats includes boats that
are so near to being yachts that there is considerable
difficulty in saying where the yacht leaves off and the
houseboat begins. This is particularly true in regard to
the power houseboats of the larger sizes gotten out
recently by the Mathis and the New York Yacht Launch
and Engine people and others. These boats are really
large power yachts in which an exceptional amount of
accommodations have been worked, due to the rather
full lines and the wide flat floor characteristic of these
boats. They have speeds equal to all except the express
type of yacht, and at the same time provide accommoda-
tions equal to those found in a steam yacht of twice the
length. The smallest practical power houseboat is about
40 feet long. A boat much shorter than this looks too
high owing to the high floor line made necessary by the
extreme width and shoal draught. Afany of the larger
power houseboats are over 125 feet long.

Sailing houseboats have never been very popular for
some reason, although they have many points to recom-
mend them. In the first place a wide flat-bottomed boat
will sail fairly well if fitted with a couple of center-
boards. The houseboats can be under-rigged and there
will be Httle reefing to do while the width of the hull and
the great amount of stability make it possible for them
to sail with a very s»mall angle of heel. A boat of this
kind has the advantages of being able to cruise exten-
sively without the necessity of taking up any room with
machinery. To be a success a sailing houseboat should
be at least 40 feet long on the water-line. The best rig

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American-Built

Sextants

Since 1872 we have built Sextants and initruments of precision.

Quantity production enables us to offer American-built Sextants

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

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Brandis & Sons, Inc.

754-758 Lexington Avenue Brooklyn, N. Y.

How TO Reach Our Showboom and Factory— 20 minutes' ride: Take the
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NEW YORK

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WaOING COMPANY

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Shop, Foot of 35th Street
Brooklyn, N. Y.
T«l. a04« South arMklya

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44 Whitehall Street
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42

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DURKEE'

CATALOGUE
for 1920

HAS THOUSANDS OF

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NEW YORK CITY

MISSOURI OIL ENGINES

Built for the man next door or the man 10,000 miles away. They are
built right and their freedom from repairs or replacement recommend
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would be a bugeye because of the minimum amount of
gear and the ease of handling. It may be that the day of
the sailing houseboat is just dawning. Someone will
bring out a boat that will attract attention and then
others will adopt the type.

Houseboating is essentially a smooth-water proposi-
tion. It is true that the large power houseboats make
trips up and down the coast, but it must be remembered
that they approach the regular type of open water vessel
more than they do the stationary or sailing type of
houseboat. There is no need to believe, however, that a
houseboat of any type is not suitable for water where
occasionally there is a dusty sea. I have been in a 26- foot
houseboat when she would throw half her length out of
water and while the sensation was not pleasant, the boat
stood it without leaking a drop. The one point that must
be borne in mind when anchoring houseboats in open
water is that they are very heavy and present a great
amount of windage. A stationary type houseboat con-
sequently requires a mooring that would ordinarily be
used on a boat of ordinary form several times its length.
I have dragged a chunk of cast iron weighing 500 pounds
on the end of ten fathoms of chain in a depth of 10 feet
of water with a 26- foot houseboat of the scow type.
The same boat broke a piece of 3-inch Manila with which
it was moored to a dock. A mushroom type of mooring
is the only kind suitable for a houseboat.

In general it may be said that the ideal location for a
houseboat is in a river or harbor where no ver>' heavy
seas are liable to be encountered. Also the boat should
be located so that stores, water, ice, etc., can be easily
brought aboard. There is little pleasure in rowing a
dinghy loaded with all sorts of duSffle, half a mile or so
every few hours. The practice of laying a houseboat
directly up against the bank so that one may step ashore
over a gangway, is a fine one. It may seem to a deep-
water sailor that this is not boating, but it is ver>' con-
venient and saves much time. Time saved from duties
such as this can be spent in a far better manner on deck.

The Work Bench

(Continued from Page 33)

for spring lines. 3 is a pair of chocks located on the
raised deck just forward of amidships for use with spring
lines. 4 is the regular bow chocks. 5 is a pair of bitts
on the after deck for towing and general service. 6 is
a pair of cleats for use with spring lines. 7 is a set of
double bitts to which is fastened the windlass 8. Flag
pole sockets and the necessary vents and deck plates
must be located according to the requirements.

On the nmabout B we find the fittings i, 4 and 5
which have the same uses as for the cruiser. 9 is several
small cleats to which fenders can be attached to protect
the side at docks. 10 is a single bit forward. On the cruiser
fenders can usually be attached to railing stanchions
instead of having extra cleats to stub your toe against.
Locate all fittings as far from the walking space as
possible. — G. J. C. K., Broxx.

The Sinking of the Mingo

(Continii^d from Page 34)

there could have been no foul when Kim bore off. The
trouble is again a difference of opinion and should have
been settled by the Regatta Committee under a protest.
Mr. Hornidge did not protest because^e was not racing

Var god aberopa THE RUDDER nar annonsorema tillskrifjfijted by V^TfOOQ IC

October

RUDDER

43

against Kim, so he says. Regatta Committees cannot
watch every yacht in a race all over the course and the
rules of racing can only be enforced properly when
alleged violations are brought to their attention.

Pirate Wins Scripps Trophy

(Continued from Page 11)

some little distance, but suddenly her lights went out
and we crashed along alone. Day-break found us off
Kelly Island and there we saw Miss Grosse Point fight-
ing it out, but apparently headed for the Canadian shore.
At 8:24 we arrived at Put-in-Bay and found that the
husky 5d-foot Pirate, designed and built by C. C. Smith,
equipped with a Peerless engine, and June, a bridge deck
40- footer with a Scripps engine had gotten there ahead
of us. Both of these boats had started earlier and had
had conditions a little easier on that account.

The officials notified lis that orders were to allow no
boat to leave until the sea had gone down. Of the 26
boats that had actually started we were the only three to
stick it out as far as Put-in-Bay. All the others with
the exception of Tillamook and Melinie had been reported
safe. Alelinie finally reported that she had gone on the
beach and had been wrecked but that no lives were lost.
Until 9 o'clock Sunday night nothing had been heard of
Tillamook and considerable worrying had been done as
to her fate. She finally reported that her storage bat-
teries had rolled out of the racks in the engine room, the

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Quality First

PLATE F-ia70
"Frisco** Pump Cloeet, vitro-
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supply and waste pump; metal parts
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Oak woodwork $85.00

"Frisco"
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PLATE F-1652
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Pump. 2 in. cylinder fitted with shut-off cock.
Reversible handle and rosewood grip.

Pump polished brass . . #18.00
Pump nickel plated all over 19.50

June, a Scripps Powered Cruiser that Finished Second in the Scripps
Bace. Walter Dlz, Her Toathful Helmsman, is at the Wheel.

acid getting in the engine making it impossible to oper-
ate them. All night long they had rolled in the trough
of the sea, the waves breaking over the hull ; but finally
had managed to rig a small sail. After nearly twenty- four
hours they were sighted by the Life Saving crew at
Lorain and towed to safety.

Late Sunday afternoon the wind had gone down
enough so that the three boats which had reached Put-
in-Bay were sent home. Dr. R. A. Hackett's Pirate was
the winner, which gives the cup to the Detroit Y. C.
for a year. Dr. Hackett also won the $300 cash prize
and the engraved shield commemorative of the event.
June of the Toledo Y. C, owned by George King, far
famed as a catboat sailor, took second prize; consisting
of $225. Mr. King had his wife and boy and a young
friend on board. Frances III also of the Toledo Y. C.
and owned by Joseph Crasser won third prize, $150.
The elapsed times were as follows: — Pirate, 12:41:53;
June, 14:54:26; Frances III, 16:21:44.

Comes Once More
to This Side of the Water

This triumph is due not only to our preeminence in boat and
engine building, but also to the superiority of American made
Accessories and Fittings.

Our victory should spur every boat owner to bring out all the
speed that there is in his craft, by using the best and most
up-to-date equipment.

Our new catalogue No. 103 will prove a most efficient help in
developing all of the capabilities of your boat.

If you do not have a copy send for it at once.

Forwarded on application.

GeoBCarfh^er \ Co.

Jlarine

S^S'Supplies

438 N. WeUs St.

CHICAGO, IILL.

Please mention THE RUDDER when writing to advertisers

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RUDDER

October

COUSENS & PRATT

SAILMAKERS

274 SUMMER STREET BOSTON. MASS.

G, Dc Coninck & Co. *^Sr ^r**^

Largest Yacht Yard In France

TORPEDO AUTO^iUIOT

Lencth ai ft. bresdth 4 it. 8 in., draught jo in. Motor la-H.P. Speed iS
miles. The best boat built for the money; safe, speedy, silent, com-
fortable. Price. $1,4S0.

W« alto bsUd Sailiac aad Steun Yachts. Worklac boats of all kiada. Stoel aad 2
voodea halls. Motor boats a specialty: also with aerial propeller. Write tor catalot. ^

Yacht and Launch Fittings

Boat Buildeis' Took and Equipment. Everything needed for Fitting Out.
Building, Repairing and Refinishing. We carry in stock Paints, Varnishes
and a Complete Linelof Marine Hardware. Let as quote you on your next order.

BOSTON 2MARIN&i HARDWARE CO., 259 Atlaatic Atc., Bosto>, Mass.

"CHAMPIOTTthe Pioneer for

BOAT ^^^m LIGHTING

(Raropion '

6-150"

It IS now fifteen years since the first "CHAMPION" outfit
was installed on a boat. Improved steadily erer since. They
are complete to the last screw.

Let us show you how one would suit in your boat. Please
mention size and cabin arrangement.

Hector MacRae. 316 St. Paol Str««t« BaMmoro, Md.

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If you wr^ant joo jL_cirp alatton on your

Automobile, Launch
or Motor Boat, use a

LOB£E PUMP

Ltob««i Pump & MAchJnery Co.
17-21 P«i-i»HStr««v Buir.lo, N. Y-

WILSON & SILSBY, inc

Yacht Sails

HOWE'S WHARP

BOSTON, MASSACHUSETTS

It is interesting to know that all the boats that
finished the^ severe contest were owned and skippered by
ex-sail boat racing men. The Toledo Y. C. is to be con-
gratulated, for their two representatives were among
the three boats that finished. That no lives were lost,
and that only one boat was wrecked speaks well for the
navigational ability of the Lake Erie yachtsmen, but it
also shows that no boat should enter one of these con-
tests without the most thorough inspection to see that all
equipment is lashed fast, compasses should be adjusted,
and spare parts for the engines be handy. Xo boat
should be allowed to enter without a set of steadying
sails and properly stepped mast.

Tamaqua Ocean Race

(Continued frooii Puge 14)

Scotland Lightship. This race" is a real ocean contest for
the entire course is laid out on the Atlantic, In spite of
the fact that the day was an almost ideal one, there was
sea enough to make things decidedly uncomfortable for
some of those on Rear Commodore Tisne's Alarjorie
May which was used as press boat.

Twenty- four boats actually started; the largest field
that has faced the gun in any cruiser contest in the Ea^t
this season. All but two boats finished the 45 nautical
mile test. As was expected, Champ, the crack Tamaqua
entry, made the best time for the course thereby w^inning
the time prize. To the surprise of some, she also won the
prize for the best corrected time in class A as well as the
trophy for having the best performance of any boat en-
rolled in the Tamaqua Y. C. for this season. The Hud-
son River contingent did remarkably well, for out of four
entries they annexed second and third prizes in class A
and first prize in Class B. In the B division the best time
was made -by Viva, but Falcon, Natalie II and Comrade
beat her in corrected time.

Champ, the Tamaqua T. C. Favorite Who won the First Prise on Cor-
rected TUne as weU as the Time Prize and the Clnb Trophy.

The prize winners in the A division were Champ,
first; Madeline III, second; J. M., third. The B division
was won by F'alcon, with Natalie II and Comrade follow-
ing.

Both start and finish were exciting, for the boats were
well bunched at each end of the contest. The summaries

^ follow.

En repondant aux annonces veuillez mentioner THE RUDDEI^ by

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45

Tamaqua Y. C. Ocean Race — Course 45 Nautical Miles.
Class A, Rating Over 35.50

Corrected Time
Boat and Owner Club H. M. 8.

Champ, Wm. Bond. Tamaqua 4 :36 :i8

Madeline II, O. Rielly. Hudson River 4:50:51

J. M., J. M. Powers. Hudsoa River 4 :5i -54

Gyro III, J. A. Davis, Rockaway Pk 5 :" -25

Renslif, J. A. Pilsner, Tamaqua 5 :ii 149

Blue Bird, H. E. Childs, Tamaqua 5 : 16 156

Nierbo, C. J. O'Brien, Belle Harbor 5 : 16 156

Minnie B., E. V. Barton, Tamaqua 5 '^i :39

Idolour, A. W. Middleton, Tamaqua 5 :2i 157

Keewaydin, C. G. Thomas, Tamaqua 5 :^3 :04

Telcot, N. J. Vanderminden, Belle Hr 5:26:08

Ruth II, W. T. Dodd, Era 5 :45 :58

Wimpus, P. G. Collins, Tamaqua D.N.F.

Python, R. Geiser, Tamaqua D.N.F.

Class B, Rating Under 35.50

Falcon, P. W. Johns, Hudson River 5:40:47

Natalie II, .A.. Nelson Jr., Tamaqua 5:46:01

Comrade, W. Irwin, Tamaqua 5:4^:39

Viva, A. Pettit, Tamaqua 5 :49 :o2

Adelew, F. R. Salomon, Rockaway Pk 5:49:^3

VV^ileaway, L. Ettlinger, ftockaway Pk 5 :50 :i3

Kodak, R. J. Haslinger, Hudson River 5:5-2:17

Lesbia, W. C. Hambler, Bergen Beach 6 :i6 :o9

Ruthie II, F. Doebeli, Bergen Beach 6 : 16 :23

Marion B, T. Mc Kee, Bergen Beach 6 :25 :58

The Gold Cup Regatta

(Continued from Page 8)

Canada. She was owned by H. B. Greening of the Ham-
ilton (Ont.) Y. C. and powered with a six-cylinder Ster-
ling engine of the G. R. type. During half the race Snap
Shot, a local boat, fought for, and retained a slight lead
over Rainbow ; but she finally found the pace too hot and
allowed the Hamilton boat to take the lead. From this on
the black flier was never headed. To the onlookers it
seemed as if Air. Greening, who was driving with the ut-
most nonchalance, had something up his sleeve and had
allowed Snap Shot to have the first for ten laps. Edsel
Ford driving his maiden race in Comanche was second.
For a while Falcon HI a sister boat to Comanche put
up a good race, but engine trouble forced her back fur-
ther until towards the end of the race the trouble was
eliminated and the boat put up to speed. As it was she
made the fastest lap of the race, 37 1/2 miles an hour.
Snap Shot was third; Doughboy fourth and Falcon fifth,
almost an hour behind the leaders. As soon as the boats
finished they reported to the judges float and an observer
was put on board. They then got gasoline and were sent
to a boat house where they were watched by a police
officer who allowed no one to go aboard until 10 minutes
before the next preparatory gun.

The second day was a repetition of the first as far as
Rainbow was concerned. She allowed Snap Shot to show
the way for about 12 miles, when she opened up and took
the lead. Falcon again made the fastest lap but engine
trouble kept her from holding her speed. She finished in
third place however, beating Doughboy, who only had
half her power, by about 6 minutes. The Ford entry
went out in the 14th lap. Rainbow had averaged better
than Zl miles for the 50 miles, while Snap Shot and Fal-
con had done better than 36 miles. On one lap she beat
the worlds record for displacement boats by travelling at
38.3 miles, 2/10 of a mile faster than Brush By's time
at the Thousand Islands.

The third and final race was again a victory for the
wonderful Hamilton boat. As far as we on the judges

THE J. H. CUDTISS CO.

2 SOUTK STBEET, NEW YORK

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October

PALMER. MOTORS

Two and four Cycle
2, 3, 4 lad S Cylinden

2 to 75 H.P.

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NEW BQ)rORD MASS.

NAFIGATION SCHOOL

Mate* Couite $60.00. Counet by Mul $65.00

Liceiue Guaranteed or Fee Refunded. Write for Grcular.

For Sale —Sextants, beat makes from $ 1 1 7.50. Marine Night Glasses, from $27.50

Used Sextants sold, bouckt. rented, exchanged

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Tdephooe Main 4283

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185 Amory St.

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Charts
Logs
Marine Glasses

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Pattern Making, Inventions Developed

Special Machinery

THE H. E. BOUCHER MFG. CO.

150 LAfAYETTC STREET, N. Y., U. S. A.

stand could see the crew of Rainbow had remained in
their seats for the entire three races. As adjustments
when underway were allowed it appeared that the Ster-
ling engine was running absolutely without attention.
Seen from any angle Rainbow is a remarkable craft. It
was whispered that she had cost Mr. Greening about
$25,000 but it was money well spent. All of her deck
fittings, her hatch beams, control board etc., are of alu-
minum specially designed for the boat. For the first few-
laps Snap Shot with a duplicate power plant held the
lead, but as on the previous days Rainbow seemed to
catch up when it was found advisable. For nearly two
laps the two boats raced along at about a 38 mile clip on
even terms. Rainbow finally shot into the lead and from
then on the result was never in doubt. Comanche had
failed to finish on Monday and consequently could not
start in the final race. Falcon made two rounds at a good
pace and then slowed down with serious engine trouble.
At one time she was on fire at the lower turn. She finally
gave up the contest at about the 20th mile after the others
had finished. The final result for the series was, Rain-
bow, 18 points; Snap Shot, 14 points; Doughboy, 10
points. The engine troubles which had beset the trailers
were partly accounted for by the fact that the boats had
not had a proper amount of preliminary tuning up.
The Gar Wood $5000 Prize Race.

A race in which a great deal of advance interest had
been shown was the contest for the $5000 cash prize
offered by Gar Wood. According to the rules there were
to be no restrictions as to size, power or type of boat.
The first prize was to be $2500; the second, $1500 and
the third $1000. The course was to be across the lake and
return a distance of 42 miles. On Saturday only three
boats showed up for the test. All were Liberty powered.
The first was the enormous box-like hull Gar Jr. II which
is eventually to be fitted with cabins. As she came to
the line she presented a sight that moved one naval archi-
tect to remark, that he now knew that a freight car
would plane if the wheels were taken off and enough
power put in. Gar Jr. II is fitted with two Liberty en-
gines. Miss Nassau of Miami fame and Sure Cure, a
Hacker hull, were the other contestants. Running at
about 45 miles an hour. Sure Cure finished first, followed
by Miss Nassau who was only 9 seconds behind. Gar
Jr. II was last. All of the boats had averaged better than
43 miles an hour. The second race run on Sunday in
rough seas went to Gar Jr. II, for Sure Cure and Miss
Nassau dropped out. Sure Cure scored several cylinders
and had to be towed in, while Miss Nassau loosened her
propeller shaft. Under the rules the two that dropped
out are automatically eliminated so the first prize money
went back to the donor. Sure Cure got second money
and Miss Nassau thh-d. ' The third heat was not run.
The Sallan Trophy and Other Events.

The three races for the Sallan Trophy for cruising
boats over a 22 1/2 mile course; a total of 67 1/2 miles
were won by Lidwina III, formally our old friend, Spee-
jacks. She had 52 points. Tillamook was second with
48 points and White Cap and Cornelia II tied for* third
place.

The race for the Detroit News Trophy, also for cruis-
ing boats, was a one heat affair over a 10 mile course
and was won by Elco, a stock Cruisette, built by the Elco
Works of l>avonne. A bijj cruiser with the peculiar
name of 2 P. M. was second. Tillamook was third and
Betty M fourth.

In the Miller Chance Race ; a contest for boats of all

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A Name Which

Is Also a

Badge of Service !

''TIUFFALO" on the cylinder of a marine engine has become a badge of service. Ic stands for that
distinction of quality which is the result of best materials, careful workmanship, plus designs and
engineering thought based on experience* And back of it all is the belief of the builders of BufFalos,
who hold that every engine which leaves their plant should give steady, tchable, economical power,
and that it \s theit business to see that it does-

T/te Buffah Boak is fne. Shall tuf send it ?

THE BUFFALO GASOLENE MOTOR CO.

Buffalo, N.Y.

A

131 1-23 Niagara Street

1*^

classes and all sizes, the plan was to allow the whinner
and each of the other boats one point for finishing and
one point for every boat they defeated. At the dinner
given after the races all contestants were to have one
draw for the prizes for each point they obtained. The
big Gar Jr. II was the winner of the race; with Ed Bet
a Belle Isle runabout second and Betty M third. There
were nine starters. The results of the drawing gave
first prize to Gar Jr. II ; second to Betty M ; third to
Tillamook; fourth to Elco. All contestants got a prize
of some sort.

In the contest for the Scripps Trophy for cruisers
having a piston displacement of 350 cubic inches; June
who was one of the three boats to finish the Cleveland
Y. C.'s long distance race to Put-In-Bay and return ; had
a sail-over. A match race between Betty M and Olalen
proved a victory for the former. The mile time trials
for the Motor Boating; Rosenfeld and A. P. B. A. Lake
George Challenge Cups were contested for on Wednes-
day morning. The Lake George Cup went to Miss
America as did the Aladdin Cup w'hich was for the fast-
est time made in the Gold Cup race. The Motor Boating
Cup went to Miss Nassau for being the fastest runabout
and the Rosenfeld Trophy to Rainbow for being the
fastest of the Fisher class boats.

I ri'^P^f*riCI'^i|^tlCl1 A handy pocket edition, showine a few ways in
''^^^^^^^<M'^^^MS,a,L which the International Code D^J^^OC^

^ii%ryr%ic '■ u»ed, with all the Code Flags In Colors and -iriCe^JC

iJl^lJLitl J their meaning. The Rudder Pub. Co., 9 Murray St.. N.Y. City

Ved Henvendelser til Annoncerende

The vSummaries:
The a. p. B. A. Gold Challenge Cup. 30 Mile Heats.

Boat First Heat Second Heat Third Heat Total Points

Miss America 29:36 31:47 25:44 18

Miss Detroit V 29:35 31:46 31:19 16

Miss New Orleans D.N.F. 41:37 35:43 9

Miss Toronto II D.N.S. D.N.S. 29:51 5

Imp. II D.N.S. 45:21 D.N.S. 5

Miss Belle Isle D.N.F. D.N.S. D.N.S. o

Best lap Miss America, 71.43 m.p.h. Best Average Miss
America 70 m.p.h.

The Fisher Trophy. 50 Mile Heats.

Rainbow 1:22:57 1:20:42 1:21:31 18

Snap Shot i :25 :58 i .21 .41 i :22 :03 14

Doughboy i :2g :26 i :28 :45 i -.27 :09 10

Falcon III 2:17:57 1:22:23 D.N.F. 6

Comanche 1:25:49 D.N.F. D.N.S. 6

The Gar Wood Prize. 42.5 Mile Heats.

Gar Jr. II 1:01:00 5Q:46 No Race 4

Sure Cure 57:59 D.N.F. 3

Miss Nassau 58:08 D.N.F. 2

The Mile Time Trials — Six Runs Each Direction

Boat Best Mile Arerage Speed

Miss America 78.947 M.P.H. 76.738 M.P.H.

Miss New Orleans 60.00 " 58,35 "

Miss Nassau 50.46 " 48.91 "

Rainbow 40.75 " 394^3

Sure Cure 48.5 " 47.17 "

Gar Jr. II 47-6 " 45-73

Comanche 41.00 " 38.883

The following boats now hold worlds records for their class.
Miss America, Hydroplane Class; Speed 76.738 M.P.H.

bede. De refferere til THE RUDDER ^.^.^.^^^ ^^ GOOglC

48

THEfl«*

RUDDER

October

Wa mrm llic iarrut Marine PainI M«mifacUir«rs in th« W«fl4

WOOLSEY'8
COPPER B FST PAINT

rOR WOO[»EN BOATS' BOTTOMS IN lUfSH Oft SALT WATUI

GUARANTEED

Will itand for one jreir il prop-
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barinff bT tbc dcitructive
teredd worm.

BmGHT RED AND BRIGtlT GREEN

COPPER YACHT PAINT

MAKE THC SMOOTtteST SAIUNG BOHOM

WOOLSEY'S SPAR VARNISH

Guarinteed to itand under the moit trrina
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VnchI White Yaclit Bladi Dc<lt Pakit

Cnvinc Cftam«l S««m Cnmpound

Canoe Enamel

Lt. Sea Green and Copper Brornc Bottc^m PainU

C. A. WOOLSEY PAINT
AND COLOR COMPANY

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Send far our ''New Marine Bookie f* with Color
Spots and ''How to Paint a Boat' — Free.

Decks Hard to Keep Tight?

Why not try

AND

ELASTIC SEAM PAINT
Will keep decks tight for upwards to
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Used on Government submarine chasers, also
over 20 S. S. Cos. on all of their steamships

ELASTIC COPPER PAINTS

Prevents Sea Growth

ELASTIC COPPER PAINT is made en-
tirely different from other SUBMARINE
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MARINE GROWTHS AND WORMS.

It is Made in Two Colors
Bright Red and Green

ELASTIC BOOTTOPPING

BeautifuU rich Bright Red and Green in
color. Will not chip or peel off and re-
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Inquire of your dealer or

H. B. FRED. KUHLS,

65th St and 3rd Ave., Brooklyn, N. Y.

Rainbow, Runalx)uts with Stock Marine Engines; Speed 39.483

M.P.H.
Miss Nassau, Runabouts any Engine; Speed 48.91 M.P.H.

Boat Owner Designer

Miss America G. A. Wood Smith 2

Miss Detroit V Gar Wood Jr Smith 2

Miss New Orleans. . D. Gilmore Hacker i

Miss Belle Isle Paul Strassburg. Belle Isle i

Miss Toronto II. . . . Miss T. P. B. A.. .Smith I

Imp II E. B. Blakely. . . . Hacker i

Rainbow H. B. Greening. . Crouch i

Snap Shot J. W. Stroh Hacker i

Doughboy J. Kelson Hacker i

Comanche Edsel Ford Hacker 2

Falcon III J. Moore Hacker 2

Gar Jr. II G. A. Wood Smith 2

Sure Cure P. Strassburg Hacker i

Miss Nassau C. B. Johnson. . . .Smith i

Lidwina III S. B. Egan Consolidated. 2

S.B.

Elco S. O. Richardson .Elco i

Tillamook Geo. Jerome Wilby 2

June George King .... i

Betty M C. W. Kotcher. . .Wilby 2

Engioe

Liberty

Liberty

Liberty

Liberty

Liberty

Hall Scott

Sterling

Sterling

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Hall Scott

Hall Scott

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Liberty

Speedways

J. V. B.
Murray &
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Van Blerck

Koiikokasha ni otegami onsashidashi no saiwa dozo

350 Square Foot Racing Ice Boat

(Continued from Page 31)
Runner Plank

16 feet 11 inches over all. Width at ends 13 inches, at
center 15 1/2 inches. Depth at center 4 1/2 inches; at ends
3 inches. The curve is on the upper side and the scarph on the
two lower sides. Plate i. Size of plank dressed before working
in shape should be 17 feet x 16 inches x 4^2 inches with
heart of wood on top, preferancc; butternut, basswood, white-
wood, elm, cypress. At each end of plank are fastened the
angle iron chocks, while the plank is secured to back bone by
saddle irons. Plate i and 2.
Chocks or Runner Guides

Are made of the best grade of 1/4 inch angle iron. See
Plate 3 Nos. i, 2 and 3. The length of both plates is 2 feet,
depth 41/4 inches. Top flange of outer chock 2 1/4 inches
Inner chock 6 1/4 inches. The top angles of these chocks are
shown in Plate 3 No. 2. There are top and bottom plates of
3/16 inch flatiron on each side of the runner plank, binding the
whole together. The lower plate can be riveted to the chocks.
(The runner being placed between them before riveting.) They
are secured by 8 carriage bolts 1/2 inch diameter to each pair
of chocks, and the inner chock also has two 1/2 inch lag
screws (Plate 3 No. 3), Coat all bolt holes in wood with white
lead, and every bolt must be equipped with cotter pin or jam nut.
The inside edges of chocks must be rounded to prevent chafing
of oak on runners. Set the runner in chocks very snugly. These
iron angle chocks have the advantage over the wooden ones, in
sailing through snow. The wooden chocks present a combined
resistance surface of 8 inches against i inch of the iron ones,
thus giving more speed through snow and less strain to the
boat under sail.
Runners (See plate No. 3)

The runners are made of the very best grade of quartered
oak, to each is attached, by cap screws, a soft cast iron shoe.
The fore runners are 5 feet 9 inches over all. 7 1/2 deep, which
gives 3 inches for shoe and 4 1/2 inches for oak. The width
of oak is 2 1/4 inches. The five cap screws or machine bolts
are 5/8 inch diameter, four of which have hex heads ; the one
that is situated under the runner plank having a flat screw head.
All these bolts arc fitted under the head with washers and the
lower ends are threaded into the soft cast iron screw. The cut-
ting edge of the runners is 45 degrees and it has a rocker curve
of 1/8 inch fore and aft. Sunk on each side of the fore run-
ners is a brass plate pierced with three holes which have a
clearance for the 3/4 inch riding bolt. The plates measure 8
inches x 2 1/4 inches x 3/16 inches. A piece of brass pipe is
inserted between these two plates to prevent chafing of the
wood in runner. The situation of center hole in brass plate is
2 feet forward of heel of runner (the wood). The rougher the
ice the more the runner is changed forward, the holes allowing
you three shifts. Plate 4 shows section of fore runners at mid-

RUDDER nitc goran no munc onkakisoe negaimasn jl/>

October

THEfi«*

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49

ship section. The rudder runner is the same general make up
as the fore runners. Length over all 3 feet 6 inches. Depth
5 inches deep (wood 2 3/4 and iron shoe 2 1/4 inches). Width
of oak I 3/4 inches. On each side of the wood is placed an
iron plate 2>l2>'2' inches thick (not sunk in the wood) and secured
by riveting. This is to prevent chafing of jaws of rudder post
on the oak. Cutting edge of shoe 45 degrees; fore and aft
curve of cutting edge 1/8 inch. I would advise making an extra
steering runner, for very smooth ice, of the same dimensions
with the exception of being a foot longer and having a sharper
bevel of cutting edge. Cast iron shoe secured to oak by four
hex headed bolts 1/2 inch diameter none of which have heads
sunk in the wood. The riding bolt is 3/8 inch diameter, and
has a square under its head to prevent turning while being set
up. True up your runner shoes with fine file, finishing with
emery paper.

(To be Continued)

The Inside Passage to Florida

(Continued from Page 24)

for the run. When several boats go out together it pre-
vents the feeling of loneliness and assures help in case of
accident. The next morning, weather permitting, the
course is shaped for the jettie off the entrance to Winyah
Bay. This run is about 80 miles. From Winyah Bay
either proceed through a maze of creeks and cuts to
Charleston or go outside for a final 70 miles of ocean
work. The latter course is really preferable unless the
boat is of a poor type for outside running. From Charles-
ton south to Miami the course is entirely inside through
creeks, rivers, canals and occasionally a shallow bay.

While boats of the glass cabin type are somewhat
better for use in the south owing to the large amount of
light and ventilation, they usually are not as good sea
boats as those of the raised deck type. In either case all
windows, port holes and doors should be screened with
a fine mesh, for mosquitos and gnats make life miserable
after sundown on many of the marshy rivers. The boat
should have good freeboard and a self bailing cockpit.
An awning covering both cockpit and house is advisable
for use after the rough passages are over. At least three
anchors and plenty of chain or line should be carried.
On the outside runs the anchors should be kept ready
with the chain shackled in place. One very important
point is the placing of an auxiliary cooling water intake.
The usual intake is placed in the bottom of the boat
where sand will surely be sucked up into the jackets the
first time the boat runs in shoal water. The other in-
take should branch off the main pipe and lead outboard
about three inches below the water line. Both branches
must be fitted with stop valves. When shoal water is
reached shut off the bottom suction and open the side.
The problem of drinking water supply is sometimes seri-
ous as most of the water from Jacksonville south is
very sulphorous. Either icing or boiling improves the
flavor. While on the subject of drinking water it is well
to remember that at Stuart, 5 miles up the St. Lucie
River from its juncture with the Indian, the most excel-
lent of artesian spring water can be obtained as well as
supplies of every kind. As Stuart is off the main course
a little way, many cruisers miss this most excellent tow^n.
The finest fishing in Florida is found here.

On the entire passage there is really no need to lay
up for the night in any exposed place. From New York
the first stop is usually somewhere in the Delaware or
Raritan Canal. The next stop is at Philadelphia or Cam-
den. Chesapeake City, the southern terminus of the
Delaware and Chesapeake Canal is also a favorite stop-
ping place. Annapolis to Mil ford Haven is an easy run

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October

and from there Norfolk is reached. At Norfolk the best
anchorage is in The Hague. From Norfolk there are
two routes, one through the government owned Albemarle
and Chesapeake Canal with Coanjock as a stop over, or
through the Dismal Swamp Canal with Elizabeth City
as a port. From either of these places it is a very easy
run to Roanoak Marshes. From the Marshes lay a course
through Pamlico Sound to the entrance of Adams Creek.
Albemarle, Croatan and Pamlico Sounds are separated
from the ocean by a narrow strip of low beach, and being
shallow there is apt to be a bad short sea if there is a
strong on-shore breeze. It is advisable to have provi-
sions sufficient to last about a week in case you are storm
bound in Roanoak Marshes or Adams Creek where there
are no stores. From Adams Creek you can easily make
Beaufort or Morehead City where the outside run begins.
From Charleston a pretty run is made to the really beau-
tiful southern city of Beaufort, S. C. Incidently it should
be remembered that when in Beaufort, N. C. you should
pronounce the name Bofort, but in the place of the same
name in South Carolina it is Be w fort. Savannah is the
next stop. Proper yacht anchorage is not to be found
at Savannah, so cruisers usually stop at the anchorage of
the Savannah Y. C. at Thunderbolt, Ga. from where the
larger city can be reached by trolley. From Thunderbolt
to Jacksonville should be made in two shifts. The best
stopping place is at St. Simond Island on the Frederica
River.

Jacksonville provides excellent facilities for an ex-
tended stay. Yachts usually tie up at the basin w^est of
the large ferry-house. A trip up the St. Johns River as
far as Welaka will be well worth while. If possible you
should branch off from the St. Johns just beyond Welaka
and go up the Oclawaha River to Silver Springs. The
trip will take about four days as the Oclawaha is so
crooked that fast running is impossible. The river winds
through the most beautiful semi-tropical jungle. Do not
attempt to make the trip if your boat is a difficult one to
steer around sharp corners. Many yachts have to get
out warps to trees on the bank in order to negotiate some
of the bends.

South from Jacksonville the trip is through shallow-
streams and canals cut by the Florida East Coast Canal
Co. Stops should be made at St. Augustine, Daytona,
Eau Gallie, Fort Pierce, Stuart, Palm Beach and then
Miami. Tlie trip from New York to Miami can be made
by an ordinary boat, not counting delays due to bad
weather in 24 days, but to really appreciate the country
and, to give one a chance to visit the various cities a
much longer time should be allowed.

Nahma Wins Manhasset Cup.

Nahma owned by Addison G. Hanan and former
Commodore William H. Childs of the Indian Harbor Y.
C. successfully defended the Manhasset Bay Challenge
Cup defeating Wasaka II owned by J. J. Martin of the
Boston Y. C. The races were sailed off Greenwich on
September 15, 16 and 17. Both yachts carried the Ber-
mudian rig; the mast of Wasaka, formerly Josephine
being a few feet, longer than that of Nahma. Each
yacht spread very nearly the same sail area ; that of
Nahma being 1351 square feet and Wasaka II a little
more.

The weather on the first day was not at all favorable.
The wind was so light that the yachts were not able to

complete the course within the time limit of 5 hours. The
start was from a line off Great Captain's Island and the
course was to a mark off Oak Neck and return. This
was to be sailed twice over, a total distance of 15 miles.
The wind was from S. E. by E. The warning was made
at I :SO o'clock and the start ten minutes later. B. B.
Crowninshield sailed Wasaka assisted by J. J. Martin,
J. V. Santry, A. J. Santry and R. W. Pigeon. Addison
G. Hanan sailed Nahma and with him were C. D. Mower,
Butler Whiting and J. R. Johnston.

The honors of the start were with Wasaka. Mr.
Crowninshield very cleverly forced Nahma the wrong
side of the buoy marking the end of the line, so that
Nahma was handicapped about 30 seconds. On the wind
Wasaka pulled away from Nahma and at the turning
mark led by 4 minutes 2 seconds. The yachts carried
spinnakers on the run home and W'asaka succeeded in
turning the home mark at 5 :4s 125 when the race was
called off.

The next day the weather conditionsi were much bet-
ter. The wind fresh from W. S. W. and the turning
mark was placed half a mile west of Matinicock Buoy.
Mr. Crowninshield again tried to force Nahma the wrong
side of the buoy but the wind was too strong for close
manoeuvring and Wasaka did not handle as well as she
did in the light winds. The result was that Wasaka
crossed the line too soon. She tried to scoop but did not
go back far enough and then had to turn Ohlooka, the
committees' yacht, so that she was handicapped i minute
49 seconds. On the beat across the Sound Nahma gained
34 seconds on actual sailing. The times at the mark were
Nahma 2 145 :oo, W^asaka 2 .-47 123. Running home Wasa-
ka gained 8 seconds. The times at the home mark were
Nahma 3:15:37; Wasaka 3:17:52. Beating out again
Nahma gained 30 seconds. The times at the weather
mark were Nahma 4:02:00; W'asaka 4:04:45. On the
run home the wind dropped so that Wasaka fell further
astern. The finishing times were Nahma 4:34:25 ; Wasa-
ka 4:38:31.

Wasaka III Just After Her Mast Carried Away.

The second race over a triangular course w^as sailed
in a strong N. W. wind and rough sea. The course to
the Cows, Centre Island and home.- Nahma led at the
start by about 20 seconds and both yachts reached ver}^
fast to the eastward. Nahma made a clever gybe at the
mark at 3:07:10. Wasaka was 50 seconds later but
again the yacht seemed to get beyond control. The sheet
was not trimmed in enough for an easy gybe and as the
boom went over it lifted in the air and the sail went over
the port spreader. The next instant the mast snapped at
the deck and the spar and sails fell into the water. Nahma
at once lowered her mainsail, and finished the course at
5:58:50.

Many who were watching the races were of the opin-
ion that had they both reached the second mark safely

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October

RUDDER

51

neither would have been able to carry sail on the wind-
ward leg. In light weather the two yachts are apparently
very evenly matched but in jiioderate to fresh winds Xah-
ma is a little faster than the Boston yacht.

The races were managed by \'ice-Commodore Richard
A. Monks, Frank Bowne Jones and Judge Charles E.
Simms. The judges were Horace E. Boucher, C. F.
Larzalere, H. L. Stone and A. F. Aldridge. Commodore
Smyth's flagship, Ohlooka, was used as the committee
boat.

International Cup for Class R

International sport, if conducted properly, always
helps to generate good fellowship and cement friend-
ships. International racing has always been bene-
ficial to yachting. We, on this side, ahvays find much
to learn from yachtsmen on the other side of the Atlantic
and they, in turn, are interested in our doings. To foster
yachting comity, the Indian Harbor Y. C. has arranged
for a series of international races and the announcement
of this arrangement w^as made by Former Commodore
William H. Childs at a dinner given by Commodore Law-
rence F. Percival, of the Corinthian Y. C, in the club
house at Marblehead recently. The occasion of the
dinner w-as the visit paid to Marblehead by Indian Har-
bor yachtsmen and the sailing of a series of races with
sloops of Qass R.

Commodore Childs said that his club had always had
in mind the great benefits derived from inter-club, inter-
city and international yacht racing and, after correspond-
ence with some British yachtsmen, he was able to an-
nounce that a cup had been -oflFered as an incentive to
the sport and that, probably, the first series of races
would be sailed on Long Island Sound, off Greenwich
next season. At present all the details have not been
agreed on but, briefly, it is planned to have British yachts-
men visit here one summer and American yachtsmen
visit England the next.

Class R has been chosen as the size and type of yacht
for the racing in American waters. British yachtsmen
are to build vessels to fit this class, one, two or three as
they may be able, then they are to be sent across the
Atlantic to meet an equal numbei-' of American built and
owned yachts in a series of races. The next season the
American yachtsmen are to build to some British class
of similar size and send their boats across the Atlantic
to race under the British rules.

Invitations are to be sent to all American clubs, as
soon as the final arrangements have been made, inviting

them to build and compete in the eliminating trials which
will be held for the purpose of selecting the defenders
to race against the British visitors. Then the next year
yachtsmen will again be invited to build to the British
rule and take part in eliminating trials to be held for the
purpose of selecting the challengers.

In a measure this plan is somewhat like that of the
Eastern Y. C, when it arranged to race Sonder class
yachts with the German yachtsmen, except that, when
that arrangement was made, a German type was chosen
and the same type of yacht was built for the races in
home waters and at Kiel. Sonder racing is dead. ' The
type w^as not a wholesome one. The boats w^ere good
for afternoon racing and nothing more. They were speedy
and furnished good sport but in promoting racing in reg-
ular classes of this country and of Great Britain the science
of yacht designing and yacht building is helped very mate-
rially and all designers have opportunities to show what
they can turn out. Class R is a fine size yacht for such
sport. The boats are about 25 feet on the water line.
They are built to scantling rules and make roomy and
able cruisers as well as fast racing craft.

The new trophy is to be named The Roosevelt Cup
after the late Col. Roosevelt formerly President of this
country.

©®®
Zahma Makes Record Run To Colon.
A. M. Andrews of New York and Pasadena, Cal.,
recently purchased the auxiliary ketch Zahma and sent
the yacht to Los Angeles by way of the Panama Canal.
Zahma made a very fast run to Colon making the
distance 1972 miles from Xew York in 13 days 20 hours.
This, Mr. Andrews thinks, is a record for that part of
the voya^.

The caption under the picture of the steam yacht
Margaret in last month's Rudder made it appear that
Commodore Isaac E. Emerson sold the yacht to the Gov-
ernment at the outbreak of the war. At that time the
Margaret was owned by James Shewan and he turned it
over to the U. S. Xavy when the vessel was needed.

In an article on the Canadian Challenge printed in
The Rudder of last month it was stated that there were
no experienced designers in Canada. We overlooked X.
E. McClelland & Co., Ltd. of Montreal, who are quite
capable of designing sailing yachts which would give
good accounts of themselves in any company.

A 30-Ft. Bnnabont Built by Lawley for ICannel Aspnre of Havana, Cnba, Eqnlpped with a Model OB 4 Cylinder Sterling

Engine Developing 160 h.p. at 1500 Bevolntions.

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October

Books for a Yaohtsnan's Library

ADVANCE IN PRICES— Owing to the increased cost of paper, printing and bind-
ing, we are obliged to advance all our new editions of former $1 books to $1 .25

Badder On Series —

BOAT HANDLINa, ETC.

On Flags, Their Orisin and Use. By A. F. Aldridge

On Navigation Simplified. By McArthar

Hand^ Jack Book of Navigation Tablet paper

On Sights. By Sheppard

On Yacht Etiquette. By Patterson

Southward in the Roamer. By H. 0. Konroe

Art and Science of Sailmaklng. By S. B. Sadler

Awnings and Tents, Construction and Design. By Ernest Chandler

Boat-Building and Boating. By Beard

Boating Book for Boys

Book of the Motor Boat. By Verrill

Book of the Sail Boat. By Verrill

British and Colonial Flags

Handbook of American Yacht Racing Rules

The Helmsman's Handbook. By B. Heckstall Smith

Kedge Anchor. By Patterson

Knots and Splices. By Capt. Jutsum

Knots, Splices and Rope Work. By B. Verrill

Knots. By A. P. Aldridge

Know Your Own Ship

Masting and Rigging. By Robert Kipping

Motor Boats and Boat MTotors. By V . W. Page

Motor Boats, Construction and Operation

Power Boat Handbook. By Capt. Paul Ward

Practical Boat Sailing. By Frazar

Racing Schedule Sheets

Sailing. By Knight

Sailing Ships and Their Story. By E. Keble Chatterton

Sails and Sailmaking

Single-Handed Cruising. By P. B. Cooke

Small Yacht. By R. A. Boardman

The Landsman. By Ensign L. Edson Raff, 1st Bat. Nav. Mil., N. Y.

Yachtsman's Guide 1920 $1.25; by mail

Yacht Sails. By Patterson

SEAMANSHIP

Fore-and-Aft Seamanship

Merchant Marine Manual

Modern Seamanship. By Knight fS.OO; by mail

Notes on Stowage. O. H. HilTcoat

Practical Seamanship. Todd & Whall

Reed's Seamanship

Seamanship. By Doane

Tait's New Seamanship. 5th Edition

SiaNALLINQ

International Signals — A Few Ways to Use the Code

Nautical Telegraph Code. By D. H. Bernard

Night Signals of World's Shipping

Signal Card ?

Signalling — International Code Signals

Signal Reminder. By D. H. Bernard

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BOATBUILDINa
Bndder How to Series —

How to Build and Rig a Cruising Yawl

How to Build a Flattie or Sharpie

How to Build an Ice-Yacht— with Building Plans of a Scooter

How to Build a Knockabout

How to Build a Model Yacht

How to Build a Motor Launch

How to Build a Racer for f 50

How to Build a Rowboat

How to Build a Skipjack

How to Build a Small Cruising Power Boat

How to Build a Speed Launch

How to Build a 82-Foot Cruising Launch. By H. L. Skene. .

How to Build V-Bottom Boats

How to Build a Viper

How to Design ana Construct a Power Boat

How to Design a Yacht. By 0. G. Davis

How to Run a Boat Shop. By Desmond

How to Run and Install a Gasolene Engine. By C. Von Oulin . .

How Sails Are Made and Handled. By C. G. Davis

Boatbuilders* Estimating Pads

Boat Building and Boating. By Beard

Boating Book for Boys

GAS ENGINES
Diesel Engines, Marine and Stationary. By A. H. Goldingham. . .

Elements of Gas Engine Design

Gas Engine Handbook. By Roberts. 7th Edition

Gas Engines. By Lleckfeldt

Gas, Gasolene and Oil Engines. By Gardner D. Hiseox

How to Run and Install a Gasolene Engine. By Von Culin ....

Marine Gas Engines. By Clark

Motor Boats, Construction and Operation

Oil Engines. By A. H. Goldingham

guestions and Answers from the Gas Engine
esistance of Ships and Screw Propulsion

Valves and Valve Gears for Gasolene, Gas and Oil Engines:

Part I, $2.50; Part II,

DESIGNS
Badder What to Bnild Series —

Cabin Plan Book $1.00 Racer Book $1.00

Cat Book paper 1.00 Schooner Book 1.25

Power Cruiser Book 1.00 Yawl Book paper 1.00

ICE-BOATS
How to Build an Ice- Yacht — ^with Building Plans of a Scooter .75

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YACHT AND NAVAL ABOHITEOTUBE

Naval Architecture Simplified. Bv Chaa. Desmond

A Text Book of Laying Off. By Atwood and Cooper

Elements of Yacht Design. By N. L. Skene

Handbook of Ship Calculations, Construction and Operation...

Laying Down and Taking Off. By Desmond

Machinery'a Handbook

Manual of Yacht and Boat Sailing and Yacht Architecture. Kemp

Naval Architects' Pocket Book. Bt MacKrow

Naval Architecture. A Manual of Laying-Off. By Watson ....

Naval Architecture. By Peabody

Naval Constructor. By Simpson

Practical Shipbuilding. By A. O. Holmes. 8d Edition

Practical Shipfitting. By Shl-Dk

Practical Ship Production. By Carmichael

Speed and Power of Ships. 2 Vols. By TaTlor

Tables for Constructing Ships' Lines. B^ Hogg

The Power Boat, Its Construction and Design. By Schock

Theoretical Naval Architecture. By Atwood

Wooden Shipbnilding. By Desmond

ELEOTBIOAL

Dry Batteries. By a Dry Battery Expert

Electrical Circuits and Diagrams. By N. H. Schneider

Electric Wiring Diagrams and Switchboards. By Newton Harrison

Electric Bells and Alarms \

Induction Coils. By P. Marshall

Modern Primary Batteries

Practical Electrics

Small Accumulators. By Marshall

Study of Electricity. By Schneider

MODEL YACHTS

How to Build a Model Yacht

Building Model Boat's. By P. N. Hasluck

Machinery for Model Steamers

Model Engines and Small Boats. By Hopkins

Model Sailing Yachts. By Marshall

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MARINE ENQINEEEINa

Calculus for Engineers. By Larkman

Elements for Mechanism. By Schwamb

New Morine Engineers' Guide

Marine Propellers. By Barnaby

Marine Steam Turbine. By J. W. Sothern. 8d Edition

Manual of Marine Engineering. By Seaton

Mechanics' and Engineers' Pocket Book. ByCharles H. Haswell.
Practical Marine Engineering. By Capt. C. W. Dyson, U. S. N. . .

NAVIGATION

Navigation Simplified. By McArthur

Lectures of Navigation

American Practical Navigator. Bowditch $2.25; by mail

American Nautical Almanac

Navigation — ^A Short Course. By Hasting

Navigation. By G. L. Hosmer

Modem Navigation. By Hastings

Self Instructor in Navigation

Simple Rules and Problems in Navigation

Elements of Navigation. By Henderson

Epitome of Navigation. By Norie 2 Vols.

Navigation. By Jacoby

Navigators' Pocket Book. By Capt. Howard Patterson

Practical Aid to the Navigator. By Sturdy

Wrinkles in Practical Navigation. By Lecky

Book of Sights Taken in Actual Practice at Sea

Brown's Star Atlas

Deviation and Deviascope

Manual on Rules ef the Road at Sea

Pocket Course Book Chesapeake Bay

Pocket Course Book Long Island Sound

Pocket Course Book New England Waters

Pocket Course Book Portland to Halifax

Pocket Course Book Race Rock to Boston Light

Compass Card

New Pilot Guide of N. Y. Bay and Harbor '

Pngsley's —

Dead Reckoning

Latitude by Meridian Altitude

Guide to the Local Inspectors' Examination — Ocean Going —
Steam and Sail

New York Pilot and Guide to the Local Inspectors' Ex-
amination

Log Book

Multiplication Table

Seaman's Receipt Book

Tides

Handy Jack Book of Navigation Tables paper

Ex-Meridian, Altitude, Azimuth and Star Finding Tables

Tables for Correcting the Observed Altitude, etc. By S. Anfindsea

THE RTTDDEB

Single Copies, 25c ; Monthly, a Year 2.00

Bound Volumes:

1910, 1911 4.00

1916, 1917, 1918 5.00

1919 6.00

Covers for Binding 1.25

PRICES SUBJECT TO CHANGE

1.25

1.50

2.50

.30

.75

1.25

.75

8.00

5.00

1.50

15.00

2.50

2.00

2.00

5.00

1.00

2.50

2.00

8.25

.25

.25

.25

.25

.25

.25

2.50

2.25
2.25

2.25

2.25
2.25
1.15

.85
2.25

.75
8.15
1.00

PRICES INCLUDE DELIVERY ONLY WITHIN THE UNITED STATES. PURCNASERS IN FOREION COUNTRIES MUST ADD 2S PER OKHT TO AMOUNT

TO covin DiLivtnv. ^^ Rudder Pnbllshlni: Company, 9 Murray St, New York, N. Y.

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William H. Griffin °^J^^" Yacht Sailmaker

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

JOHN G. ALDEN

Tacht Broker and
Nayal Architect

148 State Street
Boston, Mass.
T«Uphoa«, Richmond 2318

Phone Bensonhurst 5091

^. H. BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT

Plans, Specifications and Estimates Furnished

For All Types of Vessels

Affiliated

2280 Cropsby Ave. "°'^^'5i?p^Band"e"^"''' Brooklyn, N. Y.

THOMAS O. llOWK», M. a.

NAVAL ARCHITECT AND BNGINEBR YACHT AND VBSSBL BROKER

Offices. Latajette Balldlac Chestaat and Fifth Streets

Bell Phooe PHILADELPHIA. PA. CabU !

/l\R-i ' '

^j^A^^^^\

ikC_

WNjM^kg

' T ^ » « * ,W

•v '^T U^ --■ 1

PRKOnilO S. NOOK

NAVAL ARCHITECT AND YACHT BUILDER

U».nMM lAtT «IMmWIOH. K. 1. OMI« NMfM

WILLIAM GARDNER & CO.
Ntvd Afchitecte, Enjiiieen, Yacht ft Vessel Broken

Yacfils, Launches and Vessels of All Kindb
No. 1 BROADWAY, NEW YORK

Telephone 863S Bowling Green

J. MURRAY WATTS CableAdd.-Marwat-

Naval Architect and Enslneer Yacht and Vessel Broker

1 36 South Fourth Street Philadelphia, Pa.

FREDERICK K. LORD

NAVAL ARCHITECT
Etesigner of Sail and Motor Boats

Tel. 4859 Rector 120 BROADWAY, NEW YORK

Tht "Hall Mark*' of Naval Arthittcturt and Marine Engineering

SEABURY & deZAFRA, Inc.

NAVAL ARCHITECTS A ENGINEERS
VESSEL BROKERAGE INSURANCE

"Built to SEABURY Design and Spetijicatient" addt
to the VALUE (not the toit) of your Boat.

ISO NASSAU ST. NEW YORK

Phone: Beekman 2804 Cable: "Seaza," N. Y.

COX & STEVENS

Naval Architects, Engineers, Yacht Brokers

15 WILLIAM STREET, NEW YORK

Telepheaesi 1S7B-1S7S Broad

Complete particulars, plans and photoeraphs promptly submitted on receipt of in-
quiry. State your requirements. Large list of yachts of all types for sale or charter

Desienine and Buildint
of all Types of Power
Boat! a Specialty

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn. CO.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Boats of the Better Class

OUTBOARD MOTOR BOATS. NOW IS TNE TIME TO PLACE YOUR
ORDER FOR DELIVERY WNEN WANTED NEXT SEASON. ESPE-
CIALLY DESIQNED FOR THIS PURPOSE.

BUILT TO A STANDARD, NOT A PRICE.

SKANEATELES BOAT k CANOE CO., Skaaestoles, N. T., U. S. A.

BUILDERS OF THE FINEST ROWBOATS IN THE WORLD

f Montreal. Main 3352

Telephones \ ^g^ yorlt. Bowline Green 6077

n-Ki « JNavalart. Montreal
caoies fSurTeyors, New York

N. E. McClelland & cc, Ltd.

NAVAL ARCHITECTS YACHT BROKERS

Montreal
286 ST. JAMES STREET

New Yorlt
2 STONE STREET

Walter E. Pommer, S

Architect

Specialty— Wood and Steel
Commercial VesoeU

324 BRUMDER &UILDINQ
MILWAUKEE, WISS.

GUDgI(

Si prega far menzione del RUDDER quando scrivete

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RUDDER

October

KITCHEN'S REVERSING RUDDERS

fraiantv^ in ih« UfiM*d 5i*i» and Abn«d

No reverse gears^ reversinjx propellerSp or reversing: of the engine,
perfect speed control by rudders only, consequently —

Lower first cost with greater efficiency. Increased ahead speed.

Saving in space and labor. One-man control of direction and

speed. Greater mant^uvring power. Ahead speed instantly checked.

Fo7' further partkulars apply to

THE McNAB COMPANY of BRIDGEPORT, CONN., V. S. A
KITCHEN'S REVERSING RUDDER CO,, Ltd.,

or

711, Rayvl LW«r Butldins
UVERPOOL

Naval Architecture
Simplified

T-IE study of Naval Architecture is one of the most difficult
subjects for the average man to master, especially if the rudi-
mentary knowledge is not acquired uiKier the guidance of an
iiutructor.

The various books on the subject while very thorough are too far
advanced for the student to grasp.

Naval Architecture Simplified, by Charles Desmond, was written
for students.

In order that the theory might be properly understood, the work is
illustrated and described in detail, and while intended primarily for
students, there is a fund of information of value to all Naval
Architects.

After many years of study both from the theoretical and practical
side Mr. Desmond prepared a course of instruction by correspond-
ence, and enrolled students in all parts of the world in his school.
The course required from six months to a year to complete accord-
ing to the student and for the complete course as given in this book
the charge was $130.00.

With the outbreak of the War Mr. Desmond offered his service to
the Government in the G>nstruction Dept. of the U. S. Navy. All
the data he had collected during the period of thirty years of practi-
cal experience he turned over to THE RUDDEIR to put in book
form. Tlie book is the result of a life's work and presents an oppor-
tunity never before offered to a student, making it possible for him
to become a proficient Naval Architect.

The explanations and descriptions are without doubt the simplest
form in which the subject has been written and enable a student to
thoroughly understand what heretofore has been a hopeless maze.

PHcePiutpaiJ $5.00 Bound in Blue Cloth

The Rudder Publishing Co., 9 Murray Street, New York

(rom A B. to Ens^^

Arc You Working ' ^ i
foraCommutioD? U^

Navicalion Simplifieii enabled an A, D. to obtain eommbsion rank in the

Navy. Jt vrill help you in tlir 5ame way if you are ambitious.

The Rnsign wrote under April d^^lte from the war ^Onc where he was

ser^ine:

■■Rei.?iiril word v«4Er rtUy Ibil 1 piiii'fl my «i.iim. tat tntX^ny TfB JiU Ho* fo Jfooi
Ih'lr riAvI^.^llaA book rM«qArtbdT'i Navira^UtiB Siiii|>Jified]. T^« cramf vevr trill
AQ4 QnJy IW0 Df uft iuccredtidi.'^

/VfW REVIStB I Dili ON

MacARTHUR'S

Navigation Simplified

Numerous bookh have been written but authors wander info ihcpry and

s^isce ton den*e for the iivejraBe man to follow.

Capt. MacArthur, in NsvijEatioii Simph6ed» atarts step by step, explain-

ine eath 'liy's work, and has written the simples^t and mo&t comt>Iete

work for the student of today.

All na\^iB[atinK officer* called upon to instruct new men in navigation hnd

Naviealion Simplified the most complete and instructive lext-bc>ok on

the subject publijih«d,

NEW CHAPTERS IN REVISED EDITION
RUnDEK FURMULAE FUR SAlLIN^iS

It ttivea a ?iimple reference, iinifnrm in notation and arrangement*

covcrina ^\\ the sailines and all variations of tht problems met in the

respective ajijl|nj;5.
THE MARC ST. HILAIRE Ml^TIfOD
DOUULE Af.TITUDE

N'iiw in general TTse in Merchant Marine. Illustrated with tuMtupXtA*
MAKlSr^ LANDFALI.

The chapter treats on the actual practice on an Atlantic liner,

"Pfict PottpaiJ $ f ^25 Beun J tn Bftx O^h

THE RUDDER PUBLISHING CO,, 9 Murray Sl, New York Cky

The Allen Dense-Air Ice Machine

chf^—ni^^^^

It is placed in the engine room, whfle the ice-making box and meat rooms
are at distant places of the steamer

Steam Yachts— Atalanta, Constant, Riviera, Emeline,
Apache, Electra, Nourmahal, Josephine, Virginia,
Thespia, Dorothea, Alcedo, Enterprise, Felicia,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Rheclair, Aztec, Rambler,
Surf, Sultana, Emrose, Guinevere, Cyprus. Nearly
three hundred in daily service in the tropics on
men-of-war, steam yachts and mercantile steamers.

H. B. ROELKER

Designer and Manufacturer Screw PropeDera

41 MAIDEN LANE. N. Y.

Ved Henvendelser til Annoncerende bedes De refferere til THE RUDD

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October

THEflfl*

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55

S^L

SPEEDOMETER

FOR SAIL AND POWER YACHTS
ACCURATE DEPENDABLE

HAMILTON & HANSELL, Inc., 21 Park Row, N. Y, City

THE MISSOURI OIL ENGINES.

With the rapid, and seemingly unending increase in the
price of gasoline there are a number of new engines placed on
the market designed so that they can be operated on fuels of
the heavier type. Some of these new engines are very success-
ful ful, but few have really seen service for a long enough period
for the purchasing public to ascertain their dependability. The
Missouri Oil engine made by the Missouri Engine Co., St. Louis,
Mo. has been on the market for many years and, aside from
some slight improvements from year to year, the design has
been retained. This year after year record of service assures
the client of not only engine dependability but of the tirms
financial stability.

The Missouri Co. make the machines in four sizes, ranging
from a single cylinder 7 h.p. up to a four cylinder 30 h.p. The
cylinder sizes are the same in every case; the bore being 5
inches while the stroke is 6 inches. All the machines operate
at a speed of 500 r.p-.m., which is high enough to get the best
propeller efficiency, without making the engine so heavy and
cumbersome that its installation in boats of the pleasure type
is impossible. The prices of kerosene. Solar oil, Gas oil, fuel
oil and kindred products is far below that of gasoline and the
supply is greater. In spite of the low price of the fuels which
will operate the Missouri engine; the makers guarantee that
the consumption is not over i/io of a gallon per h.p. hour.

The two cycle method of operation has been adopted. The
method is somewhat diflferent however than that used for a gaso-
line engine. As the piston rises a partial vacuum is formed in
the base but nothing but pure air is drawn in. As the piston
descends this air is compressed slightly and finally forced
through a by-pass into the top of the cylinder where it is com-
pressed to a high point by the rising piston. At the top of the
compression stroke, with all valves closed the fuel is injected
by means of fuel pump. There is a separate pump for each
of the cylinders. The ignition is accomplished partly by the
heat generated by the high compression and partly by the incan-
descent condition of a non-water jacketted portion of the cylin-
der. This portion is heated for starting by means of a hot

torch. The torch will heat the engine ready for starting in 2
or 3 minutes under average conditions. As there can be no loss
of fuel through the exhaust, owing to the fact that no fuel
enters the cylinder until all valves are closed the remarkable
fuel consumption guarantee is possible. Another feature is the
fact that the absence of any fuel in the base prevents the foul-
ing of the lubricant.

Laying Down
and Taking Off

By

CHARLES

DESMOND

PHet

$2.00

THE author is thoroughly versed in the
subject and has an unusual faculty of
imparting knowledge in a simple way
that enables the reader to grasp the subject.
There are numerous illustrations with
the text.

THE RUDDER PUBLISHING COMPANY
9 Murray Street, New York City

Ntw

American

Editltm

WrinklesmPractical Navigation ll^;7,^^^l^l

136 1 1 lustrations. A New Chapter Entitled
New Meteorological Measures for Old.

Substitute for Horizon: Gyroscopic Compasses: The Moon an
Auxiliary; Chronometers— Use and Abuse. One of the World's
Greatest Works on Navigation. Price $5,00

THE RUDDER PUBLISHING CO.. g Murray Street, New York

30 h.p. Missonrl Oil Engine.

Kottkokusha ni otegami onsashidashi no saiwa dozo RUDDER nite goran no miine onkakisoe negi

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56

RUDDER

October

A SUCCESSFUL OIL ENGINE.

At the New York Show we had a well known gas engine de-
signer go over the exhibits with full freedom to mention anything
unusual or new. He considered the Mianus Improved Diesel Oil
Engine the most interesting shown and predicted it would be
in great demand when its features were understood by the
public. The demand this season far exceeded the supply and
many were disappointed in not being able to secure delivery.
The simplicity of its operations is remarkable and it is hard
to find words to convey a proper idea of its running, in fact
the only real way to be convinced is to see one in operation.
A demonstration was recently given the writer at Stamford.
Going into the test room Mr. Fairbanks called on one of the
mechanics to start up an engine on a test stand. The man
reached over the rail and with one twist of his wrist withdrew
a steel plug, attached a small roll of paper which he lit and
it smoldered like a piece of punk. The mechanic then inserted
the lit punk in the head of the cylinder, turned a valve on an
air line and the engine was off. It did not go off with a bang,
there was no vibration noise or fuss, just a steady even move-
ment that was different from anything else the writer had ever
witnessed. Its operation was more like a steam engine than a
gas engine. Mr. Fairbanks walked away to attend to other shop
duties and returned in about lo minutes. Upon his return I
asked him to slow it down, whereupon he. moved the oil sup-
ply valve and the old mill turned over in a most aggravating
way. It went so slowly it looked as though it would stop at
the next turn, but kept plugging away at its set speed until I felt
like belting it with a sledge hammer. At my request it was
jumped to full speed, half speed, and every mean trick I could
think of I asked them to try, but failed to stop it, and came
away convinced that the only thing that will stop it is a good
hard blow from a pile driver. For instance I asked a heavy
timber being brought to bear on the flywheel while running,
and suddenly let go. I expected it to vibrate and jump like
a Kangaroo, but the governor took hold immediately without
fuss or disturbance of any kind, and I ^ave up in disgust,
it was beyond me.

The machine was tested out in the Mianus Shops for two
years before they^ put it on the market and there is nothing
but time that will finally prove its worth. As far as you can
see there is absolutely no reason why it should not go on
forever. There is lots of metal in its make up — bearings are all
oversize, as well as the crank and other parts. After half an
hour steady running you could place your hand on any part of
the cylinder or head and the exhaust pipe was just warm to
the touch. The manufacturers claim this is due to the perfect
combustion. The machine is certainly in a class by itself and
worth going a long way to see in operation. At present they
are built in 3 sizes, 7 h. p. 15 h. p. and 30 h. p.
* * * '

EVENING COURSE IN SHIP AND YACHT DESIGN.
The Polytechnic Institute of Brooklyn have included in their
list of courses for the coming winter, three courses that are of
interest to yachtsmen and those who desire to acquire a knowl-

edge of designing. One course is in Marine Engineering, one
in Ship Drafting and one in Yacht Design. The fee for the
thirty 2-hour lectures will be $30.00 or the student may take
all three courses for a fee of $75.00. There is also an advanced
course in Marine Engineering at. $17.50 for fifteen if/'S-hour
lectures. Registration may be made up to October first, at the
school, 99 Livingston St., Brooklyn.

* * *

OPENS N. Y. OFFICE.
The Mesta Machine Company has opened an office in the
Singer Building, New York, from which point all its foreign
business will be handled. All foreign correspondence should
be addressed to the Company at New York. The New York
Office will also be the Sales Office for the New York and Eastern
States territory. Mr. M. M. Moore, the Export Sales Manager,
who has just returned from a several months European trip,
will be in charge.

* * *

KODAK WINS.

Kodak, owned by Richard Hasslinger, won the annual fifty-
mile race of the Hudson River Yacht Club. The start was from
the club landing at the foot of Ninety-second Street and going
to Rockland Light and return. Nine boats took part in the
race and favorable weather made the event one of the most
successful of the season. Kodak won on its time allowance, the
best actual time being made by P. W. Johns's Falcon, which
covered the distance in 4:53, two minutes and twenty seconds
better than Kodak. On corrected time, however, Kodak was
victorious, its figures being 4:05:17, as compared to Falcon's
4 :o5 :52.

The start was made at 10:30 and the race was held under
the rules of the American Power Boat Association. Of the
other competing yachts Viva took third honors, with the other
boats coming home close on the heels of the three leaders.
Falcon was first to cross the finish line, with Viva second and
Kodak third. On corrected time Falcon took second honors
and Viva third.

The Summaries:
Start, 10:30.

Finish
Boat H. M. 8.

Kodak 3 :25 :20

Falcon 3 :23 :oo

Viva 3:25:15

* * *

NEW YORK OFFICE.

Of more than passing interest to "the trade is the annoimce-
ment that A. B. Way, until recently secretary and general man-
ager of The Bridgeport Chain Company, has become affiliated
with The Chain Products CompanyJ of Cleveland, Ohio, in the
capacity of District Sales Manager for New England, with
headquarters at the Company's New York Office, 150-152 Cham-
bers St.

For many years, prior to his identification with the chain
industry, Mr. W^ay had been affiliated with various New England
manufacturing institutions.

Act. Time

Cor. Time

H. M. 9.

H. M. s.

4:55:20

4:05:17

4:53:00

4 :05 :52

4:55:15

4:14:26

[ J« W. Lathrop Co.

MysUc Conn. }!*™NC

Manufacturers off VJ AoULLIIL

Engines ]

Var god aberopa THE RUDDER nar annonsorerna tills]

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October

THEfi«*

RUDDER

57

^^s^lepfcg/jg^

KAHLENBERG BROS.

Heavy-Duty CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load.
Variable speed instantly obtainable from just

"turning over'* to wide open.
Operates on low price fuel oib.
Fuel consumption ,55 lbs, per b.p, pe: hour.

H'RfT^ FOX OUA LirERATUKM STA7t\G VOUR XBQUIXEMENTS FULi-V

COMPANY, Maiiufact urori, 1705 12lh Street, Two Riveri, Wi»„ U, S, A.

No W liter IniectiDn
SrZES 60 H.P, UPWARDS

KODAK WINS NAVIGATION RACE.
Kodak, R. J. Haslinger's Sterling powered cruiser won a
popular victory in the 25 nautical mile race for the cup presented
to the New York Athletic Club by Commodore Williams. The
fact that the race was held just before a holiday when many
yachtsmen wanted to go oflf with their families on a cruise was
responsible for the small entry list. The weather was favorable.
Only one boat reported engine trouble, and that was Thomas
Farmer on Turtle who reported that a bit of grit had lodged
in the carbureter jet and caused him to slow down. He won
second prize in spite of the trouble. The corrected times were
as follows. Kodak, 2:26:43; Turtle, 2:28:13; Uonda, 2:31:43;
Ebb Tide, 2:36:03; Liberty, 2:53:52.

* ^ «

A VALUABLE BOOK FOR THE DESIGNER OR STUDENT
"The Design and Construction of Power Work Boats" by
Arthur F. Johnson N. A., is the best book on the subject that
we have yet seen. Not only does the book give many examples
of actual lines and construction details of existing vessels, but
detailed construction drawings of various parts of both wooden
and steel boats are shown. Other chapters go into detail re-
garding the installation of tanks and machinery. One of the
invaluable features of the book is a set of charts giving the
approximate cost, powers, scantling sizes and average dimen-
sions of power work boats of all types from the little 20- toot
handliner up to the largest cargo or passenger boat.

One chapter is devoted to a short description of the method
of preparing a design, including the general calculations neces-
sary. The book can be obtained from the Rudder Book Depart-
ment, 9 Murray St., New York City for $3.00.

* * *

MOHAWK WINS COMMODORE'S CUP.
The Tamaqua Y. C. race for the Commodore's Cup was won
by Mohawk, owned by Vice Commodore Critchley. Champ,
raced by her owner William Bond in the Block Island and N.
Y. A. C. Cruiser races, was second, having lost many minutes
hunting for the buoys in the thick fog w'hich enveloped the
course. The race was from Manhattan Beach to Scotland Light
and return, a distance of isVa nautical miles.

The boats were started on their handicaps and in spite of
the thick weather and the fact that the race was held in the
ocean nine boats finished within about 6 minutes. Champ was
the winner on elapsed time. The order of finish of the leading
boats was as follows. Mohawk, Champ, Blue Bird, Natalie II,
Wimpus and Python.

A NEW^ SPEEDWAY ENGINE.

The Consolidated Shipbuilding Corporation, Morris Heights,
New York City, formerly The Gas Engine & Power Company,
and Charles L. Seabury & Co., Consolfdated, are about to as-
semble a new model gasolene engine which they have recently
designed and developed. This engine will fill the much needed
requirements in the 80 and 90 foot Cruiser class, obtaining
a speed of about 20 miles, turning at a moderate number of
revolutions.

This new Speedway engine is somewhat of a departure from
their regular types, such as their Model K, Z, N and M, built
in 4, 6 and 8 cylinders. Nevertheless, it promises to follow
the traditions of their long, successful engine building career —
an engine unsurpassed for accessibility and reliability.

It is an overhead valve motor, dual valve type, with a
maximum number of 1200 turns per minute, turning 800 revolu-
tions in 20 mile boats, and a maximum in extreme speeds. There
will be a flexibility that ^ will enable smaller craft with this
engine installation to obtain good speeds. We are informed,
however, by the Consolidated people that their new engine is
by no means a high speed one. It has been designed, primarily,
to meet the demand of a fair amount of speed for cruising in
boats of about 80 feet in length.

The builders expect to complete their tests on this new motor
by the Spring of 192 1, and follow along with deliveries at that
time.

"^T'l^yy^^"!^^ will tell roa how to tie a knot and how to use it. It alto
IV r^ If I ^ tells about Rope and its care. It is the most complete and
^ >ta^ .». ^<^ most thoroughly illustrated book on Marlinspike Seamanship
published. THE PRICE $1.00.

THE RUDDER PUBLISHING COMPANY 9 MURRAY STREET, NEW YORK

^ BILGE PUMP

" No. 1. til Brass, SB. Bo. 2. '?■;;'' >6.

Fog and Ships' Bells
for all size crafts

' Jingle Bells, Pulls, Gongv
Crankty etc.

BCV1N BROS. MfG. CO.
East Haniptoii Connecticut

Please mention THE RUDDER when writing to advertisers

October

YOUR BOAT, ENGINE OR EQUIPMENT

In storage is not worth its keep and unless taken care of will soon be worthless* A $Lno advertisement will turn

an old outfit into money, besides giving the purchaser an opportunity of making; it useful and a help to the sport.

Advertisements 4c a word each insertion, minimum chargre $ 1 >00. Heavy -face type, double prke.

Money must accompany copy. Porm^ clT>Be lOtti of the montti preceding^.

r^ ^^ g^g^ we will from photograph furnished by yoa, prcf^are ■ halfotoDe plAte of ^our hamt. iii£istiHn|[ 3^ Inches wtdc

rOr 4)0*UU by 1 Inch deep, and print same with m 50«word detcrintton.

For $10*00 helf-tone plate 3% Inches wide. 2^ Inches deep ftad 50-word descrlptK^n.

CANADA'S EXCLUSIVE WHOLESALE AND RETAIL MARINE EN-
GINE JOBBERS — Dominion '« Largest Distributers. Free Illustrated
Catalog. Second hand engine list. CANADIAN BOAT AND ENGINE
EXOTANGE, LIMITED. TORONTO.

FOR SALE — Auxiliary sloop. 31x9-26 in. draught — 5 h.p. Mianus
engine. Toilet and galley. Sleeps four. Very fine equipment.
Bargain to quick buyer. Richard T. Dooner, 1629 Chestnut Street,
Philadelphia, Pa.

FOR SALE — One cyl. 2 cycle: 3 h.p. Ferro, $35; 9 h.p. Fox, $75;
10 h.p., Truscott, ^>^b\ 10 h.p., Gray 6x6. $115; Two cyl. 2 cycle:
0 h.p., Eagle, $75; 8 h.p., Pelton and gear, $105; 8 h.p., Roberts and
gear, $135; 12 h.p., Gray and gear, $175; 3 cyl. 2 cycle: 8 h.p.. La
Crosse, $65; 15 h.p., Van Epps, $135; 18 h.p., Ferro, $165; 18 h.p..
Fairbanks Morse, $185; 35 h.p.. Vim, $175; 24 h.p., .4 cyl: Fairbanks
Morae and gear, $315: Four cycle: 6 h.p., one cyl. Imperial new,
$155; 6 h.p., 3 cyl:. Dunn new, $85; 6 h.p., 4 cyl: Lamb and gear.
$155; 12 h.p., 4 cyl: Buffalo and gear, $185; 24 h.p., 4 cyl: Doman
and gear 5x6, $395; and many others, also large line of auto, tractor,
stationary engines, supplies, low prices. We trade engines and buy
them. What have you? The Badger Motor Company, Milwaukee, Wis.

STRONG & BEEKMAN

Yacht and Ship Brokers

29 Broadway New York

Yachts— all types. Sale or Charter; Commercial Vessels. Steamers.
Sail and Auxiliaries; Plans. Specifications. New Construction

Telephone Whitehall 537

Cable Address "Strobick-NewYork"

FOR. SALE — Auxiliary Yawl, Anita, built by Wilton Crosby at Osterville.

40x13 ft. 3 in. X 3 ft. 4 in. Equipped with 2 cylinder 4 cycle AVi

x5. Boat in excellent condition fully found for cruising. Now in

commission. Ideal boat for Southern waters. Full headroom throughout.

Toilet and Galley. 3 double berths in cabin 1 berth forward. The
roomiest one man boat available. Completely overhauled this year;
New rigging, awnings etc. Inspectable N. Y. City. G. W. Ely, 30
Church Street, N. Y. City. Phone Cortlandt 1903.

FOR SALE — 1 Pair Bausch & Lomb 6 x 30 Power Prism Bin-
oculars, with Leather Case. Same as new. Percy M. Child. 1110
14th Street, N. W. Washington, D. C.

FOE 8.\LE — Light gi^nuifii* Crosby uspd cat bout* nlwiiyii on haatt —

23 ti. X 11 ft. BaPiel Croabj square Hlern, auxiliary cabin cat^

thoroughly rfhuilt, new kefll^ and m line cunditLtio; new Kpar. 1la«

saiU 15-18 b. p. 3 cylinder Uridgeport motor, speed 9 idUm. ¥yX\
equipmi*nt. Price $9iH>. tnapectiotiable her**. K. V, ROSEMOSD,
Widow's Cove, Greenport, L, L

YACHTS FOR SALE

LINTON RIGG YACHT AGENCY

13S S. 4th St.

PKONE. LOVfBAKD 2566

PHILADELPHIA. PA,

Cibk Addreifl. RlQGING

FOR SALE — 2BVi'i\* Cmlatr 11 h. p. Ferro and Clntch, Toilet, bertht
Ice Box* Wardrobe, etc., f9T5. Dhuy. S^^ Herkimer St. BrookljiL.

FOK SAl^K — The Auslliary Centprhojird Sloop Alondra. 34 ft. x. 10
fl. (? in. X 'A ft. draught with hnurd up, A stunneb, rooiii7
hilt fast !«q.i1inK yairlit with A BnclRfiport engine of ample iiowor under
cuekpit floor. Hpara, standing and running rififjcing: eAueptioiiAUj ^oo4.
^^luinttuil in Rood ^happ. new jib, Complpte invenUiry inrludlnc two
aorhcirs^ one with new L I /^ In, rablt*: 10 fathoms moflring i:haiii and
float. Cabin i^li'ppa four: enfloaed toilfit, kbH^X and large «torA|re iipmi'e
forward. fi4£M3/ iucludin? dinpthy. May be aeen near Xew York.
C. H. Griffi-tb, Ti2*2 Fifth .-Vvenue, Xpw York,

The Complete Files and Record*

STANLEY M. SEAMAN

YACHT BROKER
1900-1917

G. W, FORD YACHT AGENCY

30 East 42nd Street New Yofk Ci^

Corrcipoadaicc witk hii former clicnti k lolkLted.

En repondant auz annonces vci^lei mcntioner THE RUDDER C^ r^r^r-Ad^

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is^^'

f? .v^'^ .r.

l^^ S ^0^^ ^s^^

THE^PUDDEP

Vol. XXXVI

NOVEMBER, 1920

No. 11

Leopard V, a Canadian Runabout, Making 37 Miles

PUBLISHED AT 9 MURRAY STREET, NEW YORK CITY

Price 25 Cents

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PIECE WORK

TO THE REAL WpRKER it means a Fat Pay Envelope Every
Saturday at the Submarine Boat Corporation. Especially for good

RIVETING GANGS

RIVETERS

HOLDERS-ON

BOLTERS-UP

HEATERS

PASSERS

The fairest basis of reward for labor is piece work. Production on an hourly basis
treats the conscientious worker and the slacker alike. But piece work renders a just
discrimination.

The day rate set by the Wage Adjustment Board states that riveters should receive
80 cents per hour, holders-on 60 cents, bolters-up 58 cents, etc. Our piece workers in
these departments average from 15 to 20% higher. The piece work pay is what you
make it.

INSURE YOUR EARNING ABILITY BY LEARNING A TRADE

The Training Department of Submarine Boat Corporation at Newark Bay Ship-
yard offers a splendid opportunity to a large number of semi-skilled or unskilled men
who are ambitious and anxious to learn a ship trade. The applicants desired should
be between 18 and 40 years of age and weighing 140 to 175 pounds.

GOOD PAY WHILE LEARNING $.46 to $.56 per Hour

OPENINGS FOR APPRENTICE

BOLTERS-UP REAMERS SHIPFITTERS

HOLDERS-ON PAINTERS CHIPPERS AND CAULKERS

ELECTRIC WELDERS PIPEFITTERS

RIVET HEATERS AND OTHER TRADES

Men who enter our Training Department are trained on real jobs under our Berth
System, and when they prove competent are placed on production berth work, with
every opportunity to earn big wages. In this Shipyard the standard of the workers
must be on a par with the standard of the ships we build, for the quality of our product
depends upon the quality of the producer. Write for booklet descriptive of the Train-
ing Department.

TRAIN SCHEDULE TO SHIPYARD

NEW YORK, N. Y.— Liberty Street,

Jersey Central Railroad:

Leave 6:30 a. m. and 7:53 a. m.
ELIZABETH, N. J.— EUzabeth Station,
Jersey Central Railroad:
Leave 6:47 a. m.
ELIZABETHPORT, N. J.—

Jersey Central Railroad:
Leave 6:55 a. m.
BAYONNE, N. J.^Ferry, foot 25th Street:

Leave 7:00 a. m. and 8:00 a. m.

JERSEY CITY, N. J.— Jackson Avenue,
Jersey Central Railroad:

Leave 6:51 a. nu and 8:10 a. m.

NEWARK, N. J.— Broad Street,

Jersey Central Railroad:

Leave 6:55 a. m. and 8:10 a. m.

Also Bus and Trolley Service from
the heart of Newark direct to plant.

Ck>me to Employment Office:

SUBMARINE BOAT CORPORATION

Newark Bay Shipyard Port Newark, N. J.

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Published on the
24th of the Month

RUDDEP

Commercial Boats

Yachts

and

and

Equipment

Yachting

Edited by
Arthur F. Aldridge

Engines

and

Accessories

Copyrisht 1920, by The Ruddbe Publishing Co., New York. NOTICE— Tht enttrnti •fthh mrngmxint, imcluding mil mrtUUt, illustrmthmt, flmmt mmd ietignt, mrt cwtred by
emffrighu mmd thtir rtfroducthn it mhnluttly ftrhiddtm without tht fnttmt mmd ftrmlstlmm 0/ THE RUDDER PUBLISHING COMPAKT.

Volume XXXVI

November, 1920

No. 11

The Racing Season Ends at Buffalo

WHAT was in many ways the best power boat
racing year we have had was brought to a close
on October ist, 2nd ^nd 3rd, with races on the Niagara
River under the auspices of the Buffalo Launch Club.
The weather man was far from kindly disposed for, at
no time was the water in ideal condition for the racing
of the fastest type of boats. The races were to start on
Friday afternoon, but almost constant rain in the morn-
ing and half a gale caused the officials to call off the
contest for the day. The one event that was not post-
poned was the dinner to the visiting yachtsmen at the
Buffalo Launch Club house. This meal was a large
event. Outside wind howled and the rain fell ; but in-
side, warmed by Buffalonian hospitality all was serene.

Saturday afternoon there was still a brisk breeze that,
blowing against the current of the river rushing on its
way to the Falls, picked up considerable sea, causing the
racers to throw^ spray most artistically. Arrangements

had been made for two classes of displacement runabouts.
The slower class, consisting of boats making from 35
to 40 miles an hour was started on time. Four of the
crack boats of the country came to the line. They were
started race horse fashion, all scoring up to the line and
being sent away at the drop of a flag. Just before the
preliminary gun, Over The Top, owned by Humphrey
Birge of Buffalo, sheered a pin in the steering gear. A
twenty minute postponement was allowed in order to
make repairs. At the end of that time her driver signi-
fied his readiness to start, but w^hile scoring trouble again
was found and Over The Top had to retire. Leopard,
Brush-By and Belle Isle Bear Cat got over to a pretty
start and darted up the river flinging sheets of spray 30
feet in the air.

The course w^as five miles to a lap and the boats in
this class were to cover a total of twenty miles. Brush-
By, winner at the Thousand Islands, jumped into the

Photo by M. Rosen f eld
Brush By Bepeated Her Thoafland Islands Victory by Winning Every Heat of the 40 Bfile Clasa; Powered With a 6-Oylinder HaU-Scott.

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November

Mo8tr8. Smith and ElUott Did Mach to Make the Regatta a Success

lead and running with great regularity maintained her
position. Leopard was second and little Bear Cat, only
26 feet long brought up the rear. In many ways Bear
Cat is a remarkable boat. Built by the Belle Isle Co.
as a stock model, she is equipped with a 4-cy Under Hall
Scott marine engine and handles like an eight-miler.
Hairpin turns are made at full speed. As her, owner,
E. M. Gregory, says, she will turn around on a ten-cent
piece and give you seven cents change. Brush- By and
Leopard with 6-cylinder Hall Scotts naturally were
speedier. On the last lap Leopard made a supreme effort
and closed up the gap between her and the flying Brush-
By until, at the finish they were only 11 seconds apart.
Brush-By's time for the 20 miles was 34 minutes, 44
seconds ; or equal to a speed of 34.6 miles an hour. Con-
sidering the rough course this time was good.

The next race was for boats having speeds of from
45 to 50 miles an hour. Four Liberty-engined speedsters
were entered. Sure Cure and Miss Nassau, old rivals
were expected to provide the closest race, although Hel-
dena, the Canadian racer by her wins during the Toronto
Regatta had showed her qualities. Sure Cure, Miss Nassau,
Heldena and Qarie II made a pretty start. Traveling
at better than 43 miles the boats seemed hidden behind
great masses of water ripped from the river and flung
in glistening sheets above and behind them. Miss Nassau
and Sure Cure were making a neck and neck fight of it
with Heldena close behind. At the judges float, anchored
at the upper turn we stood by our stop watches, for it
seemed as if the three boats would almost round together.
Paul Strassburg threw Sure Cure on one bilge and
rounded nicely, but Miss Nassau driven by Owen Smith,
got caught in Sure Cure's wake and took a sheer. In-
stead of rounding the float the speeding craft made a
much shorter turn and headed at full speed for the end

of the barge. Smith gave the wheel a desperate wrench
and Miss Nassau slid by the full length of the float with
scarcely 4 inches between her and destruction. Clear
of the barge another twist sent her back again on the
course and this time she got around safely. In the mean-
time Heldena had rounded, and Miss Nassau went oflF
on a stern chase. From then on she gave a remarkable
exhibition of the antics which a speed boat will accom-
plish when steering gear is not exactly suited to the boat.
Miles away the spectators could see Miss Nassau run-
ning in the wildest possible manner. At one time she
left the course and went nearly the entire distance across
the river on a wild swerve. The cry went up that her
crew had been thrown out, but before striking the bank
in about the same spot where Dixie went ashore many
years ago with fatal results. Smith got control again
and shot her back for the lower mark. In spite of her
erratic steering, due to the gear and not to her intrepid
driver, she finished the second round only 6 seconds be-

Olarle H, a Canadian 36-Footer, Powered with a Liberty and Owned
by Alfred Bogeri of Toronto

hind Sure Cure. On the judges float, we said our prayers
every time Miss Nassau approached but Smith managed
to keep her away from actual contact.

Miss Nassau was leading Sure Cure by one second at
the end of the third with Heldena nearly half a minute
behind. Clarie was running prettily but did not have
the speed. In the fourth round Sure Cure had dropped
to third place, 25 seconds behind Heldena. This rota-
tion was followed for the fifth round except that Sure
Cure had caught up all but 3 seconds on the Canadian.
The finish was in the following order; Miss Nassau,
Sure Cure, Heldena, Clarie. The hydroplane events which
had been scheduled for 5 o'clock were called off on ac-
count of the sea. Later on, Mystiyc, the brand new
hydro built for a syndicate of the Thousand Islands Y.
C. by Petersen of BuflFalo; came out and made a few
exhibition runs. Fitted with a Liberty engine she planed
beautifully. Her hull is built of natural color mahogany
and has a pretty flaring bow and tumble-homo stem.

NaMan by Winning the Unlimited Class for Bnnabonts Olinehed
her Title of Fastest Bnnabont Afloat.

Orer the Top, a Hall-8eott Powered Biinaboat, Owned by Hmnphrey
Birge of the Bnifalo Laaneh Olnb.

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CELEBRITIES and SCENES

Photo by M. Roscnfeld

1. "Johnny** Stroh Owner of Snap Shot, Commodore Crlqnl of the
Sterling Engine Co., Commodore Hammond of the Thoniand Islands
T. O. and J. B. Snlllyan who Owni Bmsh-By on their Way to 8.
the Buffalo Bacea. 9.

t. A Party of Offldala -of the Detroit BegatU on a Great Lakes

Omlser. 10.

5. Fred Miller; Orlff Clark and Alfred Bogers Beady for Business.

4. Owners and Crews of the Buffalo Begatta Contestants. 11.

6. Vaaghaa and Dougherty Lock Arms while W. B. Morehead Looks on. 12.

6. Oar Wood and Balph Sldway Posing on the Temporary Cabin of 13.
Oar Jr. n. 14.

7. ICntehler of Sterling, Bill Olbb of Friable, Harry Sampson of the

A. P. B. A. and WUbnr Young of Columbian Propellers In Charae-

terlstlc Pose.

C. B. Johnson Watching His Miss Nassau.

Chris Smith, with the White Socks, and Oar Wood Under the

Watchful Eye of Ma Smith who Sits Behind.

Henry Ford, on the Ball, Watching His Son Edsel, Drive

Comanche. Art Uts Standing by.

Edsel Ford at the Wheel of Comanche, a Hall-Scott FUer.

Messrs Morehead, Olbb and Vaughan at Best.

The Club House and Landing of the Buffalo Launch Club.

Lee Barrett and W. B. Metsger who Worked Hard te^Jfi^e the j

Detroit Begatta a Success.

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RUDDER

N o vember

Bellt lilt Btar Cat, a Wonderful 26-Ft. Btmaboiint, from Detroit
A HaU-Scott Makei her Oo

On Thursday, Arab V, built by Petersen to replace the
hull of Arab IV which sank at the St. Lawrence regatta ;
ripped out an intermediate strut while on a trial and
joined her sister.

The plans for Sunday included the running off of
the two displacement boat heats that were postponed from
Friday as well as the final heats in those classes. Two
hydroplane heats were also proposed. At 9 o'clock, in
spite of a drizzling rain the judges were on hand. It was
not until 11:15 that the four 35-40 mile boats were on
hand and ready to be sent away. The first round was
Leopard's, but after that Brush-By was well in the lead
for the entire race. As there was less sea than on the
previous day the winners time was a little faster. Brush-
By averaged 35 miles for the four rounds. At noon the
45-50 mile boats were started, and again Miss Nassau
took the lead and held it all the way. Her speed for
the 30 miles was at the rate of 46.7 miles per hour. Sure
Cure was second ; Heldena third and Clarie fourth. When
the time came for the first heat of the hydroplane con-
test it was decided that it was again too rough to run.

At 3:20 the final heat for the lower speed runabouts
was held. Brush-By made it three straight by coming
home 5 seconds ahead of Over The Top. Bear Cat was
third, and Leopard fourth. The latter boat had started
7 minutes and 28 seconds late. The total points for the
series were as follows: Brush-By, 15; Leopard, 10; Bear
Cat, 8; Over The Top, 7.

The final heat for the 50 mile boats resulted in a
record being made by Miss Nassau for speed in compe-
tition. The course was shortened to 20 miles in order
that time would be found to run the hydroplanes later
in the day. Between Strassburg of Sure Cure, and

Paul Strasibnrg'i Mechanician Has a Periloni Job Heeling
Sore Onre for the Tumi

Johnson of Miss Nassau there is a great deal of friendly
rivalry. On the judges stand some one raised a white
flag and without waiting for the gun or any other boats.
Sure Cure and Miss Nassau went up the course at full
speed. When they were stopped at the end of the first
round there was much long distance conversation be-
tween all parties concerned. The four regular starters
were officially sent off at 4:30. Miss Nassau took and
held the lead for the total number of laps. Strassburg
pushed her so close however that Miss Nassau ran at
a speed of 48.9 miles an hour. The points for this class
were; Miss Nassau, 15; Sure Cure, 12; Heldena II, 9;
Clarie II, 6. As soon as the race was finished Strassburg
shot his boat up the river to get the hydroplane Miss
New Orleans which he had volunteered to drive in the
next race.

Just before the start of the hydro race news was re-
ceived that Mystiyc had met with the same injury as
Arab and had been beached in a sinking condition. Miss
Toronto, one of the most consistent race boats ever seen
in this country; Miss New Orleans, the Southern Y. C.
entry and Miss Peerless, a new boat with a new type
engine were the starters. The smoke had hardly cleared
away before Miss Toronto took the lead. At the end of the
first Miss New Orleans was 6 seconds behind. Fearless
had clutch trouble and was never a cont'^nder. The Dixie
boat fell back further and further; was lapped on her
third round, and quit and accepted a tow on the fifth.
Miss Toronto finished in 34 minutes and 38 seconds.
Peerless was 9 minutes behind. Paul Strassburg was so
tired after the race; — ^he had driven three races in one
day ; that he could hardly step from the boat. The sum-
maries follow: — ,

(Continued on Page 36)

The Start of the 50-Mlleri. Mlsi Nasiau, the Winner, in the Foreground.

Sure Cure, the Bnnner-Up,

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Haida a Handsome Yacht

HAIDA built for Mr. Max C. Fleischmann is one
of the most attractive of the. yachts that have
been commissioned this year. Mr. Fleischmann con-
tracted for the yacht before this country entered the
World War and, when the trouble came, work was neces-
sarily stopped and it was not resumed until after the
armistice was signed. She is a thoroughly seagoing
cruiser well suited for the average summer weather in
this part and, at the same time, staunch and able enough
to make extended cruises under all conditions. Henry
J. Gielow prepared the designs and superintended the
construction of the yacht which was built by Kyle &
Purdy, Inc., at City Island, N. Y.

Haida is a steel vessel with in and out plating, as
this style of construction gives the greatest strength
with the least weight, although no attempt was made to
economize weight; for, in preparing the design of this
craft, the object in view was to produce a thoroughly
substantial vessel capable of going to sea at any time.
The principle dimensions are length over all 144 feet 7
inches; length on the load-water-Hn^ 133 feet 7 inches;
breadth, moulded 20 feet and draught when fully loaded
7 feet 6 inches. She is equipped with two 6-cylinder 11
by 14, Winton Diesel engines. These engines turn man-
ganese bronze propellers specially designed by Mr. Gie-
low and drive the yacht 15 nautical miles an hour.

The oil tanks are built-in and form an integral part
of the hull construction. They have a capacity sufficient
to give the yacht a cruising radius of 2,200 nautical miles
at the maximum speed and 3,500 nautical miles at a
cruising speed of 10 knots. The fresh water tanks are
ample and carry a supply which will last as long as the
fuel supply. Among other mechanical equipment in the
yacht is an electric lighting plant with storage battery
of 150 ampere hours, search-light, electric pumps and
compressors, refrigerating and ice making plant and a
Thermo fan system for heating, cooling and ventilating
the yacht.

The lines of the vessel, while showing power, are
very easy, extending in fair curves from stem to stern.

The deck is flush, and runs the full length of the vessel
in an unbroken sweep. The bulwarks are of steel, finished
with a teak rail. There are two deck houses, constructed
of teak throughout, one 32 feet and the other 26 feet in
length.

The forward house is fitted as a dining room, with
a handsome buflFet and sideboard. Aft of this, on the
port side, and connecting with the dining room is a but-
ler's pantry with ice-box, refrigerator, locker, shelves,
dresser and sink, and a dumbwaiter connecting the gal-
ley below. The captain's stateroom is in the after end
of forward deck house, fitted complete with a berth, desk,
bureau, chart table, etc. Abreast of the pantry and im-
mediately aft of the dining room is a vestibule with locker
for oilskins, coats and caps, and aft of this are two
large lockers for deck stores.

The after end of the after deck house is a social hall,
with a piano, music cabinet, tables, handsome divans, and
with a stairway leading to the saloon below. In the for-
ward end of the after deck house is the owner's state-
room, which has a floor space of 95 square feet, fitted
with a berth, divan, desk, chiflFonier, etc., and a lavatory
on port side forward.

Tht yacht has a clear promenade deck aft, over 35
feet in length. Below in the forecastle and officers' quar-
ters are accommodations for fourteen men and state-
rooms for seven officers. The galley has a floor space of
180 square feet. It is well ventilated, and is fitted com-
plete with a large ice-box and refrigerator, dressers, sink
and dish racks.

The accommodations for the owner and his guests
occupy the full width of the yacht for a fore and aft
distance of 46 feet. There is a double stateroom for-
ward with a private bath, lavatory and dressing room;
then two large single staterooms, and a large double state-
room at the stern, all furnished with wardrobes, bureaus
with bevel plate mirrors, berths, divans and lavatories.
In addition to this there are two bathrooms, as well as
large closets for storing trunks, linen, napery, etc. The
furnishings, upholstery and carpets are of the best, and

Haida, N«w Power Tacht, Built by Kyla ft Pnrdy for Max C. Flalaelimanii from Dtsigna by Henry J. Oielow, Powered with Two Winton

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DUDDEP

November

Tht Dining Saloon of Haida in the Forward Deck House la most
AttractiTe

The Social Hall in the After Deck House is Large and
Artistically Furnished

the color scheme has been worked out in simple, rich due heat from the engine room. The yacht is supplied

and harmonious effects. with four small boats, the owner's launch being 23 feet

The machinery is enclosed in steel water-tight bulk- in length, two service launches each 18 feet in length.

A Spacious Deck Protected from the Sun and Bain by Awnings

The Owners Stateroom Suggests a Boom Ashore Bather Than Afloat

heads. A double bulkhead with air space between is at and one 21-foot metallic life boat. In fact, the equip-
the after end, to prevent sounds reaching the owner's ment throughout is most complete with provisions made
quarters, and also acting as a protection against any un- for every emergency.

Two Winton Diesel Engines Drive Haida 15 Nantieal Miles an Hour

The Bathrooms are Up-Tp-Date in all Detaila

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The Power Houseboat oi Today

IN the past few years the use of power houseboats has
become more and more popular until the older, box-
like craft have become outbuilt and the modern craft
has all the accommodations of a home combined with
the speed and beauty of the yacht. To design, a power
houseboat on an overall length of less than 45 feet can
only result in a boat very high above water and having
a great amount of windage combined with a small
amount of lateral plane. Of course it is not necessary
to have shoal draught on a houseboat, but the accom-
modations require a large amount of floor space. If
this large floor is to be sunk below the level of the water
to any great extent it will require much ballast, detract-
ing from the speed and causing the boat to roll with a
short, snappy motion very disagreeable to all hands. For
these reasons, as well as to allow the boat to be navigated
in the shoal waters of the south, houseboats are usually
limited to a draught of three feet.

It is a remarkable fact that though a 45- footer can-
not be designed with much less than 3 feet draught, a
hull three or four times as large can still be arranged
to draw the same amount. On the larger sizes it is ne-
cessary to recess the propellers in a tunnel worked into
the bottom of the hull because the wheels are so large
in diameter that they are actually deeper than the hull.

The" trouble experienced with a high superstructure
and a small amount of hull below water, results in the
boat blowing sideways out of her course. This makes
steering difficult and prevents the accomplishing of a
seamanlike landing at a dock. One method of doing
away with this drifting to leeward is to install one or
two centerboards. Several of the older boats were so
equipped, but the trunks interfere with the accommoda-
tions and provide opportunity of leakage. To assist in

steering many of the builders of the modern boats install
twin screws. By manipulating the throttles the rudder
can be assisted. Twin screws also cut down the draught,
or the amount of tunnel, by decreasing the diameter of
the wheels.

On some of the larger power houseboats the engine
installation has been powerful enough to provide a speed
of fourteen miles an hour. The surprising thing about
this speed is that it is made with much less power than
one would estimate to drive the roomy vessel. As boats
of this class are more yachts than houseboats in the
ordinary meaning of the term; let us return to the sub-
ject and start with the smaller and slower boats that are
actually intended as floating homes in which the owner
and possibly one man or boy do all the work from navi-
gating to cleaning brass. The nearest thing to a power
houseboat that can be had on a hull of less than 40-foot
length, is the old fashioned glass cabin type of boat.
Placed on a properly designed hull these cabins give the
maximum amount of room, light and ventilation. The
older glass cabin boats were not unseaworthy on account
of their house but because of their hulls. The boats were
built without flare and with fan-tail stern, a combination
far from ideal. A wide hull with good flare and tran-
som stern can carry the old "horse car" cabin with suc-
cess. Where the boats are continually being used in
open water the raised deck is much better. In Florida,
every winter, there are many boats of the modified glass
cabin type, with northern hailing ports, whose owners
report that the trip was made in safety and comfort.

If the boat is sixty or more feet long, and not in-
tended for very rough water it is quite possible to place
a deck-house on the upper deck. The result may not be
rakish, nor is steering helped for the reasons above

Photo by M. Rosenfeld

Pioneer,

a Matliis Bnllt Honseboat, Fitted with Standard Engines. She ie Owned by Van Lear Black
of Baltimore, Md. and Formerly was a Passenger Vessel

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N'o vember

noted, but the increased comfort provided by the house
is worth the cost. A point often missed is the wonder-
ful chance to provide shelter for the steersman in bad
weather by placing the wheel inside the deck-house. If
the owner is of the type that objects to having the pro-
fessional skipper in the same compartment, he can ar-
range a separate pilot house. In any event a spare steer-
ing wheel can be placed in the deck-house for use in
bad weather. The writer remembers a houseboat of
large size that came into a southern port several years
ago after making the run down in November. The con-
trol station was arranged just forward of the deck-house
with no protection. The boat was covered with ice and
the captain had suffered much needless torture. As a
result he gave up the job as soon as port was reached
and the owner was delayed several weeks while he hunt-
ed for another master.

Usually deck-houses are used as dining saloons, or
often as a combination dining and living room. From
this point of vantage every bit of scenery can be ob-
served without the necessity of subjecting oneself to
the possible inclemency of the deck. On boats too small
to be equipped with a deck-house, some or all of the
windows should be arranged so that a person sitting on
an ordinary chair can see out. Nothing is more discour-
2tging than to be kept below during a bad spell of weather

and be unable to see what is going on outside. Any boat
in which you have to kneel on a transom in order to look
out, falls far below the specifications for a perfect house-
boat.

For observation, ventilation and light, large windows
are required, and for comfort it is necessary to provide
these openings with mosquito screens. Nothing but cop-
per wire screening will stand up for salt water service.
Every hull opening, ventilators, companionways and even
the opening in a dummy-stack must be screened. Some
houseboats are arranged with windows similar to those
found ashore; the upper half dropping, or the lower one
raising. This system has some advantages as far as con-
struction is concerned but half the air is cut out. A bet-
ter method is to have the whole window in one piece
which drops into a pocket. In all cases these pockets
should have a lead lined trough at the bottom fitted with
a scupper leading overboard so that any water that finds
its way beneath the window will drain out again.

The size of the boat depends somewhat on the limit-
ing size of the canal locks, so the ideal cruising house-
boat is a vessel having a draught of not over 4 feet at
the maximum and a length of 75 feet. The breadth can
be less than 17 feet, but this figure has been placed as
the minimum breadth that will allow athwartship state-
rooms on each side of a center line passage. It is gener-

;-4r^---^_^ ------ -

A 65-Ft. Power Houtboat Built by the New York Tacht, L»iiiieli and Engine Co. An excellent Example of what May be Done with the

Tacht Houseboat Type.

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November

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II

Osiris, One of the First of the Tacht Honseboats. She Has
OrtUsed Thousands of Miles in American Waters

ally considered that a berth should run fore and aft on
account of the more comfortable conditions when the
boat is rolling. On a houseboat intended for inland
waters, or an occasional run in open sea, this point is
not so prominent for little rolling will be found. A
breadth of over i8 feet makes a difficult vessel to handle
in locks or to steer around the hairpin turns that pre-
vail in the southern rivers. These turns are often a seri-
ous cause of delay, for some hard steering boats have to
be stopped and lines taken ashore, made fast to trees
and the craft warped around. This is particularly so in
the Oclawaha River. This river, a tributary of the St.
Johns, does not lie in the path of the southward bound
cruiser ; but a side trip up it will remain a pleasant mem-
ory for years. Here you will find the real semi-tropical
jungle. Hour after hour will be passed without sight
or sound of any but the wild creatures. A Remarkable
feature of the river is that there is ample water in the
stream for any boat that can reach its entrance. In places
the Oclawaha is barely 30 feet wide and hardly a straight
stretch over a hundred yards long is to be found in the
entire 150 miles. As many branches of the stream spread
out in all directions, some cruisers experience difficulty
in picking out the proper branch to follow until they
realize that the floating water hyacinth only moves in
the main stream. After that the plants act as infallible

Yankee is an Example of what May be Had by ConTerting a Steam
Yacht Hull. Plenty of Comfort for a Large ?arty.

pilots. In places the hyacinths may be packed so as to im-
pede progress. Do not attempt to rush the boat at such a
patch with the idea that you will be able to drive the
foliage aside and go through. A better plan is to take
the dinghy and with oar and boathook remove some of
the flowers.

The drinking water problem is often marked with
unpleasant results, for the water in the lower part of
Georgia and the northern and central part of the East
Coast is usually so full of sulphur that northerners can-
not drink it. Icing or boiling is the answer. At the same
time it is well to carry as large a water tank as possible.
Excellent water can be obtained at Jekyl Island, Georgia,
and at Stuart, Florida.

Owing to the large amount of room found in a house-
boat of even medium size, many designers cut the cabin
up into a number of diminutive rooms hardly large
enough to be called wardrobes. As comfort is the watch-
word, it must be remembered that small rooms may look
well on a plan, or even on the boat when she is in pro-
cess of construction ; but on a hot summer's night a larg-
er room will be appreciated. If necessary large state-
rooms with dividing curtains a la Pullman will provide
accommodations for a large party without the stuffiness
of several separate compartments. The Navigation Laws
of the United States state that every man in the crew of
an ocean going ship shall have at least 15 square feet

Nadesah, a 1920 Product of the Mathis Tacht Building Co., 80 Ft. Long and 17 Ft. Wide.

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November

of floor space. This includes the space occupied by berths
or furniture. If this is the minimum space allotted to
professional seamen it can be said that a space at least
25 square feet in extent should be allowed in every state-
room for each occupant. A minimum figure for a dou-
ble stateroom having one lower and one upper berth
would therefor be approximately 7 by 7 feet. Each room
must be fitted with a large wardrobe, preferably divided
so that each occupant can have his own section. As
dress and rough clothes must be hung up in the same
locker it is important that enough space be given to pre-
vent mussing of fabrics. Wherever possible each room
should have a connecting bath. By placing a bath be-
tween two staterooms and having two entrances, an eco-
nomic arrangement can be made. If connecting baths are
not possible, each room should be fitted with a wash basin
and toilet rack.

As laundries are few and far between, and delays
are apt to occur while linen is being washed ashore, many
of the larger boats are equipped with a laundry, includ-
ing the most up-to-date machinery. Smaller boats must
forego this boon; the soiled linen being sent ashore at
one port and expressed forward by the laundry when
finished. As can be imagined this system is far from
ideal. To obviate much delay it is wise to provide about
twice as much linen as well as personal clothing as one

would think necessary. A large and well ventilated linen
locker, as well as a soiled clothes locker should be pro-
vided. Another great aid to comfort is a small compart-
ment arranged as a drying room. On any type of boat
there is more or less liability of blankets and bedding, as
well as clothes, becoming wet. No one who takes pride
in a boat will permit clothes being draped over the rail-
ing for drying. A room fitted with lines and aired with
an electrically driven fan drawing the air from a warm
place such as galley or engine room will be of great
value. A small yacht can not spare room for this drying
compartment, but hooks can be arranged in the engine
room so that a few things at a time can be dried. Lo-
cate the lines so as to be out of the engineers way and
clear of flying oil.

Since time immemorial the forward part of a ship
has been given over to the crew. The habit started with
the sailing ships, where the officers, in order to be near
the wheel, had their quarters as far aft as possible. The
midship portion of the vessel was given over to cargo
so the crew were shoved up into the bow. Recently
there has been a movement away from this practice. On
any power driven vessel there is a certain Amount of
rumble and vibration from the shaft and wheel, which
is felt aft, but not forward. Owners quarters are there-

(Oontlnntd on Page 37)

A SS-Ft Power Houtboit of the New York Tacht, Launcli and Engine do. Powered with a A-Oylinder Twentieth Oentarr BagiBe

Her Deck Home is an Excellent Lonnging Place.

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Alerte Champion in Victory Class

THE Victory class of yachts have had a most success-
ful season. Twenty of these yachts were built last
winter from William Gardner's designs by Nevins, at City
Island and they have been raced at every possible oppor-
timity and in addition to the regular open regattas they
have sailed in club events. Rear-Commodore J. S. Mor-
gan Jr. is the chairman of the Victory Class committee
and he has issued the records of all the yachts together
with their standing in the different series races.

Alerte owned by R. W. Martin is the champion. That
yacht won the first and second series and the season's
champion^ip. It also won the series for the H. E.
Boucher Cup and finished second in the Larchmont Race
Week series and fifth in the Seawanhaka Corinthian Y.
C. special series sailed in September. Alerte was sailed
by Cornelius Shields who a few years ago won the cham-
pionship in the Larchmont Inter-Club class with his
yacht, Barbara.

The yachts and their owners named in the order in
which they are numbered are Ace, Adrian Iselin Jr.;
Alerte, Robert W. Martin; Blue Devil, Howard Whit-
ney; Buddy, Carroll B. Alker; Spad, Harold I. Pratt;
Soixante-Quinze, Swan & Stewart; Blue Jacket, James
B. Ford; Nieuport, R. A. Brown; A. E. F., E. G. Potter;
Otranto, R. B. Meyer; Arethusa, C. D. Norton; Navi-
ator, F. Trubee Davison ; Bois de Belleau, F. R. Mayer ;
Mongolia, H. M. Curtis; Cantigney, Dr. C. L. Atkin-
son; Black Jack, H. S. Morgan ; Mary Rose, J. S. Mor-
gan, Jr.; Gopher, F. W. Hine; Carry On, Wm. H.
Appleton; Briquette, John T. Pratt.

Ace, No. I on the list was originally built by Sher-
man Hoyt but Mr. Hoyt was one of the afterguard on
board Vafiitie and so sold Ace to Mr. Howard L.
Curry for his son Gordon Curry. Later in the season

this yacht was purchased by Adrian IseUn Jr. Three of
the fleet were raced during the larger part of the season
on the Lower Bay. These were Nieuport, Bois de
Belleau and Cantigney. Cantigney and Bois de Belleau
raced in the Larchmont Week series and Bois de Belleau
started in five races of the second series winning one.

Photo by Levick
Alerte, Winner of the cniamplonibip in tbe Victory OIms

In the first series seven races were sailed. Carry On
which started in every race except one, won three firsts ;
one second and was seventh twice. Alerte started in
four races in the first series, won twice, was second

(Continued on Page 39)

Victory Sloops Sailing in a Freah Breese on the Sound oiT Olen Goto

Photo by Levick

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All Records Broken in Speed Boat Classes

EVENTS have been moving so quickly in the racing head and murmured, "Thats what they all say". The

end of the sport during the last few months that mile trials at Detroit however proved that at least 79

few of us have had the time to sit down and analyze the miles could be made, for on one run of the six required

results. We have all known that new records have been under Admiralty rules the wonder boat made that speed,

made, but a careful survey of the times show that every Carl Fisher also raised a cloud of pessimism when he

record for fast boats of all types has been broken, put up the trophy for runabouts fitted with stock marine

The defeat of Old Father Time started in Miami last engines and specified that no boat capable of making

March when Gar Jr. and Hoosier set up new marks in less than 35 miles would be eligible. Rainbow, built for

their classes. The remaining records were all made at that race, made 39 miles. Runabouts fitted with rebuilt

the Gold Cup Regatta in Detroit. Owing to the deed airplane engines have made 50 miles on short spurts,
of gift of the Fisher Trophy, boats fitted with stock Just what records will fall before the end of next

marine engines have been separated from those fitted year it is difficult to say but the chances are-that every

with engines of the rebuilt aeronautic type. The same mark made this year will be discounted by a 192 1 boat,

thing holds good with the cruisers, for it is manifestly The following tables show the results of every important

unfair to compare a boat of the type of Gar Jr., who race of the past season, as well as the worlds record

had a limited amount of convertible cruising space; holders.

with a real seagoing cruiser with all the earmarks of SPEED RECORDS FOR SEASON OF 1920.

a sea boat. For service on bodies of water where no Miic BestMiiem

very large seas are ever found, a boat of the type of Miss America. Hydroplane 76:^^8 Coajp^tion

Gar Jr. has a held; but even the most enthusiastic sup- Rainbow. Runabouts Marine Engines 39483 37.1

porter of that type can not say that she compares with Mystery V. Runabouts Marine Engines,

Hoosier for either comfort or seaworthiness. . ,. (Pacific Coast) — 52.18 ... .

When Gar Wood stated that Miss America had made ^^^jr^Sers^Zf ffin^s':':..^^":::: & g?
a speed of 80 miles an hour; the sceptics shook their Hoosier V. Cruisers Marine Engines 34.32 31.48

THE RUDDER RACING RECORD FOR 1920
Miami, Florida, Express Cruisers, 18-25 Mile Speed — Course 6 Miles

^*oat Owner Designer Builder Engine Best Heat Average Speed
Marpessa D.G.Joyce .Taylor Mathis Van Bier ck 20:59 17.13

Miami, Fla. Express Cruisers Over 25 Miles an Hour — Course 20 Miles .
Shadow V Carl Fisher Purdy Purdy Speedway 54 :oo 22.22

Miami Fla., Displacement Runabouts — Course, 20 Miles
We-We Webb Jay Hacker Hacker Hall Scott 35 105 34.

Miami, Fla., Two Mile Trials

Gar Jr Gar Wood Smith Smith Liberty 3 :29 34.45

Miss Nassau C. B. Johnson Smith Smith Liberty 2 147 43.1

We-We Webb Jay .'.Hacker Hacker Hall Scott 3 :2o 36.

Miami, Fla., Mile Time Trials. Admiralty Conditions

Miss Nassau C. B. Johnson Smith Smith Liberty 1:21 44.3

Hoosier V H. R. Duckwall Lawley Lawley Sterling i .-45 3432

Gar Jr Gar Wood Smith Smith Liberty 1 138 36.6

Columbia Y. C. Cruiser Class — Course 10 Miles
Thetis A. G. Hauver Mower Phinney Sterling 59:27 10.

Columbia Y. C. Runabout Class— Course 10 Miles
Amorita W. T. Randolph Lord Mason 31 :20 19.14

M. V. P. B. A. Burlington, L\. — 90 Cu. In. Class. 4 Miles
At A Boy A. Lowen Jago and Lowen Lyons LTniversal 15:31 15.65

^L V. P. B. A. 151 Cu. In. Class. Hydroplanes. 6 Miles
Margaret III Sclby Smith Simmons Pierce-Budd 11 :52 31.3

M. V. P. B. A. 224 Cu. In. Class
Margaret HI Selby Smith Simmons Piercc-Budd 11 :52 30.25

M. V. P. B. A. 320 Cu. In. Class— Course 6 Miles
Cadillac II Travis and Ingraham. Bailey Bailey .* Cadillac 11 :56 31.6

M. V. P. B. A. 478 Cu. In. Class — Coursq 12 Miles
Cadillac II Travis and Ingraham. Bailey Bailey Cadillac 25 107 28.68

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November RUDDER 11

M. V. P. B. A. 695 Cu. In. Class— Course 8 Miles
Boat Owner Designer Builder Engine Best Heat Average Speed
Cadillac II Travis and Ingraham . Bailey Bailey Cadillac 15 =52 30.25

M. V. P. B. A. 1300 Cu. In. Class — Course 6 Miles
Cadillac II Travis and Ingraham . Bailey Bailey Cadillac 11 :i2 32.

M. V. P. B. A. Webb Trophy— Course 20 Miles
Miss Toronto II Syndicate Smith Ericson Liberty 21:42 55.38

M. V. P. B. A. Admirals Trophy— Course 4 Miles
Cadillac II Travis and Ingraham. Bailey Bailey Cadillac 7 '3^ 3l8s

Block Island Race— Course 115 Miles — Class A
Gardenia H. Anderson Swasey M. and Tregurtha. . . Standard 9:46 :5i

Block Island Race — Course 115 Miles — Class B
Victory II H. Jackson Luders Luders Sterling 11 129 :07

Tamaqua Y. C. Childs Cup— Course 15.5 Miles
Champ W. Bond .Sterling 1:51:31

British International Trophy, Cowes Eng. Course 38.1 Miles
Miss America Wood Smith Smith Liberty 37 :o9 61.5

A. P. B. A. Cruiser Championship — Course 50 Miles
Victory II H.Jackson .Luders Luders Sterling 4:26:58

Scripps Trophy — Cleveland Y. C— Course 112 Miles
Pirate R. A. Hackett Smith Smith Peerless 12 :4i :53

Thousand Islands Y. C. Hydroplane Class— Course 29^ Miles
Miss Toronto II Syndicate Smith Ericson Liberty 31 :i6 58.06

Thousand Islands Y. C. Runabout Class. Course 195^ Miles
Brush By J. B. Sullivan Crouch '. Reliance Hall Scott 30 :59 38.09

N. Y. A. C. Navigation Race— Course 25 Miles
Kodak R. J. Haslinger Sterling 2 :26 :43

Peoria Y. C. 151 Cu. In. Class— Course 4^ Miles
Margaret III Selby Smith Simmons Pierce-Budd 7:46

Peoria Y. C. 320 Cu. In. Class— Course 6^ Miles
Cadillac II Travis and Ingraham. Bailey Bailey Cadillac 10:10

Peoria Y. C. 705 Cu. In. Class— Course 10^ Miles
Cadillac III Bailey Bailey Bailey Cadillac 18:50

Peoria Y. C. Free for All — Course 6^ Miles
Meteor III Wilde Bailey Bailey Hall Scott 9 :o2

Gold Cup Race — Course 30 Miles
Miss America Gar Wood Smith Smith Liberty 25:44 70.

Fisher Trophy Races — Course 50 Miles
Rainbow H. B. Greening Crouch Ditchburn Sterling 1 120:42 37.1

Gar Wood Prize — Course 42.5 Miles
Gar Jr. II Wood Smith Smith Liberty 59:46 42.6

S ALLAN Trophy — Course 22^4 Miles
Lidwina II S. B. Eagan .Consolidated Consolidated Speedway 1:27:01 18.5

Tamaqua Y. C. Ocean Race— Course 45 Miles — Class A
Champ .W. Bond Sterling 4:36:18

Tamaqua Y. C. Ocean Race — Course 45 Miles — Class B
Falcon P. W. Johns Palmer Palmer Palmer 5 140 :47

Buffalo Launch Club — Displacement Boats 35-40 Mile Speed — Course 20 Miles
Brush By ^. . .J, B. Sullivan Crouch Reliance Hall Scott 34:19 35.

Buffalo Launch Club — Runabouts 45-50 Miles Speed — Course 30 Miles
Miss Nassau C. B. Johnson Smith Smith Liberty 38:53 48.9

Buffalo Launch Club — Hydroplanes — Course 30 Miles
Miss Toronto II Syndicate Smith Smith Liberty 34:38 55.38

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Beach Combings

MY BOAT

She's neither pretty nor graceful.

She leaks a lot when we run;
Till I have to bail with a bucket.

But thats all part of the fun.

Her planking is mostly cypress;

The rest of its putty and glue.
The hull is sagged amidships,

With a sheer like a wooden shoe.

It is rumored that Commodore Ralph Sidway, owner
of the various Arabs, has a force of clerks compiling a
list of his 1920 crop of hydros and plotting on a chart
their present locations and the depth of water over
them. His vertical mileage for the season constitutes

a worlds record.

* * *

At Buffalo, Paul Strassburg and Ceebee Johnson
started with Sure Cure and Miss Nassau without the
formality of notifying the officials or receiving a gun.
When recalled; Paul's language was heard above the
noise of his Liberty engine. Johnson didn't swear, but
he looked at two officials who promptly fainted.

* * *

Commodore Schantz at the Gold Cup Banquet said
that the Detroit River was remarkable for the reason
that one side was wet and the other side dry. The Niagara
River at Buffalo is different. Both sides are wet.

* * *

When Frithiof Ericson, part owner and driver of
Miss Toronto puts on his racing togs consisting of life
jacket, hood, goggles and suit he bears a resemblance
to ex-Pres. Taft. One little girl, viewing Eric from
aft, said, "Mamma, please buy me a balloon like that!"
41 * *

At a select gathering in a hotel room at Buffalo,
Chris. Smith told the following story about the design-
ing of Miss Detroit II. He was in a New York hotel
with exactly seven cents in his pocket. The bank ac-
count at Algonac was nil. Inducing the hotel clerk to
cash a check for $150; he went across the street to a
telegraph office and wired the home bank to honor the
check. That night he dreamed the details of the won-
derful boat. He woke up when the dream reached the
point where he was standing in the Campus at J^etroit
and people were throwing dollar bills at him.

* * *

The officials at Buffalo were boasting about their per-
sonal courage while waiting for the first lap of the 50
mile runabout class to finish. Miss Nassau swerved at
the turn and headed for the judges float. "Rosie", official
photographer, was severely trampled in the rush to get

away from that corner of the barge.

* * *

Speaking of "Rosie/'— When Arab sank at the Thou-
sand Islands "Rosie" and a local photographer were in
a launch a few hundred feet from the scene of the acci-
dent. Their launch started at once for the struggling

I built her myself in the cellar.

The neighbors complained a bit
Because of the noise and the shavings;

But that didn't make me quit.

I wouldn't sell nor exchange her
For the finest mahogany boat.

I love every wheeze of the engine,

She's mine - - she'll run - - she'll float.

crew. The two picture makers industriously snapped
away until near enough to pick up Mr. Sidway. Here
the best pictures were to be made. "Rosie" rose bravely
to the occasion, crying to the other cameraman, "Throw
him a line! Throw him a line!!" The other man hesi
tated a second, dropped his camera and allowed our
hero to remain at his picture making. Until it was all
over the local man didn't realize what his reply should

have been.

* * *

The Buffalonians insisted that the current in the
Niagara runs from five to nine miles an hour. Wilbur
Young and the writer accurately timed it with a stop
watch at 1.9 miles an hour. When one of the Buffalo
men was told the result he said he knew the d d

river would make a liar out of him some time.

* * *

Edsel Ford's running of Comanche at Detroit might
be told under the title of "Looking Backwards." Every
time he passed the stand he turned around in the seat
and took a good long look astern. At first it was to
see how far he was in the lead. Later it was for the
purpose of finding out which boat was to be next to
lap him.

* * *

The Hall Scott engines in Comanche had not been

properly tuned up for the Fisher Race and did not run

with the usual reliability after a few rounds. During

the first laps Art Utz was proudly speaking of them as

Hell Scoots. Later the name was changed to AH Shots.

At Buffalo the Hell Scoot name was proper.
♦ . * *

We would suggest to Art Utz that the wearing of
a high hat would obviate trouble. After the Buffalo
Launch Club dinner Art lost his cap behind a desk in
Chris. Smith's room and proceeded to take the room
apart in order to find it. Chris, had a two hour job,
later, before he could assemble the bed into sleeping con-
dition.

* * *

Paul Strassburg was so tired after driving Miss Wcw
Orleans in the hydro race at Buffalo that he didn't even
resent our calling his Sure Cure by the descriptive term
of Galloping Goose.

* * *

It is respectfully suggested that all hydroplaaw be
designed like A. G. MilesJ P. D. Q. She jumps almost
clear of the water on exactly one second intervals. It
simplifies the timers job. ^^^ ' |

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Small Craft for the Kiddies

YACHTSMEN in all parts of the country are trying
to promote interest in the sport by catering to the
younger generation. The plans now under way vary with
different clubs but the main object is to create an interest
in the water and water sports and so instill that interest
in the hearts of the youngsters that it wiH grow as they
grow, and, in time yachting will so develop that it will
be more popular than it has ever been. The trouble with
the sport in the past has been, the majority of those
interested have not grown up with it. The love of the
sea and of yacht handling has not grown with them and
sometimes their fondness for the sport has been brought
about by other influences. To stimulate interest in yacht-
ing by other means than a love for the sport is wrong.
Often those who have taken it up as some new pastime
soon tire of it but the yachtsman who has followed the
sport from his youth will have a fondness for it as long
as he lives. He may retire for a time but he will come
back again and be just as keen as ever.

Yachting is being stimulated now on a proper basis.
It is realized that young boys and girls can be interested,
and several clubs will, next^jseason, have classes of small
yachts suitable for young boys and girls. These classes
will, in a measure, follow the cat boat class of the Cor-
inthian Y. C. of Marblehead. Those yachts are sailed
by boys and girls between the ages of 8 and 14 years and
they are most enthusiastic about their yachts and, when
not racing, sail them about the harbor, often, in im-
promptu races and as many of the older yachtsmen in
that locality began in similar classes and are now expert
sailors; so the youngsters of today will, before one rea-
lizes it, be sailing hard fought races with larger yachts.

The Indian Harbor Yacht Club, one of the most
progressive on Long Island Sound is promoting a class
of catboats and it is expected that at least twelve will be
built. Judge Charles E. Simms who is very fond of
the kiddies is the moving spirit in this class and he has
named it the Kiddies Class. The boats are from Alden
designs and are safe and sane for the youngsters, being
non-capsizable and non-sinkable. They are 13 feet long, 4
feet 6 inches breadth and carry a leg-o'-mutton sail. They
are to be built by Chaisson at Swampscott and will cost
complete and including the war tax $125.

The Indian Harbor Club yachtsmen being capable

sailors are keeping a close watch to the windward. They
intend to make their club foremost as a yachting center.
The new club house will help them materially in this
endeavor but they realize, that to succeed, they must be
keen racing men and, then, to keep their success,
they must look to the future and educate the younger
generation so that in time there will be lots of good
material for helmsmen and crews of all racing craft.

The Manchester Y. C. has arranged to build 22 of
these small catboats for the purpose of interesting and
educating the younger generation and, as clubs on the
other side of Cape Cod are actively engaged in booming
the kindergarten classes, there is little likelihood of yacht-
ing falling into decay along the New England Coast.

Sea Mewi Bailt for the Southland Sailing Clab Ready for Launching

The Hingham Y. C. prams is another small class
growing in popularity. N. F. Emmons of Boston is the
moving spirit in this and he has made the class so popular
that several of the boats are to be built for sailing at
Biddeford Pool, Me. These boats are 10 feet 6 inches
long, 4 feet 4 inches breadth and 6 inches draught and
have 60 square feet of canvas in the sail.

They have been, tried out with both the leg-o '-mutton
and standing lug rig. The latter has won most favor
as the spars stow inside the boat when used as a tender.
Chaisson is building these boats and the cost is $120
each.

(Continued on Page 40)

Three Views of the Hingham T. O. Prami, 10 ft. 6 in. Long, which Are Popular in Eaitem Waters and Cost Only $120 Ei

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Wire Rigging and Rope Work

By H. Percy Ashley

PART VII

Setting Up a Gang of Rigging
Plate 68 shows a complete throat halliard pennant
with served loop for masthead at one end and the thimble
for block at the other.

Plate 69 shows the evolution of a masthead loop from
the original serving before splicing up to the final point-
ing and serving.

Plate 67 — Loop OoTered with Pigskin

Plate 70 shows the masthead arrangement of an
ordinary pole mast sloop with the various rigging in
place. The parts are put on in the following order.

Plato 68 — Throat Halliard Pennant Served

1st. The lower shrouds.

2nd. The back stay or runner.

3rd. Throat halliard pennant.

4th. Becket for lower peak halliard block.

5th. Mast head shroud.

6th. Jumper or martingale stay.

7th. Gasket for jib halliard.

8th. Jib stay.

The photograph also shows the placing of the hard-
wood chocks or mast brackets. The lower shrouds have
two, one on each side. The runners, throat pennants and
upper shrouds also have two. Jib stay has one, broader
than the others upon which rest; first, long loop for jib

Plate 69 — The Evolntion of a Mast Head Loop, liarlin Served

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\

Plate 70— Mast Head Bigglng of a Pole Mast Sloop

Stay; second, loop for jumper stay and finally gasket for
jib halliard. The lower peak- bridle is kept in place by
a flat piece of oak filed out to fit gasket. This prevents
its moving on the mast. The throat halliard pennant also
has an oak block to keep the block on the end from chaf-
ing the mast.

Plates 71 and 72 show the common variety of boom
and gaflf bridles. The former hang at about 55 degrees
and the latter at an angle of about 45 degrees for each
loop. There are small wooden blocks attached to gaflF and
boom to prevent slippage of bridles. Each loop is
equipped with two blocks.

(To be Oontinned)

Plate 71— Qair Bridle Served

-^

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Designs

Kermath Powered V-Bottom Cruiser

John Hacker of Detroit has recently delivered the
plans shown to Mr. J. C. Farr of the Kermath Mfg. Co.
The boat was designed throughout to be perfectly bal-
anced with a Kermath Model 40 h.p. plant, and to main-
tain a speed of I2>4 miles an hour. It will be seen that
the boat is of the seaworthy and comfortable type and
not a lightly built racing boat. The two cabins are ar-
ranged to be lighted and ventilated by port lights. The

fore hatch cover can also be raised to create a current
of air through the cabin when the boat is underway.
Particular attention has been paid to the galley arrange-
ment as extended cruising will be done. The ice-box
carries a 4 to 5 days supply of ice as well as having
large food compartments. There are ample racks for
food, utensils etc., as well as a 12 by 16 inch sink and a
two burner stove. The fuel tanks are aft and provide
cruising radius of about 400 miles.

The arrangement in the forward cabin consists of

Profile, Oonttrnctlon and Arrangement Plans of a Kermath Powered 40-Pt. V-Bottom Onilier which with a 40 h.p. Engine

wm Make 12% Mitoa an Hoar

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two transom berths reaching from the galley and toilet
bulkhead up to a forward partial bulkhead that separates
the forward end of the trunk from the main cabin. In
the forward portion there is room for the after ends of
two additional berths. The forward end of the berths
would project under the deck. The after cabin con-
tains two wide berths. The cockpit is lo feet long with
permanent seat at the after end. The Kermath Company
had this boat designed as an ideal cruiser for a 40 h.p.
engine and will furnish free a set of plans and specifi-
cations to any individual or boat builder purchasing a
40 h.p. Kermath to put in the boat.

A Handsome 65-Footer

Yachting interest in Havana is growing steadily and
Cuban enthusiasts are coming to the leading American
naval architects for their designs. The accompanying
plans show a very good looking 65-foot power cruiser
from the office of Charles D. Mower, designed for a
prominent yachtsman in Cuba.

The cabin arrangement is somewhat of a departure
from the usual arrangement, but is made to suit the own-
er's special requirements. The sleeping accommodations
are somewhat limited as it is the custom in Cuba to ar-
range cots in the cockpit for sleeping. For this reason
the cockpit is made unusually large for a boat of this
size. The bridge deck is also large so that the boat has
an unusual amount of available deck space. The outboard
profile shows the well balanced proportions usual in
Mower designed boats, and she will make a very hand-
some boat when afloat.

The power plant will be a pair of the new six-cylinder
Standard engines which will give a speed of about 15
knots. The gasoline supply will be sufficient for a large
cruising radius. The lines show a well turned, whole-
some type of hull that will be easily driven and which
will perform well in rough water. The owner intends
to have the boat built by a Havana builder but the greater
part of the equipment will be purchased in the United
States. The dimensions are : —

Length o. a 66 feet o inches

Length w. 1 65 ** o **

Breadth Extreme 13 " o "

Draught 3 " 9 "

Perija Tunnel Stern Power Boat

Since the war the boating interests in South America
have been coming more and more to America to get
their power boats, an4 the above plans show an interest-
ing type of shallow draught power boat which; has just
left the shipyard of Smith & Williams of Salisbury, Md.,
on a voyage to Maracaibo, Venezuela, under her own
power.

This boat was designed by J. Murray Watts, for the
Maracaibo Oil Exploration Company. This concern
wanted a Shallow draught boat that could be used for
towing and that would, at the same time, give comfort-
able accomodations for 8 persons besides the crew. As the
plans show, she is the house-boat type but built of
a sea-going model and of extra strong construction to
withstand her ocean trip. On the trip down, heavy shut-
ters with dead lights were fitted to all the windows.

66-Ft. OruiMr Designed by 0. D. Mower for a Tachtomaa of Onb« to
e-Oylinder Standard Enginee and Make 15 M. P. H.

be Equipped

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Perija an Interesting Type of Shallow Dranght Power House-Boat Built by Smith ft Williams, from
Designs by J. Murray Watts for VH in South America.

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November

The Perija is propelled by two 37 h.p. Standard engines
and carries 490 gallons of fuel besides large tanks for
water and lubricating oil.

As the boat will be used on Maracaibo Lake and the
adjacent rivers which are very shallow during the dry
season, the draught was reduced as much as possible.
With full load this boat draws only 2 feet while the 32
inch propellers operate in the stem) so that their lowest
point is well above the bottom of the keel.

The general arrangement of the boat shows a main
cabin amid-ships with two upper and two lower berths;
a stateroom forward with two upper and two lower
berths. A bathroom is fitted between these compartments.
The engine room is unusually large, being 13 feet by 14
feet. There are lockers and pipe berths for the crew
on the port side and a crew's toilet aft. When in tropical
waters the crew will be berthed in hammocks slung from
the awning stanchions on the upper deck.

There is a complete electric plant of the Delco type
with storage batteries to furnish current for the incan-
descent light, the search-light, and electric fans which
will be fitted in every compartment. The boat will be
used in South America for an inspection boat and trans-
porting passengers for day trips. Owing to the total
deck space being available for passengers, as many as
40 can be comfortably accommodated.

Perija went South under convoy of the 100- foot pas-
senger power boat Atrato, also built by Smith & Wil-
liams of Salisbury, Md. from designs by J. Murray
Watts. This is believed to be the longest trip made in
Southern waters by a power boat of this size.

53-Foot Express Cruiser Ojai

The accompanying plans and photographs show one
of the smartest express cruisers of the year. She is
Ojai, built by Julius Petersen from plans and specifica-

OJal, Designed by Tarns, Lemoine ft Orane and Built by
Petersen at Nyack for LoBoy Froat of Nyack

tions by Tams, Lemoine & Crane, who also supervised
her construction.

This yacht is owned by Mr. LeRoy Frost, who de-
sired a fast, smart, able express cruiser for use as a
ferry between Nyack and New York, and also for short
cruises on the Sound.

Ojai is 53 ft. 3 in. overall, 53 ft. waterline, 10 ft.
breadth and 3 ft. draught. She is somewhat similar in
type to Mystery, which was built from the same firm's
plans a few years ago for Mr. Ralph Pulitzer, and also
reminds one somewhat of the well-known fast cruiser.
Greyhound, built from the same firm's designs and now
owned by Mr. Edsel B. Ford of Detroit, Michigan.

Ojai aft has a very comfortable cockpit, where one
can be sheltered from the wind and which is often used
for tea, luncheons, etc. Just forward of this is the
saloon, which is finished in white enamel and mahogany
with attractive furnishings. Next forward on the port
side is the owner's toilet with folding wash basin. On
the starboard side is a small "kitchenette", with sink, ice-
box, dish racks, two oil burning stoves, etc. The bridge

V. J

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Trofll* and Airancemuit Flan of tb« 53-n. Bzpreii OnUsar OJal, Bnllt (or LoBoy Frott fnm Doriini I17 Tmb*, iMmffU* tt OnaoL

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RUDDER

23

deck and after cockpit can be entered from this saloon.
The bridge deck is amidships with comfortable space.
Underneath are the gas tanks, starting batteries, lubri-
cating oil tanks, etc. The bridge can be partially en-
closed in case of bad weather, having Pullman type
windows. Forward of the bridge deck and entered
from it, is the engine room which is equipped with two
6-cylinder 5^x7 Speedway engines of 125 h.p. each.
These engines by the way, have given very excellent
service and drive the boat at a speed of 25 miles per
hour, which is two miles in excess of what the archi-
tects advised Mr. Frost he could obtain. She has a
large flush hatch in the forward deck, so that the en-
gines can be easily removed if necessary.

One of the noticeable features about the boat, which
appeals to all yachtsmen who have seen her, is her com-
modious engine room with its full head room and ample
amount of floor space so the engines are not cramped,
and small adjustments, that might be needed, can easily
be made. The forecastle is next forward with two pipe
berths and comfortable seats on either side. She has
also a crews' toilet with ample locker space.

The boat has been carefully worked out in every
detail and is a credit to her designers and builders. She
is very smart looking, planked outside with mahogany,
finished natural color.

What first impresses one about the boat is the lack
of fuss she makes when at full speed and, lack of vibra-
tion. The engines have also been muffled, so that she is
almost noiseless.

Sail Plan of Oatboat Snltablo for Ono Dealgn Claas Baclng

Plana of a 15.Ft. by 7-Fi. Oatboat Datignod bj O. A. Modwidok which Should

Mow Boing Organisod in Many Olubi

bo Won SniUd for tho Kiddioa ClaMioa

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November

Sections of the 15-Ft. Catboat Designed by 0. A. Nedwidek wMch Can be Bnllt at Small Cost

An Attractive Small Catboat

We show here the latest addition to the line of cat-
boats which have appeared from time to time on these
pages. This little boat was designed by Chester A. Ned-
widek of New York and has a number of novel features
especially from the standpoint of the man who likes to
build his own boat. In the first place this boat is flat
bottomed. At first thought it might seem that this is
a dangerous attempt until one realizes that a flat bot-
tomed boat when sailing at her ordinary angle of heel
presents a far sharper surface to the sea than the round
or V bottom craft. When before the wind, this cat might
pound to some extent but on other points we believe she
would be quite satisfactory for anything except ocean
going work.

The sail area is 146 square feet. This is ample area
but the wide flat floor gives a tremendous amount of
stability. The cockpit is large and roomy, being fitted
with side and stern seat for a large party. The cabin,
although quite proportionate to the boat is actually large
enough to provide sleeping accommodations for a couple.
The berths extend aft on each side under the side seats
thus providing plenty of foot room. The headroom is

a bit under 3 feet, quite enough to sit up comfortably.
The extreme ease of construction and the cheapness of
the boat should recommend it to many small boat sailors.

«««

14-Foot Sailing Skiff

Somewhat of a departure from the ordinary lines of
a sailing skiff is shown on the plans by Charles D. Mower.
The lines show a boat of the lap streak type with a
rather slack bilge rounding into the flat of the bottom at
so gradual a curve that in effect the boat is a round bot-
tom one. The sail area as shown is 132 square feet in
a gaff headed cat rig. In another section of this issue
devoted to boats for youngsters this same hull is shown
with two Marconi rigs; one with a straight spar raked
aft, bugeye fashion; and the other showing the sharply
curved mast of the modem type.

The little boat should be a fast sailer as well as being
seaworthy for its length. The construction shows the
framing to be alternately sawn hackmatack knees and
steam bent oak frames. The dimensions are: Length
over all 14 feet, Breadth 5 feet 6 inches.

flection. Lines and

Sail Plan of a 14-Ft. Sailing Sklif. Plans of This Boat with Leg-C -Mutton Sail on a Stralglit and Onrred liatt
Are Shown in the Article on Small Graft for the Kiddies.

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47-Foot L. W. L. Auxiliary Schooner

Yachtsmen generally and Rudder readers in particu-
lar will be delighted to study any plan from the boar4 of
B. B. Crowninshield. Mr. Crowninshield, who has de-
signed many of the best yachts in American waters and
is himself a very keen sailorman, has been busy for some
years building ships for the American Merchant Marine
and has a fine plant at South Somerset, Mass, where
vessels of all types may be built and where repair work
can also be done. Now that the rush of shipbuilding
is over Mr. Crowninshield has paid some attention to
yachting and has shown that his hand has not lost its
cunning and that his plant is well equipped to build
pleasure craft and to build them welL

Mr. Crowninshield has always favored the so called
one man yacht. His first schooner. Fame, attracted so
much attention that, from its plans, the Long Island
Sound schooners were developed. Now' he has gone a
step further and has designed and built another Fame
which has proved to be a very staunch and seaworthy
vessel and she has a style all her own.

The problem Mr. Crowninshield undertook to solve
was to design and build the largest auxiliary sailing
schooner that could be taken care of successfully by one
paid hand; looks, speed under sail, accommodations, sea-
worthiness and ability to handle under power being given
approximately equal consideration. His desire was to
make three persons very comfortable and not to provide
sleeping accommodations for a large number. The galley
is very large and airy as is also the stateroom, toilet
room and the main cabin.

The rig was designed to be taken care of by two
pairs of hands and the mainsail can be easily set and
furled by one man. To windward the only sheet that
has to be taken care of is the jib sheet. Besides the
small club topsail there is a three cornered main top-
mast staysail which with the aid of a sprit, takes care
of itself from one tack to another.

The engine room is entirely separate from the rest

Sail Plan of 47-Ft. Auxiliary Schooner, Fame.

of the vessel and is reached through a manhole plate in
the bridge deck which has entirely prevented the odor
of gasoline and oil from reaching the cabin.

This yacht came round from Marblehead to Green-
wich when the sloop, Wasaka H, came after the Manhas-
set Bay Challenge Cup and after the races went to Fall
River. She encountered some very strenuous weather
and the hull and rig showed absolutely no sign of strain.
The trip from Greenwich to New London was made at
an average speed of lo knots which is fast for a vessel
of Fame's size.

Fame is 47 feet 3 inches on the water line and 66
feet 3 inches overall. Her displacement is 51,000 pounds
and she carries 10 tons of lead on her keel. The area

(Oontinatd on Page 88)

Inboard Profllo and Arrangamont of 47-rt. Behoonar, Famo, Peaignod and Bnllt by B. B. Crowninshield

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350 Square Foot Racing Ice Boat

By H. Percy Ashley

PART II

Steering Gear

Of soft tool steel or Norway iron. Rudder post is engine
turned i 1/4 inches diameter. Length from shoulder of jaws
to top of thread of nut i foot i inch. Curved shoulder i 1/8
inches deep, 21/2 inches diameter at greatest circumference.
On top of this shoulder is placed a rubber washer, 31/2 inches
circumference and about 2 inches deep. (The rudder post shoul-
dei| and jaws for rudder runner are all of one piece of metal.)
The jaws of rudder post fit singly over the steering runner
(Plate 3 No. 4) and measure 51/2 inches long, 3 inches deep
with a thickness of 1/4 inch at upper edge, tapering to 3/16
inch at lower edge. They are pierced by a 5/8 inch riding bolt
and a 1/8 inch plate is fastened by rivets on each side of wood
of steering rudder to prevent chafing of oak. Steering runner
must fit very snugly to allow a straight course to be steered. The
tiller is 3 feet 4 inches over all. The rudder post has a square
h'Cad equipped with a nut and screw to which the tiller is fitted.
End of tiller served with cotton cord. Plate 3 No. 5. The rud-
der post has a brass pipe sleeve having a space of 1/8 inch
on each side in which is run babbit metal. This is to avoid
a shaky post, by removing the babbit metal and running in new
metal a perfect bearing can be obtained each year.

Iron Work

Refer to Plate 4, all are made of Norway iron. The U iron
and eye bolt to which the turnbuckles for head stays are fast-
ened are shown in No. 7 and are made of 1/2 inch round iron.
The eye bolt is riveted (sink rivet in wood) and the U iron is
equipped with nuts either jammed or cotter pinned. Nos. 8
and 9 show mast step plate of cast brass, length 71/2 inches,
width 51/2 inches and 3/8 inch thick. No. 10 is struts for
bob stay made of, 5/16 inch flat iron 41/2 inches over all and
I 1/2 inches wide.' The bob stay anchor plate is 10 inches long,
13/4 inches wide, 1/4 inch thick pierced by four 1/2 inch lag
screws. The forward end has a pair of jaws, to fit turnbucklc,
if an eye turnbuckle is used. If the buckle has a fork end,
weld eye in forward end of plate which is situated in center
of under side of cockpit flooring and is sunk 3/16 inch in the
flooring. See Plate i; at under side of cock pit No. 11 shows
brass pipe sleeve and brass top cap for rudder post. Also under
chafing square plate of iron 5 1/2 x 3/16 inch iron fastened by
screws to under side of aft end of back bone. Nos 12 and 13;
show saddle which fastens runner plank to back bone. The
collar of the saddle is i 5/8 inches wide and 3/15 inch thick
flat iron on which are included the legs of 3/4 inch diameter

fj^ "^ -*»^ ■*»■

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ice LIU
PUI« HZ — Bnnneri and Chocki of

Iron, 1, 2, 3,-Angl0 Iron Bnnnor Chodu; 4-Bnddtr Poft» Front; 5-Biiddor Bumor and PMk; t-Ftft
Bnnnor, Sido and Top; T-Fore Burner, Soctlon

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THE<«>

DUDDER

27

round iron ending in nuts and cotter pins. The two straps
which pass under side of runner and are shaped to the scarph
of the plank are 13/4 inches wide and 3/8 inch thick, (see
Nos. 13 and 14). The legs are prevented from spreading by
a band 7/16 inch diameter which passes around the two for-
ward legs, and another band couples the two after legs to-
gether. Refer to No. 14 upper drawing. The lower one is the
strap. The toggle iron is shown in Nos. 15 and 16 and is of
1/4 inch flat iron pierced with hole for eye bolt for lower
shrouds at center, with holes at each extremity to fit pin of
forked jaw of tumbuckle of runner plank stays. The jib trav-
eler is shown in Nos. 17 and 18, and consists of a flat iron
plate to which is bent and welded a 7/16 inch round iron. The
jib sheet block is joined to this by shackle No. 18. Dimensions
of plate screwed to back bone at point designated in Plate i
being 8 feet 4 inches aft of top of nose of back bone. Dimen-
sions of plate of jib traveler 51/2 inches long 13/8 inches
wide and 3/16 inch thick.

Spars

Mast, hollow spruce; Length 31 feet 9 inches; center 5
inches; lower end 4 inches; upper end 2 7/8 inches.

Boom, hollow; Length 18 feet 6 inches; center 3 3/4 inches;
lower end 23/4 inches.

Jib boom, hollow; Length 8 feet 6 inches; center 21/2 inches;
lower ends 13/4 inches.

Boom equipped with goose neck. Jib boom with detachable
jaws to fit over lower part of jib stay tumbuckle. If spars
are solid make 3/8 inch smaller diameter.

Steel Rigging Turnhuckles and Cleats

Upper shrouds 3/4 inch circumference galvanized steel stand-
ing rigging; 2 bronze tumbuckles 7/16 inch Eye and Eye.

Lower shrouds i inch circumference galvanized steel standing
rigging; 2 bronze tumbuckles 1/2 inch Eye and Eye.

Jib Stay i inch circumference galvanized steel standing rig-
ging; I bronze tumbuckle 1/2 inch Eye and Eye.

Fore stays for runner plank i inch circumference galvanized
steel standing rigging; 2 bronze tumbuckles 1/2 inch Eye and
fork.

Back Stays for runner plank i inch circumference galvanized
steel standing rigging; 2 bronze tumbuckles 1/2 inch Eye and
fork.

Bob Stay i 1/4 inch circumference galvanized steel standing
rigging; i bronze tumbuckle 5/8 inch Eye and fork.

Strut or Martingale stay 3/4 inch circumference galvanized
steel standing rigging; i bronze tumbuckle 7/16 inch Eye and
fork.

If wrought iron tumbuckles are used, one size larger is re-
quired. The above bronze tumbuckles should have Tobin bronze
ends and manganese bronze barrel with cotter pins. If there are
no cotter pins on iron tumbuckles lock nuts must be used. Always
use cotter pins or jam the nut on every thread on an ice yacht
for the vibration of running over uneven ice at a high rate of
speed loosens all nuts etc.

Main boom bridles i inch circumference pliable galvanized
steel rope 12 wire and hemp centers.

Main sail halliards 3/4 inch circumference pliable galvanized
steel rope 12 wire and hemp centers.

(Oontinaed on P«c« 46)

s '

7

FlaU IV— 7-MoM Showing 17 Iron; 8-MMt Step PUto, Side View; 9-Kast Step PUte, Top and Front; 10>Strnt for Bobetay, Side and Front;

11-Pipe Sleeve for Sndder Poet; 12-Saddle, Side View; 13-Saddle, Front View; 14.0onnection Bar for Saddle and Saddle Strap

for Plank; IS-Eye Bolt for Lower Shrond; 16-Oanimon Iron, Oonneeta wlUi Bye Bolt at Banner Plank; 17-Top

of Jib Traveler; 18.Side of Jib Traveler

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How At-A-Boy Was Biiilt

By Gerald Taylor White

THE races of the Mississippi Valley Power Boat As-
sociation, held last July at Burlington, Iowa, were
featured by a number of small boats of more than pass-
ing interest. From the standpoint of the average power
boatman perhaps no boat attracted more attention than
the 20-foot runabout At-A-Boy, designed by Jago and
Lowen of Waterloo, Iowa and owned by the latter.
Equipped with a four-cylinder 9-12 h.p. four-cycle Uni-
versal engine this boat won the 90 cubic inch champion-
ship and also competed against the smaller class of hydro-
planes. Her best lap was made at a rate of 15.65 miles
an hour. When it is considered that the boat is a com-
fortable runabout without a single extreme feature, her
performance Js remarkable. A further feature of the
boat is the simplicity of her construction. Although a
V bottom boat, the amount of deadrise is so small that
an extra deep floor timber takes the place of the usual
pair of bottom frames and their connecting floor. A
glance at the midship section will show the simplicity of
the entire construction. At the chine the planks simply
lap over each other, there being no chine log or filling
pieces.

MldtUp Section of At-A-Boy in a ^ in. Equals 1 Foot Scale. Note
Simplicity of Oonitrnction

For river work the boat is quite strong enough as
shown, although the fitting of backing pieces between
frames at the chine might be advisable in case the boat
was to be used for rough water service. The writer in
reproducing the design from the original drawings of
Messrs. Jago and Lowen has followed their constructional
ideas as far as they were remembered. Beyond that
point the usual scantlings and construction were used.
One suggestion may be made regarding the fitting of
the garboard to the keel and that is the addition of a
seam batten or wide keel batten across the top of the
keel to form a backing for the garboard seam.

In constructing the boat each of the frames and the
transom should be shaped and assembled according to
the measurements given in the Table df Offsets. This
table gives the widths and height of all frames. Unlike
many oflFset tables, this one is figured to the outside of
frames and the thickness of the planking will not have

to be deducted from the published figures. The best
way to be sure that the frames are built to the proper
size is to lay down the lines on the floor full size with
chalk. You will note that the chine line is perfectly
straight in profile and that this same line is used as an
assumed water line. The distances the V drops below
the chine are found by drawing a base line 6 inches be-
low the chine line and then setting off the keel heights
above the base. All offsets are given in feet, inches and
eights, thus — 1-3-7 means i foot, 3 inches and %, and
2-4-6 means 2 feet 4^ inches, etc. The sheer line is
perfectly straight from stem to stern.

After the frames are assembled properly the next
step is to get out the keel. This will have to be tapered
down from a width of 4 inches to 2 inches. The J:aper
starts at frame No. 10. A keel mould will now have to
be built. This mould will simply be a plank set on edge
with several braces running to the floor. The upper
edge will have to be cut to the same curvature as the
bottom of the keel. When shaped and set up the keel
can be fastened down upon this keel mould and the
frames set up in their proper places. Before setting up
the frames they should have a temporary brace placed
from head to head to keep the shape. Braces should
be run to the floor from the heads of the frames on both
sides to keep them from going out of shape when the
planking is bent around. After the frame is set up in
its proper place, plumb it in both directions and fasten
with braces to floor or roof of shop. Next get out the
stem. This is simply a straight piece of oak rabbetted
for 7/16 inch planking as shown. The rabbett should be
roughed on the bench and the final cutting done when
the planks are fitted.

The seam battens should be run as soon as the stem
and transom have been set up and fastened. There should
be at least six planks to each side of the boat. The batten
notches should be cut in the frames so that each plank is
the same width at every frame. At the stem the battens
are notched into the stem piece. At the transom they
are to notch into cleats fastened on the forward face of
the transom. These cleats should be of oak and screw
(Oontinned on Page M)

At-A-Boy with Owners and PrlSf^^Won

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The Work Bench ^

This is a monthly department for yachtsmen who build their own equipment. In each issue there is a question pertaining to
the design and construction of some item of equipment for power or sailing yachts. For the best answer each month The
Rudder gives a credit order for $25.00, which will be accepted in payment for goods handled by any advertiser in the current
issue. Contestants whose answers are published, but who are not first prise winners, receive a credit order for $5.00. Readers
are invited to suggest questions. Prise orders will be mailed directly after publication.

Drawings must be made zvith black ink on white paper or tracing cloth; lettering as large and clear as possible, and all
dimensions plainly marked, as the reproductions will not be to scale. Descriptions limited to about five hundred words. An-
swers must be received on or before the first day of the month preceding publication. Address Contest Editor, THE RUDDER,
9 Murray Street, New York City.

QUESTION FOR THE JANUARY ISSUE

Answers must be received on or before December 1st.. Describe and illustrate the spars, sail and rig-
ging for a simple steadying sail outfit for a 30-foot power cruiser.

The Simplest Lighting Outfit $25.00 Prize

In consideration of the added safety and many con-
veniences afforded by electricity as an illuminating agency,
there is no question at all but that this medium will
outshine all others as the ideal illuminant. We all real-
ize that a separate generator set and capacious storage
batteries are the most satisfactory and efficient way of
obtaining electric current. This system is very fine for
the large yacht." Our present problem however, deals
with the small cruiser of a size in which the smallest
auxiliary plant would be entirely out of proportion.

There are three choices for the small boat with which
we are dealing. One is the storage battery charged by
means of a small generator, belt connected to the main
engine. Another is the same storage battery charged by
an independent source not on the boat and the last is the
faithful dry battery.

For the class of service required on the ordinary
small boat, the dry battery set provides at once the sim-
plest, cheapest and most practical outfit of its kind. For
the cost of a good six-volt storage battery, one can buy
many dozen sets of dry cells.

The service to be obtained from a single set of a
dozen dry cells will provide ample lighting for the small
cruiser which is used only at weekly intervals. Several
3t4 c.p. lamps can be operated for a few hours at a
time and where the battery has a week or thereabouts
to recuperate, it will readily last a full season and possi-
bly longer.

As far as cost goes, a dozen dry cells can be obtained
for about $4.50 and since a good storage battery will
cost five or six times as much, the small outlay per year
for dry cells provides five years or more of lighting for
the cost of one storage battery. The annoyances attend-
ant upon the storage battery are entirely eliminated. The
dry cells do not require constant recharging, there are
no worries about the strength of the electrolyte, or
whether a sufficient amount of distilled water has been
added to each cell, they will not freeze and injure them-
selves nor will they suddenly expire and go dead. If
they do begin to get feeble they do so slowly and also
will recover their strength to a slight degree if allowed
to rest.

Now as to the service to be expected from dry cells;
each individual cell yields its current at i^ volts. Four
cells in series will accordingly yield 6 volts. The current
that can be drawn from four cells in series is limited.
Two sets of four in series when connected in multiple
will yield more than 20% more current than if used one
set at a time and if three sets are connected in multiple,
the combined service will be 30% greater than from
three sets used separately.

A certain well known battery is sold in sets, com-
pletely connected in series multiple and ready for service

8

3trrH Itfht Running

itcHL StUUry in T"

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at a very slightly increased cost over the cost of the cells
alone. These are put out in sets of five in series and
three sets in multiple yielding 7J4 volts. In connecting
a set of batteries for this sort of work it is well to
provide one series group for each lamp which it is pro-
posed to burn at the same time. Many lamps can be
provided in various parts of the boat for convenience,
but as long as only three or four are used at the same
time, one dozen cells will be ample.

In wiring the boat for lamps to be used on this
system, it is best to use large size wire. No. 12 or No.
14 rubber covered wire or lead covered cable will do

Digitized by

November

RUDDER

31

very well. Smaller wires, even No. 16, increase the
resistance greatly and cause a drop in the voltage to
take place, from the battery to the lamp, with the result
that the lamps fail to yield their proper candle power.
It is better to use stranded copper wires with rubber in-
sulation as the vibration is apt to break solid wires. All
splices and connections should be of ample size and
soldered.

The simple wiring diagram shows a 12 cell battery
connected up through a plain snap switch and ammeter to
the bus bars on the back of the switchboard. Single
throw knife switches are used to connect the various
lamp circuits with the bus. Three running lights are
provided as well as four interior cabin lights which may
be disposed of as desired. A receptacle for a trouble
light is also included as this is apt to be the most use-
ful lamp of the outfit.

The main snap switch and ammeter should both be
placed on- the positive line or the one running from the
central electrode of the dry cells. A common return
wire can be used to advantage to return the negative line
from all the various lamps to the battery.

There are no mysterious or difficult points involved
in an installation of this nature and any amateur with
common sense can install it. The batteries must be pro-
tected from dampness and moisture. The ease of in-
stallation as well as the simple maintenance of an out-
fit of this kind should recommend it to the amateur who
has a taste for luxuries. — A. P., N. Y.

Advocates Dynamo and Storage Cells
$5.00 Prize Winner.

The ideal lighting system for a small cruiser provides
light at every point required of sufficient intensity to be
of real use whether for work or comfort. As most mul-
tiple cylinder marine engines are now furnished with
electric starting and lighting methods we will proceed
on the assumption that the engine is so equipped. The
wiring is not as complicated as it appears on the accom-
panying diiagram and the component parts can be pur-
chased separately or even made up by an amateur with
a gift for that work; and built into an oak switchboard
panel. The wiring may be through grooved wooden
conduits or carried by wooden cleats where open wiring
is not unsightly.

The principle features are: —

1. Two three cell storage batteries of not less than
60 ampere hours capacity each, lighting 12 to 16 volt
lights which give less variation in brilliancy due to vary-
injg^ degrees of charge, than a single three cell battery
with 6 to 8 volt lights.

2. A 20 volt, 10 amp, shunt wound dynamo belted
to the flywheel.

3. A switchboard with volt and ammeters allowing
battery condition and rates of charge and discharge to
be kept under observation; and an automatic cut-out
mounted in an accessible position on the face of the
board.

4. Subdivision of circuits to allow a convenient loca-
tion of switches.

5. An ignition connection providing a 6-volt circuit
using each battery alternately- and reversing direction of
current in alternate positions of the switch.

The drawings show suggested arrangement of the
switchboard and a wiring diagram. All connections are

at the back of the board and should be soldered. The
board should be mounted in a cool dry place on the
engine room bulkhead. Running lights are to be con-
trolled by a switch near the steering wheel, with a water-
tight double contact plug socket for the search-light near-
by. Another push switch operates one or more lights
on the bridge or in the cockpit. A dome-light, with self-
contained switch, lights engine room and each cabin.
Miniature candelabra with pull chains are fitted over the
end of each berth so that reading by night can be done
in comfort. The galley and toilet have pull chain sock-
ets also. A plug is provided on the switchboard for a

yy gg ^r? ?

A .ANMerER.

V .\^OLTM£TER

P .PILOT LIGHT.

R .CHAR6IN0 RC6l5TilNCe.

CO.A«'n»MATlC Cin*0UT.

aOt BRI|)6e PECK Oft COCKPIT.

Pt. Pd«x.

Sr. STAHPOARO.

MR MA6THEAP.

SLL.5CARCMLiaMT.

C. CASIN.

E.R. SMGtHfL ROOM.

B . BERTH.

C . 6ALLSY.

T . TOILCT.

T)!. -TROUBLfi LI6MT.

I4N. IGNITION.

dR QROl/ND.

Batt

Pr.
dr.

M.H.

Sd..l^c^

trouble light with a cord long enough to reach to either
end of the boat so that fore peak and stuffing box or
lazarette can be inspected. Test the voltage and specific
gravity of solution regularly, charge up frequently and
you will not fear to use the lights as often as desired.
H. S. G., Sturgeon Falls, Ont.

Independent Dry Cells for Each Light.
$5.00 Prize Winner.
In arranging the lighting system on a small cruiser,
a small dynamo and storage battery is usuallv^ecided t

Digitized by VnOOQ iC

32

THE«»ft

RUDDEP

November

upon. The lighting set shown here is an inexpensive
and yet effective' installation that uses neither dynamo
nor storage cells with their attendent cares. I found
after various trials that at the end of the season I had
a number of dry cells on board which had deteriorated
to a point where they were no longer fit to provide igni-
tion; yet these batteries had enough power left to be
used for lighting the boat.

As shown in the sketches a clamp is fitted to the dry
cell with an electric light and reflector. The latter was

purchased from an electrical supply house. The lights
so fitted were placed in the boat about as shown. Various
arrangements will naturally vary the number and the lo-
cation of the fixtures. By occasionally switching from
one battery to another these old cells provided light for
four hours. As my night runs were seldom over two
hours long the lights provided perfect service. The ad-
vantage of the clamp is that a new battery can easily
be slipped in when wanted. There is no wiring of any
kind.

In the case of the running lights a hole was cut in
the deck below the light and the battery fastened to
the under side of the deck, protecting the battery and
light from the weather but still properly lighting the
lantern. — W. R., Long Island.

A Lighting System for a 36-FooT Cruiser.

$5.00 Prize Winner

The lighting system shown in the accompanying plans

was laid out for the cruiser illustrated in the June Rudder

and designed by C. D. Mower, for the Burger Boat Co.

This boat was taken as an ideal example of small cruiser
practice. The lighting arrangement is such that there
are seven 6 c.p. lights, seven 12 c.p. lightS, two 24 c.p.
lights and one 36 c.p. Using j/^ watt lamps the
current consumption would be 8.75 amps, at 12 volts;
when all are burning including the navigating lights. A
good dynamo for this service would have an output of
12 volts and 9 amps, or a total of 108 watts and would
thus keep the battery floating under these conditions. A
battery most suited for this purpose is the Edison Alka-
line although more cells and a little greater weight is
necessary than if acid cells were used. The voltage is
only 1.2 volts for each cell instead of 2.1 with the acid
cells. There is no acid however to give off fumes and
harm the metal parts of the boat. These batteries also
possess the advantage of not being harmed if left in a
discharged state for any length of time. The proper
battery for the work in hand would be two sets of 10
cells of 50 ampere hour rated capacity at 8 hour rate.

The dynamo should be shunt wound and arranged
with a fuse in the field circuit to prevent any danger of
a burn-out. The lights should be arranged on four cir-
cuits as follows. First: Forward quarters. Second;
Engine room. Third: After quarters. Fourth: Navi-
gating lights. The accurate location of lights will of
course depend upon the arrangement of the boat. — E. D.
H., Norfolk, England.

ATft, a 120-ft. Houseboat, with NotoI Features, Bnllt at Oalderwood's Yard, Manchester, from Designs hy Tarns, Lemoine ft Crane, for
V. Armour. The Tacht Is Almost Boady to Go South. She is Driven by Three 40 H.P. Mlets ft Weiss Kerosene

Engines and on Her Trial Made 10 Knots. Mr. Armour Practically Superintended Her OonstrudMo^ 1

Digitized by VnOOQ IC

Needed Information

In this department all questions are answered relative to the care, operation and equipment of boats.
When answers are required by return mail, postage must be enclosed.

Stern Wheel Propulsion

Q. — Will you please give me some data regarding the
efficiency of stem wheel propulsion as compared with
screw propellers? — G. S. R. Montreal.

A. — ^The stern wheel is not as efficient as a screw pro-
peller, but for extreme shallow draughts it is sometimes
necessary. As a rule a properly built tunnel stem boat,
with propeller recessed into the hull will give better effici-
ency than a stern wheel outfit. A great deal depends upon
the type of boat and the engine to be installed. A high
speed engine will operate better with a tunnel stern;
while a large, slow speed machine will be more suitable
for stem wheel installation. A great deal depends upon
the character of the waters to be navigated. In rough
water a stern wheel boat is very bad. If you will send
us further details of your requirements we will go into
further explanation.

Location of Water Inlet
Q. — Is it best to locate water inlet of a gas engine

installed in a small cruiser, ahead of the pump or aft

of it?

A. — Best results will be obtained when water intake

is located ahead of pump. Make intake opening, pipe

and fittings at least one size larger than water inlet pipe

on pump.

Aliening a Shaft

Q. — I am going to install a new engine in my power
boat and find that engine foundation now in boat, and
the shaft hole can be used after I have made some slight
changes in shaft line and height of foundation timbers.
Will you kindly tell me the best way to line up the shaft
and engine?

A. — First make sure that diameter of shaft hole is
at least %-mch. larger than diameter of shaft that will
be used. Next carefully center the new propeller shaft
in shaft hole, fit the outside bearing to stem post and
inside stuffing box to inboard end of shaft log and fasten
both in place, not forgetting to put proper gaskets be-
tween the baring flanges and wood. When bearings
are secured make sure shaft tums easily in the bearings
and that propeller shaft is straight. Next remove shaft,
pass a chalk line through shaft hole, accurately center
it in the two bearings and stretch line tightly from stem
post to some distance ahead of front end of engine bed.
This line must be run very accurately and its inboard
end must be firmly secured to an upright fixed for that
purpose well ahead of cn|;ine bed timbers and exactly
over center of keel. As this line is to indicate the exact
center of shaft from stem post to fly wheel, you must
make sure that its center coincides with center of out-
board bearing and center of inboard stuffing box or
bearing; and of course if it is centered properly at these
two points and extended a sufficient distance its forward
portion will indicate the line, center of crank shaft of

engine must follow. Next ascertain the exact measure
that top of wood foundation (the part on which the
engine rests and to which engine is fastened) must be
above (or below) the center of shaft (chalk line) and
cut down the bearers to this measure, being careful to
make the tops alike and perfectly fair.

It is a good plan to make a wood template of engine
base and use it as a guide when fairing engine bearers.
When bearers are correct, remove the chalk line, place
engine in proper position on bearers, then replace pro-
peller shaft in position and test the alignment. If the
coupling used to couple propeller shaft to engine is a
flange one, it will be an easy matter to ascertain whether
the two shsrfts (engine shaft and propeller shaft) are
aligned, because when alignment is perfect the two halves
of flange, when brought together, will face exactly all
around and all bolts will enter easily.

If, however, the coupling is a sleeve one it will be
necessary to use a straight edge and by holding it along-
side engine shaft, ascertain if the propeller shaft is in
proper alignment with it. This measuring should be done
before the sleeve coupling is put in place.

Bear in mind that the most important detail is to
have the two shafts exactly in line. Do not bolt engine
down or couple shaft until boat is afloat,

«••

Handicapping Sailing Yachts
Q. — Can you suggest some simple plan of approximate
allowances for a variety of small sail boats. Some are
equipped with engines. We have catboats, yawls and
sloops, and wish to race all in one class. — E. J. W.,
Perth Amboy.

A. — If you intend only to have one or two races youi
might try a system that has been used in power-boat
races. Start all boats off at the same time, and after a
reasonable length of time fire a gun. At the sound of
the gun all boats come about and start, for the finish
line. The first boat over is the winner. Another systenn
is to race all boats at least twice around a triangle. Take
the time of all boats on some leg of the course and use
this time as a basis of allowance. The leg upon which
the timing is to be done is, of course, unknown to the
contestants. It is well to take times on several legs and
average them up to allow for any differences in wind or
sea conditions effecting the boats on the one leg. Boats
fitted with engines should have the flywheels sealed with
cord and sealing wax.

Drying a Damp ICoil

Q. — Is there any way of repairing a spark coil that
has been submerged.

A. — If the coil has not been tried with current you
can bake it in an oven with a low temperatiu"e. If cur-
rent has been put through the coil while wet the^ances- ^
are that the insulation is burned o^.^.^.^^^ by CnOOglC-

34

RUDDER

November

THE«««

RtlDDEP

(Title Regifiered U. S. Pat. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6i6s

Arthur F. Aldridge, Preiident; Andrew Paterson. Vice-President and Business

Manager; James R. Thomson. Treasurer; Arthur deZ. Patton. Secretary

Enter tdai New York Pmt Office as Secmut-Clau Matter

One Year -
Six Months
Single Copy

SUBSCRIPTION RATES

$2.00

I.OO

.25

Thb RuDDtt can be procured or tubacribed for mt following Fordfii Agencfes:

THE TAOHTSHAN, 168 Strand, London, England.

WM. POBTEOU8 ft OO., 9 Royal Place, Glasgow. Scotland.

THE DfTBBNATXOMAL KEWB 00^ B Breaau BnUdlng, Ohanossj Laae.

London, E. 0.
BBSBTAHO'8, 86 ATt da I'Opera, Paris, France
OOBDOH h OOTOH. Bydnej, Anstralia ^

Or at any Bookatall

The 16th Power Boat Show

The sixteenth annual boat and engine show of the
National Association of Engine and Boat Manufacturers
will open in the Grand Central Palace, Friday, December
lo, and close, Saturday, December i8. This will be the
second exhibition held this year because the members
of the association think that December will be a much
better time to exhibit engines, boats and accessories than
February or March. It will enable those who obtain
orders for new boats to build them and have them ready
for delivery by the opening of the next yachting season.
The show will be held at a time when all yachtsmen are
in this vicinity and not at Miami or some other south-
em resort.

There is no doubt that the coming exhibition will
be more representative and more popular than any former
show. This is evidenced by the demand made on Secre-
tary Ira Hand for space. His list of applicants is
large. Firms, new ih the industry and new in the ex-
hibition field, are to enter the lists in competition with
firms that have been household words for many years.
Consequently to be assured of space those who wish
to exhibit should not delay in sending in their applica-
tions.

Henry R. Sutphen is the president of the National
Association. The show committee is John J. Amory,
James Craig, Charles A. Criqui and the president. All
are tried veterans, progressive and energetic, and they
are keenly alive to the necessity of the show being up-
to-date in every detail. They have the confidence and
support of all the members of the association.

Yachting next year will be more popular than ever.
There is an immense amount of work to be done this
winter by builders of boats and engines and the busi-
ness to be done at the coming show will be greater than
any previous year.

Canadian Cup Bubble Busted

Mr. Aemelius Jarvis. of Toronto in his schooner
yacht. Haswell, made a short call in New York on his

way south. He intends to make an extended cruise in
southern waters and will visit many of the West Indies.

Mr. Jarvis told some friends of a conversation he
had with A. C. Ross who attracted some attention re-
cently because he aspired to be a challenger for the
America's Cup. For a time Mr. Ross was taken seri-
ously in some quarters. His efforts to commercialize
the famous old yachting trophy have failed however and
we can be sure, now, of a really good yachting season
next year.

Mr. Ross called on Mr. Jarvis and told him he had
challenged for the America's Cup and wanted some ad-
vice. Mr. Jarvis explained that no individual could
challenge but that the challenge would have to be sent
through some club. Mr. Ross said he was a member of
the Royal Halifax and Royal Nova Scotia Y. C.s and,
later, he got in touch with the officials of those organi-
zations who said they would back a challenge provided
everything was satisfactorily arranged.

Mr. Jarvis asked what Mr. Ross' plans were and
that gentleman replied that he intended to build an 80-
foot schooner at Lunenberg, N. S. as he thought as
good a vessel could be built there as anywhere. The cost
he said might be as much as $25,000. He thought that
before the war it would have been about $15,000.

"How about sails" asked Mr. Jarvis.

"I figured those in the price of the vessel" was the
reply.

"And crew?"

"We have lots of fine sailors who can handle a vessel
of that size and will have no trouble about the crew."

Mr. Jarvis then explained that )racht sailing was a
science and that ordinary schooner sailors would not
be able to properly handle a smart yacht and told Mr.
Ross that his figures were out of all reason. He ex-
plained that a mainsail for Resolute or Shamrock cost
several thousand dollars, and that to build and race an
80-foot schooner for the America's Cup would cost sev-
eral hundred thousand dollars.

"All right," replied Mr. Ross, "Instead of raising
$50,000 we'll raise a million."

He then had several thousand buttons made which
he intended to sell to subscribers to the fund for $5 each.
That apparently is the end of the Canadian Challenge.

To Limit Marconi Spars

The delegates to the Yacht Racing Association of
Long Island Sound will meet at the New York Athletic
Club on Wednesday October 27. One of the most im-
portant subjects to be discussed is a rule to limit the
length of the so called Marconi masts. Yachtsmen have
appreciated that the sport of racing is being injured be-
cause owners and designers have been putting in spars
out of all reason in their endeavor td get sails high in
the air.

The committee is James W. Alker, president of the
association, Frank Bowne Jones. William Gardner.
Charles D. Mower and Addison G. Hanan. This com-
mittee has gone very thoroughly, into the subject and
has consulted all the leading designers. Several sug-
gested rules have. been submitted to the committee. The
association is emphatically in favor of limiting the
length of masts but before a definite rule is adopted the
question will be discussed with the Massachusetts Union
and other associations and clubs in th< hope that uni-
formity may be obtained.^.g.^.^^^ by CjOOglC

November

PUDDEP

35

OUR NEW

FLORIDA FISHING BOAT

WILL BE ONE OF THE ATTRACTIONS OF OUR EXHIBIT AT THE

NEW YORK MOTOR BOAT SHOW

HELD AT THE

GRAND CENTRAL PALACE

DECEMBER 10th to 18th

Runabouts, tenders and Speedivay
engines nvill also be on exhibition

CONSOLIDATED

SHIPBUILDING CORPORATION

Morris Heights, New York City

CRAIG OIL ENGINES

Sls«s,l60 H.P. snd up

Desirable for all
Types of Vessels

Sorrke aad EcoMiBiet *o proMHUced 'tliat present un-
satisfactory practices are made; pxacticij successes;

JAMES CRAIG ENGINE & MACHINE WORKS

807 GARFIELD AVE. JERSEY CITY, N.J.

Esi«bllsh«ri 1898

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DiuilizyU U

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36

RUDDER

November

GRAY

New 4-Cycla

DIstlllmf
¥m SpMd bMt, w«k bMt,

DMigned for Marine work
^-« real Marine motor with
ell the mmrine feetvree 7011
hmre mlwmys wanted at a

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backed np by an old eatabliahed and reaponaible concern.
Qmr Two-Oyelei — Recognised all orer the world aa a atandard.

In aisea 8 to 8 h.p. Send for InatmetlTe Literature.
OBAT MOTOR OOMPANT, 2110 Mack ATenna, Detroit, Mich.

Run Your Boat on Kerosene

Clieaper than gasolene and equally good when used with the

OLSEN KEROSENE VAPORIZER

Sold on so-Day Money-Back Guarantee
Fits any 1 in. to 3 in. carburetor. Perfect eombnstion — no waste,
smoke or smell. Greater flexibility and mileage — less carbon.
Fuel costs greatly reduced. Send for details.
U. 8. VAPORIZER COMPANY 214 SUte Street, Boston, Mass.

fBRENNAN STANDARD MOTORS

Medium and HMvy Duty, 16 te lOO-H.P.

When you buy a Brennan Motor you get a complete outfit ready
to run. The unusual size of the bearings, large valves and Ions stroke
insure power amd continuous service under all conditions. Very eco-
nomical in fuel consumption.

Our New Model B Unit Power Plant is one of the finest engines
ever produced. No expense has been spared in developing it to the
smallest detail and we honestly believe its equal does not exist. Let us
send you further details.
k. BRPWAN MOTOR MANUTACnjIMWO COMPAWV. SYRACUSg. N. V.

'The Motor

thai Motes"

BRIDGEPORT

REAL KEROSENE MOTORS— Noo-bsckfiriBg Two-Cycle Motors up to 16
H.P. in both the Medium-Speed and Hieh-Speed Types. Heavy-Duty Four-Cyde
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1ia KMSHth airo*l,
Briegepert. Cemi.,U.S.A.

The Greenwich Yacht Yard

Of era yadilmen every possible coBvcnieBce in the way of Hading Out,
BdUng and Winter Storage, Marine Railways, Machine Shops and •
fomplftr fine of Supplies. Let us figure on your next oontract.

Telephone Gieenwich 200

GREENWICH. CONN.

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MM. aTROKI

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The Motor
that crossed
the Atlantk."

SCRIPPS MOTOR CO.
•S2LiMolnATe.. Detroit, U. S. A

"7"

Season's Racing Ends at Buffalo

(Continued from Page 6)
The summaries: —

Buffalo Launch Club, October 2nd and 3rd, 1920
35-40 Mile Displacement Boats— Course 20 Miles 3 Heats

Boat

First
Heat

Second
Heat

Third
Heat

PoinU

Brush By
Leopard V
Belle Isle Bear Cat
Over The Top

34^4
34:55

34:19
34:37
39:36
37:43

38:25
42:10
39:33
38:30

IS
10

8
7

45-50 Mile Displacement Boats — Course 30 Miles Except
last heat.

Miss Nassau 41:07 38:53 24:35 15

Sure Cure 42:02 39:37 24:40 12

Heldena II 42:26 42:38 26:56 9

Clarie II 46:11 45:io 27:04 6

Hydroplane Race for Niagara Frontier Champion-

ship

—Course

30

Miles.

Boat

Second
Lap

Fourth
Lap

Finish

Miss
xMiss
Miss

Toronto II
Peerless
New Orleans

10^21
14:28
10:44

21:22
28:59
29:41

.M:38

43:26

Towed In

PARTICULARS OF THE CONTESTANTS.
Boat Owner Builder

Brush By J. B. Sullivan. . .Reliance Hall Scott 6

Leopard V Griff. Clark. . . Canadian Beaver. . . Hall Scott 6

Bear Cat E. M. Gregory . .Belle Isle Boat Hall Scott 4

Over The Top H. Birge Elliott Hall Scott 6

Miss Nassau C. B. Johnson. ..Smith Liberty 12

Sure Cure Paul StrassburgHacker Liberty 12

Heldena II Fred. R. Miller. Canadian Beaver. . . Liberty 12

Clarie II Alfred Rogers. .Hutchinson Liberty 12

Miss Toronto II . . .Syndicate Ericson Liberty 12

Miss Peerless E. L. Grimm. . . Petersen Peerless 12

Miss New Orleans . Syndicate Liberty 12

HUDSON RIVER POWER SQUADRON
REVIVES CLASSES

After a short period of dormancy since the war ended, the
Hudson River Power Squadron announces that it will reopen
its classes in elementary navigation, seamanship and kinch^d
subjects for the benefit of power boat owners in this section.
Classes will start on November 18, with a lecture introducing
the course, which will be open to all interested. It will be held
in the Colonial Y. C, 140th Street and Hudson River; subse-
quent sessions of classes will be arranged to meet the conyen-
ience of instructor and students.

The schools of the Hudson River Power Squadron were
made famous during the war by the lar^e number of men turned
out ready for the exanunation for ensign in the Navy or mate
in the merchant marine. More than 2,500 men were graduated
in about one year, said by Navy officers to be the greatest single
contribution to the Navy personnel outside of the Navy camps.

The United States Power Squadrons Inc., of which the Hud-
son River Power Squadron is a unit, was organized to train
the great body of power boatmen to properly navigate the inland
and coastwise waters and to act as an auxiliary to the Navy
in time of war. Its schools were operating when the United
States went into the war, the local school being the chief one.
Hundreds, trained therein, were among the first to offer their
services and boat to the Government. The Power Squadron
flag had become known as a sign that the person flying it knew
the rules as well as a pilot and was respected.

The officers of the Hudson River Power Squadron are: Com-
mander, Walter Spiegel; Lieut. Com., James E. Geiitbcrger;
Secretary, Dean Potter; Treasurer, Leslie Htixtable. At tfie
last meeting the following lieutenants were appointed: F. W.
Horenberger, New York Motor Boat Qub; Eugene Cokem, Col-
onial Y. C; A. C. Mclsaacs. Hudson River Y. C; Ge»rge
Moore, Excelsior Y. C. A flag lieutenant will be uuatd at
the November meeting.

No charge is made for the instruction and enrollment js open
to all interested in improving the power boat

Please mentioii THE RimDBR when writing to idvertieeri^'^^^ ^^

'-5gle

November

miDDEP

37

WORLD RENOWNED-S DAY-HIGH GRADE

ASK ANY
USER

^^Sr^BEST IN THE WORLD — all others are comparative
Mantel i'^il'l&r^llF} Clocks, Ship's Bell Clocks, Auto Clocks, &c.

For Use on Steamships, Yacht*, Automobfleo, Motor Boato and in a larye variety of Refined
Metal and Mahogany (P«riod) Cases, Suitable for Finest Residences, Yachts, Clubs and

For General Presentation Purposes

W^On sale by Highest CUss Jewelers and Nautical Instrument Dealers in Largest Cities
Dealers In smaller cities, not carrying these fine clocks In stock, can sell many from catalog

tUkmn Exehutoly

Chelsea Clock Co. m ^ docks lO state St.. Boston, Mass*

IEsUblUhed I

Many Yachto and Clubt are ating the ''CHELSEA" Automatic Ship's Bell Clock,
operating on a special 8H inch Bell . . . UNIQUE, NAUTICAL and USEFUL

Power Houseboat of Today

(Continued from Page 12)

for arranged forward of the engines on many houseboats.
This arrangement can be very satisfactory providing the
sleeping quarters are not placed too far forward. At
anchor in a bit of a sea the chains will creak in the
hawse-pipes effectually putting sleep to flight. One method
of obviating this trouble has been to arrange a large
peak and chain locker in the bow. Aft of this space is
the owners bathroom and then the stateroom. The lat-
ter room is therefor 12 to 15 feet aft of the stem and
noise is effectually silenced. For seaworthiness it is re-
quired that the fore end of a raised deck vessel be pro-
vided with port holes in preference to windows. In the
owners stateroom there should be at least one window
on each side and unless the port holed portion can be
stopped at this point the arrangement should be shifted
to the older, after-quarters- for-the-owner plan. The above
does not mean that the crew should be located in an un-
comfortable portion of the boat. The comfort and pleas-
ure of a houseboat owner and his guests depends abso-
lutely on the actions of the crew. Good men on bridge,
deck, engine room and galley are required. The sort of
men desired are those who have personal pride. If they
are asked to sleep in crowded and stuffy quarters they
will rebel or what is worse, they may be of the stamp
that has no pride and will keep neither themselves nor
the craft in livable condition. There would be less trou-
ble with crews if owners realized that the men have to
live aboard day in and day out, while the owner often
spends only a few days at a time on board. If the crew
is composed of gentlemen they will have to be treated as
such ; if they are not gentlemen they are better off ashore.
To the yachtsman of the East a draught of 3 or 4
feet may seem small, but there are many delightful wa-

En repondant aux annonces v

terways where 2 feet is the average depth of water. For
such service special houseboats can be designed. The
familiar stem wheel Mississippi River steamer is the pro-
totype of these craft. It is an interesting problem in de-
sign to create a boat for this extreme shallow water
service. There have been houseboats of fair size that
would make their way in water not over 12 inches deep.
Some of these have been of the tunnel stern type, the
propeller being entirely inside the hull. Others, and by
far the majority, have been of the stern wheel type. The
hulls are little more than rafts with high houses and the
machinery space located in the extreme stern. The big
paddles are driven by either chains or a pitman rod ar-
rangement. The style of beauty is peculiar to the aver-
age yachtsman's ideas ; but as long as the boats are navi-
gable and comfortable, they are successes. A modifica-
tion of the stern wheel houseboat; having more beauty
without a reduction in efficiency was found in the old
houseboat, Vagabondia. Her wheel was located some
distance forward of the stem and entirely housed in by
the after cabin. From outboard the vessel appeared as
trim and ship shape as any craft of the houseboat type.

Galley arrangements on houseboats should be given a
place of honor. At least two windows as well as a
cowl or mushroom vent must be arranged. The stove
may be kerosene burning but a far preferable range is
one of the Shipmate type burning coal for a long fire
and for heating, and charcoal for a quick short fire for
breakfast or luncheon. As hot water is desirable for
toilet purposes, some system of heating the water is
required. In a large boat it is possible to keep the galley
fire going constantly; the regular hot water back and
tank being used. Smaller boats can have a separate kero-
sene heater located in the galley. Either of these systems
often fail owing to the lack of headroom to give pres;

emllcz mcntioncr THE RUDDER Digitized by

res- T

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38

RUDDER

N o vember

SHIPMATE HEATING STOVES

As good as Shipmate Ranges, and that is all that
need be said.

S*n4 f9r D*tcriptiv€ PtUer

Made by
THE STAMFORD FOUNDRY COMPANY
Established 1830 Stamford, Conn.

(v) Single Post Auto Steerer

For Small Boats

MODEL M is a popular low priced
Steerer especially recommended for
small boats. Combines lightness with
strength and correct mechanical construction.
Equipped with spark and throttle controls,
wooden drum with laminated maple rim
stained imitation mahogany.

Auto and Bridge Deck Steerers for runabouts,
auto boats and cruisers are included in our
complete line of WC Dependable Marine
Hardware.

Send for This Book

Our fall line of fittings for
motor boats and other small
craft is accurately described
in "Sea Craft Suggestions
and Supplies," a 2d7-page
cloth bound book that is full
of useful information, such
as How to Box the Compass.
"What is Proper Ground
Tackle, etc. Well worth
the 50c we ask to send it
prepaid.

Wilcox, Crittenden
& Co., Inc.

|20 So. Main St.. Middletown. Coon.

sure enough on the pipe line to provide circulation. This
is particularly so when there is a stateroom on the upper
deck and the galley is below. When trouble of this sort
is found a small rotary pump driven by an electric motor
can be installed.

Incidently, the idea of a stateroom in the deck house
is an excellent plan providing the house can be made
large enough to enclose both the saloon and stateroom.
Here every breath of air will be felt. If the dining
saloon is located in the house a good plan is to also place
the galley on the same deck. Otherwise a dumb-waiter
from below will have to be arranged.

47-Foot L. W. L. Auxiliary Schooner

(Continued from Pftge 25)

of the four lower sails is 1,853 square feet and the area of
the mainsail is 1,050 square feet. The length of the
mainboom is 35 feet 3 inches and the length of the bow-
sprit outboard is 7 feet 9 inches.

She is equipped with a Bridgeport 2-cylinder, 2-cycle
engine of 12 h.p. which drives the yacht at the rate of
5 miles an hour in calm weather. The gasoline tank has
42 gallons fuel capacity and the fresh water tank has
125 gallons capacity.

Hagan el favor mencionar el

The Schooner Fame, Built by Orowlnshield from His Own Designs,
Under Sail

The principal dimensions are: —

Length o. a 66 feet 3 inches

Length w. 1 47 " 3 "

Breadth 12 " 9

Draught 9 " 3

♦ ♦ ♦

NOTES

Charles Francis Adams who handled Resolute in all her
races has purchased the Class R sloop, Rogue, which was one
of the Indian Harbor Y. C's representatives in the races for the
Greenwich Cup.

Frederick W. Vanderbilt has sold the steam yacht, Vedette,
to the Cuba and Jamaica S. T. Co. through Tams, Lemoine &
Crane and that yacht will disappear from the list of pleasure
craft. Vedette was formerly Virginia. She is 199 feet 6 inches
over all, 165 feet on the water line and was built by the Bath
Iron Works from designs by the late G. L. Watson in 1899.

RUDDER cuando escriven l^ r^r\r^l/>

Digitized by VnOOQ IvL

November

THEa"a

RUDDER

39

Alerte, Champion Victory Class

(Continued from Page 13)

once and fourth once so that her average was better
than that of Carry On. The other winners of firsts in
this series were Otranto and Mary Rose.

In the second series of 13 races the winners of firsts
were Mary Rose and Soixante-Quinze, 3 each ; Ace and
Alerte, 2 each ; and Otranto, Carry On, Briquette and
Bois de Belleau, i each.

Alerte won through very consistent performance
under all conditions. In the two championship series
she won 4 firsts, 3 seconds; 3 thirds; 2 fourths, 2 fifths
and 2 sixths. She started in 16 races out of the 20 and
finished every race in which she started. She was sailed
by Cornelius Shields who, a few years ago, won the
championship in the Larchmont Inter-Club class with his
yacht, Barbara, assisted by Charles Parsons and Robert
R. Martin, son of the owner of the yacht. These three
worked indefatigably to keep the yacht in fine trim for
the races and their team work was remarkably good.

To have won so many prizes in a class in which some
of the best sailors in this section took part is a fine per-
formance. Not one of the yachts in this fleet can be
said to have been poorly handled and the racing was keen
in every contest from the opening to the closing of the
season.

Carry On owned by W. H. Appleton was second in
the first series and Otranto owned by R. B. Meyer was
third. Mary Rose owned and sailed by Rear-Commodore
J. S. Morgan was second in the second series and Gor-
don Curry's Ace was third. In the championship series
Buddy owned by Carroll B. Alker was second and Carry
On was third.

Buddy won the Larchmont Y. C. series with Alerte
second and H. S. Morgan's Black Jack third. Carry On
was second to Alerte for the Boucher Cup and Mongolia
owned by H. M. Curtis was third. The Seawanhaka
Corinthian Y. C. special series was won by Mary Rose
with Soixante Quinze owned by J. R. Swan and W. A.
W. Stewart second and Mongolia third.

The class will be raced just as enthusiastically next
year. It should become just as famous as the 30- foot
class. It is governed by special rules. Four persons are
allowed on board in a race but no paid hand may be
carried. The boats are allowed to haul but once in three
weeks and then for not more than 48 hours. One suit
of sails is allowed each season. A proper equipment
which is detailed by the committee must be carried by
each yacht and no changes are allowed to be made in
the lead ballast or dimensions of spars.

The scores in these series races are as follows :

FIRST SERIES

Per

Name Cent.

1." Alerte 886

2. Carry On 745

3. Otranto 711

4. Buddy 623

5. Mongolia '.610

6. Mary Rose 519

7. A. E. F 443

8. Soixante Quinze 412

9. Spad 361

Arethusa D.N.Q.

Black Jack D.N.Q.

Ace D.N.Q.

Gopher D.N.Q.

Blue Jacket D.N.Q.

Blue Devil D.N.Q.

Naviator N.R.

Briquette N.R.

SECOND SERIES

Per
Name Cejit.

1. Alerte 764

2. Mary Rose 675

3. Ace 667

4. Soixante Quinze 626

5. Buddy 603

6. Mongolia 529

7. Otranto 506

8. Carry On 47?

9. Spad 458

10. Briquette 356

11. Blue Devil 340

12. A. E. F 333

13. Blue Jacket 328

Arethusa D.N.Q.

Black Jack D.N.Q.

Gopher D.N.Q.

Bois de Belleau D.N.Q.

Naviator D.N.Q.

REGAL

FOUR-CYCLE
MARINE ENGINES

For nineteen years have
lead the field in the de-
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reliable and economical
power plants.
Sizes2H.P.to50H.P.
One to four cylinders.
Built to operate with gasoline, distillate or kerosene.

REGAUTE

THE NEW ELECTRIC LIGHT PLANT

A direct connected outfit. 2 H.P. air cooled motor.
H K.W. generator. Write for information.

Regal Gasoline Engine Company

59 West Pearl Street

Coldwater, Mich

The 20* Century

3, 3. 4 and 6 CyOndera

10 HP. CO 300 liP.

Marine Gasolene bigine

■BMJii jQit What the name Impltet. It li the eaglae of the 90th ceatnry.

ID« many advantages are

Neatness of Design, Ease of Operation* SImplloltyof Oonstruo-

tlon. Absence of Vibration and Noises, Economy of Puel«

Moderate Revolutions and Ample Bore and Stroke

I^K^ ?/L* **". •*;*•' 5«y<^«T menM embodle. all the latest ImproTementt. to-
tether with a standard ol construction that wili take others years to equal.
MANUPAOTURCD «OLCLV MY

THE NEW YORK YACKT,LAUNCH & ENGINE CO.
Morris Heights, New York

Builders of Yachts, Launches and Business Boats of all descriptiont»
High-ciess Workmansnip a Soecialty

Design and Construction Unsurpassed— Joiner Work Unequeletf
Prices Phenomenall/ Low
Call or write and give us a chance to prove It
from Grand Central Depot

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RUDDER

November

THE MOTOR WSR

POWER TO SPARE

Unit p-mmtr PfBHtr Mvdal
*#•«• H.F., 4 f
Fiinilsli*^ wllk or wlllio«H

They bum eitber kerowne or

RED WING MOTOR CO.

The

Reward
of Merit

TK«T* » a rcMon why Red Wmg THORO-

BR ED Marine Moton are more widely uted

ioAny, throughotttthe world than any other

mA r iii« moton.H..^. 1 1 * l^MM

C^fnuine foodneu built into the THORO-

BRED bccomo an advettiMment the value

ol which increaiea a* the number

of men sro%vi. Every THORO-

BRED owner it a THOkO-

BRED booster and we credit

their enthuaaim for the THORO-

BREO as one of the greatest con-

tributins facton in our large sales.

Ask for prices and daU on our five

sizes. 10 to 40 H.P. »«»

You can't go wrong on a THOROBRED.

Dept R Red Wmc, Moil.* U. S. A.

■F" THOROBRCO

t«x •in.

UmII Power Plaiil

SEASON'S CHAMPIONSHIP

Columbian Bronze Corporation

Bronze Propellers and Motor Boat Equipment
522 flfTH AVENUE

NCW YORK CITY

WE BUILD

Commercial and Pleasure Graft up to 150 ft.
Standardized Sailing and Power Dories, Launclies,
Outboard Motor Boats, 10 and 12 ft. Rowing
Skiffs and Yaclit Tenders.

CAPE. COD SHIPBUILDING CORP.

Office and Works, 367 Main Street

WAREHAM. MASS.

Medium duty motors for work or pleasure. Com-
pact; easy on gas, oil and repairs. 1 to 6 cyl.; 5
to 75 H.P. All four cycle, send for catalog

FRISBIE MOTOR CO.

CONG STREET
MIDDLETOWN CONN.

ULriLTyfe-r

SERVICE

-WRCYciE MEDIUMawl HEAVY DUTY

WRfTK roa CATALOG A/V£f PfflCH^

ANDERSON ENGINE CO.

4038 Nord. Rockwell St. - - CHICAGO

Cut vi SintI*
Crliful«r 2 H. P,

Dunn Marine
Motors

For extreme simplicity, long wear
and general aU-round service, out
m<jtors beat them all. They do their
work easily under all condition 8 of
climate or weather. At the price
quoted ihit mi^tof iA furnlihei] complete
%vith flultabln uropeller^ shaft, fltuffinff-
bon, muf()er, flange -coupling, coll »DArk-
plui^T mixlnfl' vhIv^. and ojl-cup.

We bulM enB^tneft In «Iit hI lefl, from thJ b
fltnile c y1iiidi»r2 H.P, to a 0 c]rlinder 24 Hh P^
We can «ave you money on the purchaie
ofp motor. liVrfte ub for our catnloi^ue^ or
better still get your motor ordered ofuft.

DUNN MOTOR WORKS

Ogdenflburg. New York* V, S* A.

Per
Name Cent.

1. Alerte 825

2. Buddy 613

3. Carry On 609 Ace

4. Otranto 6085 Gopher

5. Mary Rose 592

6. Mongolia 570

7. Soixante Quinze .519

8. Spad .460

Per
Name Cent.

Arethusa D.N.Q.

Black Jack D.N.Q.

D.N.Q.

D.N.Q.

9. A. E. F.

Blue Jacket D.N.Q.

Blue Devil D.N.Q.

Naviator D.N.Q.

Briquette D.N.Q.

.388 Bois de Belleau

D.N.Q.

LARCHMONT RACE WEEK
September 24-31, 1920

Name Points Name Points

1. Buddy 90 ID. Blue Jacket 55

2. Alerte 87 11. Mary Rose 47

3. Black Jack 85 12. Blue Devil 42

4. Ace 83 13. A. E. F. 39

5. Otranto 76 14. Naviator 36

6. Carry On 70 15. Bois de Belleau 30

7. Cantigney 64 16. Mongolia 15

8. Spad 63 Gopher 15

9. Soixante Quinze 62 17. Briquette 2

SERIES FOR H. E. BOUCHER CUP
July 14-16; Sept. 4-6, 1920

Name Points Name Point>

1. Alerte 32

2. Carry On 27

3. Mongolia 20

4. Buddy 16

5. Ace 15

6. Mary Rose 12

7. Blue Jacket 11

Otranto 11

Cantigney n

8. Spad 10

Soixante Quinze 10

9. Bois de Belleau 8

10. Nieuport 5

11. A. E. F 4

12. Briquette 3

13. Blue Devil 2

Ved Henvendelser til Annoncerende

SEAWANHAKA-CORINTHIAN YACHT CLUB
Special Series
September 24, 25, 26.
Name Points Name Points

1. Mary Rose 20 4. Carry On 10

2. Soixante Quinze 17 5. Alerte 9

3. Mongolia 12 6. Ace 6

7. A. E. F 4

The winners of first prizes during the season were: —
Carry On 6, Mary Rose 4, Alerte 4^ Ace 2, Otranto 2,

Soixante Quinze 2, Black Jack i, Spad i, Buddy i, Cantigney i,

Bois de Belleau i, and Briquette i.

©*•

Small Craft for the Kiddies

(Continued from Page 17)

Just before the war The Rudder published the plans
of Sea Mew, a 14-foot catboat. This yacht was designed
for beginners and it proved a success at once; so much
so that the plans were republished the next year because
there was a demand for them. The Harlem Y. C. had
several of these boats built. Last year about a dozen
were built for members of the Jamaica Bay Y. C. and
those have raced very consistently.

Members of the Cedarhurst Y. C. are to have 15 of
these boats built this winter and to race them next year.
Ike Smith has the order and they are to be built at Port
Washington. The price is $300.

Four Sea Mews are being built at the Broadway Boat
Shop at Newport Beach for members of the Southland
Sailing Club. This club is a new organization and those
who have been instrumental in its promotion intend to
make it an all-year-round club.' The sailing is done on
the broad smooth channels which separate Santa Cata-
line, San Clemente, Santa Cruz and Santa Rosa from the

bedes De rcfiFcrcre til THE RUDDER /^^^^^^^l^

Digitized by VnOOQlC

N ov ember

^

South California Coast. Commodore I. B. Potter is
working hard to make this club a success and he writes
"our coast waters are literally a ^summer sea' the year
round and we have the best chances in the world for
sailing either in the bay — 2l land locked course of say
ten square miles — or in the San Pedro and Santa Bar-
bara Channels outside. We have started our new club
on a rather unique plan. No initiation fee nor dues ac-

RUDDER

TOPPAN BOATS

3Ar£--5EAWORTH>r-»ELIABLE

DORICS ie TO 30 fT,
RawiHO mKiFra io« 12. i4, 11 rr.

LAUNCHES 2e ^ti»30 FT,

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PROMPT SHlJPMtHTa.

■ V RAISmC THC «IDC ONE PtANK IT
HADe A VERV SATIBFACTOflV CAIIfl

cftLrimiNC Donv.

Write as your wants
TOPPAN BOAT CO., Dept. B M«dfofcl, M«««,

Oatboats Designed hj Alden for the Kiddies Class

American-Built

Sextants

Since 1872 we have built Sextants and instruments of precision.

Quantity production enables us to offer American-built Sextants

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

Send for Booklet S (4 Stylet: 7%* mnd 6" S avigmtional Mate and Motor Boat)

Brandis & Sons, Inc.

754-758 Lexington Avenue Brooklyn, N. Y.

How TO Reach Ouh Showroom and factory— 20 minutei' ride: Take the
Lexington Avenue train at Brooklyn Bridge entrance. New York side, get out at
Reld ATCnue Station, Brooklyn, walk East % block. Phone Bashwick2427

■N^ II-
•LiNr.3-

John Bliss & Co. RAVIGATIOHU.

mSTRIMEMTS

128 PRONT STREET
NEW YORK

Lines of the Bndder Sea Mews
Koukokasha ni otegami onsashidashi no saiwa dozo RUDDER nite goran no mane onkakisoe negaimasn

EMPIRE REPAIR & ELECTRIC
WELDING COMPANY

Electric Wdding and Boiler Repairs

Shop, Foot of 35th Stroot
Brooklm, N. Y.
T*l. S040 ••Mtli Br*«klyii

Now York Office

44 WkitehaJl Stroot
••wllof arMii SOSO M. Y.

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43

RUDDER

N o vcmber

ASK YOUR DEALER

-FOR-

DURKEE'S

MARINE

Supplies

LARGEST STOCK IN U. S. A.

"~ ANCHORS

PORT LIGHTS

SHIP LIGHTS

SHIP
TELEGRAPHS

BILGE PUMPS

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COTTON

FLAGS.

CHAS.
D.

DURKEE

& CO

INC.

MANUFACTURFRS OF MARINE HARDWARE

For Every Kind of Craft Afloat

MAIN office:

2 SOUTH ST., NEW YORK CITY

FACTORIES, STATEN ISLAND, N. Y. CITY

MISSOURI OIL ENGINES

Built for the man next door or the man 10,000 miles away. They are
built right and their freedom from repairs or replacement recommend
them for the hardest service. Guaranteed to run on less than a gallon
of Kerosene, Solar Oil, or fuel oil per H.P. per 10-hour day. Easy to start
and to operate. No Batteries, Wires, Switches, Spark Plug or Magnetos.

Send for catalogue which tells the experience of many users in
Foreign Lands as well as men at home. Sixes 7 to 30 HJ*.

The saving in fuel will pay for their cost in the first year's run.

HYDE

TURBINE TYPE

Propellers

SPEED-

EFnCIENCY-

REUABIUTY

Catalog and Prices
Free Upon Request

MYDE WINDLASS CO.

Bath. Maine. U. S. A.

cepted until one hundred have signed the roll, at which
time every subscriber pays the admission fee and one
month's dues. This insures a complete organization at
the outset and puts all of tlie founders class on an equal
basis."

A complete set of plans for Sea Mew with table of
offsets can be obtained from The Rudder, price $5.

The Niantic Bay Y. C. has for some time been
striving to boom small boat sailing and has succeeded
in a measure that has very much pleased the veteran
yachtsmen of that club. For the season just closed J.

ii€ ~ brait HiuhtKsA

Sail Plans of the Se^ Mewa

II. Perrine of Barnegat built several 15-foot cat boate
of the sneak box type and these with those already owned
in the club made a fleet of 25 boats.

The season ended early in September. Queen of
Hearts owned by Waldron McDonald scored 14 points
in the series and won first pri^e. Bob Steven's Uno was
second with 12 points and Gerald May's King of Hearts,
third with 10 points. These three juvenile yachtsmen
received silver cups for their seasons records. The Com-
modore's Cup race was sailed on Labor Day and it was
won by King of Hearts sailed by Gerald May. Miss
Charlotte May, Miss Harriet May and Miss Lucile )Vil-
son won the three prizes for the Misses race. The Misses
Charlotte and Harriet May are 12 and 13 years of age
respectively and they sailed their boats very cleverly
throughout the season. Waldron McDonald winner of
the seasons series is 14 years old. These kiddies have

Var god aberopa THE RUDD ER nar anponsorema tillski

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November

RUDDEP

43

The Fleet of Omtboats of the NUntic Y. O. Beady for Racing

learned the art of sailing from the old timers and are
beating the veterans at their own game.

At a meeting of the club held at the close of the
season the officers were re-elected. These are Commo-
dore, John Pennington; secretary and treasurer, W. B.
May; and regatta committee Messrs. Woodward, May
and Stevens.

i'.i

^5:**^.^ '(

Marconi Big for Sailing Skiff Designed by 0. D. Mower

Mr. Woodward was highly complimented on the suc-
cess of the racing season and the way in which he had
managed all the regattas.

Next season will see a much larger fleet of 15- footers
at Niantic Bay. Several new boats are to be built by
Perrine. These boats cost $225 each and others of the

Nlantlo Oats In a Race

SMIDS

MARINE
nSP'^PLUMBING

STILL LtAOtNG 1920

rUtures and Specialties

Quality First

PLATE F-1070

"FriRCo" Puni|} Oosac* vitto-
.idamant n\a\ hopptr boivl; 3'in.
supply and wa>te pump; meial parts
roiiuli. N. P Uaiidtc:

Oak woodwurk . $85.00

'* Friaco'*

always

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pump at

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hand.

facing:

nnkss

Qth^Twisr

ipeciAcd.

PLATE F-1070 (Patenicd)

PLATE P-1651
New Pattern Improved AU Braaa Galley
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Keversihl*- handle and TO^eAOod grip.

Pump polidh'd Lrasft . - *1S*JJ
PiiTno nickd nlaTcH all nvef 1^.50

8
4

A. B, SANDS

22-24 Vesey Street

(Oopyrtghtodi

York. N. Y

Steering Gears

and MARINE FITTINGS for

POWER and SAIL YACHTS

Edson Manufacturing Co.

Established 1859

272 Atlantic Ave., Boston, Mass.

|o years the leader.

THE PAINT you have used so long, always reliable when properly applied

Tarr & Wonson's Copper Paint,

for wooden Vessels' bottoms, prevents borins ol
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THEY EXCEL Ol, EVERY POINT

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Please mention THE RUDDER when writing to advertisers

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RUDDEP

November

COUSENS & PRATT

SAILMAKERS

274 SUMMER STREET BOSTON, MASS.

Ge De Coninck & Coe

Largest Yacht Yard In France

Laffitte

TORriDO AUTO-OANOT

Length n It., bretdth 4 ft. 8 in., drangbt jo in. Motor la-H.P. Speed H
miles. The best boat bnilt for the money; safe, speedy, silent, com-
fortable. Price. $1,4S0. . ^
We •!•• baild Salllac •■<! Steam Yachts. WorkiDC boati ol all kladi. Steel and
wopdea halla. Motof boata a specialty: al«o with aeflal propellef. Write lof catalog. ^

Yacht and Launch Fittings

Boat BuiMen' Toob and Equipment. Everytiiiiif needed fof Filtinf Out.
Bu3(£ng. Repairins and Re&niihing. We carry in stock Paints, Varnishes
and a ComplelelLine o( Marine Hardware. Let us quote you on your next order.

BOSTON MARINE HARDWARE CO., 259 Atlagtk Are., BottM, Mast.

"CHAMPiqirjhe Pioneer for

BOAT ^^^M LIGHTING

(^fHpTOU

It is now fifteen years since the first "CHAMPION" outfit
was installed on a boat. Improved steadily erer since. They
are complete to the last screw. «

Let us show you how one would suit in your boat. Pleaae
mention size and cabin arrangement.

Hector MicRae. 316 St. Paul Stroot. Bakteioro, lid.

If Tou ^nr«fit g<Kid_clrotil>tlgT^ on v<tuw

Autonnobile. Launch
or Motor Boat, use a

ItOBEE FUMP

Lobee Pump & M&chfnory Co.
17-Sl Pairiph 5tj-*«i* £ulI«lo, K. Y«

WILSON & SILSBY, inc.

Yacht Sails

ROWFS WHARF

BOSTON, MASSACHUSETTS

same type are to be built for the Beachwood, Bay Head
and Mantoloking Clubs of New Jersey. The Nantucket
Y. C. is also to adopt this class to help stimulate the
interest of the juvenile sport.

The Niantic Bay Y. C. was organized through the
efforts of former Commodore J. A. Stevens and he is
very proud that it has grown to be such a big success.

J. R. Stewart has purchased the 48-foot water line sloop,
Dorello II, built from designs by George Owen in 1912.

Willis Sharpe jvilmer has purchased through Tarns, Lcmoine
& Crane the auxiliary schooner, Intrepid, which early this year
was sold by Captain Lloyd Phoenix to Alexander Smith Coch-
ran. Intrepid was damaged by fire a few weeks ago while lying
in Tebos Basin and is now being repaired.

The steam yacht, Eagle, formerly Adventuress which was
purchased during the summer by W. K. Vanderbilt Jr., through
Tams, Lemoine & Crane is now at the yacht basin of the Briggs
Engineering Co. at the foot of Flatbush Avenue, Brooklyn. Her
interior has been ripped out and is being remodelled and as
soon as ready the yacht will start on a southern cruise. Eagle
is 151 feet over all and was built in England in 1913 from de-
signs by J. M. Soper.

Edsel Ford has purchased the 60-foot power yacht, Grey-
hound, which has been equipped with Hall-Scott engines and
sent to Detroit.

L. Gordon Hammersley has purchased the 75-foot power
yacht, Drusilla, through Tams, Lemoine & Crane. This yacht
is equipped with 20th Century Engines and will cruise in southern
waters this winter. Mr. Hammersley*s express cruiser,
Cigarette, equipped with Murray & Tregurtha engines will take
part in the Florida races this winter.

Vice-Commodore H. H. Raymond has sold his 40-foot sloop.
Pampero, to Charles Lee Andrews of New York who will race
her next season. Vice-Commodore Raymond is going abroad
and expects to be gone for a long time.

How At-A-Boy Was Built

(Oontinued from Pago 28)

fastened as they provide additional fastening for the
after ends of the planks. The work after planking is
simple and requires no explanation other than that con-
tained in the following specifications. The author desires
to thank Mr. John C. Jago for permission to use the
lines, for photographs and for much assistance.

SPECIFICATIONS FOR AT-A-BOY

Keel : — White oak 4 inches wide from the stern to frame 10
where a gradual taper is given from both sides so that the
keel is 2 inches wide at the stem. The thickness is to be i inc^i.
Ibe upper part of the outside edges should be planed to a
btvel to make the angle between keel edge and frame 90 degrees.

Stem and Stern Knees: — White oak 2 inches thick shaped
as shown on the plans and screw fastened to stem, keel and
transom. Either long screws or through bolts should be used.

Shaft Log: — White oak 4 inches square, bored for the shaft
at the proper angle and fastened down on top of a canvas and
white lead gasket by 6 through bolts ^ inch diameter, passing
from the bottom of the keel through the log. The lieads on
the outside are to be countersunk into the keel. The nuts on
top are to be fitted with lock nuts or the ends of the bolts
are to be burred.

Engine Bed: — Spruce Ij4 inches thick, 5 feet long and to
have a width of about 8 inches. The bed and shaft log are
to be arranged for a shaft line having the following dimensions.
Height of line at frame 8 above keel bottom 12 inches. Depth
below keel bottom at transom, 9 inches. Engine bed to be
through bolted from the under side of the planking with % inch
bolts passing through planking, floors and bed. Heads to be
countersunk. Bed to be notched over the floors as shown.

Transom: — Oak or mahogany i inch thick, shaped according
to the Table of Offsets. To be cleated with i inck oak all
around the edges to form additional backing for the fastenings
in the after ends of the planks.

Frames: — White oak. The floor frames are to be 6 inches
deep above the keel and ^ inches thick. The side frames are
to be 2^ inches wide at the chine and i^ inches wide at the
head. The thickness is to be ^ inches. The three pieces
forming a frame are fastened together with at least four eop-
per rivets at the comers. The top of tho-^or timber fs left

En repondant aux annonces veoillex mentioner THE RUDD^zed by V^TfOOQlC

November

RUDDER

45.

a straight line so as to form a ledge for the flooring. A i inrb
half round limber hole is to be cut in the center of each floor
as shown. Floors are fastened to the keel with two 4 inch
No. 14 brass screws with countersunk heads. Fastening to run
from the bottom upwards.

Qaaip: — Gear spruce, ^ inches by I'/i inches located down
on the frame far enough so that a iVi inch deck beam will rest
on top of the clamp and come even with the sheer line after
the decking is put on. Clamp to be fastened to each frame
with two 2 inch screws.

Deck Beams :— Spruce ji inch by i^ inches and crowned to
a cunre of 5 inches in 4 feet 3^ inches. Deck beams fastened
to the side of every frame.

Decking: — Cypress 5^ inch thick boat nailed to deck beams
and corered with 8 ounce canvas laid in white lead or marine
glue. Under the deck there are to be located oak blocks K
inch thick under each cleat, chock or deck fitting. Blocks to
be screw fastened to the decking and wide enough to take in
at least three deck plank seams.

Engine Hatch:— A portion of the deck 2 feet 6 inches long
and 3 feet wide is to be arranged with hinged flush hatches as
shown. The deck beams in the way of the opening are to run
into a Ji by i;4 inch carlin located at the outboard sides of the
hatchway. Through the center of the opening there is a i inch
by 2 inch strongback arranged to be removable. A carlin is
run each side of the strongback. The hatch beams are to be
H by ^ inches. All beams and carlins to be of spruce.

Seam Battens:— Spruce iVa hy Yi inches in full lengths
from stem to stern. Fastened to each frame with one screw.

Planking: — White cedar or cypress 7/16 inches thick and
arranged in widths to suit the spaces between the seam battens.
Each plank is to be fastened to the frames with 1% inch screws
on not more than 3 inch centers. To the seam battens the planks
are to be either screw fastened or copper rivetted on 4 inch
centers. The ends to be fastened to stem, transom and cleats
with brass screws on 2 inch centers.

Bulkheads : — Mahogany or cypress T. and G, stock staved
vertically. Material to be ^ inch stock.

Coaming: — Oak or mahogany y% inch by 5 inches. Fastened
at the sides to filling pieces boat nailed to frames and clamp.
The filling pieces are to be squared up so that the coaming will
set perfectly plumb.

Planksheers: — Mahogany or cypress J/2 inch by 4 inches.
Nailed or screwed to the deck beams and to coaming filling
pieces. If finished bright and not canvas covered the screw
fastenings must be used and the heads plugged.

Cockpit Floor : — White pine or cypress T and G, stock 5^
inch thick and arranged with hatches over the reverse gear,
coupling and stufBng box.

Seats: — Mahogany or oak ^ inch thick arranged as shpwn
or to suit. All parts cleated to prevent warping and supported
with stanchions in the center to prevent sag. Lazy backs to
be removable.

Mouldings: — A i inch half round of mahogany or oak is
to be run around the sheer and screw fastened over the heads
of the deck canvas tacks.

Rudder: — Bronze plate 3/32 inch thick, 2 feet 9 inches long
and 8 inches wide. Hung on bronze gudgeons and braces and fitted
with bronze quadrant or tiller with sliding arm arranged to
project through slot in the transom. If the boat is to be run
in shallow waters the rudder can be made shallower and wider.
The advantage of the narrow deep blade is that it helps the
boat to heel in on the turns.

Steering Gear: — Consists of a 12 inch automobile type wheel
well mounted on the bulkhead and actuating ^ inch bronze
steering cable lead over 2j4 inch sheaves. The sheaves are to
be bolt fastened in every case. Turnbuckles are to be arranged
in the line to take up slack.

Stmt:— To be of bronze with babbitted bearing. Arm to be
1/2 inch thick at the heaviest part. The edges are to be faired
off in the usual manner. Length of arm is to be taken from
work. The strut will fasten to the hull with four bolts passing
through stem knee.

Fod Tank: — To be as shown on the plans, securely chocked
is place.

Sten Plate : — 1/16 inch bronze plate on each side of stem
amuiged to give the stem a plumb profile with sharp curve at
bottofli. Between the two plates there is inserted a wood filling

wedfe.
Geaeral

Deck Fittings etc:— Deck fittings, painting and vam-
ishisg waA other similar features to be at owners orders.

''the J. H. CUDTISS CO."^

2 SOUTH STREET, NEW YORK

Marine Water Closets

Yacht Pump
Closet

f

Verjf Hisbett Devclop-
mcot of Mirtne Wtter
Close ta lor use ibovc or
below water tine, i-incb
cjlinder, discharsefi con-
ten Is at third I troll e« 911 jt.
abk for heivjr worlt or
owner's room. WilJ out*
wcir iny otber cLoset; the
teu- maikei tt verf caajr -
WcurleiiiB.

GURTI8S IMPROVED MOTOR
BOAT GLOSET

DimcnAionji: l^xlMiclI in.
hifh to top of bowl; 2% in.
cylindei:. For above or
below water Line.

The best little closet on
Ihe market today, possess-
ins many of the advan-
tases of the larse size toilet.
All brass and porcelain.
Oak seat and cover.

All pricci fiubjcct to
market advances, whieb
are continually chingini.

fie. 1404

The STAR Ship Speed Indicator

FOR

Sail or Power Boats

Made In 8 Tsrpes, 1 to 12, 1 to 24, 2 to 40 Knots.
Tells your boat's speed instsntlx. Indicstes the
flow 01 tides or currents — the movement of m row*
host or the highest powered Torpedo Boat Destroyer
throngh the water.

Send for Oirenlar
Mannf actored Solely by B. STAB, 253 Bergen St.,

Brooklyn,

Goblet

Metal Valve
Yacht Pump Closet

MARINE PLUMBING SUPPLIES
GASOLENE TANKS and OTHER SPECIALTIES

WILLIAM H. GOBLET

1 144 Bay Street Roaebuik, Slaten laluid, N. Y.

Charles P. McCIeUan
YACHT SAILMAKER

Pateated One-Maa Boat Tops. Simplicity Sprayhoods. Cushioas. Etc.
!*• Whtff EstabUshed 189s Fall Rirar^MaM.

Hsffan #1 favor mencioiiar el RUDDBR caaado etcriven

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46>

PUDDER

Nov ember

PALMER. MOTORS

Two And Four Cycle
], 2, 3, 4 ud 6 Cylnders

2 to 75 H.P.

atalef Free

Palmer
Bros.

cos COB,
CONN.

BRIGGS & BECKMAN

Yacht
Sailmakers

NEW BQ>FORD

MASS.

NAVIGATION SCHOOL

Males Coune $60.00. Courae* by MaU $85.00

Licenae Guaranteed or Fee Refunded. Write for Grcular.

For Sale -SexUnls. best makes from $ 1 1 7.50. Marine Nichi Glasses, from $27.50

Used Sextants sold, bought, rented, ezdianced

CAPT. W. PENNRICH. 36 Garden Place. Brooklyn. N. Y.

Telephone Main 4283

MERRIMAN BROS.

YACHT BLOCKS

185 Amory St.

Boston, Mass.

Compass Specialists
Charts

NEGUS

140 Water St. l-OgS

'New York oty Marine Glasses

MARINE iVIODELSl

Pattern Making, Inventions Developed

Special Machinery

THE H. E. BOUCHER MFG. CO.

150 LAfAYrrre STRCCt, N. Y., U. S. A. ' ^

350 Square Foot Racing Ice-Boat

(Continued from Page 27)

Jib halliards 3/4 inch circumference pliable galvanized steel
rope 12 wire and hemp centers.

The sheets are of 4 strand Manilla rope.

Main sheet 5/8 inch diameter, Jig 1/2 inch diameter.

Jib sheet 3/8 inch or 7/16 inch diameter.

Halliard jig 3/8 inch diameter.

Blocks to be of bronze of very best quality.

Main sheet 2 bridle blocks to take s/8 inch diameter hemp
rope, having a boom bridle attachment for 5/8 inch circumfer-
ence steel rope. 4 swivel deck plate sheet leader blocks for 5/8
inch diameter hemp rope. All the above are single blocks. Get
stationary bridle attachments, not self locking.

Main sheet jig blocks are of ash or lignum vitae. A double
and single block (with becket on latter) to take 1/2 inch diam-
eter hemp. For jib sheet use lignum vitae bulls eyes, as they
do not rattle in coming about as blocks do. They should have
a 1/2 inch diameter hole. For jib halliards use a 3/4 inch
circumference wire rope block. The main sai! halliard passes
over a 1/4 inch diameter brass sheave set in mast head. There
are five hollow bronze cleats 7 inches long. Use Ashley jigs
to hoist sails, made as follows: — Splice wire thimble of larger
size than still rope requires to the running end. Through this
thimble splice the 3/8 inch diameter Manilla rope; pull down
this pennant and pass through hollow cleat fastened to side
of back bone near foot of mast, and up through thimble of
wire halliard, and sway away. This gives you a several pur-
chase jig dispensing with the cumbersome blocks and the coil
of Manilla halliard which is always in the way. This method
will not do for a jig that is used, constantly like the main sheet
jig. The mast is equipped with a slide to which is fastened the
hoist of main sail. Under this hoist is secured to the aft side
of the mast an oak strip of wood 3/8 inch thick to allow for
loops of shrouds and stays. The loops of the shrouds at mast
are staggered so that one will not lap over the other which
would cause a bulge in the slide.

Si prega far menxione del

Section tliroagli Backbone Showing Method of Building-Up Sides

Rigging

All mast head work is single loop spliced in with rope, pre-
viously served with white marlin and canvas over splice. Run-
ner plank stays at nose and heel are of the same make up, and
also the bob stay.

Sails

Should be cross-cut of light but very close woven special
racing duck which is carried by all first class sailmakers. Never
get a low priced sail as they are worthless. The hoist of the
main sail is roped with 3/4 inch flexible galvanized steel rope,
also the jib, on stay. Leeches have draw cords. Rope foot with
Russian hemp. Hand served grommets for reef points. No
nettles required as reef is laced in. Sails lace on booms (do
not half hitch them). Dimensions of sails fully stretched; —
Main sail hoist 30 feet 6 inches ; boom 19 feet o inches ; Leech
34 feet 6 inches; Jib, on Stay 17 feet o inch; foot 8 feet o inch;
leech 14 feet 3 inches.

Batten in main sail and jib. Snap hooks for jib which should
be removed every night. Impress most forcibly on your sail-
maker to make the main sail and cockpit covei^ good and loomy,

RUDDER quando scrivctc Digitized by VnOOQ IC

N o vember

RUDDER

47

for one has no time to bother with a tight fitting sail cover in
zero weather. The best sort of sail cover is one that covers the
main sail and cockpit in one piece.
Varnish etc.

All wood work requires i coat light colored wood filler and
two coals of best spar varnish, and use plenty of sand jftiper
and elbow grease in between the coats. All iron work to receive
two or three coats of aluminum bronze. Buff all bronze turn-
buckles and give one coat of Egyptian lacquer and it will stay
like bright gold all winter. Wind tiller with i/8 inch diameter
braided cotton rigging, and give coats of shellac. The cockpit
rail can be stained a dark mahogany^ as it improves th elooks
of the ice boat. When the: boat is at rest always put your rud-
der runner at right angles with the back bone, douse your jib
and lash it down and give the main sheet a little drift. Never
leave the boat at night without being jacked up on horses. The
jib and steering gear should be removed and main sail and cock-
pit covers on and securely fastened. If there is a protracted
storm remove the runners. Many also remove the main sail.
See that your runners are always in sailing condition. It is well
to have two sets as they often get nicked by a stone or small
piece of metal frozen in the ice. Don't attempt to stretch your
sails until after a few days sailing. The sailmaker will attach
a ticket to each sail giving you the limit to stretch them. If
the sail does not fit properly it is up to the sailmaker. Do not
set up the rigging taut, it should have a little vibration. This
applies to shrouds and runner plank guys. Bob stay and hall-
iards set up as taut as possible, also mast head strut stay. You
can't use too much care in setting your fore runners at perfect
right angles, with runner plank and their cutting edges must be
exactly parallel or the ice boat will not make the required speed.
Set up your runner plank guys so that the runner plank will
be at exactly right angles with the back bone. Make a box with
lock for runners and steering gear. Give runner shoes a liberal
coat of castor oil when they are put away for the summer. The
back bone, runner plank and spars should be put away, after the

season, on level rack under perfectly dry shelter. Sails in roomy
sail bag hung to ceiling by small copper wire. This will pre-
vent mice from making nests in sails. Another box is for rig-
ging, neatly coiled up, and blocks. When cold weather comes
again everything will be ready and in its place.
* * ♦

THE NEW YORK Y. C. 40S.

The New York Y. C. 40-footers closed a very strenuous
racing season with two races sailed under the auspices of the
New York Y. C. and a three days racing cruise. These yachts
have competed in many races sailed under all sorts of conditions
of wind and weather and have created much interest not only
because they were the largest racing class this year but because
they have been so well sailed and are so evenly matched. During
the larger part of the season seven yachts have taken part in
races on Long Island Sound. They also took part in the cruise
of the Eastern Y. C. when Katherine owned by Commodore
Lawrence F. Percival of the Corinthian Y. C. joined in the
contest and raced through Larchmont Race Week.

Every owner speaks very highly of these boats which are
very different from what they were in their first year. Now
they are rigged with bowsprits and consequently handle much
easier and apparently are faster.

The two New York Y. C. races were sailed in fresh to
strong winds. In the first race Zilph owned by Mr. James E.
Hayes was the winner with Monsoon owned by Mr. F. D. M.
Strachan second and Pampero owned by Rear-Commodore H.
H. Raymond of the Larchmont Y. C. -third. Monsoon won
the second regatta with Zilph second and Rowdy, owned
by Mr. Holland S. Duell, third. In the Hempstead Harbor
Y. C. regatta on September 18, Monsoon was first. Mistral
owned by Mr. Philip R. Mallory was second and Pampero was
third.

The 40s concluded the season, with a cruise which started
from off Larchmont on Friday October i. Five yachts. Mistral,
Monsoon, Pampero, Rowdy and Shawara raced from Larchmont

Ved Henvendelser til Annoncerende bed^s De re£Ferere til THE RUDDER

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48

THEfl«»

RUDDEI^

N o vember

Wtt arc tiM UtkcsI MarliM Patet MaiwfKtarafS ta Um WarM

WOOL8EY

COPPER B EST

PAINT

ron WOODEN boats* bottoms m nicsH o« saltwatoi

CUARANTBBD

Will ttand for one year if prop-
erly applied, and keep the
bottom clear from marine
growtht, at Gratt. Moit.
Bamadet. Etc.. and prerent
borint by the dettnactiTe
teredo worm.

BRIGHT RCD AND BRIGHT GRCCN

COPPER YACHT PAINT

MAKE THE SMOOTHEST SAIUNG BOTTOM

WOOLSCVS SPAR VARNISH

Guaranteed to stand under the most trying
circumitancei, at on yachts, boats and Teasels
of any kind for either inside or outside work.

Yacht White Yacht Black PccJkPahrt

Caaoa EaanMl
Cr^^ii,|[ Lt. Sea Grata aad Copper BraaiaBattafliPalats

C A. WOOLSEY PAINT
AND COLOR COMPANY

Jersey City, New Jersey, U. S. A.

Send for our ^^ New Marine Booklet^ with Color
Spots and ''How to Paint a Boat'' — Fret.

Decks Hard to Keep Tight?

Why not try

AND

ELASTIC SEAM PAINT
Will keep decks tight for upwards to
ten years. Yields with expansion and
contraction and will not track out.

Used on Government submarine chaserSy also
over 20 S. S. Cos. on all of their steamships

ELASTIC COPPER PAINTS

Prevents Sea Growth

ELASTIC COPPER PAINT it made en-
tirely difrerent from other SUBMARINE
PAINTS. It is an absolute preventive of
MARINE GROWTHS AND WORMS.

It is Made in Two Colors
Bright Red and Green

ELASTIC BOOTTOPPING

Beautiful* ridi Bright Red and Green in
color. Will not chip or peel off and re-
tains its bright shade.

Inquire of joor dealer or

H. B. FRED. KUHLS,

65th St and Srd Ave., Brooldyiit N. Y.

to New Haven in a strong westerly breeze, and finiflied a
course of 42 miles in less than 4^ hours, averaging aipproxi-
mately 9J4 miles an hour. The first four yachts finished within
a total of 25 seconds. Shawara the last to finish was ooiy a
minute astern. Mistral won this race with Monsoon second,
Rowdy third and Pampero fourth.

On Saturday Octohier 2 the crews recuperated and attended
a football game at Yale Oval. On October 3 in much the same
kind of a westerly breeze the yachts raced back to Larchmont.
Zilph had joined the fleet. This race was for a model of an
old brig which had been tendered as a prize by the guests of
the owners of the New York 40s who participated in the cruise
of the Eastern Y. C. ; second and third prizes were also provided.

Shawara, Monsoon and Zilph took the south shore and
Pampero, Rowdv and Mistral the north shore. The south shore
yachts won in the order named by about half an hour over the
north shore yachts, who crossed the line also in the same order
except that Mistral was disabled off Stamford by ripping her
mainsail from luff to leach.

Commodore H. H. Raymond tendered a dinner to Mr. Har-
old Wesson owner of Shawara, who won the brig, and to tlie
crews of Shawara, Rowdy and Pampero.

This class has been so successful that it will doubtless be
the feature of next season. The owners are all very keen
yachtsmen and each yacht has been handled wonderfully well
throughout the entire summer and late into the fall.

ARROWS WIN FROM VICTORIES AND S YACHTS

Several yachtsmen have been wondering this summer which
class, the new Victories, the Herreshoflf S or the Arrows of
the Indian Harbor Y. C. are the fastest, and towards the close
of the season some owners suggested a match with represen-
tatives of each class. The Arrows were built in 1916 from
designs by John G. Alden at the Narragansett Bay Yacht Yard.
Their general dimensions are length over all, 31 feet 10 inches;
length on the water line, 21 feet 10 inches; breadth, 8 feet 2
inches; draught, 5 feet 2 inches. They spread 541 square feet
of canvas carried in a regulation gaff mainsail and a jib.

The Victories were built this year by Nevins from designs
by William Gardner. Their general dimensions arc length
over all, 31 feet 5 inches; length load water line, 19 feet 5
inches; breadth, 7 feet; draught, 4 feet 7 inches, sail area, 430
square feet in a leg-o'-mutton sail. The mast is straight but
rakes aft.

The S class yachts built this year by Herreshoflf are length
over all, 27 feet 6 inches; length, load water line, 20 feet 6
inches; breadth, 7 feet; draught, 4.75 feet. They are ri^ed
with curved masts and spread 450 square feet of canvas m a
leg-6'-mutton sail.

After one or two delays on account of weather the represen-
tatives of the three classes got together oflf Oyster Bay on
October 3. The starters were Arrows: Hawk owned by Ralph
E. Slaven and sailed by E. Burton Hart; Jack o' Lantern owned
by Leonard H. Dyer and sailed by Abbott Brush, Snapper owned
by F. S. Page and sailed by Edward Gilmore.

Victories — Magnolia owned by H. M. Curtis and sailed by
the owner and Colgate Hoyt; Alerte owned by Robert W. Mar-
tin and sailed by Paul Hammond.

S. class— Spinster owned by Paul Hammond and sailed by
Oliver Roosevelt ; Tea Ticket owned and sailed by H. D. ¥niiton ;
Ellen owned and sailed by Commodore Ralph N. Ellis.

The committee in charge of the race was Frank Bowne Jones,
George E. Gartland and H. A. Sturges. The course was from
Centre Island Buoy to Oak Neck Buojr, then to the Bell Bupy
oflf Lloyd's Neck and then to the starting line. The wind was
from W.S.W., moderate at the start but freshening towards the
finish. This gave the yachts windward work for 2 miles to
Centre Island, then a run of 4^4 miles to Lloyd's Neck and
then 2^ miles windward work again to the finish. The start
was practically made in the middle of the windward leg.

Spinster turned the Oak Neck mark first with a slight lead.
On the run down wind Hawk took the lead and was the first
to haul on the wind for the beat home. Then Spinster after a
hard battle succeeded in weathering Hawk; but Mr. Hart very
cleverly handling Hawk managed to regain the lead and win
the race by 20 seconds.

The times for the course were Hawk, Arrow, s 114 .45;
Spinster, Seawanhaka S. 2:25:05; Mafifnolia, Victory, 2:15:30;
Jack O'Lantern, Arrow, 2:27:12; Alerte, Victory, %rrf\\^\
Snapper, Arrow, 2:18:10, Tea Ticket, Sea«;^nhaka S, f !S8:i4;
Ellen, Seawanhaka S, 2:29^ "

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RUDDEP

49

BOOKS FOR WINTER READING

The yachting season in home waters is over. Home waters
in this sense means along the North Atlantic Coast because the
home of The Rudder is New York. In a broader sense The
Rudder is at home all over the world because it goes every-
where there is water on which vessels of any kind are sailed.
At its home port however yachtsmen are now gathering around
tke fire, reviewing the past season, planning for the next and
reading of the sea, its many moods and fancies and how it has
been subjected to the will of man through power applied either
by sails or engines.

There is a wealth of literature about the sea. Far back in
early times sea rovers recorded their experiences and many en-
thusiasts carefully collect all these old records and pore over
them during the winter months. Others artf content to gather the
more recent publications and this year many new books have
been issued that will be prized as valuable records of this period.

At the Shipping Exhibition held last spring the American
Library Association asked visitors to vote on the ten best books
of the sea. The visitors entered heartily into the so-called con-
test and many named books rarely heard of and out of print
which gives some idea of the extensive reading of those inter-
ested in the sea.

More than 250 books were named. Some of these received
only a very few votes while some seemed to be unknown ex-
cept to their nominators. Treasure Island, Robert Louis Steven-
son's masterpiece, headed the polls with a large vote and next
in order came Two Years before the Mast, Dana; Sea Wolf,
London; Captains Courageous, Kipling; 20,000 Leagues under
the Sea, Verne; Cruise of the Cachalot, Bullen; Under Sail,
Riesenberg; Mr. Midshipman Easy, Marryat; Lord Jim, Conrad;
and Nigger of the Narcissus, Conrad.

It would fill too much space to give all the books in this list
but it is interesting to note the first fifty in the order of votes
cast.

Typhon by Conrad headed the second ten and then followed
Robinson Crusoe, Defoe ; Wreck of the Grosvenor, Russell ;
Westward Ho! Kingsley; Toilers of the Sea, Hugo; Sailing
Alone around the World, Slocum; Pilot, Cooper; Dauber, Mase-
field; Kidnapped, Stevenson; and Seven Seas, Kipling.

Masefield lead the third ten with Salt Water Ballads. Then
came in order Cruise of the Snark, London; Many Cargoes,
Jacobs; Moby Dick, Melville; Youth, Conrad; Tom Cringle's
Log, Scott; Clipper Ship Era, Clark; Masterman Ready,
Marryat; The Greenland Cupples and Ancient Mariner,
Coleridge.

London's Mutiny of the Elsinore led the next ten and Con-
rad's Victory was next. Then in order followed At Sunwich
Port, Jacobs; Typee, Melville; Chance, Conrad; Swiss Family
Robinson, Wyss; Caleb West, Master Diver, Smith; Phanton
Ship, Marryat; Out of Gloucester, Connolly; and Mare Nostrum,
Blanco Ibanez.

The next ten in order were Casuals of the Sea, McFee ; Two
Admirals, Cooper; Peter Simple, Marryat; Mysterious Island,
Verne; Brassbounder, Bone; Grain Ship, Robertson; Influence
of Sea Power Upon History, Mahan; Cappy Ricks, Kyne; Sin-
ful Peck, Robertson; and Sailors Log, Evans.

We may not all agree with this list but it is a very fair col-
lection of good nautical stories and each on« is full of interest.
Many of these can be secured through the Book Department of
The Rudder. Some are out of print but, if Rudder readers are
anxious to secure copies, if they will communicate with The
Rudder it may be possible to find such books from those who
make a specialty of dealing in old books.

However it is not necessary to confine ones reading to the
old masters. Many very readable nautical books have been
published recently. One of these, that will be highly prized by
yachtsmen, is Corsair in the War Zone. This yacht, probably
the best known in the world, was for two years in the World
War. She was manned very largely by yachtsmen and Com-
modore J. P. Morgan appreciating what his yacht had done
induced Ralph Paine to write its history and this has been pub-
lished in handsome book form. A review of the book is found
elsewhere in this issue. It can be obtained through The Rudder,
price $4.

Another new book is In the Tracks of The Trades by Lewis
R. Freeman. This book beautifully illustrated tells of a yachts-
man's experience sailing the South Seas. It is fascinating from
cover to cover and can be obtained through The Rudder, price
$S.oo.

The Rudder has a large book department and a list of its
publications will be found on another page, and a catalogue will
be sent on application. These books cover all subjects. There
are the How-To series which give simple and full instruction

Smith's Spar Coating

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on building small craft of various types and rigs. There are
books on seamanship, navigation, boat handling, naval architec-
ture, marine engineering, gas engines and cruismg.

Single Handed Cruising by F. B. Cooke, price $375 >s one
of the very best books of its kind published. The Boating Book
for Boys by Davis, price $i.6o, will give a youngster lots to
read and study during the winter months. Many yachtsmen are
interested in the old sailing ship. The Sailing Ship and Its
Story by Chatterton illustrated with colored plates, price $2.50
is most interesting. There are books on the Tea, China and
Wool Clippers published on the other side. These are very
valuable records of those ships but orders have to be placed
well in advance to secure them. Sea Songs and Shanties by R.
H. Whall price $2.50 contains the words and music of the quaint
sailors songs and it is illustrated with pictures of some of the
best known sailing vessels.

The Small Yacht by Boardman, price $4, makes an excellent
present for a sailor of small craft. Mr. Boardman is a very
clever sailor and knows how to tell about small yachts. Another
book for boys is The Sea Scout Manual price $1. and while
about it why not buy back volumns of The Rudder. Those vol-
umns contain lots of good reading interesting to all. They are
never out of date and volumns of the years 1910 and 191 1 can
be obtained for $4.

CORSAIR IN THE WAR ZONE.

The yachts and yachtsmen did so much in the World War
the comparatively little is known of the records of boats or
men. "The Corsair in the War Zone," by Ralph D. Paine
gives the record of that yacht and of the men who served on
it. It is a remarkable record and the 300 and odd pages, replete
with half tone reproductions of photographs hold the readers
interest from beginning to end. Corsair, well known as the
flagship of the New York Y. C, owned by Commodore J. P.
Morgan, was built in 1899 for the late J. Pierpont Morgan who
at that time was also Commodore of the Gub. She took the
place of another Corsair perhaps better known as the U.S.S.
Gloucester which rendered such fine service in the battle of
Santiago against Admiral Cevera's fleet during the war with
Spain. Corsair of today did fine service against the Hun and
that service lasted for two years.

Admiral H. B. Wilson U. S. N. writing to the author says,
"I am glad that you are to write the war story of Corsair
because the story of the yachts that came to France in 1917 is
well worthy of record. These vessels designed for pleasure
and manned, in large part, by officers and men of little naval
training, but unconquerable spirit, were by peculiar circum-
stances given an important role in the war."

Mr. Paine tells how Corsair was built and describes the
vessel. She was commanded for 16 years by Capt. William B.
Porter as a yacht and Capt. Porter was executive officer for a
time and later commanding officer of Corsair in war service.

Then is told how the yacht was turned over to the Navy
Department, changed into a war vessel and equipped for service.
The crew was made up largely of yachtsmen one of whom,
Robert E. Tod, was navigating officer. The vessel was ordered
to fit out for distant service on May 30, 1917 and on June 14
she sailed with the First Expeditionary Force to France. From
that time on it was work for all. hands, and hard work too,
which is shown by the steaming record in foreign service which
amounted to 49,983.6 miles. In June, July, August and Septem-
ber 1918 Corsair had a record, each month, greater than any of
the yachts or smaller destroyers.

Excerpts from letters written home by members of the crew
and from their diaries help to complete the full record of the
yacht and add much to the interesting narrative. Once the
yacht smashed in a hurricane. That was in the Bay of Biscay.
The story of that storm is fascinating and tells just what our
sailors had to contend with during their vigil off the coast of
France and England. In this gale, mines were washed over-
board and exploded, skylights, deck houses, boats and deck
fitting were smashed. Water got down in the engine room and
the vessel was "pretty much a wreck barring her hull and
engines".

"The Corsair in the War Zone" is a valuable addition to
the records of the war. It is valuable also to yachtsmen who
appreciate what yachts and yachtsmen di4 to help win the war
and, it is a tribute to those who gave the yacht to the service
of their country and helped to handle the vessel during time
of trouble. It can b° obtained through The Rudder Publishing
Co., 9 Murray St., New York, Price $400.

IN THE TRACKS OF THE TRADES.

Yachtsmen are always interested in cruises no matter where
made and when a yachtsman makes an extended cruise in his
yacht and then tells about it in an entertaining way he is con-
ferring a boon on all other yachtsmen. They may not be for-
tunate enough to follow his example but they will always greatly
enjoy reading the fortunate man's voyage. In the Tracks of
the Trades is the account of a voyage made by the schooner
yacht, Lurline, in which Lewis R. Freeman the aiithor cruised
about 14,000 miles from Pasadena, Cal. to the Hawaii, Marquesa,
Society, Samoa and Fiji Islands. It is illustrated with 48 full
page halftones from photographs made by the author.

The cruise was a most enjoyable and successful one. Mr.
Freeman is a yachtsman. He knows that yachtsmen are inter-
ested in knowing how a yacht is handled and the weather con-
ditions through which it has to sail and Mr. Freeman tells all
this well and accurately.

The first run was to Honolulu and, in the trades, the yacht
one day made a run of 198 miles and her average for several
days was high. This first run was 2,430 miles and then the
voyagers visited the island and enthused about all its attractions.

Mr. Freeman's description of the islands and the natives are
alluring and he relates many humorous and vivid stories of his
adventures.

From Honolulu the yacht visited other islands of the South
Seas. Lurline began her cruise on February 4 and was back
at her mooring in San Pedro Outer Harbor on September 11
having been awa^ 7 months, 7 days, traveling nearly 14,000
miles without accident or serious trouble. The book is a valu-
able one not only to yachtsmen who love the sea but to those
who are interested in the South Sea Islands and their inhabi-
tants. It can be obtained through The Rudder Publishing Co.,
price $5.

* * Hf

GUS HARVEY, BOY SKIPPER OF CAPE ANN.

One of the best seafaring stories read in a long time is
"Gus Harvey, The Boy Skipper of Cape Ann". The author.
Captain Charlton L. Smith, was formerly a deep-water man
and has had 43, years of sea life. He is now in command of a
little Marblehead vessel well known in New England waters.
Gus Harvey, an orphan, was adopted by a big-hearted captain
of a Gloucester fisherman and the story tells of this boys ex-
periences. First there is the trip from New York to the east-
ward in the schooner, Maine Girl, of Gloucester. On the way
a record haul of mackerel is made and then there was an ex-
citing race, to market, with a rival schooner. Gus Harvey learns
how to build and sail boats. He takes part in thrilling races
and does many things that usually come to a boy who follows
the sea. The story is well told. Technically it is correct and
it is of interest to. boys, old and young, to those who still
remember how they sailed in past days and who love the sea.

The book is dedicated to John L. Frisbee, shipbuilder and
naval architect. B. B. Crowninshield has written an introduc-
tion is which he says, "Captain Smith tells a real story of the
genuine old style sailor. He knows whereof he speaks and
gives us abundantly of the romance and flavor of the sea". The
book is well illustrated. It has a glossary of sea terms and
it can be obtained'4hrough the Rudder Publishing Co., 9 Murray
St., New York, Price $1.65 net.

* * 4t

THE SEA SCOUT MANUAL
The Sea Scout Manual, revised and enlarged has been issued
by the Boy Scouts of America and it is so full of information
useful to all those who follow the sea that the Manual should
be in the hands of everyone. The book 7 by 4^ inches is of
223 pages. The first two chapters are devoted to the Scouts,
sea scouting, the organization and a short marine history of the
United States. Sea scouts are ranked according to their knowl-
edge, ability and experience in matters nautical and the manual
is an instruction book. There are chapters on the compass,
splicing, canvas work, bos'n's class, boats . and boat handling,
anchors, rigging, blocks, buoys, the barometer, clouds, simple
navigation, signalling, the log, and many other subjects. The
book closes with a glossary of terms used at sea and on board
ship which has been reprinted from Eugene Doane's Seaman-
ship, published by The Rudder Publishing Co. The editorial
board, William H. Murray, Frank Presbrey and Henry Van
Dyke have signed the preface and, in a forword by James A.
Wilder, the object of the work is explained. This book can be
obtained through the Rudder Publishing Co., price $1.00 a
copy. It contams many nautical wrinkles not found, together,
in any other book.

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FRISBIE PRICES TO REMAIN

For the benefit of present and prospective owners of Frisbie
Valve-In-Head Engines the Company makes public the follow-
ing statement under date of October 6th :

"Because of the fact that some of the automobile manufac-
turers have recently announced reduced prices on their com-
plete product we have been in receipt of numerous inquiries
as to whether or not we contemplated a reduction in price of
Frisbie Engines.

In answer to that question let us set forth the following
facts:

The average mechanic in our factory receives today 50%
more pay than he did in 1917, and our materials are costing us
anywhere from 50 to 125% more than they were at that time.
In the year 191 7 when these costs began to increase we did
not immediately pass this increase on to the consumer, but
instead gave our entire effort to the end of trying to absorb
this increase ourselves by more efficient manufactiirmg, and the
most economical administration possible, etc.

By these methods we were able to offset a great deal of
our increased costs, and it was not until the spring of 1920
that we raised the price on Frisbie engines at all. In May of
this year we increased our prices an amount which made the
average on the whole line of ten sizes an increase of 9.7%.

There is no indication from the manufacturers, forgers and
founderers of our material of any reduction in prices to us;
and under the living conditions of the present day we cannot
ask our men to work for any amount less than that which they
are now receiving.

Therefore, we cannot see how we can, in any way possible,
reduce the price of our finished product. If we had made ex-
cessive increases in our prices during the past four years it
might be possible for us to reduce these.

We cannot of course make any guarantee as to what our
prices will be six months from now as should the material
market, or labor market be lower priced we would be one of
the first to extend the benefit to our distributors and consumers,
but we can conscientiously say that we do not, now, see any
indication of the lowering of our costs and can assure all pro-
spective purchasers of Frisbie engines that there is every indi-
cation of the present prices being maintained for some consider-
able time to come, in fact" a very good chance that the prices
may even have to be raised."

A SUMMER FISHING BOAT

One of the novelties in the way of a small power boat, is
being sold by The Disappearing Propeller Boat Co., 975 Wood-
ward Ave., Detroit, Michigan.

The boat is ideal for a summer camp or home and the
unique feature of the outfit is the housing propeller.

The propeller is just aft of amidships. Forward of the
propeller is a strut which, in event of striking a log or running
in shoal water, houses the propeller within the hull at the
same time automatically slowing down the engine, this prevents
racing. The propeller may be housed by the occupant of the
boat by releasing a lever from within the boat. This housing
arrangement enables the owner to haul the boat out 6n the
beach without damage to the wheel. The boat is non-capsizible
and while not a racing boat is easily driven at a speed of eight
miles.

* ♦ *

FRANCES

The new Dodge Yacht built by the Great Lakes Boat
Building Corporation has had her trials and when given full
power reached a thirty-five mile clip.

The yacht is the remarkable boat of the year and for
her dimensions is the most powerfully engined boat of her
type ever built, having four 400 h.p. Murray & Tregurtha
high speed gasolene engines.

No expense has been spared in her construction, the
builders simply being required to turn out the best work-
manship known to the boat builder's art and the yacht is
certainly a credit in style, finish, looks and construction.
She is very graceful at rest or under way and it is hard
to believe so much power is under absolute control of the
man on the bridge. The engines drive triple screws which
have worked out very successfully. When hauled out on
the ways the underbody presents one of the handsomest
forms ever put on a yacht. The entrance is very fine with
a splendid clean run and a glorious flare that insures a
dry boat in all weathers, and the boat is a finished product
from every angle.

A Universal Lighting Plant furnishes power for the
lighting system and in the equipment everything worth
while and new is found, in fact a more complete gasolene-
driven yacht has never been built.

It is expected the boat will be seen at Florida this winter
as preparations are being made for a southern cruise.

MODEL POWER BOAT RACES FOR ELMARA CUP

The Central Park Model Y. C. held a regatta on Sunday,
October 3rd. The race was for the Elmara Cup presented to
the club by Mr. J. Fawcett Rapp for competition in the 15
pound displacement class. The boats in this class must be pro-
pelled by saturated steam and have engines of one cubic mch
cylinder capacity.

T. N. T. won the trophy by taking three straight heats.
Bobo IV was a good second and Pep was third. Seminole
and Majo the remaining entrants experienced engine trouble
and were not able to complete the course. The following offi-
cials were in charge of the races. Timers, John O. Berg, Com-
modore of the club, and George Bender. Recorder, Howard
Griffiths. Judges, Fred A. Banning and Joseph McKenna. The
summaries follow.

The Five Entrantt Assembled Ready for the Start

Weight Position

T. N .T., Johnson Bros • • 10 First

Bobo IV, Matthew Bolles 15 Second

Pep, L. Blumenthal 12^ Third

Seminole, Henry Bingle 13^/2 D.N.F.

Majo, H. B. Selden 1354 D.N.F.

♦ * ♦

STAR SPEED INDICATOR

Fishermen are not given to purchasing trifles, but are will-
ing to buy all real aids to navigation.

R. C. Lundy, a 45- ft. power fishing boat, equipped with a
heavy duty 40 h.p. engine, installed a Star Speed Indicator
and finds it an invaluable aid.

Aside from its use in indicating the speed of the boat —
it also tells when they approach shoal water. In a fog, it
is a great relief to the navigator and will save a vessel from
going ashore.

The schooner yacht, Undaunted, owned by Mr. F. Majpcr,
as well as a number of naval vessels, are having Star Indics^tors
installed.

Rheumatism.

BLAIR'S
PILLS

GREAT ENGLISH ^

SAFE&£FFECTIVE50&$I

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Books for i Yichtsman's Librtry

ADVANCE IN PRICES— Owing lo the increased cost of fMper, printing and I
ingt %ye are obliged to advance all our new editions of former $1 books to $1 J25

.piper

BOAT HAMDLIKa, ETC.
Bnddtr On Seriea —

On Flan, Their Origin and Use. By A. F. Aldridge.

On NftTigation Simplifled. By Me Arthur

Handy Jack Book of Navigation Tables

On Sights. By Sheppard

On Tacht Etiquette. By Patterson

Southward in the Boamer. By H. 0. Roome

Art and Science of Sailmaking. By S. B. Sadler

Awnings and Tents, Oonstruction and Design. By Ernest Ohandler

Boat-Building and Boating. By Beard

Boating Book for Boys

Book of the Motor Boat. By Yerrill

British and Colonial Flags

Handbook of American Yacht Racing Rules *. .

The Helmsman's Handbook. By B. Heckstall Smith

Kedge Anchor. By Patterson

Knou and Splices. By Capt. Jntsnm

Knots. Splices and Rope Work. By B. Yerrill

KnoU. By A. F. Aldridge

Know Your Own Ship

Masting and Ringing. By Robert Kipping

Motor Boats and Boat Motors. By V. W. Page

Motor Boits, Oonstruction and Operation

Power Boat Handbook. By Capt. Paul Ward

Practical Boat Sailing. By Fraxar

Racing Schedule Sheets h . . . .

Sailing. By Knight

Sailing Ships and Their Story. By E. Keble Chatterton

Sails and Sailmaking. . #

Single-Handed Cruising. By F. B. Cooke

Small Yacht. By R. A. Boardman

The Landsman. By Ensign L. Edson Raff, 1st Bat. Nar. Mil., N. Y.

Yachtsman's ^oide 1920 $1.25 ; by mail

Yacht Sails. By Patterson

$0.25
1.25

.75
1.00
1.00
1.00
6.00
5.00
1.60
1.60
1.60

.60
2.00
4.00
1.00
1.00
1.00
1.00
3.00
1.25
4.00
1.25
1.00
1.00

.10
1.00
2.50
1.25
3.75
4.00

.60
1.50
1.00

SEAMANSHIP

Fore-and-Aft Seamanship 75

Merchant Marine Manual 1.00

Modem Seamanship. By Knight $8.00; by mall 3.25

Notes on Stowage. 0. H. Hillcoat 3.75

Practical Seamanship. Todd A Whall 10.00

Reed's Seamanship 8.00

Seamanship. By Doane 1.25

Tait's New Seamanship. 6th Edition 8.00

SiaMALUNG

International Signals — A Few Ways to Use the Code 25

Nautical Telegraph Code. By D. H. Bernard 1.25

Night Signals of World's Shipping 1.25

Signal Card 75

Signalling — International Code Signals 2.25

Signal Reminder. By D. H. Bernard 50

BOATBUILDINO
Bndder How to Series —

How to Build and Rig a Cruising Yawl

How to Build a Flattie or Sharpie

How to Build an Ice-Yacht — with Building Plans of a Scooter

How to Build a Knockabout

How to Build a Model Yacht

How to Build a Motor Launch

How to Build a Racer for $50

How to Build a Rowboat

How to Build a Skipjack

How to Build a Small Cruising Power Boat

How to Build a Speed Launch

How to Build a 82-Foot Cruising Launch. By H. L. Skene..

How to Build Y-Bottom Boats

How to Build a Yiper

How to Design and Construct a Power Boat

How to Design a Yacht. By O, G. Daris

How to Run a Boat Shop. By Desmond

How to Run and Install a Gasolene Engine. By C. Yon Culin . .

How Sails Are Made and Handled. By 0. G. Davis

Boatbuilders' Estimating Pads

Boat Building and Boating. By Beard

Boating Book for Boys

GAS ENGINES
Diesel Engines, Marine and Stationary. By A. H. Goldingham. . .

Elements of Gas Engine Design

Gas Engine Handbook. By Roberts. 7th Edition

Gas Engines. By Lieckfeldt

Gas, Gasolene and Oil Engines. By Gardner D. Hiscox

How to Rnn and Install a Gasolene Engine. By Yon Culin

Marine Gas Engines. By Clark

Motor Boats, Oonstruction and Operation

Oil Enginea. By A. H. Goldingham

Questions and Answers from the Gas Engine

Resistance of Ships and Screw Propulsion

YaWes and YaWe Gears for Gasolene, Gas and Oil Engines:

Part I, $2.50; Part II,

DESIGNS
Bndder What to Bnlld Series —

Cabin Plan Book $1.00 Racer Book

Cat Book paper 1.00 Schooner Book

Power Cruiser Book 1.00 Yawl Book paper

ICE-BOATS
How to Build an IceYacht — with Building Plans of a Scooter

1.00
1.25

.75
1.00
1.26"

.50
1.00
1.25
1.00

.25
1.00
1.00
1.25

.25
2.00
2.00
1.25

.25
2.00
1.26
1.50
1.60

.75
2.00

.35
8.00

.25
2.00
1.25
2.50
1.50
2.25

2.00

$1.00
1.25
1.00

.75

TAOHT AND NAYAIi ABOHITEOTUBE

Naval Architecture Simplifled. By Chas. Desmond 5.00

A Text Book of Laying Off. By Atwood and Cooper 2.25

Elements of Yacht Design. By N. L. Skene 8.00

Handbook of Ship Calculations, Construction and Operation . . . 6.00

LaytDs: Down and Taking Off. By Desmond 2.60

Machinery a Handbook . .' 7.00

^faiiuAl of Yivcht ftiid aciAt Sailing and Yacht Architecture. Kemp 18.00

NtiTaL Architedt^' Fockt^c Book. Bt MacKrow 6.00

Kaval Arrhitecturo, A Manual of Laying-Off. By Watson.... 12.00

NaTsl Archiiecture. By Peabody 7.60

NaTbl ConatrucLon Bj Simpson 5.00

l^rjictiduL Shipbuilding. By A. C. Holmes. 8d Edition 20.00

Practicil Shipfiuing. By Shl-Dk 2.00

Practiral Ship PrDdut^Uon. By Carmiehael 8.00

Bbip Fitter R Guide 2.00

Speed and Power of Ships. 2 Yols. By Taylor 7.60

Tables for Constructing Ships' Lines. By Hogg 1.00

The Power Boat, Ita Construction and Design. By Schock 2.00

Theoretical Naval Architecture. By Atwood 8.50

Wooden Shipbuilding. By Desmond 10.00

ELEOTBIOAI*

Dry Batteries. By a Dry Battery Expert 85

Electrical Circuits and Diagrams. By N. H. Schneider 85

Electric Wiring Diagrams and Switchboards. By Newton Harrison 2.50

Electric Bells and Alarms 85

Induction Coils. By P. Marshall 85

Modem Primary Batteries 35

Practical Electrics 85

Small Accumulators. By Marshall 85

Study of Electricity. By Schneider 85

MODEL TAOHTS

How to Build a Model Yacht 1.25

Building Model Boat's. By P. N. Hasluek 1.00

Machinery for Model Steamers 85

Model Engines and Small Boata. By Hopkins 1.26

Model Sailing Yachts. By Marshall 75

BCABINE ENGINEERING

Calculus for Engineers. By Larkman 2.00

Elements for Mechanism. By Schwamb 8.00

New Marine Engineers' Guide 3.00

Marine Propellers. By Barnaby 5.00

Marine Steam Turbine. By J. W. Sothem. 3d Edition 12.50

Manual of Marine Engineering. By Seaton 10.00

Mechanics' and Engineers' Pocket Book. ByCharles H. Haswell. 5.00

Practical Marine Engineering. By Capt. C. W. Dyson, U. S. N. . . 6.00

NAVIGATION

Navigation Simplified. By McArthur 1.25

Lectures of Navigation 1.50

American Practical Navigator. Bowditeh $2.25 ; by mail 2.50

American Nautical Almanac 80

Navigation — ^A Short Course. By Hasting 75

Navigation. By G. L. Hosmer 1.26

Modem Navigation. By Hastings 76

Self Instructor in Navigation 3.00

Simple Rules and Problems in Navigation 5.00

Elements of Navigation. By Henderson 1.50

Epitome of Navigation. By Norie 2 Yols. 15.00

Navigation. By Jacoby 3.25

Navigators' Pocket Book. By Capt. Howard Patterson 2.00

Practical Aid to the Navigator. By Sturdy 2.00

Wrinkles in Practical Navigation. By Lecky 5.00

Book of Sights Taken in Actual Practice at Sea 1.00

Brown's Star Atlas 2.50

Deviation and Deviascope 2.00

Manual on Rules of the Road at Sea 8.25

Pocket Course Book Chesapeake Bay 25

Pocket Course Book Long island Sound .25

Pocket Course Book New England Waters 25

Pocket Course Book Portland to Halifax 25

Pocket Course Book Race Rock to Boston Light 25

Compass Card 25

New Pilot Guide of N. Y. Bay and Harbor 2.50

Pngsley's —

Dead Reckoning 2.25

Latitude bv Meridian Altitude 2.25

Guide to the Local Inspectors* Examination— Ocean Going —

Steam and Sail 2.26

New York Pilot and Guide to the Local Inspectors' Ex-
amination 2.25

Log Book 2.25

Multiplication Table 1.16

Seaman's Receipt Book 85

Tides 2.25

Handy Jack Book of Navigation Tables paper .75

Ex-Meridian, Altitude, Azimuth and Star Finding Tables 8.15

Tables for Correcting the Observed Altitude, etc. By S. Anflndsen 1.00

THE BUBDEB

Single Copies, 25o ; Monthly, a Year 2.00

Bound Yolumes:

1010, 1911 4.00

1016, 1917, 1918 5.00

1919 6.00

Covers for Binding 1.26

PRICES SUBJECT TO CHANGE

ABOVB PRICES INCLUDE DELIVERY ONLY WITHIN THE UNITED STATES. PURCHASERS IN FOREiaN COUNTRIES MUST ADO tS PERCENT TO AiSOUMT

TO COVER DELIVERY.

Tbe Rudder Publisbini: Company, 9 Hurray SU NewTork.N. T.

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RUDDER

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William H. Griffin °^ffr'* Yacht Sailmakcr

^, ^ f Montreal, Main 3352 ^ ^, jNavalart. Montrral

Telephones \ ^^^ york, Bowling Green 6077 Ciblei •Jsurreyors. New York

N. E. McClelland & co., Ltd.

NAVAL ARCHITECTS

Montreal
286 ST. JAMES STREET

YACHT BROKERS

New York
2 STONE STREET

JOHN G. ALDEN

Yacht Broker and
NaTal Architect

148 Slate Sti^et
BostoDt Mass.
Tttl«phone. RichmoDd 2318

Phone Benson hunt 5091

A. H. BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT

Plans. Specifications and Estimates Famished

For All Types of Vessels

Affiliated

2280 Cropsey Avb. """^^.^p'Lujrr'"-'"''

Brooklyn, N. Y.

NAVAL ARCHITECT AND BNGINBBR YACHT AND VBSSBL BROKBR

I Oflces. Lafayette BuUdUe Chestaat aad Fifth Streets

Bell Phoac PHILADILPNIA. PA. Cable 7

tt

/ |\|7T" J ■ ,^|^ ^. 1

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1 ll

-'-^-"^■^

•V V L/ 1 \

NAVAL

FRKDKRIO 8. NOCK

ARCHITECT AND YACHT BUILDER

BAST aMBBNWICH. R. 1. Cabi* NIMO

WILLIAM GARDNER & CO.
NtTil Architects, Engineen, Yacht & Veswl Brokeis

Vacbts, Launches and Vesseb off All IGndk
No. 1 BROADWAY, NEW YORK

Telephone 8638 Bowling Green

J. MURRAY WATTS Cabl.Add -Manraf

Naval Architect and Cnsioeer Yacht ami Vessel Broker

1 36 South rourth Street Philadelphia. Pa.

FREDERICK K. LORD

NAVAL ARCHITECT
Designer of Sail and'Motor Boats

Tel. 4859 Rector 120 BROADWAY, NEW YORK

Th» *'Umll Mmrk" ofNmvml Arthitetturt Mud Mmrimt Bugtuetriug

SEABURY & deZAFRA, Inc.

NAVAL ARCHITECTS & ENGINEERS
VESSEL BROKERAGE INSURANCE

"Built to SEABURT Design mud Sfe<i/itmtiout*' mdda
f th» VALUE (u9t the c»st) of your

150 NASSAU ST.

Phone: Beekman 2804

NEW YORK

Cable: "Seaza/' N. Y.

COX & STEVENS

Naval Architects, Engineers, Yacht Brokers

15 WILLIAM STREET, NEW YORK

TeUpboiiMi 1 STS. 1 are Br*ad

Complete particulars, plans and photographs promptly submitted on receipt of in-
quiry. State your requirements. Large list of yachts of all types for sale or charter

Designins and Buildinf
of all Types of Power
Boats a Specialty

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn. CO.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Boats of the Better Class

"Combination Camp Boat." The boat that satisfies
the entire family. Outboard Motor Boat, Sail Boat,
and Row Boat. Outfit includes, boat, oars, sails, spars,
rudder, folding centerboard, all fittings. Two horse
power Evinnide automatic reverse engine, war tax and
crating. White cedar planking, copper fastened through-
out and copper riveted at ribs. Salt water fittings
throughout. Price, $298. f. o. b. cars Skaneateles. Now
is the time to place your order for delivery when
camp opens next season.

SKANEATELES BOAT AND CANOE CO.,
Skaneateles, N. Y. '

Builders of the Finest Row Boats in the World.

Walter E. Pommer,

Naval
Architect

Specialty— Wood and Steel
Commercial Vessels

324 BRUMDFR BUfLDINO
MILWAUKEE. WIS.

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RUDDER

N o vember

KITCHEN'S REVERSING RUDDERS

iW mimmim* in i|ib Ualtai ftl«t4i inri Atmarfi

No reverse gears, reversing propellers, or reversing of the engine,
perfect speed control by rudders only, consequently —

Lower first cost with greater efficiency. Increased ahead speed.

Saving in space and labor. One-man control of direction and

speed. Greater manceuvring power. Ahead speed instantly checked,

F&r further particulars apply to

THE McNAB COMPANY of BRIDGEPORT, CONN., U- S. A., or
KITCHEN'S REVERSING RUDDER CO,, Ltd./"' ''^'dv^pboL'"'""

OIL ENGINES IN THE FISHING FLEET

The high cost of fuel has compelled many boat operators
to turn to heavy oil engines. One of the most successful of this
type is Kahlenberg, which operates under conditions that few
can equal.

Ordinarily a heavy oil engine will not run successfully at
low speeds without a load. It is the usual custom to resort to
electric ignition, when engines are run light for over fifteen
minutes as the head fouls with carbon under such conditions.

In the Kahlenberg, however, they are able to run steadily for
five hours at a time and never have to resort to electrical igni-
tion. Another feature of the engine found in few others is
the fact that the bearings may be removed and replaced if
necessary in less than half an hour whereas in many cases it is
an all day job at a machine shop.

We illustrate Eliza C. Riggs and the Captain's letter printed
below tells conclusively the engines worth to the user.

Captain Lafond writes :

"I am very much pleased with the 60-70 h.p. 2-cylinder
Kahlenberg heavy oil engine, and we have run her over a
year. Our runs are steady from four in the morning until
five or six in the afternoon. The machine surely is economical
in fuel consumption as our entire operating cost for seven days,
including fuel oil and lubricating oil is $27.00. We know of

"EllM 0. Biggt"— Length 57 ft., B«mii, 14 ft., Draught, 7 ft.~Ono of
Gloacester*! Deep Sea Fishing Fleet

other boats here that have engines of different makes whose
fuel bill is $100.00 to $150.00 for the same run. It is hard to
make them believe that our running expense is so low until I
show them my expense bills. Our engine cannot be beat for
smooth running and it runs so quietly that you don't feel it
in the boat. I have never seen an engine run as nice as the

Kahlenberg."

* * *

ANNOUNCEMENT
Simon Fisch, the yacht broker for many years with Stanley
M. Seaman Yacht Agency, announces his removal to new quar-
ters at 185 Madison Ave., at 34th St., New York City, where
he will be pleased to meet yaclitsmen desiring to sell, purchase
or charter yachts. The new telephone number is Vanderbiit
6717. Mr. Fisch has had twenty years experience in yacht
brokerage and has a complete list of all available yachts.

* * 4t

NEW YARD

Contracts have been let by the Dauntless Shipyard of
Essex, Connecticut, for the building of a modem marine
railway, yacht basin, storage sheds and lockers upon which
work will be, immediately begun by the T. A. Scott Com-
pany of New London. The new facilities also include
dredging of North Cove, Essex, to a mean depth of ten
feet at dead low water. Vessels of 150 feet in length, and
thirty odd feet beam can be docked when the improvements
now under way have been completed.

The great number of power sail and work boats on the
Connecticut River and in the nearby Sound beach resorts
too, have long required more and better hauling out facilities
while many owners of yachts owned in far off places have
wanted to come to the Connecticut River with its fresh
water advantages. A lack of equipment has heretofore kept
many boat owners from wintering their boats in the Connecti-
cut River's fresh water at Essex.

That the advantages will be appreciated is already as-
sured because there is a real demand for this service, so
important as to justify the large investment that is required.
The equipment has been planned to take care of yachts and
also of heavy construction ships, such as the river and
sound tug boats; in fact, any craft coming within the dimen-
sions of the ways.

The Allen l>ense-Air Ice Machine

5»^ynfiiinf no dMUHMrftlft

It is placed in the engiiiA room, whOe the lee-makiiif box and meat 1
are at distant place* of the steamer

Steam Yachts— Atalanta, Constant, Riviera, Emeline,
Apache, Electra, Nourmahal, Josephine, Virginia,
Thespia, Dorothea, Alcedo, Enterprise, Felicia,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Rheclair, Aztec, Rambler,
Surf, Sultana, Emrose, Guinevere, Cyprus. Nearly
three hundred in daily service in the tropics on
men-of-war, steam yachts and mercantile steamers.

H. B. ROELKER

Designer and Manufacturer Screw Propellert

41 MAIDEN LANE, N. V.

Ved Henvendelser til Annoncerende bedes De refierere til THB RyDDBR^

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November

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f^nZ^'" National Motor Boat t'S.ir/ Show

Engir,

GRAND CENTRAL PALACE, NEW YORK CITY

OPENS FRIDAY, DEC. 10th CLOSES SATURDAY, DEC, 18th

This exhibition wilJ pnaent a wider array of varying types of boats than ever before, many new features of hull design having been
created by the builders and incorporated in the lines of new pleasure craft for the 1921 yachting season. Many radical changes in
engine design and equipment wiU also be shown for the first time. THE WORLD'S GREATEST DJSPLA Y OF BOATS,

ENGINES AND ACCESSORIES.

For information, etc., address SHOW COMMITTEE, Ira Hand, Sec'y, 29 West 39th St., New York City

WHERE KERMATHS ARE BUILT
The building of marine engines on a quantity basis is well
illustrated in the shops of the Kermath Mfg. Co. in Detroit.
The firm, which is one of the best known makers of four
cycle engines occupies a two-story building in the heart of the
city. On the main floor one views pile after pile of parts of
the Kermath series of 4-cylinder machines in all stages of
machining. Near the door there is a cam shaft grinding
machine that is all but human. On this grinder the rough
shafts are g^round down to a perfect mirror-like finish. Other
machines mill bases and hand hole plate openings. Several
cylinder blocks are machined at the same time, cutting down
the expense to the maker and consequently reducing the selling
cost. As all machine operations are done over jigs and tem-
plates, the buyer is assured that a replacement part will fit his
engine to the most minute degree.

Main Floor

After machining the parts are taken by hand truck to the
elevator which lifts them to the assembling and testing floor.
Here the parts are distributed according to a system that
reduces lost motion to a minimum. The cylinders, for instance
are fitted with valves and then slid under the bencii where they
are received by a man who assembles the valve gears etc.
They are then passed along to the next man, until finally they
reach the end of the line as assembled units. The next step
is the test. On alternate testing beds we find first an engine
running under its own power; and next to it, connected with
a belt over the flywheels, a machine that is being turned over by
the running one. After a certain number of hours the machine
that was running is passed by an inspector and removed from
the stand. The other machine is now ready to run under its
own power and is immediately belted to another machine fresh
from the assembler. In this way, every engine is given a
certain number of hours turn over to properly run in the
wearing parts, and is then started up on its own account under
a load. From the test stands the engines are passed along to
the painters and then across the shop to the packer and to

Testing Stand

the elevator which takes it below directly onto the platform of
the express truck.

One of our photographs shows the row of testing stands
with many of the 16 and 20 h.p. machines. This time and
cost reducing system has impressed many builders of stock
boats, among whom may be mentioned the following firms who
use Kermaths to power their product. The Hoffar Motor
Boat Co., Vancouver, B. C; The Belle Isle Boat Co., Detroit,
Mich.; The International Shipbuilding Corp., Nyack, N. Y. ;
Bryan Boat Co. Wyandotte, Mich. ; Toppan Boat Mfg. Co.,
Medford, Mass.; Gibbs Gas Engine Co., Jacksonville, Fla., who

The New 40 H.P. Engine

used many Kermaths in the fleet of fishing boats built for The
Florida East Coast Hotels Co. In Naples Italy, Santi Sillia
Gallotti build from Hacker designs aird equip with Kermaths.
In Canada the Peterboro Canoe Co. and Ditchburn Pleasure
Boats Ltd. are large users of these engines. Although the
12, 16 and 20 h.p. sizes are known to almost every boat en-
thusiast, it is not so generally known that the company is
putting a 40 h.p. engine on the market. The sturdy lines of
the new product can be seen in the picture.

S^L

SPEEDOMETER

FOR SA/L AND POWER YACHTS
ACCURATE . DEPENDABLE

HAMILTON & HANSELL, Inc.. 21 Park Row, N. Y. Citv

Koukokasha ni otegami onsashidashi no saiwa doso RUDDER nite goran no mane onkakisoi

:'-'*-GoogIe

56

THEe«»

RUDDER

November

SWEET MARIE'S ENGINE A SUCCESS
The sweetest music, perhaps, that comes to the ears of a
manufacturer of engines, — sweeter, even, than bulging order
books, — is the enthusiastic expression of appreciation that oc-
casionally comes in from a user who has the knack or art and
the desire to express himself. Not that there are not plenty
of owners fully satisfied, even delighted with the performance
of their engines, but it is not every satisfied user that has the
ability, or perhaps the desire, to put into words the elation he
feels or the satisfaction he takes out of his machine.

Not so, however, with Mr. Fred Whitfield of Put-in-Bay,
Ohio.

Mr. Whitfield purchased a Red Wing THOROBRED Mar-
ine Engine, Model B, 32-40 h.p., for use in Sweet Marie, a very
sturdily constructed y bottom runabout, handsomely decked
over and all in all one of the best hulls of its type in his vicinity.
As Mr. Whitfield says; "When the natives heard he had pur-

chased a THOROBRED they asked 'Why did you go clear
out to Red Wing, Minn., for an Engine?', to which I merely
say, *Step in and I will show you,' and, after a spin the reply
is always, *I always heard it was a good engine.' "

Mr. Whitfield believes not only in being appreciative of a
good engine, but he believes also in telling its manufacturer of
such appreciation. His -enthusiasm for the THOROBRED is
perhaps best expressed by excerpts from his letter to the Red
Wing Motor Company, the makers.

"I wish to congratulate you," writes Mr. Whitfield, "for
turning out such an engine as my Model B 32-40 h.p. THORO-
BRED. So far, it has been satisfactory in every detail. Being
well installed the vibration is minimum. It answers the throttle
like an automobile engine and at 800 r.p.m. is driving my boat
close to 12 miles. Dr. Griest tuned her up for me and I feel
that he is now a Red Wing 'Bug*. Run the Red Wing on any
ticket and I will vote for it. I am so enthusiastic I hope I
can be instrumental in furthering the sales of the THORO-
BRED, and I wish you would send me some more catalogs for

distribution. There are other good engines on the market, but
1 cannot picture any other engine despite its quality and price
that would take its place, considering all things, such as power
for weight, smooth running, speed given and general all round
fitness for my craft at the price, not forgetting that it helps
cheat old John D. on gas."

Two months later Mr. Whitfield again wrote: "The engine
has given me two months of the finest vacation I ever had. Not
one second's trouble^ so I am very much pleased."

* « 41

1921 IMPROVEMENTS ON KERMATH MODEL 40

The new oiling system of the 40 h.p. Kermath motor places
the base of your engine up where you can get at it. The oW
method of cleaning out an engine was to take off the hand
hole plates and clean out the base and oil screens. In the
new Kermath 40 ah oil tank of 2^1 gals, capacity is placed above
the fly wheel housing. In this tank there is placed a mercury
sealed dial gauge showing amount of oil in reservoir at a
glance. The mercury seal prevents oil getting on face of gauge
so it always remains white. Under the large filler cap is a
screen 8" long by lYi* diameter which screens all oil passing
through the motor. This removes all dirt particles and thick
worn out oil. This screen may be removed to clean out entire
system, in a few seconds, or any time when filling or may be
removed and replaced when engine is running. By shutting off
the engine feed pump for a half minute, all oil, sediment,
water from condensation or crank case precipitation, may be
pumped to the upper tank, and then drained out to clean out
oil system and crank case.

Crank case precipitation is caused by a certain amount of
unbumed fuel going down past the pistons and this thins out
the lubrication, and should be removed occasionally from all
engines.

Care of the oiling sytem in the new Kermath 40 is re-
duced to a simple operation, taking only a few minutes and
is all handled from the tank on top of fly wheel housing.

A good forced feed oiling system, kept clean, is life insur-
ance for an engine and a very high point of perfection has
been reached in the development of a marine forced feed system
on the new Kermath 40.

By removing all oil from the base, oil leakage from the
base has been reduced to an absolute minimum.

* * *

ANNOUNCEMENT

The J. V. B. Engine Co. announces they now have their
engine in production, and the guaranteed price for 1921 will
be $1^0.

The engine has made a wonderful showing during the past
season and repeat orders from all sections of the country prove
its worth.

E. C. Lampe of Vermillion, Ohio, builder of the famous
Ark model type of b£)ats used by the hardy fishermen of Lake
Erie, has adopted the J. V. B. Engine for all their boats. Peer-
less, one of their 65-foot boats has been equipped with three
engines, which gives her a speed of fifteen to sixteen miles
an hour, which is unusual for a heavy type of towing boat

[J. W. Lathrop Co. "'^fs.^."j gasoW Engines]

Var sod aberopa THE RUDDER nar annonsoreraa tillikrifvgitized by VnOOQ IC

November

•mE««»
RUDDER

57

^Ss^QJepfce/j^

KAHLENBERG BROS.

Heavy-Diily CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load.
Variable speed instantly obtainable from just

"turning over" to wide open.
Operates on low price fuel oils.
Fuel consumption 35 lbs. per h.p, pe: hour.

trXtTB FOR OVM. LITE RAT UkM STAfi^'C YOVR XBQUJXEMBJ^TS FULLY

COMPANY, Mftnufactutor*, 170S 12th Street, Two Riven, Wi»., U- S. A*

SIZES 60 HP. UPWARDS

CLEANER AND RUST REMOVER

A new preparation known as "Meno" Rust Remover and
Cleanser has recently; made its appearance on the market, and
it is one that bids fair to be a boon of considerable importance
to all concerns and individuals engaged in or allied to any
metal products industry, inasmuch as it appears to be one of the
moet important labor saving inventions of the age. The inventor
of the preparation is a chemist of wide experience, who, realiz-
ing that the methods employed toj remove rust, corrosion, etc.,
from machines, engines, tools, parts and all metal surfaces, re-
quired considerable time and involved high labor costs, set
before himself the task of devising a much better and more
economical cleansing method, and devoted many years to un-
ceasing research and experimentation with the result that
"Meno" Rust Remover and Cleanser was invented and that it
is remarkably efficient to a high degree is proven by the en-
thusiastic endorsements received from those who have used it.

The name "Meno" is a word derived from the Latin and
means "less work." It is a scientific combination and blending
of certain chemical ingredients, which in combination produces
an electro-chemical action that rapidly loosens and dissolves
rust^ corrosion, grease, oil, dirt, carbon, paint or any other
foreign substance that is adhering to the metal — irrespective of
its age or hardness — and its action automatically ceases when
contact between the cleanser and the metal is established, and
this is as far as it will go, for it will positively not injure or
mar the surface of the metal itself in any way.

There are two methods of using the preparation as follows :
(i) Apply it to the machine or part with a brush and allow it
to remain for a short time, then brush or rub it off and it
leaves the metal bright and clean. (2) Mix the preparation in
a vat, tank or contamer with water, then attach the machine or
parts to wire or chain so that they will hang in the solution.
No further attention is required since the process of cleaning
goes on while the parts are immersed.

It is stated that thei preparation is absolutely safe in every
way and that it will not burn or explode. Another important
point in its favor is that it will not cause corrosion or rust
to form, for in fact, it protects the metal and makes it exempt
from corrosive or disintegrating action for a long period after
it has been treated by this preparation, and there need be no

fear of injury to the most delicate part, no matter of what metal
it is composed.

The preparation is an economical one to use, as the same
solution may be used many times over as it does not deteriorate
or lose its cleansing power.

Peter A. Frasse & Co., 417 Canal Street, New York, are the
sole distributors, and are now establishing agencies in various
parts of the country for the sale of this preparation.

* « *

ANNOUNCEMENT

The completion of plans for an increase in capitalization of
the Universal Products Company, of Sandusky, Ohio, and Osh-
kosh. Wis., to $500,000.00.

The plans include the purchase of the H. C. Doipan Company,
of Oshkosh, Wis., and the removal of the main offices from
Sandusky, Ohio, to Oshkosh, Wis.

The new company will continue to manufacture the Universal
Products Electric Lighting and Power Plants and the Doman
^Marine Engines.

The company will immediately go on an increased prodiic-
licn schedule, made necessary by the large field organization dc-
vf'ioped during the last year.

The officers of the new company will be : L. E. Wills^n,
President; R. K. Schriber, Vice-President; Charles H. Eich-
inger, Secretary; Louis Schriber, Treasurer.

* * *
SEABURY & DE ZAFRA, INC, EXPAND

Messrs. Seabury & de Zafra, Inc., Consulting Naval Archi-
tects and Marine Engineers, 150 Nassau Street, New York,
have enlarged t^heir offices in order to better accommodate their
business, which* has been developing rapidly during the past few
months. Among the contracts recently negotiated in the inter-
ests of their clients are two 450 i.h.p. fore and aft compound
marine engines with the John W. Sullivan Company and, also,
two 12-foot Scotch Marine boilers with the Kingsford Foundry
and Machine Works. Murray S. Webber, formerly with the
Merchant Shipbuilding Corporation, Chester, Pa., has connected
with the firm.

The purchase of two Skandia 240 h. p. fuel oil engines has
recently been negotiated for Mexican interests.

BILGE PUMP

No, tjll Brass, S8. Wo. 2/r„rS6.

<lli'fV^!V:':l!"i'M||,,

^ Fog and Ships' Bells
for all size crafts

Jingle Bellsy Pulls^GongSi
Cranks^ etc,

BEVIN BROS, MfG. CO.
East Hampton Connecticut

Please mention THE RUDDER when writinfl: to advertisers

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58

THEe«9

RUDDEI^

November

^,

^^"^ FOR a^'^J-^^^

AL30 SECOND HAKPfx

ENGIMES.EQUIPMEN'Pt ^
HOUSE BOATiS.ETC.

\i\s

at:*-!

YOUR BOAT. ENGINE OR EQUIPMENT

la Storage Is not worth iU keep and un Less taken care of will soon be worthless, A $1,00 advertisement will turn
an old outfit into money, besides i^i ving the purchaser an opportunity of making it useful and a help to the sport,
AdvertUementft 4c A word each Insertion, minimum charj^e $1,00. Heavy-face type, double pHce,
Money must accompany copy. Forms close 10th Of the month preceding.

Prti- C/fc AA ** *'" '^**"' photograph furnlftbcd by yoo, prepare m half-tone plate of your boat, meaftdrinK ^S Inche* wide
I Ul «pvJ«W by I inch deep, ■ad pel at Aime ii^l,th m SO^word description.

For $ 10.00 hAil-toa« plate ^H inches wide, 2f4 inchei d*«p and 50.wqrd deicription.

FOB fiALE — Cheap: Steam yieht '*Wby Not.'* Length. 56 (t.^
Bt^um, 10 ft. 6 in. — Drauirbt, 5 ft. 3 in. — Wat*T tube boiler. Triple
eipanBion eD^ineK, St&atii j-aebt "Say Tea/' Length, SO ft.— Beam,
11 ft, 4 in. — DTaag:ht. 4 ft. fi In, — Water tube boiler. CDinpound En-
Sinfl. Morse Dry Dock k Repair Co.. Furcbaaiag^ DepartmAtit Foot
Fifty Sixth 8t?Mt, Brooklyn, New York.

CANADA'S EXCI.rSIVf: WUfkLESAljE AND RETAIL MARINE EN^
GINE JOBBERS. Dntnini^^n'a Largeit Diitribtitors. Frp** Illus-
trated Catsloir, Se fond hand Enjfjnp Lift. CANADIAN BOAT ANT*
ENGINE EXCHANGE, LIMTTKD, TORONTO

STRONG & BEEKMAN

Yacht and Ship Brokers

Z9 Broadwajr New York

Y4chis>-all types. Sale or Charter- Commercial Vesseln, Steamen.
Sail and Anxiliaries: Plans* Specifications^, Ntw Construction

Telephone Whitehall ?^7 Cable Address "Strobick^New York"

NOT FOR ??ALE aftrr tVhruary 1— Life-boat cruiHvr, Soan.io. 40 x

8H. Blount Enjc^ini?, 40 h.p, Sleeps four, two toilott. ahipmate,

sink, ice bgx. water lank, Enabogany AtiUh, coppi^r fastened, has maal^.

xaila n'evrrytbing. \h>^A Ipsr tbaii IfjOts miles, Complet€» equipment
All nnrcBcrvedly giiariinteed. Apply to owniT. Richtrd Hutfhlsoa, 48
Federal Street, Bd&Iod. ot any broker.

FOR SALE — One cylinder, two ryele — 3 h.p., Fetro ?35,; 5 h.p.,
Specialty, new. $75,; 7^ b p., Ferro, |S5.; 8 h.p,. FflirbankR^
Moral*, heavy duty, tll5, Twn rylinder, two f?ycl*^ — 1^^ h.p.. Fair-
ban kj^Mor^ite. 175. J 8 b.p„ Roberts, $95.; 9 h.p.. Lat:kawannn, fSS.t
12 h.p., Atlantic Special, flOS.i 20 h.p., Oray. *145, Tlirep rylindf^r, two
rycle— 12 h.p., Pape & Buehnian, 195,; 18 h.p., Fprr^, $14,'^.; Ifl h.p.,
Pairbanka Morse, $18S,; 35 h.p. Vim f> ic 5 and gi^Br. $175.: 24 h,p.,
Fairbanks Morse, 4 I'yliuder, ^245.^ 40 h.p., Eobprts, 4 cylinder, |2e&.;
flO h.p.. Fairbunks Morse. 6 cylinder, |3SS. Fonr ryile — \^ h.p., 1
cylinder Tinperial, new, |155.; 6 h.p, 3 cylinder Dunn, n<?w. |ft5.; 8
b.p.. 2 cylinder Dnnn. 185.; 12 h.p.. 2 cylinder Lamb, with genr, ,1155.:
la h.p., 2 cylinder Globe, h*'avy duty with Rear. $21.1 : 12 h.p.. 2
eylinder Wolverine 9x9. with cear, $265. r 150 h,p , 8 cylinder, "air
cooled aepomotor, $27,5., and others. Badger Motor Company, Mil
waakeia^ Wis.

FOR 6ALE — Faat Thorny croft boat. 40-ft. Hydrpplane. upBciaUy tmili
for owner, with comfortable aeating accouimodation lor a dos«Q
peoplft. wind screen and all detaila carefully planners for eomfort and
reliability. Recently built. Speedy 35 to 40 knota. In perfect ord<»r.
Lyins near Southampton. £4,500, Hanbury, Castle Malwood, UjuA^
hurat, Euglaad.

FOR SALE — One model schooner, 33 jnchea long. 9^ incbes wld«, Tfali
schooner ia of qaite fair workmanship, and Is rery eotDplete «#
to detailB of rigging, etc.t ia probably thirty to forty yeara old. P,
N, Carlin Co,. 127 Dennialon Aire., Pittsburg, Pa,

FOR SALE — One pair Bauarb & Lomb fi s 30 power prism biiio<!n.tara.
With leather case. 3amfi as new, Percy M. Child. 1110 14th St,^
N. W.. Waiihlngton. D. C.

FOR SALE OR EXCHANGE — ^Power ymcht, fully equipped, fiS feet oifer
all. In excellent condition tender, electrk lighta^ hot water beat, Ac-
commodate 4 to 5. One double and single BtateroomsT saloon with tsM.-
tension bertha. Cost today to build $35,000 to $40,000^ WotUd
coaaider improved clly real eatate or nearby property in uxckanu'e.
Owner wiahea to purchase a larg«» yacht, reaaon for aelUiiK. Ya^l
call be seen in New York by appointment. Box 1€&, The IbuddeTf 9
Murray Street. Kew York City.

FOR SALE — Staunch little 21 foot keel auxialiary «ioop. Cabin and
sleeping; accommodationa for two. Built in ic« box. Fire h.p
engine. Boat and motor in fine condition and compLete with all c^uip-
tu<«nt. II I,. Hees, 308 Bailey Building, Philadelphia, Pa.

f RANK BOWNE JONES, Yacht Agent

29 Broadway New York

HIGH-CLASS YACHTS Of AU TYPES

Let me know your requirements

"Richards' Made" ^^£^,-£«'±;S

Dad.

, ^jttular.

WM. l^tCHARDS. 747 Tremo«t Are.. N. Y. City.

The Complete Files and Reconls

STANLEY M. SEAMAN

YACHT BROKER
1900-1917

have been purcbaied hy tKc

G. W. FORD YACHT AGENCY

30 East 42 nd Street New \

Correipondencc with ha former clictili k i&licitet].

En repondant tux &nnonce« veuillex mendoner THE RUDDER .

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PRICE

CENTS

t? i )

The Elco Cruisette is a Noble Craft

A Popular Little Sister of the Famous
British "M. L. '' Submarine Chaser

THE Cruisette is the develop-
ment of years' experimenting
in Standardization, for the famous
E/co ''M. L./' of the British
Navy were the forerunners of the
beautiful and staunch little boat
which you will see at the New
York Motor Boat Show in early
December.

E/co has capitalized its wonderful

war experience — and the product
is — The Cruisette,

The past season has proved the com-
plete success of this attractive little
boat, which is equally at home in
the quiet waters of the bay or in
the open sea or out on the Lakes.

More Cruisettes have been sold this
year than were ever before sold
of any one type of pleasure boat.

The 1921 model is ready and we urge that orders be placed now
— thus avoiding the experience of many who this year were
disappointed in not being able to secure delivery,

ELCO STANDARDIZED MODELS

33-ft. Cruisette, Open and Cabin Model, Speed 12 miles
40- ft. Cruisette, New Double Cabin Model, Sleeps Seven
30-ft. ELCO Runabout - - - Speed 20 miles
36-ft. ELCO Express, New Model - Speed 32 miles
50-ft. ELCO Cruiser - 75-HP Standard Engine

Exhibited at the Motor Boat Show, New York December 10-18, 1920

Send for illustrated catalog

THE ELCO WORKS

Main Office and Works

Avenue A, Bayonne, N. J.

Via C. R. R. of N. J. (Liberty St. Ferry)
NEW YORK OFFICE: 11 PINE STREET

Sixteenth Annual Power-Boat Show

Grand Central Palace, New York, December 10th to December 18th .
Underthe Auspices of the National Association of Engine and Boat Manufacturers

Main Floor

Aeromarine Plane and Motor G). Block A6

Specially designed marine engines of an original type.
Albany Boat Corporation. Block A7

Three finely finished runabouts, ranging from a 26-foot stock
boat, fitted with a four-cylinder Red Wing engine, and having
a speed of 20 miles per hour, up to a solid mahogany runabout
fitted with a six-cylinder G. R. Sterling and having an estimated
speed of 45 miles. The other boat is a 32-foot runabout, with
mahogany finish, and many special features which lend them-
selves to comfort. The engine is a six-cylinder Hall-Scott, and
the speed 36 miles.

Belle Isle Boat and Engine Co. Block A4

A beautifully finished mahogany runabout, fitted with a Hall-
Scott engine, and having every comfort that careful designing
can provide.

Bowler, Holmes and Hecker. Block K

Eight different types of the famous Universal engines for
which this firm is selling agent.

Bridgeport Motor Co., Inc. Block E

Their complete line of two and four-cycle engines, shown in
twelve models. The two-cycle, single and . double-cylinder en-
gines will have the following powers: 4J^, 6, 8, 9, 11, 12, 16, 22.
The engines are of two models, operating at 500 and 800 revolu-
tions. The four-cycle machines are shown in two, three and
four-cylinder types, from 14 to 60 hp. The latter are all of the
heavy-duty type.

Burger Boat Co. Block B4

One of their new 36-foot Scripps-engincd stock cruisers,
designed by Charles D. Mower. The boat is of the bridge-deck
tjrpe, with two complete cabins, providing accommodations for
a large party for extended cruising.

Cape Cod Shipbuilding Co. Block A6

Showing a line of power dories and small rowing and sailing
boats. Specially built boats for outboard engines will also be
shown. The line of small boats for use as tenaers will be excep-
tionally interesting.

Carlyle Johnson Machine Co. Block K

Complete line of Johnson ball-bearing marine reverse gears,
as well as their little two-cylinder, 5-hp. Bud-E marine engine,
which is specially intended for tender or canoe use.

Chance Marine Construction Co. Block A6

Two power boats of their standardized type.
Columbian Bronze Corp. Block L

The exhibit of this firm will be specially interesting this year,
as a new style Columbian propeller will be shown for the first
time. This will be known as the Style J wheel, and is designed
for high-speed, high-power boats. It embodies great stren^h
without detracting from the speed qualities. Special provision
for the accommodation of out-of-town visitors will be found by
those who wish to make this exhibit their headquarters.

Consolidated Shipbuilding Co. Blocks A2 and A3

A new 36- foot stock cruiser, especially intended for Florida
fishing service. There will also be several stock boats, runabouts
and tenders, as well as the line of Speedway engines which have
been built by this firm for so many years. A feature of the
exhibit will be a S-foot model of their shipyard, showing all
the buildings and the interesting machinery for yard work and
lumber handling.

Thomas Fleming Day. Inc. Block D2

Small boats, tenders, canoes and accessories.
Disappearing Propeller Boat Corp. of N. Y. Block D1

Small launches, with their patented system of housing the
propeller in case the boat is used in shallow water or strikes
some obstruction. The boats are built in large quantities, and
are marketed at a very low price, equipped with their own make
of engine.

Dodge Sales and Engineering Co. Block C

This firm will show the Dodge heavy oil engine, a machine
of the Hvid type, formerly known as the Burnoil. They will
show a single-cylinder cut-away machine run by an electric
motor, so that the operation of the fuel system can be seen. A
complete 25-hp. marine plant, as well as the same sized stationary
type, will also be shown.

The H. C. Doman Co. Block K
Four sizes of four-cycle engines, ranging from a single-
cylinder 3fi by 4H inches up to a four-cylinder, 4^ by 6 inches.
There will also be a 1-kw. direct-connected generating set.
The Elco Works. Blocks B2 and B3
Showing the latest model- 32- foot Cruisette, fitted with a
J. V. B. engine; a brand-new stock cruisfer, 40 feet long, and
also fitted with a J. V. B. The latter boat is of the bridge-deck
type, and contains two separate cabins. There will be two run-
abouts of their stock type ; one, a 30-f ooter with a 66-hp. J. V. B.,
and the other a 36- footer, with a six-cylinder G. R. Sterling.
The latter boat will be finished and fitted in the highest possible
grade, and will have a speed of 32 miles. The smaller runabout
will have a speed of 21 miles.

Evinrude Motor Co. Block C
Evinrude inboard and outboard engines, rowboats of both the
round-bottom and flat-bottom types, and canoes. A feature will
be a speed canoe fitted with one of their special canoe engines.
Fay and Bowen Engine Co. Block A1
Two finely finished runabouts fitted with Fay and Bowen en-
gines, and 6 four-cylinder marine engines of both high-speed
and heavy-duty t3T>es, from 17 to 65 hp.

The Frisbie Motor Co. Block E
Six sizes of Frisbie valve-in-the-head engines. These ma-
chines are made in two cylinder sizes; the smaller, 4fi by 5
inches, will be shown in 5, 10, and 30-hp. units. The larger
engines are 6 by 6 inches, and are made in 7, 16 and 40-hp. sizes.
All the engines will be fitted with Paragon GearSj and several
will show some of the new Frisbie features, including the slow-
down attachment for trolling boats.

Gierholtt Gas Motor Co. Block O

Two types of outboard gearless engines and one type of in-
board engine. AH mounted on dummy boat sections. The engine
is a new one. with the interesting feature of having a direct drive
to the propeller shaft instead of the train of gears usually used
for this purpose.

Gray Motor Co. Block El

Two and four-cycle engines from 3 to 25 hp. There will be
six engines all told, perhaps the most interesting of which will
be the Model VM four-cycle machine, which is becoming very,
popular for both runabout and cruiser service.

Hall-Scott Motor Car Co. Block N

Display of their stock marine engines in both the four and
six-cylinder models, which have been so successful in racing
events during the past season when installed in runabouts. The
airplane engines made by the same company will also be shown
as a contrast to the marine type, in order to show the vast dif-
ference between an air and a marine engine. Display boards
containing parts of their engines will also t)e placed.
Hyde Windlass Co. Block H

Complete line of Hyde manganese bronze propellers of the
turbine and weedless types. They will also show duplicates of
the propellers with which Miss America won the chief racing
events, last year.

T. V. B. Engine Co. Block E

Three J. V. B. engines, one a complete unit, one so arranged
that the reverse gear operation can be shown, and one so ar-
ranged that all the working parts can be seen.

Kermath Mfg. Co. Block K

Kermath engines in four models. All will be unit power
plants, with Bosch starting and ignition systems. The hp. will
be 12, 16, 20 and 40. The latter engine is a new model for this
firm.

Knox Motors Associates. Block G2

Showing a new 20-hp. engine of a very interesting type. The
new machine has many features that are entirely new to the
marine-engine field. The oiling system and the lower base are
worthy of much study on the part of power boatmen. The ma-
chine is of the overhead-valve tjT^e, which has been standard
practice in the Knox shops for many years.

New Jersey Motor Sales Co. Block J

Four-cycle marine enj?ines. which are built chieflv fr^nj^Ford
parts, and which are marketed under

are Duiit chietlv tmn^ rord _

the name of Fordmarinev ^^-^ r^l j^

Digitized byXjiOOy IC

THE ant

D ecemb er

Toppan Boats

WE WILL EXHIBIT

At the Boat Show, December 1 0 to 1 8

A 22-ft. Dory Launch equipped with 9-12 4-cy Under 4-cycle Universal engine.
Engine housed in and boat all complete ready to run. Fitted with cushions, brass
safety rails, etc. It will be the finest and most completely furnished Doiy Launch
ever exhibited at the New York Show.

A 1 2-ft. Power Tender equipped with
a Barker Motor, Hoisting rings, Oars,
Mooring lines, Lazy Back, Bright Seats,
Floor racks, Cedar planking* Complete
in every detail price as shown, $375,

The 18-ft. auxiliary 3 in one famous Toppan Doiy, one of the finest rough
water boats in the world, which sells at a moderate price.

A 10-ft, Yacht Tender, price, $140,

One of the Standard 2 1 -foot V-Bottom
Runabouts, equipped with 12 HP,
Kermath 4-cylinder 4-cycle engine.
Speed 1 6 miles.

And for the first time at any show the Toppan Self-Sustaining Surf Boards, price $25.00.
Send for a complete circular and price list

TOPPAN BOAT CO.

Dept. B.

Medford^ Mass.

8i pregm far memioiM del RUDDER qiuuido tcrirete.

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December

RUDDER

George Lawley and Son Corp. Block B1

As usual, the exhibit will consist of a couple of boats, which
will reflect the wonderful workmanship which is turned out in
their Boston plant. The larger boat is a 36-foot mahogany sedan
runabout, fitted with a six-cylinder Van Blerck engine, which
will give it a speed of 30 miles an hour. The smaller boat is a
30-foot runabout, fitted with a G. R. Sterling, and having better
than a 30-knot speed.

LuDERs Marine Construction Co. Block AS

An exhibit of one of their beautifully constructed power
boats having the latest devices and design which make for in-
creased comfort and speed.

The G. H. Masten Co. Block J

Showing the line of stock launches for which they are the
sales agents, as well as engines, accessories and life preservers
and cushions which they make.

MiANUs Motor Works. Bl^ck B6

Mianus improved Diesel engines which burn heavy oil, but
which do not need the heavy and expensive auxiliary equipment
which usually must be used in connection with a Diesel engine.
These engines will be shown from 7f4 to 60 hp. They will also
have a Mianus power lifeboat and a full line of the two-cycle
engines which they have made for many years.

Murray and Tregurtha Corf. Block M
Showing their marine engines in both the high-speed and
heavy-duty types. The high-speed engines are rapidly coming
into popularity for the fastest of express cruisers.
New York Yacht, Launch and Engine Co. Blocks F1 and F2
Two marine engines of the Twentieth Century make, one of
40-50 hp., and one of 65-75 hp. Both of the heavy-duty type.
There will also be several models of yachts which they have
built, and an illuminating machine which will show pictures of
many of their products.

Palmer Bros. Engines, Inc. Block C
Complete line of two and four-cycle engines of both jump-
spark and make-and-break ignition. The display will range from
a little 2y2-hp, single cylinder up to an 80-hp. heavy-duty plant.
Parr-Loichot Engine Co. Block Fi and F2
Full line of the many marine engine manufacturers of which
they are the sales agents.

Peerless Marine Motor Co. Block G2
Full line of the Peerless marine engines of the four-cycle
t3rpe and the medium, heavy-duty and speed types. The smallest
engine will be a single-cylinder, 5-hp., which is intended for
small boats of the fishing type. The largest will be a four-cylin-
der, 50-hp.

Red Bank Yacht Works. ^ Block B5
A sensible, plainly finished stock cruiser, staunchly built, and
designed for the average power boatman's service.
Red Wing Motor Co.^ Block C
Five sizes of the famous Red Wing engines, including the
new 10-14-hp., four-cylinder, four-cycle machine which has re-
cently been brought out, and which has created a lot of interest.
All engines will have ma^eto ignition, splash lubrication, and
Lccce-Neville electric starting system.

Regal Gasoline Engine Co. Block C
Five models of four-cycle marine engines of one, two and
four-cylinder types. The smallest is a 2-hp. machine, intended
for the smallest type of launch. They will also show a Regalite
electric lighting plant for either marine or shore use.
Richardson Boat Company. Block A4
An interesting display of high-grade stock power boats.

The Sea Sled C. Block A35
A display of one of their famous Sea Sleds, which not only
are seaworthy but which have a very high speed in proportion

to the power used. These boats were very severely tried out in
government service during thq war.

ScRipps Motor Co. Block G1

Series D Scripps four-cycle engines, in two, four and six-
cylinder sizes, all having a bore and stroke of 4J4 by 6 inches.
The two-cylinder engine is a new model.

C, C. Smith Boat and Engine Co. Block J

An exhibit of the famous Smith twelve-cylinder marine en-
gines with which Miss America, Miss Detroit V, Miss loronto
and Gar, Jr., were equipped.

Sterling Engine Co. Block E

One of the most attractive booths at the show, including all
types of Sterling engines, as well as a cutaway model of the
G. R. model engine. The big feature of the exhibit will be the
first showing of the wonderful runabout, Rainbow, which won
the Fisher Trophy. This boat is being shown by the Sterling
Company not to sell the boat — for their onlv business is the
building of high-grade engines — but to show the public the boat
which, with their engine, won the greatest runabout race ever
held in this country. The boat is of more than passing interest,
even if her speed is not considered, for her finish and the
remarkable engine installation are worthy of close study. The
engine wiring was done by the Westinghouse Electric and Mfg.
Co., and is a wonderful piece of work.

ToppAN Boat Mfg. Co. Block B4

Five boats, four of them of the power type, and one rowboat
The fastest craft is a 21-foot runabout with a 12-hp. Kermath
engine, and having a speed of 15 miles an hour. The next boat
is a 22- foot dorjr, which will carry 12 people, and which has
for power a Universal engine. An 18-foot combined sailing,
rowing and power dory is? a very interesting boat for those who
desire a fine all-around craft The power tender is fitted with
a Barker two-cycle engine.

Van Blerck Motor Co. Blocks F1 and F2

Four, six and eight-cylinder marine engines and a four-
cylinder commercial engine. All three of the marine engines
will be equipped with the new Van Blerck Fuelizer, which makes
possible a control of these engines from extreme low speed to
top spee4 without backfiring. The operation of the new device
is shown in detail.

Verrier Eddy Co. Block C

Lathrop two and four-cycle engines in all sizes. The smallest
machine will be a single-cylinder, two-cvcle, .Vhp. The largest
two-cycle will be a double-cylinder, 10-hp. Four-cycle engines
will be shown from 12 to 40 hp., in two and four-cylinder type.
The four-cycle machines will be equipped with a new pressure
oiling system in which the oil is cooled and filtered before enter-
ing the crank case.

WiNTON Engine Works. Block M

A complete marine engine of 125 hp., and having all the per-
fection of finish and workmanship for which this firm is noted.
The engine is of the cruiser t3rpe, running at 450 r.p.m., and has
six cylinders, 8 by 11 inches. They also will show a six-cylinder,
direct-connected electric lighting plant and an electric water and
air pump. The Win ton Company are now building high-grade
marine engines of from SO to 200 hp.

Wisconsin Motor Mfg. Co. Block B7

Six of their four-cycle, high-speed engines, suitable for run-
about or cruiser service, as well as a beautiful mahogany run-
about fitted with one of their G M model engines.
Wolverine Motor Works. Block L

The largest engine in the Palace will be the 200-hp. Wolverine
kerosene engine, which has a bore and stroke of 11 by 15 inches.
It will be shown complete with reverse gear and electric self-
starter. They will also show a 42-hp., three-cylinder machine
and a 22-hp., three-cylinder. All are of the heavy-duty type.

Mezzanine Floor

American Balsa Company. Spaces 79 and 81
Life preservers, life rafts, aquaplanes, swimming chairs, and
kindred articles made of balsa wood, the lightest wood grown.
Also the Welin patent davit and other products.

American Bosch Magneto Co. Space 90
Bosch starting, lighting and ignition equipment, including a
new adjustable impulse coupling, which makes starting easy even
in cool weather. A new starting and lighting outfit will be
shown, as well as the latest Bosch plug, that is destined to stand
at the head of the list in the same way as the old Bosch plug,
80 well known before the war.

Brooklyn Varnish Co. Spaces 26 and 27
Beautiful display of solid panels cut from the burl of the
giant redwood trees of California. These burls are very rare, and
will be shown covered with Kauri varnish, which is made by
this firm.

George B. Carpenter and Cq. Space 41
General line of marine hardware and equipment; specializing
on searchlights. Kainer ropeless steerers, Carpenter drum steerers,
and special fittings of their own make.

Champion Spark Plug Co. Space 33
pull line of spark plugs and spark plug accessories.

Cutting and Washington Radio Corp. Space 17
Radio outfits for yachts and general service. Sets will be
shown in operation.

J. H. CuRTiss Co. Spaces 1 and 2
Marine toilets, wash basins, pumps, mirrors, and general fix-
tures for toilet and bathrooms on yachts. The booth'will be very
attractively arranged, with the fixtures mounted on handsome
tiled backgrounds. Also a new yacht windlass with ratchet
handle.

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PUDDER

December

Dean Engineering Co. Spaces 34 and 35
Yacht lighting plants, in all voltages, for boats of any size.
Engines are directly connected, and the complete sets sell for
from $525 upward.

The Debevoise Co. Space 29

pe-Pa-Co marine paints, including their well-known flat
white, which is used on many of the finest yachts. Copper paints
for underbodies will also be shown.

Domestic Electric Co. Spaces 14 and 15

Electric lighting plants for yachts, including the new ^-kw.
marine outfit. This little plant stands 21 inches high, and takes
up a space only 21 by 19 inches on the floor. The output is 750
watts at 32 volts. The device is entirely automatic in action.
Over 125,000 Delco plants are in operation. The Delco water
system will also be shown.

C. D. DuRKEE AND Co. Srace 92
Handsomely arranged booth, with plenty of room for visitors.
Only a few articles will be shown, including binnacles, ship tele-
graphs, lights, and other specialties.

Edison Storage Battery Co. Spaces 30 and 31
Edison storage batteries and other lighting accessories, of
high-grade construction, especially designed for marine service.
Hubbard H. Erickson Co. Space 62
Electric searchlights, hardwood steering wheels, spark and
throttle controls, running lights, stuffing boxes, and general power
boat fittings.

Fire Gun Co. Space 82
Three sizes of handsomely enameled fire extinguishers, includ-
ing the new double-acting pump outfit.

The Francke Co. Space 50
All sizes and types of the Francke flexible couplings for
power boat use.

Generator Valve Co. Space 63
Carbureters, water scoops, shut-off cocks, strainers, and simi-
lar marine engine and power boat hardware.

Henry J. Gielow, Inc. Space 25
Exhibit of photographs and plans of well-known yachts which
this firm either has for sale, charter, or which they designed.
Chas. H. Gillespie and Co. Space 32
Paint and varnish remover, marine varnish, and kindred
products.

Gimble Bros. Space 71
Yacht china and glassware formerly carried by Higgins and
Seiter. '

W. S. Hall Co. Space 42
Complete line of steering gears and engine controls, including
the new Reliance reverse control, which controls the reverse
lever from any number of positions without the use of rods,
levers or cranks. This device is well worth careful study by all
power boatmen.

Hoover Suction Sweeper Co. Spaces 83 and 85
Carpet sweepers and vacuum cleaners, specially %lesigned to
operate on the regular yacht lighting current.

The Moto-Meter Co., Inc. Space 86
Yacht lighting sets and equipment.

L. O. Koven and Bro. Spaces 43 and 45
Exhaust manifolds, gasoline tanks, mufflers, air tanks, safety
waste cans, and other galvanized specialties.

The William Leard Co. Space 84
Crankshafts, etc.

Leece-Neville Co. Space 24
Starting and lighting eauipment for poweiV boat engines.

Lewis Engine Co. Space 7
Marine engines.

Marburg Bros. Space 13
Ellwe solid injection Diesel engine, which is fitted with the
Leissner gasifier. Marburg Bros, are the American representa-
tives, and will exhibit the engine to acquaint manufacturers who
might wish, under license, to build the machine.

Arthur Phelps Marr and Co. Spaces 78 and 80
Patents.

The Moto-Meter Co.. Inc. Space 86
Distance type Moto-Meter, which indicates the temperature
of the engine cooling water and prevents overheating.
Navy Gear Mfg. Corp. Space 44
Reverse gears for marine engines.

National Life Preserver Co. Space 72
Life preserver suits. The famous Ever-Warm safety suit,
which has been used so successfully, and which not only prevents
drowning but keeps the wearer uprigltt in the water and warm
and comfortable. The suits are made in sizes for all, and will be
shown on actual demonstrators during the exhibit.

New Jersey Paint Works. Space 38
New Jersey copper paint and yacht white. The exhibit will
include panels which show the preserving action of the copper
paint when exposed to barnacles and worms. These panels were
exposed for five months to Southern waters.

Paragon Gear Works Spaces 20 and 21
Paragon marine reverse gears in the newer yoke operating
model, which is the only type now made by this well-known con-
cern. The discontinuing of the older models has cut the cost
down so that the gear can be sold at the minimum price con-
sistent with its high grade. The booth will be handsomely deco-
rated with two marine paintings, and every comfort will be pro-
vided for visitors, including local time-tables and guide books.

Pyrene Mfg. Co. Space 73
Pyrene fire extinguishers in all models, and with the various
styles of fixtures by means of which the outfits are mounted
for marine use. »

Robertson Lubricants Co. Space 51
The Van Blerck engine that has been used all the season in
the yacht Nymph. The engine will be shown to illustrate the
snriall amount of carbon which results from the use of Certified
Oils. A booklet, with pictures of many famous racing boats, will
be distributed.

The Rudder Pub. Co. Space 28
The oldest magazine devoted to power boating, racing,,
cruising, and all subjects pertaining to pleasure boating. There
will also be on hand copies of the many books published by the
company dealing with every phase of the above subjects, and
navigation, yacht building and designing. There will be members
of The Rudder staff on hand at all times, and a welcome is ex-
tended to all visitors. Any questions regarding yachting or boat-
ing will be gladly answered.

Sim MS Magneto Co. Space 61'
Line of waterproof magnetos and two-unit starting and light-
ing systems.

Sinclair Refining Co. Space 66
Lubricating oils, gasoline, and all petroleum products, espe-
cially refined for power boat use.

Edward Smith and Co. Spaces 22 and 23
Highest quality varnishes, coatings, enamels for power boats,
yachts, canoes, and all water craft.

Smith Meeker. Engineering Co. Spaces 30 and 31
Edison storage batteries, marine lighting outfits, switchboards,
lighting fixtures, etc.

Smith and Serrell. Space 50
Francke flexible couplings for power boat use.

Snow and Petrelli Mfg. Co. Spaces 67 and 69
Joes reverse gears, rear starters, one-way clutches, including
a large gear operated by electric power.
Southland S. S. Co. (Lebby Products Division). Space 77
Lebby searchlights, direct -connected lighting systems, and other
specialties.

SpERRY Gyroscope Co. Space 91

Ship stabilizers, gyro compasses, electric logs, shoal water

alarms, high intensity searchlights, navigational instruments. A

model of the auxiliary yacht Guinevere will also be shown. This

latter is a new yacht, nearing completion, for Mr. Edgar Palmer.

Standard Gear Co. Space 39

Four sizes of marine reverse gears, together with parts.

Sterno Corporation. Space 58
Yacht stoves, camp stoves, and solidified alcohol fuel.

Strom BERG Motor Devices Co. Space 75
Carbureters and kindred products.

W. AND J. TiEBOUT. SPACES 18 AND 19

Samples of their large stock of marine hardware and fitting^
for deck or cabin.

Topping Bros. Spaces 46 and 48
Hardware, one-way clutches, adjustable shaft logs, universal
joints, caulking tools. A full line of. Barker two-cycle engines
will also be shown.

Valentine and Co. Spacfs 47 and 49
Valspar varnishes, enamels and yachting coatings, displayed
on attractive panels.

Wheeler- Schebler Carbureter Co. Space 56
Full line of carbureters.

E. J. WiLus Co. Spaces 87 and 89
Marine hardware, paints, lights, tools and eneine accessories.

C. A. Woolsey Paint and Color Co. Space 16
Marine paints and colors.

R. W. Zundel Co. Spaces 74 and 76
Hardware, whistles, air pumps, lighting outfits, universal
ioints, stoves, searchlights, barometers, compasses, as well as
Maxim silencers.

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Published on the
24th of the Month

RUDDER

Commercial Boats

and

Equipment

Yachts

and
Yachting

Edited by
Arthur F. Aldridge

Engines

and

Accessories

Copirricht 1920, by The Rudder Publishing Co., New York. NOTICE— Tht c^mumtt •f this magsxiue, imeluding «// •rti€Us, Ulustrstiomt, plans and itsigns, art ewtrtd h
c^pjHght, and thtir rtprvductian Is abs^luuly ftrUddtn without tht fnssnt and psrmissUn of THE RUDDER PUBLISHING COMPANY.

Volume XXXVI

December, 1920

No. 12

The Annual Boat and Engine Show

THE Boat and Engine exhibition this winter will open
in the Grand Central Palace on Friday, December
lo, and will close on Saturday evening, December i8.
This will be the second exhibition held this year by the
National Association of Engine & Boat Manufacturers
and it is termed the i6th annual exhibition. Two exhibi-
tions in one year have been brought about because many
of the exhibitors were of opinion that February was
not the proper time for a boat show. It was argued
that in February many of those who are particularly
interested in boats were away from this city either m
the south or California or some other sunny clime. Then

many yachtsmen were in the habit of waiting for the
show before giving their orders for the coming season
and the builders have been unable in the past to accept
as many orders as they would wish to because of their
inability to fill their contracts by the opening of the sea-
son. With the show held just before Christmas it is
hoped that the attendance will be much larger than in
former years and that those who visit the show will be
>achtsmen who are looking for new yachts. They will
place their orders early and will be assured that the
yachts will be ready when the season opens here next
spring.

Badger V, a Hand Designed 25 by 6 Ft. 11 In. Seagoing Bnnabout Powered With a 40.60.H.P. Scrippe Engine, Turning a Oolnmbian Arehitect'e
WheeL BnUt by Poekle of Heponeet for Mr. F. W. Sterling of Bofton. An Excellent Type for General Bnnabout Serriee in any Wateri

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RUDDER

December

Twelve Foot Power Tender Built by Toppan Boat Manafactnring Co.
and Fitted With a Barker Engine

The Christmas season should pervade the Palace. It
is the time of year when all are joyous and what better
Christmas gift could be chosen than a power boat. The
models and styles of these boats are innumerable and the
boat can be found that will please the most exacting or
the most whimsical, and an engine just suited to the craft
can also be procured.

Henry R. Sutphen is the president of the National
Association this year and is an ex-officio member of the
Show Committee. The members of that committee are
John J. Amory, James Craig and Charles A. Criqui. The
secretary is Ira Hand. This committee has worked hard
this year to make the show even more attractive than it
has been in the past and with such success that every inch
of space available for exhibits has been taken and some
nice squeezing was done to accomodate those who were
late in making their application for space.

As usual the main floor will be devoted to boats and
engines. The boat exhibition will be larger than at any
previous show and the engines will include all the best
known in this country.

The annual meeting of the National Association of
Engine & Boat Manufacturers will be held on Thursday
afternoon, December i6. Matters of much importance
to the industry will be discussed and five members of the
executive committee are to be elected. Those nominated
are Henry R. Sutphen, Elco Works; Henry H. Brauti-
gam, Bridgeport Motor Co. ; Charles A. Criqui, Sterling
Engine Co. ; A. E. Robinson, Regal Gasoline Engine Co.,
and G. D. Codrington, Winton Engine Works. The first
four mentioned are re-nominated and Mr. Codrington ib
to take the place of P. C. Jones.

It is planned to again have a dinner for the members
of the Association, their friends and members of kindre'!
associations, such as the American Power Boat Associa-

Fonr of the New Kermath Fortiei Beady for Shipment

tion, the Waterway League and the Society of Automotive
Engineers. It is hoped that this dinner, which is to be-
come an annual aflPair, may do much to help yachting and
to help the industry generally.

The annual Power Boat Meeting of the Society of
Automotive Engineers will be held at the Automobile
Club of America, New York City, Tuesday evening,
December 14, during the week of the National Show.
The technical session will be preceded by an informal
dinner at which C. A. Criqui will act as toastmaster.
The dinner speakers will be prominent members of the
power boat industry^ The technical session will be de-
voted to the discussion of recent design advances in in-
ternal-combustion engines and the probable trend of their
further development. Both the Otto and the Diesel cycles
will be treated from the standpoint of economy, weight,
accessibility and durability. The Metropolitan and Penn-
sylvania sections of the Society plan to join in this meet-
ing, which will replace their monthly meeting for De-
cember. A trip of inspection through the plant of one
of the representative boat and engine manufacturers near
New York City has been planned for the afternoon of
the same day.

Gradually standardization of boats of both the cruis-
ing and runabout types is becoming the fashion. Among
the firms showing stock boats will be the following. The
Elco Works of Bayonne, N. J. will show one of their
famous 32- foot Cruisettes and also a most interesting
new stock cruiser, 40 feet long. A stock runabout of the
medium price type fitted with a J. V. B. engine and a
more expensive craft with a model G. R. Sterling will

The Latest Product of Knox Motors Associates Is a Compact Unit

Ever Warm Safety Suits in All Sises for 01^ and Young

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II

SO-Foot Uniinkable Skiff BnUt by the Bed Bank Tackt Works and
Sterling Powered

be shown. The workmanship on all the boats will be
worthy of this excellent yard. The Consolidated Ship
Building Co., of Morris Heights will have one of their
latest cruisers on view as well as several stock runabouts
and yacht tenders. The fishing boat is a 36- footer with
every comfort for cruising in Florida or other waters as
well as special provision for fishing service. The speed
will be high for a boat of the type.

As usual, George Lawley will have some examples
of his wonderful workmanship. They will have two
boats, a 36- foot mahogany sedan and a 30- foot V-bottom
runabout. The sedan will have a Van Blerck and the
runabout a Sterling engine. One of the most interesting
boats that has ever been brought into the Palace will be
in the booth of the Sterling Engine Co. This will be the
wonderful winner of the Fisher Trophy, Rainbow. The
engine company is not exhibiting this boat for sale, but
they do feel that the general public will be interested in
the boat as an exhibit. Designed by Crouch and built by
Ditchburn, she represents the last word in runabout con-
struction. The booth of the Cape Cod Shipbuilding Co.
will be filled with examples of their power dories and
general service launches designed and built for men who
desire practical boats at low prices. The Toppan Boat
Mfg. Co. will also show medium priced boats. There
will be a 21 -foot runabout with a 12-h.p. Kermath en-
gine and having a speed of 15 miles an hour. A 22-
foot power dory and an 18-foot auxiliary dory as well
as two rowing boats will be shown.

An interesting addition to the stock cruiser list will
be the 36- footer of the Burger Boat Co. This is a double
cabin boat fitted WMth a Scripps engine and containing
every convenience for either week end or extended cruis-
ing. The price will be low enough to interest the average
purchaser. Another stock cruiser will be on hand, built

One of the Stock Models of the DUappearing PropeUer Boat Co..
Showing the Patent Homing PropeUer

by the Red Bank Yacht Works. She will be of Sea-
bright model and designed for service in rough water.
Fay and Bo wen will show several models of their stock
runabouts equipped with their own engines.

A high grade express cruiser will fill the space occu-
pied by the Luders Marine Construction Co. As usual
this company will show a boat in which fine workman-
ship is paramount. Three runabouts built by the Albany
Boat Corp. will be shown on the main floor. These in-
clude the new medium priced 26-footer and a Fisher
Trophy prospect fitted with a Sterling engine and having
a speed of 45 miles an hour. A Hall- Scott powered runa-
bout will complete the exhibit.

A fine mahogany runabout will be shown in the booth
of the Wisconsin Motor Mfg. Co. She will, of course,
have one of their engines. The Sea Sled Co. will have
one of their famous craft and a novelty will be the line
of low priced shoal water craft built by the Disappear-
ing Propeller Boat Co. The propellers on the latter
automatically work up into an opening in the hull in case
the boat strikes an obstruction.

The complete line of Speedway engines will, no doubt,
attract a great deal of attention as will, also, the model
of the immense plant where these engines and the yachts
are built by the Consolidated Shipbuilding Co. Another
complete line of engines will be shown in the booth of
the Sterling Engine Co. An interesting point will be the
cutaway model G. R. engine that shows the operation of
the overhead valves as well as illustrating the wonderful
workmanship on the inside of the machine. Two models
of Twentieth Century engines will be shown by the build-
ers, the New York Yacht, Launch and Engine Co. One
will be a 40-so-h.p. four-cylinder and the other a 65-
75-h.p. six-cylinder.

Interior Viewi of Bnrger Stock Cmiaer.

After Cabin Arranged for Dining. This Boom Can Be Made Up To Sleep Four.
4-C7I. Scrippi Engine; Forward Stateroom and Toilet

Engine Boom With

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RUDDEP

December

Toppan Dory Launcli

The owners of working craft will not be forgotten,
for the Dodge Sales and Engineering Co., of Mishawaka,
Ind., who now make the Hvid type Burnoil engines, will
have an instructive exhibit, consisting of a single cylinder
marine engine operated by an electric motor so that the
workings of the^ valves and fuel system can be viewed.
Parts of the cylinder will be cut away to better show the
operation. They will also have a 25-h.p. marine engine
and a similarly powered stationary plant. Another show-
ing of heavy oil engines will be in the booth of the Mianus
Motor Works, who will show the Leissner type of oil
engines which they make. They will also show their line
of gasoline engines as well as a power life boat.

The Evinrude Motor Co. will show their line of out-
board engines, including a machine fitted in a canoe.
Round and flat bottom boats will also be on hand. A
comprehensive line of four cycle engines will be shown
by the Red Wing Motor Co. Their new model io-14-h.p.
machine will be sure to attract a lot of attention as it is
of a size that appeals to about 80% of the power boat-
men. Four other sizes will be mounted. Both two and
four cycle engines will be placed on view by the Gray
Motor Co., a total of six engines. An outboard engme
with direct drive will be featured by the Gierholtt Gas
Motor Co.

Kermath engines will be shown in four models, in-
cluding the new 40-h.p. The famous 12, 16 and 20-h.p.
sizes complete the line. All will be equipped with Bosch
starter and ignition. The Peerless Marine Motor Co.
will show their full line of four cycle engines. These
range from 5 to 50-h.p. Verrier Eddy Co. will show
both the two and four cycle machines made by the J. W.
Lathrop Co. A lighting plant and five marine engines
will illustrate the product of the Regal Gasoline Engine
Co. An exceptionally large line of Bridgeport engines
will be shown. They range from a 4j4-h.p. two cycle
machine up to a 60-h.p. four cycle. A 200-h.p. kerosene
burning engine will be one of the features of the Show
and will be on exhibit in the booth of the Wolverine
Motor Works, who will also show two smaller sizes of
heavy duty engines. The Van Blerck Motor Co. will
not only show the line of four cycle engines but will show
an engine equipped with their new fuelizer which takes
care of gasoline of even the poorest grade, in actual opera-
tion. Located in an exclusive comer, the famous Hall-
Scott engines will be shown by the eastern branch of
this California firm. These marine engines have earned
an enviable place in the list of high speed machines.
There will also be a pair of airplane engines built by this
firm. The object of the latter exhibit is to show the
remarkable diflference between an engine used for air ser-
vice and one suitable for a boat.

Two, four and six-cylinder models of the Scripps
Motor Co. will prove interesting, for these machines have
year after year grown in popularity, owing to their high
quality and the integrity of the makers. The two-cylinder
model will be just the thing for thousands of small open
and cruising boats. J. V. B. engines in three units will
attract a lot of attention, owing to their original design
and features.

Frisbie engines in sizes from 5 to 40-h.p., all equipped
with the well known Frisbie overhead valves will be a
feature. These engines will be shown equipped with
several extras including a kerosene burning device, slow-
down device for trolling and a new enclosed gear. Four
sizes of marine engines and a i k.w. generating plant will
feature the booth of the H. C. Doman Co., while the en-
gines that drove the fastest hydroplanes in the world will
be on exhibit in the space of the C. C. Smith Boat and
Engine Co. An engine, that is known for high grade
workmanship by all yachtsmen, is the Winton, and an
example of this fine machine will be on view. It will
be a six-cylinder plant with 8 by 11 inch cylinders and
will be rated at 1 25-h.p. A generating set and a bilge
and air pump outfit will complete the showing.

One engine that is sure to attract more than the usual
amount of attention is the new 20-h.p. machine made by
the Knox Motor Associates. This engine is XDriginal in
many ways but at the same time a result of the most
painstaking design and construction. The valve action
is by means of overhead valves, a practice that has been
standard in the Knox plant for many years. Both heavy
duty and high speed engines will feature the display of
the Murray and Tregurtha Co. while a new type engine
will be shown by the Aeromarine Plane and Motor Co.
as well as by the New Jersey Motor Sales Co. The most
complete line of engines shown by any exhibitor will be
in the space of Palmer Bros. Both two and four cycle
types will be shown. There is sure to be a crowd around
the booth of Bowler, Holmes and Hecker, who will show
the one type of marine engine made by the Universal
Motor Co. This is a 9-12-h.p. four cycle engine of unit
type which may be installed in boats of from 16 to 30- foot
lengths. Operating at high speed the little plant is excel-
lent for runabout or light cruiser.

The booth of the Columbian Bronze Corporation on
the main floor will contain many examples of their pro-

A New 2-O7I. Model D Scrlppi for General Service. All Endoted for

Cleanllnesg and Quietneei

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pellers and bronze fitments for power boats. A feature
of especial interest will be a new wheel for high speed
work which will have exceptional strength as well as the
required speed. Geo. B. Carpenter and Co. will show
several of the leaders in their large line of marine hard-
ware and specialties for yacht and work boat equipment.
The Hyde Windlass Co. will not only show their regular
line of propellers of the turbine and No- Weed types but
also duplicates of the wheels with which Miss America
won the British International Trophy, the Gold Cup and

By Meant of This ImpnlBa OonpUng for Magnatoi the Spark at Starting
Is Mncli Intenfifled. Made by Boicli

the One Mile Championship. A fine exhibit of paints will
feature the showing of the New Jersey Paint Works.
Edward Smith and Co, will show fine varnish for inside
and outside bright work.

As usual the booth of C. D. Durkee and Co. will be
especially attractive. The firm's idea is to make a booth
where visitors can come in and rest amid beautiful sur-
roundings in preference to showing a great number of
articles. As the company handles about every item of
marine hardware that is on the market it can be seen that

The American Bosch Magneto, a Sturdy Unit for Bellahle Ignltton

it is impossible to show all of their line. Another hand-
some booth will be that of the J. H. Curtiss Co., who will
show all varieties of marine plumbing mounted against
attractive panels. There will also be exhibits of dozens
of other firms who make or sell every item that may be
required on any craft from a diminutive dinghy to the
largest stately yacht. Ignition devices will rub elbows
with paints and varnishes. Lighting plants, radio sets,
steering gears, and fire extinguishers will vie with reverse
gears, carbureters and yacht stoves for public approval.
It will be a great show, a fit exhibition to popularize the
greatest sport in the world.

Spokes from the Rudder Wheel.

The auxiliary schooner yacht. Intrepid, purchased by
Willis Sharpe Kilmer, through the office of Cox & Stevens
is being repaired. This yacht was very seriously damaged
by fire recently. She is to be fitted out as soon as the
repairs are made and will later make an extended cruise.

J. W. Munn of Boston has purchased the auxiliary
schooner, Genesee, from W. K. Vanderbilt. This trans-
fer was made through Tams, Lemoine & Crane who will
also superintend the outfitting of the yacht. Mr. Munn
intends to make a cruise as far as Australia. Genesee
was built from designs by the late A. Gary Smith. She
is 148 feet overall and no feet on the water line.

The steam yacht, Velthra, built by the Consolidated
Shipbuilding Corporation for S. -Parker Bremer of Boston
has been delivered, and is now laid up in eastern waters.
This yacht is 100 feet long. She is an oil burning steamer
and makes 14 miles an hour.

At the Consolidated plant an 80- foot power cruiser
is building for E. C. Crossett which will be named Betty
R. A 97-foot power cruiser for A. Y. Gowan is in
frame and work has been started on an 80- footer for H.
L. Judd of New Britain, Conn.

The plant at Morris Heights has been extended by
taking in the land on the western end which will be used
for the storage of yachts. A large fleet is laid up and
on some work is being done. Among the yachts are George
S. Bourne's 52- footer Lone Star; How^ard S. Borden's

50- footer Wig Wag; Frederick W. White's steamer
Little Sovereign; Leonard Richards steamer Carola;
Colonel F. W. Weller's Buckeye, I. M. Uppercu's 95-
footer Lounger ; Charles A. Schieren's 38- footer Siwash ;
Frederick R. Kiipprecht's 55-footer Early Bird ; Colonel
William Hayward's 55- footer Monon; John McCor-
mick's 60- footer Pal O' Mine; Harold L. Pratt's 60-
footer Dtodger; Colonel H. N. Torrey's Tamarack,
formerly known as Sialia, Lady Mary, Widgeon and
Blue Bird; Charles H. Guye's Mirage, formerly a
steamer owned by General Cornelius Vanderbilt and now
fitted with two Speedway engines; Daniel Guggenheim's
87- footer Firenzi, Edgar F. Luckenbach's Whirlwind;
Henry B. Anderson's 44-footer Kalmia and J. Stanley
Joyce's 40- footer Pegois.

The Kanawha now in trade has been repaired and the
steam yacht, Wacondah, now owned by the Inter-Colonial
Steamship Co. has also been repaired and fitted.

Two steel lightships, two steel lighthouse tenders and
two work boats are being built for the Penn-Mex Fuel
Co. One of the work boats is 40 feet long 8 feet 6 inches
breadth and is powered with a 22-h.p. Wolverine heavy
duty engine. The other is 40 feet long, 10 feet 6 inches
breadth and is equipped with a 6 cylinder sH by 7 inches
Speedway engine. These boats are heavily constructed
with oak frames, oak planking and are coppered. They
are for use in the Gulf of Mexico to tend the^eamers
which have to lie well off shore.

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Heavy Oil Engines for Power Boats

THE use of the so-called semi-Diesel engines for
power boat use is becoming so frequent that little
notice is taken of the fact, unless the boat happens to be
of interest otherwise. Originally intended for com-
mercial boat service the rising price of gasoline and the
refinement of the heavy oil engines has made them quite
suitable for cruising boats that are used extensively. For
small or high speed yachts, or for service where the
amount of operation is only a few hours a week during
the summer months the use of the semi-Diesel engine
has not become popular; nor is there any great chance
that this field will shortly become open to the heavier
types of machines which use the more or less crude petro-
leum as fuel.

Several makes of gasoline engines can be equipped to
burn kerosene after a fashion, but, in the greater number
of cases, carbonization, pre-ignition knocks and kindred
troubles develop. A cure for pre-ignition is said to result
if a small amount of water is injected into the cylinder,
but as this water must be fresh and considerable is
needed, it means that an extra tank must be, carried and
that the water supply must be ample to allow the engine
to operate as long as the fuel tank lasts. As a Wkeshift
to assist in reducing .operating expenses the gasoline en-
gine, which has been converted, by one or more means
to burn kerosene, may be satisfactory. When day after
day service, running entirely on kerosene or even some

of the heavier oils is required, an engine of either the
semi-Diesel, Hvid or Leissner type is to be preferred.

The so-called semi-Diesel engine is also known as a
surface ignition, hot-head or hot-bulb machine, due to
the fact that an incandescent portion of the cyhnder is
relied upon to provide the necessary ignition. The Hvid
type, however, works on a different principle and is in
many ways very adaptable to power boat purposes. Hot-
head engines are made in both the two and four cycle
types. The Hvid (pronounced Veed) is a four stroke
engine and the Leissner a two stroke. The two cycle
type of oil engine, especially in the units of low power,
is by far the most popular and it seems that the diffi-
culties that are experienced with two cycle? gasoline en-
gines are eliminated in the two stroke oil engine; with
the result that the outfit retains the simplicity and theoreti-
cal perfection that has always been the argument of the
two stroke adherents.

While various makes of hot-head engines have certain
characteristic differences, the general cycle of operation
of the two stroke oil engine is as follows: On the up
stroke of the piston the partial vacuum formed in the
base is filled with air drawn in through check or mechani-
cally operated valves in the base. A port systen^ exactly
similar to a two port gasoline engine is provided. The
amount of air drawn into the base is in excess of the
amount which will be used in connection with combustion.

Cross Section of the Bolinders Heavy Oil Engine, Showing the Simple
Construction, Hot Ball, Fuel Valve and Air Valves. The Large
Silencing Chamber Is Permanently Attached to the Cylinder

Section Through the Skandia Hot Ball Engine, Showing the Circulation
of the Incoming Air Around All Bearings to Assist in Cooling

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December

RUDDER

15

Orou-Section Througli the Head of tbe Qaayle Hyld Type Engine, Show-
ing Fuel Valve, Needlb Valve and Fuel Cap

As the piston drops on the power stroke of a previous
charge, first an exhaust port is opened and then the trans-
fer port permitting the slightly compressed air to rush
from the base through the port and into the combustion
side of the cylinder. This air, coming with considerable
velocity helps to drive out the remaining portion of the
burned gases which have been reduced in pressure to little
more than atmospheric by the opening of the large exhaust
port. As the piston rises there is practically nothing but
clean fresh air in the cylinder. At a point practically
top center the air has become compressed to slightly more
than the usual pressure carried in a gasoline engine. So
far no fuel has entered the cylinder and the fresh air
has absorbed some of the heat from the cylinder walls,
furthering the efficiency of the machine. At the proper,
and variable, point a charge of oil is injected into the
combustion chamber by means of a fuel pump attached
to the engine. The stroke, or amount of oil discharged
by this pump is controlled by a convenient handle. As
the oil jet strikes the warm air it becomes volatilized into
a proper mixture for combustion. The ignition is accom-
plished by means of a hollow, ball-like erection in the
cylinder wHich is kept at incandescence by the heat of
the previous burnings. In order to start an engine of
that type it is necessary to first heat the hot ball or tube
by means of a blow torch. These torches are attached
permanently to the cylinders so that their use is not un-
handy. To heat the ball to the proper starting tempera-
ture takes several minutes. In some cases the heating
period will be fifteen minutes. To obviate this delay
in starting, some engines are equipped with a coil of fine
wire which is inserted into the cylinder with a bayonet
lock. The coil is attached to a battery system. When

4-C7I. Mlssonri Hot Head, Keroaene Burning Engine; One of the Earlleit
of American Makes

the current has been turned on for a moment, the engine
can be started and then the ball will heat up quickly,
allowing the electric ignitor to be turned oflF.

The construction of the hot-ball varies with the diflfer-
ent makes. On some the ball has two openings allowing
the air to circulate through the opening clearing out the
burned gas that might remain. Other makes have a
single opening into the chamber.

As there is no ignition control the throttling of
this type of engine depends entirely upon the amount
of fuel that is fed to the cylinder at each stroke. A
small amount of fuel delivered by the pump results
in a lean mixture that slows the machine down. The
only control that must be attended is the damper in
the covering over the hot-ball which is manipulated
to suit the engine speed and to maintain a constant
temperature in the ball. As nothing but air is com-
pressed in the base there is no danger of the fuel cut-

Fuel Injection Valve of the Iielssner Type Oil Engine as Bnilt by the
BCianna Motor Works

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i6

RUDDEP

December

ting, or diluting the lubricating oil. In fact the air
has a tendency to cool the bearings and free the base
from smoke or other impurities. As the oil is instantly
atomized upon striking the heated air, volatilization
must be complete and luel economy marked. The in-
coming air has a scavenging action which prevents
burned gases from remaining in the cylinder to foul
the new mixture. Leakage through main bearings
from one base to the other has always been a draw-
back on the two cycle gasoline engine, but when noth-
ing but air is compressed in the base there can be no
great harm done even if a small amount does leak
from one compartment to the other. The amount of
air that passes to the top of the piston will be lessened
if there is appreciable leakage, but the only result
would be a certain loss in the scavenging action.

These engines are not experiments in any sense
of the word. Several million horse power are in opera-
tion all over the world and have been for many years.
In Europe, especially in the Scandinavian countries,
the hot-head engines are used almost exclusively for
work and heavy pleasure boats.

The Hvid type engine is a newer invention, but
so rapid has been its popularity that it is already ac-
cepted as standard engineering practice by many build-
ers and designers. Although not generally known,
one of the most popular small stationary farm engines
is of the Hvid type and is being operated on thousands
of farms by inexperienced hands. A typical Hvid
engine has mechanically operated exhaust and intake
valves located in a water- jacketed head. There is also
a mechanically operated fuel inlet valve and a fuel
needle valve with an adjustment. Unlike the hot-
head engihe the base of a Hvid engine can be open as
no compression is accomplished there. Inside the
combustion chamber, and directly under the mechani-
cally operated fuel valve and the needle valve there
is a small, cup-like device having one or more small
holes connecting^ the inside of the cup with the cylin-
der proper. The cycle of operation is as follows:
As the piston goes out on the first stroke a charge
of fresh air is drawn into the cylinder. At the same
time an oil pump delivers a small quantity of fuel to

Th« 2-C7I. 25-H.P. Dodge Heavy Oil Engine !■ of the Hvid Type,
Exceptionally Sturdy Machine for Commercial Service

3-Oyl. Eahlenberg Marine OU Engine, a Well Known American 2 Oycte
Oil Engine

a space just behind the fuel valve. The amount of fuel
can be varied, to suit, by means of a pump adjusting
handle. During part of the down stroke the fuel
valve is mechanically opened and the small amount
of oil delivered by the pump runs by gravity into the
cup within the cylinder. A small air hole above the
valve relieves the vacuum above the fuel charge so
that no difficulty is had with the oil refusing tQ run
into the cup. The holes in the cup are small enough
so that the fuel does not leak through. On the up
stroke the air is compressed to a pressure of 450
pounds per square inch. This pressure raises the
temperature of the air to about 1000 degrees. This
compression and heat passes through the holes in the
cup and vaporizes first, the more volatile part of the
oil which rises the pressure of the cup to a point where
the remaining oil is sprayed out through the holes
into the combustion space. The high temperature of
the compressed air is sufficient to ignite this sprayed
oil. Combustion follows and then the exhaust valve
is opened and the burned gases forced out. Like the
hot-head engine the Hvid machine only compresses air
and the fuel is not brought into the cylinder until
ready for burning. This prevents condensation and
its attendant troubles. It is claimed that Hvid en-

A Venn-Severin Single Cylinder Hot Head Engine^tth Bevenriag Gear

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December

THCfl|A»

RUDDER

17

A 46-H.P. FalrlMnkg-Mbnt 0-0 Englnt of tlM Heavy Oil Typo Whleb
Is Ignited Without Hot Balls or Electric Means

gines will operate on any fuel oil, fish oil, vegetable
oil, etc. It will also use kerosene and distillate. No
water tanks are necessary as water injection is not
used to reduce carbon and pre-ignition.

The Leissner engines work on somewhat the same
fueling principle as the Hvid type, but they are two
cycle machines. The operation is as follows: The
fuel nozzle is fitted at the top of the cylinder with a
small perforated chamber directly under it. On the
up stroke of the piston the air, previously sucked into
the base and passed through a by-pass in the usual
manner, is compressed to about 450 pounds per square
inch As the piston reaches top stroke the fuel is
sprayed in by means of a powerful fuel pump which
raises the pressure in the fuel line to about 750 pounds.
The fuel entering the perforated chamber is partly
gasified and the pressure raised until the entire con-
tents of the chamber are forced into the combustion
space. The latter part of the operation is quite similar

Single Oylinler Bolinders Engine of the Direct SoTersing Type

3-CyL Miets Heavy Oil Engine, A Hot Head Machine That Hai Been

Made in This Country for Years. The Oovemment Is Using

Many of the Same Type

to the Hvid principle. The exhaust stroke is the same
as in any two cycle engine except that an excess of
air from the base makes scavenging more thorough
and the fuel is not wasted through the exhaust as in the
two cycle gasoline engine.

The hot-head engines operate at a much lower
compression than the Hvid type and are therefor pre-
ferred by some who claim that the high cylinder
pressure has considerable effect on bearings and the
moving parts in general. A feature of the low con>
pression engines is the fact that in the small sizes
they can be started by hand. The Hvid and Leissner
type require either an electric or air starting rig ex-
cept on the very small engines of 3 cfr 4-h.p.

The fuel economy of both the hot-head and Hvid
type engines is about the same; and while the true
Diesel prolwbly will operate at a slightly lower fuel
cost, the auxiliaries which must be maintained with
this type will bring the cost up to that required for a
semi-Diesel or Hvid type, particularly for engines of
less than 200-h.p.

It i§ a remarkable fact that a heavy oil engine will
use less fuel than a gasoline engine even in spite of the
fact that the fuel cost per gallon is far lower. A fair
average consumption, of oil will figure out at about one
half pound of oil per horse power per hour. As fuel
oil weighs about 8 pounds per gallon it will be seen that
the consumption is one pint per horse power hour. Some
gasoline engines will run with a consumption as low as
this but the average runs higher. The present price of
gasoline is about four times the cost of fuel oil of cer-
tain varieties so that it can be said generally that the
fuel bill for an engine of the type we have been con-
sidering will be about one-quarter that of a gasoline
machine. Almost all hot-head engines will operate on a
variety of fuels so that the operator does not always
have to rely upon the supply of a certain brand or
quality. Kerosene oil is often used in preference to
some of the heavier products, owing to the somewhat
better service obtained with many of the makes of en-
gines when used with that oil. An added advantage of
using any of the fuels that are heavier than gasoline is
the fact that the fire hazard is reduced a great amount.
The fuel oils will not be vaporized and form explosive
mixtures in the bilge as easily as gasoline.

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Esperanto Wins Fisherman's Race

THE American schooner, Esperanto, of the Gloucester
fishing fleet, by defeating Delawanna of the Nova
Scotia fleet, won an international championship and added
more glory to American ship builders and American
sailors. The Nova Scotians held a fishermen's regatta,
and the racing, in which the daring sailors who battle
with wind and storm on the Banks of
Newfoundland took part, created an im- •
mense amount of interest. That regatta
was won by Delawanna and, flushed by
success, a challenge was sent to Glou-
cester for an international contest. The
challenge wai accepted at once and it
was agreed that the two schooners
should race over a 40 mile course off
Halifax for a $50.00 cup and $4,000
prize money.

Esperanto, one of the Gorton Pew
Company's fleet, was selected as the best
of the Gloucester vessels available. This
vessel has earned an enviable reputation
as a fast, able boat, and Captain Marty
Welch, her skipper, is known as one of
the most capable of the Gloucester fish-
ermen. This vessel was built in 1906.
She is of 140 tons displacement, 107
feet long, 25 feet breadth and 11 feet
depth. She was built at Essex. In model
she is a compromise between the clipper
bow and the fuller bodied spoon bow
knockabout type of today. Her bow in
profile is only slightly curved and has an
overhang of about four feet; her lines
are moderate; there being no undue
fineness in either entrance or run and she has a very long
keel. She has a bowsprit rather long as compared with
present day fishermen and the forestay sets on the stem
head, not five or six feet inboard, as is necessary when a
short bowsprit is used. Her head rig is large and is bal-
anced by a broad, long-boomed flat headed mainsail of

enormous driving power.

Delawanna is a vessel of similar type and about the
same dimensions. She is handled by Captain Thomas
Himmelman, a Nova Scotian, who has won fame for his
skill and daring. Capt. Welch of Esperanto is also a
Nova Scotian by birth but is now an American citizen

Delawanna, Canadian Champion, Beaten by

© Underwood & Underwood
The Oloncester Fishing Schooner, Eiperanto, Finishing in the First Race With Delawanna

oir Halifax

hailing from Gloucester.

The series was to have been three races but Esper-
anto, by winning two, captured the prize and a third race
was not necessary. Esperanto made a fine trip from
Gloucester to Halifax and then, after a little overhauling,
sailed over the course to enable her skipper to beconit
familiar with the marks.

The first race was sailed on Saturday,
October 30. The wind was moderate
and soon after the start on the first leg
of the course Esperanto passed Dela-
wanna and led by 3 minutes 49 seconds
at the outer buoy. At this point the
schooners gybed and eased oflF sheclo
for a reach to Shut-In-Island, 9 miles
away. The wind which had been about
15 miles strength dropped to a light
breeze and when Esperanto turned the
mark she had a lead of 5 minutes 54
seconds. It was then a beat of 11 miles
to the Inner Automatic Buoy and the
two boats split tacks. At t*he weather
mark, Esperanto led by 21 minutes 25
seconds. On the last leg the wind fresh-
ened again so that Delawanna gained
about 2 minutes on the reach in. Es-
peranto won this race by 18:20 minutes.

(Continued on Page 36)

o

© Underwood & Underwood
Esperanto

A Light WeU VentUat«d Cabin

VUw from the Bridge Deck

Marie B II, Orniser, 61 Ft. 6 In. Long, Bnilt by 0. A. Anderion, Wareham, Mass., From Designs by Wm. H. Hand, Jr. of New
Bedford. This Tacht Is Owned by Mr. Julins Brensinger of Bridgeport and Powered With a Model FH 6-Oyl. 35-^5-

H.P. Sterling Engine Makes 10 Knots

Looking Aft Under the Awnings

The Wicker Chairs Spell Comfort

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Los Angeles Boats Beat Record

THE speed trials for the Hal Roach Trophy, under
the auspices of the Los Angeles A. C. were run
off Port Los Angeles on Sunday, October 3. Mr. Roach
donated the trophy for the boat making the fastest
straightaway mile. His idea was to call attention to tlie
fact that< the west has speed boats that compare favor-
ably with any afloat.

heavy seas opened a seam in Rainbow's bottom and forced
her to withdraw, allowing Hurricane to beat Miss Los
Angeles handily. The fact that Rainbow made nearly
3 miles an hour better time in the Roach Trophy race
proves that she could have cleaned up the Newport
Regatta if the hull had withstood the pounding.

The officials of the Roach Trophy race were George

Yogltr Boy nx, Winntr of tho Second PlMo in tho Seidi Trophy Bacot

Seven boats went over the surveyed mile ; Mystery V
making the best time. This boat was designed, built and
raced by Frank A. Garbutt, a well known Pacific Coast
racing man. The speed claimed for Mystery constitutes
a world's record for displacement boats providing the
boat is actually a displacement craft and not a hydro-
plane. With the little data at hand to work from it is
probable that the boat would rate sis a monoplane accord-
ing to the American Power Boat Association rules. If
she is a displacement boat her speed is about 3 miles an
hour faster than Miss Nassau, the present record holder.

The second boat was the hydroplane Vogler Boy HI,
a famous west coast racer. Rainbow, equipped with a
Hall- Scott was third and Hurricane fourth. Ihe latter
is a duplicate of Comanche, designed by John Hacker
and fitted with two Hall-Scotts. Cad-Hill, Fellows IV
and Miss Los Angeles were fifth, sixth and seventh. The
power plant of Mystery consists of two Liberty engines
having a total of about 900-h.p.

^Rainbow, Hurricane and Miss Los Angeles were all
competitors in a race Labor Day at Newport Harbor, but

Tlio Ofidals Who Attended to the Timing and StArtlng of the Speeden

Adair, Les Henry, William Himrod, Fred Cady, Charles
Keppen, Bemal Dyas, Ralph Jesson, Fane Norton and
Fred Thatcher. The summaries follow :

Boat

Time

M. P. H,

Mystery V

1:09

52.18

Vogler Boy III

1:17^

46.6

Rainbow

1:19^

45^5

Hurricane

1:245^

42.5

Cad-Hill

1:31

39.6

Fellows IV

1:32^

3&8

Miss Los Angeles

1:57

30.76

Mary K, a Sedan Cruiser

One of the highest developments of the new super-
speed cruisers, is from the board of John L. Hacker, the
well known Detroit naval architect. The boat, Mary K,
was recently launched by the Hacker Boat Company of
Detroit, Mich., for Mr. John H. Kunsky of that city.
She is 40 feet overall with a beam of 9 feet, powered
with two six'-qylinder 200-h.p. Hall-Scott marine engines
driving twin screws; which gave her a speed -of 36 miles
an hour, making her one of the fastest cruisers afloat
powered with stock marine engines. The general design
of the hull shows the V-bottom type carried out to a high

(Continued on Page 86)

Tilt Two Libertlai Tliat Propelled Mystery Fait Enough to Break the
Pacific Ooaat Becord

At Beat, This Latest Production of John Hacker Has a Husky Appearance
That Belles Her Speed

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Southern Season Begins

THE southern yachting season this winter promises
to be the best in many years. A large fleet of
yachts will cruise off the Florida coast in the Caribbean
and among the West Indie Islands. The smaller craft
will make their headquarters at Miami and Palm Beach
on the Atlantic side and St. Petersburg on the Gulf side.
The larger yachts, those suited to extensive cruising will
visit ports of interest in the West Indies and some will
go as far as the Panama Canal.

Miami will be the chief center of interest. It has the
special attraction of a good harbor and ot fine racing.
As usual several long distance events have been arranged
for vessels of the cruiser type and on February lo, ii
and 12, speed boats, cruisers and boats of other types
will take part in a series of races on Biscayne Bay. These
races will attract all interested in yachting who are for-
tunate enough to be able to get away from the chilly
north and those yachtsmen who have been cruising in
southern waters will arrange their plans so that they may
be at Miami in February.

The largest yacht to go south will be the Lyndonia,
owned by Cyrus H. K. Curtis of Philadelphia. This
yacht is at the plant of her builders, the Consolidated
Shipbuilding Corporation at Morris Heights being pre-
pared for the cruise. Lyndonia was commissioned last
July 4 and her owner has found that a few minor changes
will make the yacht stfll more comfortable and these
changes are being made.

Several new yachts have been built by the Consol-
idated Shipbuilding Corporation for use in the south and
some older ones are being overhauled and are about ready
to start on the voyage.

Major C. *V. Bailey started off early in November in
the new cruiser, Major. Major Bailey is an enthusistic

fisherman and he wants to get all the sport possible.
This yacht is 55 feet long, 10 feet 6 inches breadth and
2 feet 9 inches draught. It is diiven hy two Speedway
engines each of 6 cylinders 5^ by 7 inches. A small
engine is also a part of the plant. This is of sufficient
power to drive the yacht from 2j4 to 3 miles an hour
just the proper speed for trolling. The owner's stateroom
has a thwartship berth and is finished in paixjelled mahog-
any. It is fitted with a very handsome gun cabinet. Aft
of this room is a toilet room in which is a well equipped
medicine cabinet. Then comes the engine space, ;ct
box, galley and the cockpit. The cockpit is large. All
the engine controls lead to the helmsman's position and
there is lots of room for those who wish to fish.

Harry C. Stutz of Indianapolis is to have a new 80-
foot cruiser, which will be named Bella. This yacht is
hearing completion at the Consolidated plant and will
go south shortly. It is powered with two Speedway
engines. Another new vacht for southern use is Klahana,
building for L. M. Wainwright of Indianapolis. This
yacht is 78 feet long and powered with two 6 cylinder
6J4 by 8J4 inches Speedway engines.

Modesty, built last summer, a 125-foot cruiser powered
with two Speedway engines with cylinders 11 by 12
inches is completed. This yacht makes 20 miles an hour
and in her fittings and decorations is somewhat of a
novelty in yacht work. The interior reminds one some-
what of a summer bungalow. The woodwork, all maliog
any, is finished in antique style and the upholslermgs and
hangings are all chintz.

Among the yachts at Morris Heights fitting out for
southern cruises, are Merrill B. Mills\ Cynthia and Dr.
Richard F. Howe's Thelma, A. C. Woodman's El Baroda,

(Continued on Page 88)

Cigarette. L. Gordon Hammenley'i Ezpreu Omii«r» MakSng 37 ICilei an Hour With Two Hurray and Trognrtha Engines

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Needed Information

In this department all questions are answered relative to the care, operation and equipment of boats,
IV hen answers are required by return mail, postage must be enclosed.

Adjusting Bmarings

Q. — In assembling a gasoline engine should there be
any fore and aft play in the crankshaft and connecting
rod bearings? J. P. S,

A'^c^ York City

A. — The thrust bearing, of a marine gasoline engine
is all that prevents a slight amount of fore and aft play
in the bearings. The usual engine has bearings on the
throws that are slightly longer than the connecting rod
brasses. As a consequence the shaft will have a slight
fore and aft movement. Unless the thrust bearing is
taken up to relieve the rods from this strain the shaft
will have considerable movement and the rods finally be-
come bent and the cylinders worn oval. Sometimes
there are pump eccentrics or other collars w^hich prevent
some longitudinal movement.

If you assemble the engine with a little play in the
bearings and then stop that play with the proper adjust-
ment of the thrust you will be quite safe. A too tight
fit on the wrist pins will bend the connecting rods when
the thrust wears a little.

Why a Yacht Sails Faster than the Wind
Q. — Will you please tell me how a boat can sail faster
than the wind ? R. C. L.

Philipse Manor, N. Y.

A. — The seeming impossibility is easily explained, but
first it must be understood that when a boat is running,
this is, sailing with the wind blowing from directly astern,
she cannot go faster than the velocity of the air. In
fact, friction on the water or ice will cause the boat to
move slower than the wind. When the wind is blowmg
towards the side of the boat a diflFerent result is obtained.
In the first place, the pressure of the wind upon the sails
.is not w^hat drives the boat ahead. Wind striking the
sails is deflected aft and the reaction of this deflected
wind acting upon the atmosphere is what propels
the boat. The proof of this is the fact that a powerful
electric fan can. be mounted on the stern and the blast
of air directed towards the sails. Instead of the boat
moving ahead, she will move astern. This shows that
the blast of air from the fan has a greater effect upon
the surrounding air than it has upon the sails.

When the wind is blowing from one side of the boat's
course the sails cut the current of air at an angle
and constantly entering new currents. The faster the
yacht sails the greater amount of current is cut, and if it
were not that friction of water, ice or the surrounding
atmosphere has a great effect the speed of the boat would
constantly increase.

Designing
Q.— Is there any rule I can use to determine the dis-
placement or weight of my 35 x 8 cabin cruiser? I do not
have the lines and the man from whom I purchased the

boat does not know where I can obtain a copy of the
lines. I am told that the displacement is about 8,000 lb.
Do you think this is correct? M. A.

A. — ^The only accurate methods that we know of are:

1st. — To accurately measure the under water portion
of hull and then calculate the displacement by allowing
35 cubic feet of this volume for each ton of weight. This
is the method used by Naval Architects when designing
a boat or a vessel.

2nd. — You can actually weigh the boat, either on a
scale or by using a long lever and weights.

3rd. — You can estimate the weight by calculating
weight of everything used in the construction of boat
and on board.

4th. — If you can ascertain the block co-efficient of
fineness of boat when she is floating to her present trim
and water-line you can accurately determine displace-
ment by using this formula.

L X B X D X Co Displacement in tons and fraction of
a ton.

35
L standing for Length on the L. W. L.
B standing for Breadth extreme on the L. W. L.
D standing for MEAN draught of water.
Co standing for the Block co-efficient referred to

above.
Unless the boat is lightly constructed and equipped
with a light-weight engine the displacement is very likely
to be over 8,000 lb.

Speed Expected

Q. — What speed w^ill I obtain from a 5J/^ inch by 632
inch four cycle Bridgeport two-cylinder engine, turning
a 23 inch by 26 inch wheel at 500 r.p.m. The boat is on
the model of Mystic fishermen and is 25 feet overall, 8
feet 6 inches beam and 3 feet 6 inches draught. The
rated h.p. of the engine is 14. — S. G. G.
Xew Haven.

A. — With the amount of data at hand it is impossible
for us to give you an- exact figure, but would estimate
that a maximum speed of 9 miles an hour would be satis-
factory for the power and type of boat. If there is a
thick deadwood just forward of the wheel or the bottom
of the boat is not smooth the speed may drop below that
figure.

Stem for Sea Duck
Q. — Am building a cat boat, Sea Duck, from plans
published in The Rudder and am having some trouble
with bending the frames and getting out the planking.
The boat has a hackm?»tack stem which has become
checked on the inside. Was I wrong in using this wood
for a stem? I can cut it out and substitute oak if it will
do any good. — G. C. F.
Platfsburg, N. V.

(Continued on Pai^e 39)

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Designs

Mimi B, a 5 3 -Foot Cruiser

The new cruiser, Mimi B, plans of which are shovvn
herewith has just been dcHvered by the New York Yacht,
Launch and Engine Co., of Morris Heights, New York,
to Mr. John Bossert of Brooklyn. She is now on her
way to Miami and Palm Beach, where she will be a
welcome addition to the winter fleet.

This new boat is practically a duplicate of the well
known cruiser, Oriana II, which this firm built last spring
for Mr. Arthur T. Murray of Springfield, Mass. The.
hull is of the usual substantial construction of the build-
ers. The planking is of cedar with oak frame and the

houses and joiner work of mahogany. The interior fin-
ish is tgg shell cream enamel with mahogany trim and
all furniture of the same wood. The owners' quarters
are trimmed with mahogany. Lavatories and galley
are equipped with Curtiss plumbing and the highest grade
fittings are used throughout. The engine is a four-
cylinder, 4-cycle Twentieth Century marine engine de-
veloping 4Q to 50-h.p. and driving the yacht at the ex-
ceptional speed of ii>j miles under cruising conditions.
The general dimensions are:

Length o. a 53 feet 6 inches

Breadth 12 " 6 "

I^^raught 3 ^' 3 *'

« 0' .1. J'-t'

Profile and Arrangement Plans of tlie 53-Foot Cruiser, Mimi B, Bnilt by the New York Yacbt, Launch ft Engine Go. for John Bossert for

Southern Cruising

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Proflte and Deck Plan of a 160 Ft. S«a Oolng Powor Cmlacr. Onraeoa* I>6al<n6d by J. Hnxraj Watta for Jolm M. De Brot of Curaoo*

160-Ft. Seagoing Power Yacht Curacoa

The above plans show a i6o-foot power yacht now
being designed by J. Murray Watts for Mr. John
M. deBrot of Curacoa, Dutch West Indies. Mr. deBrot
was very much taken with the no- foot power cruiser
Consuelo, recently built by Lawley from Mr. Watts' de-
signs.

Curacoa closely follows the general design of Con-
suelo, but since Mr. deBrot wanted much larger state-
room accommodations, the length was increased 50 feet
and instead of a plumb stem, a graceful clipper bow was
substituted. Owing to the absence of boilers and coal
bunkers there is about twice the accommodations on this
boat as would be on a steam yacht of the same length.
The accommodations are laid out as follows :

There is a main deck-house 84 feet long, at the for-
ward-end of which is located the dining room 25 feet
long. Next comes a large main saloon with stairs leading
down on the starboard side and stairs leading to the
upper deck on the port side. The feature of this room
is a large open fireplace with the smoke pipe leading up
through the forward stack. This room is fitted with set-
tees and sofa of Spanish leather, making a very pleasant
lounging room in cold weather.

A toilet room is fitted on the port side opening into
the main saloon and on the starboard side is an entrance
to the engine room. Next comes the galley and pantry
with store rooms and refrigerator occupying a space
16 ft. 9 in. long.

The galley smokepipe as well as the exhaust pipes

Inboard Profile and Arrangemont Plan of the Power Omlie r, Cnracoa, in Wblch Are Inatalled Two Diesel

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25

from the main engines and auxiliaries are led up the
after-stack. A stairway at the after-end of the pantry
leads down to the crew's quarters. Aft of the galley is
a smoking and music room 17 ft. long with piano,
victrola, buffet and settees. The floor of this room is
laid with parquetry flooring making it a nice room to
dance in. Aft of the music room is a deck shelter facing
aft with comfortable deck seats, a pleasant place to sit
protected from the wind. Below decks the ship is laid
out as follows:

The engine room is amid-ships with the owner's quar-
ters forward and the crew's quarters aft. In the engine
room are installed two 500 h.p. Diesel engines together
with a 10 k.w. Winton Electric Plant and electric air-
compressor, electric bilge pump, and the usual storage
batteries and auxiliary plant outfit. The fuel and water
tanks are carried in the hold and are of sufficient capacity
to take the yacht across the Atlantic at a sustained speed
of 15 knots.

The owner's stateroom is forward of the engine space
with a bathroom next to it and opens into a lobby with
stairs leading to the main deck. There are 8 staterooms
for guests as well as three bathrooms, a large storeroom
and a large linen room.

Unusually good quarters are given to the crew, there
being a stateroom for the Captain, one for the ist and
2nd Mates, one for the ist and 2nd Engineers and one
for the Cook and Steward. There is a large mess room
and a bathroom for the officers. The crew have the
after-end of the ship to themselves, with bunks for 8

men, large crew's lockers and a shower bath on the port
side and a double toilet on the starboard side.

Besides these quarters there is a chartroom on top
of the deck-house with a bunk for the Captain's use
when at sea. The pilot house is unusually large and is
fitted with all the latest appliances for navigation. In
it the helmsman stands 17 feet above the water-line and
well forward so a good view can be had under all con-
ditions. The hull is built of steel to Lloyd's require-
ments. The deck-house is of steel sheathed with teak.
The chart house and pilot house are of teak. The owner's
quarters are finished below deck in panelled white ma-
hogany, and in the deck-house, the interior, except for
the galley and pantry, is panelled in teak. The galley
and pantry as well as the officers' and crew's quarters
below, are finished in cypress. There is a latest Marconi
wireless set fitted with a wireless room in the after part
of the chart house.

The yacht carries a very complete electric outfit in-
cluding a 16 inch navy search-light, an electric windlass
forward and an electric towing capstan. There is also
an electric hoist for handling the small boats; four of
which are carried; a mahogany high speed launch for
the owner, a working launch for the crew and two life
boats. There are also four life rafts carried.
The general dimensions are: —

Length o. a 160 feet o inches

Length w. 1. 145 " o

Breadth 24 " o

Draught 9 " 6

**s*^»-*-^

lu»3«>4«-ei«,, '

Arrangemttit and Oonstrnetlon PUni of a 26-Foot Banaboat Doslgnod by Chostor A. Nodwldok for tJio on tho Woat Ooi

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December

Proflla of 26-Foot Bnnabont Which With a 40-H.P. Engine WiU Make 21 Miles an Hour

25-Foot Runabout

Designed for a west coast client, the runabout
shown in one of our plans is an excellent little boat
for general family use. The plans are from the board of
Chester A. Xedwidek of New York and show a V-
bottom boat with stylish straight sheer and raking bow.
The stern is of the veed transom typti which gives a
better appearance than a square stern and at the same
time is not as difficult to build as a bent transom. As
the boat was designed to be built by amateur labor the
construction was worked out as simple as possible with-
out detracting from the appearance or speed. The mid-
ship section shows scantlings that are fairly heavy for
the type of craft. The frames are on the web principle
with longitudinal seam battens with an inside chine.

The power plant is a four cylinder 40-h.p. and the
speed will be twenty-one miles an hour. The length over
all is twenty-five feet and the beam five feet.

36-Foot Florida Fishing Boat

A novel fishing boat has been built by the Consolidated
Shipbuilding Corporation which will be shown at the com-

ing Power Boat Show and then be shipped to Florida.
The plans are given herewith. The boat is 36 feet 6 inches
long. Its arrangement is ideal for a fisherman and also

Section of 25-Foot Bunabout Designed by Chester A. Nedwidek

very good fon use as a cruiser. A fresh water tank is
placed in the forepeak and aft of this is the toilet which

I I I I I I I I I I

, J. ."- J.J. J. J..' J.J. ..

--- 1 J_■^'-"L-'rj-l:i-■i'----■■

Proflle and Arrangement Plan of a 36 Ft. 6 In. Fishing Boat Built by the Consolidated Shipbuilding Corporation To Be "Ea^iXBd at the «how

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connects with the cabin. In this cabin under a trunk J^ IVIOWer Designed 45-F00t6r

are four berths, two on each side, the upper one ^

folding up out of the way when not in use. Next aft on The boat shown in the accompanying plans is from
the port side is a galley and on the starboard side an ice the board of Charles D, Mower of New York and is
box. The two engines are so placed that there is a pas- an excellent example of what may be obtamed m a
sageway between them. In this compartment are two medium sized cruiser without detracting from either
folding pipe berths. The cockpit is 1 1 feet fore and aft. appearance or speed. Intended primarily as a comfort-
In the center is a fish well, the fuel tanks are each side of able cruiser the item of speed was also considered for it
this well and in the stem are two swivel chairs for the ^^ possible some of the local cruising races will be entered,
use of the fishermen. Her owner, Mr. R. Halsey of Mamaroneck, N. Y. de-
This boat is powered with two 6 cylinder 4K' by sK' ^''^^ ^ l""^^^' "?''^* accomodation plan. Forward there
inch Speedway engines and will drive the yacht from 3 '' ^ sta eroom for a bachelor friend vyith all appurte^
miles an hour,' trolling speed, to 18 miles an hour. "^"^^^ ^""F extended cruising. The after cabin which
to r > ^^,jU j^lgQ i^g ygg^ ^g ^ saloon is fitted specially for Mr.

The general dimensions are: Halsey; and his family. On the starboard n'ult there is

. /:£/-•!. a very wide sofa berth with an extension turning it into

^^"^^*^ 3^ feet 6 inches ^ ^^^^i^^^ b^d During the day the sofa can be used by

Breadth • 9 *' anyone who wishes to lie down for a rest or short nap.

Draught 2 " 6 *' On the port side is a narrower transom berth for one

F?^444-4-LM-t4-!--^.-H-^

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Profile and Arrangement Plan of a 45-Foot CrniBer Designed by Charles D. Mower for B. Halsey of Mamaroneck, N. Y. A 6-Cyl. Model FM

Sterling Engine of 65.85-H.P. Is Installed Under th» Bridge Deck

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Decembei

of Mr. Halsey's children and an athwartship berth partly
tinder the after deck provides room for another child.
All berths are wide and long enough to be used by
grown-ups if necessary. The athwartship berth is an
ear-mark of Mr. Mower's work and in practice it works
out very well. Directly forward of the saloon is the

Sllcy and toilet arranged athwartships in the usual
ower fashion.
The engine is a six-cylinder, 4-cycle, Sterling Model
FM with a bore of 5j4 and a stroke of 6}i inches.
This engine developes from 65 to 85-h.p. It is installed
under the bridge deck but projects under the after cabin
trunk so that there is full headroom over the after end
of the machine.

The bridge deck is roomy and will provide a most ex-
cellent navigation and lounging space. All controls will
be brought to the wheel. The dimensions are as follows :

Length o. a 45 feet 6 inches

Length w. 1 44 " 9 "

Breadth 11 " o "

Draught 2 "10 "

Fleet of Small Commercial Sloops

The design and building of a fleet of commercial
cargo carrying sloops is a feat that is worthy of
mention. Ten of the 30-foot knockabout sloops shown
in these plans were built by the New York Yacht, Laxmch
and Engine Co. of Morris Heights, N. Y., for a British
firm who were to use the boats in the case oil trade in
Turkey. After much deliberation the oil firm decided
that the class of men who were to be put in charge were
skilled in sailing, but knew nothing o^ Machinery. To
teach even the rudiments jP^Pigriv?^p-J>gine operation
would take too long, sc /" . :/-v^'r«^^ned the New
York firm to build the boaE^" ^^^^^^^kr of any sort.

The boats are all done and**ffc^\ .i&^ ^ shipped and it
IS reported that in spite of their ^T?^ /lines and heavy
displacement that they sailed very well\>n trial and would
even go to windward in a creditable manner.

The little cargo boats are flush decked with a small
cockpit aft. A large hatch amidships is used for quickly

Plang of a 30-Foot Knockabont Sloop Built by the How York Tacht*
l4MUch tt Bnglno Oo. for Omo In tho Omo Oil Trade In Turkey

loading and unloading the hold. Three hundred and
ninty-two square feet of sail has been found sufficient.
The dimensions are :

Length o. a 30 feet o inches

Length w. 1. 28 " o "

Beam 9 " 6 "

Draught 3 " 6 "

Pequoi^ S. K«nt Horrli Owner, a 66.Foot OnUser Built by Willard P. Downi and Powered With an S-OyL, 6H x 6% In. Sterllnff Engine

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Building Plans for Salmon,

a 26-foot Fast Cruiser

No. 6 in The Rudder's Series of VS/'orking Plans

By Gerald Taylor White

Note: We cannot guarantee speed, secnvortkiness or safety of this boat if built at variance with the drawings
and specifications. If changes are contemplated we should be consulted.

IN designing Salmon we made little attempt to turn
out a boat of the rough weather type. The main idea
was to lay out a craft that would have cruising accomo-
dations for a couple of people and a speed that would
enable her to pass the great majority of cruising boats.
For river, lake or sound she will prove to be a most, suit-
able craft. In order that appearance would be as fine as
possible the headroom was cut down to a little under 5
feet. This amount is plenty for a boat of the type. A
portion of the raised deck is shown as if painted a dark
color. This dark portion extends back to the sweep of
the rail line, but the raised deck actually goes to the after
end of the house. The portion aft of the sweep is left
the same color as the hull and gives the impression that
the boat has a narrow trunk aft of the raised deck. The
finest finish would be to make the darkened portion of
mahogany.

Below, the arrangement consists of a toilet room sep-
arated from the main cabin by a curtain. Two bertlis
with lockers under are aft of the toilet space. The en-
gine is installed entirely within the house with the reverse
gear iinder the cockpit floor far enough to get a good
lead for the reverse lever. The engine is a 40-h.p. ma-
chine weighing about 650 pounds. Less power can be put
in but the total engine weight should hot exceed this
figure. The speed with a 40-h.p. engine should be close
to 15 miles. On the port side of the engine space there
is a dresser containing sink and stove space and lockers
with shelves below. To starboard of the companion steps
is a shelf at convenient height with lockers below. The
cockpit is self bailing with two i>4 inch scuppers in the
after end, and a manhole in the center to give access to
the stuffing box. The gasoline tank is installed under the
stern seat. No water tank installation is shown although

Ontboard Proflla and Arrangement Plan.

The Drawings, on a Seale of % Inch Eqnala a Foot, Show Salmon To Be a Handsomer^ell . ^

Arranged Boat

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a lo or 15 gallon tank could be fitted forward over the
toilet. On boats of this size it is often as convenient to
carry the water supply in bottles or jugs.

Before attempting to build the moulds for this boat
it will be necessary to lay down the lines of the boat
from the Table of Offsets, full size. The moulds, patterns
for stem, stern knees and other parts can be taken off

this lay out. Salmon is a round bilge boat and conse-
quently not as easy to construct as a V-bottom, but her
•appearance, strength and general suitability are better.
If you have never built a boat you should not attempt
Salmon. She is what might be called an advanced piob-
lem in amateur boat building. Her complete specifica-
tions follow :

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Lines, Inboard Profile uid Beam Plan of 26-Foot Fast Cruiser Salmon. Tbese Drawings Are on a Scale of V4 I^b^quals 1 Fo«t

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Amldihip Section and Offsets for Salmon. Section Shows Typical Constrnction Throoghont. Scale % Inch Equals 1 Foot

Keel — White oak, 3^^ by 14 inches. Shaped to suit.

JJpper Keel — White oak, 2 by 3>4 inches to be bolted
into a notch in the main keel and to extend to take the
planking aft of the cut away portion of the keel.

Stem — White oak, syi by 6 inches. Rabbetted to suit
planking and fitted as shown. To have proper curvature
at lower end.

Stem Knee — White oak, 3>4 inches thick. All keel
parts are to be bolted up with J/2 inch brass or bronze
bolts or rivets.

Shaft log — White oak, 5 by 8 inches, fitted as shown.

Transom Knee — White oak, 3>4 inches thick.

Transom — Mahogany, J/s inches thick. To be in one
piece if possible. If made in two pieces each piece should
be dowelled to the other.

Transom Cleats — The forward edges of the transom
should be fitted with i J/^ by 2 inch oak deats so arranged
that the after ends of the planking will fasten to the cleats
and the transom project over the ends of the plank form-
ing a built up rabbett.

Stopwaters — Soft pine, 5^ inch diameter driven
through the keel at the joint where the after part of the
keel fastens to the main keel and also at two places where
the rabbett, stem and keel join.

Frames — White oak or elm, steam-bent on 9 inch cen-
ters. To be sided i>4 inches and moulded i]/^ inch. The
V/^ inch side will be against the planking.

Floors — White oak, 13^ by 6 inches. The tops of
the floors will form ledges for the cabin flooring. In the
heel of the floor there is to be a 1J/2 inch diameter half-
round hole cut to act as a limber. A chain should be
run through this hole to enable the hole to be kept clear
of shavings and dirt. A drift fastening is driven down
through the floor and into the keel. These fastenings are
to be staggered each side of the limbers. The floors are
fitted to the after sides of frames forward of amidships
and the fore side aft, rivetted to the frames. Frame heels
are cut away in the way of the limber and are td have
one boat nail into the keel. One 2>^ inch floor over the
fore strut bolts.

Engine Bed — Douglas fir 2 inches thick notched over
each floor about 2 inches. Bed to be of height and width

Not to be less than 8 feet
Bed fastened to each floor

^Va

to suit engine to be installed,
long. The longer the better,
with through bolts.

Raised Deck Clamps — One piece of yellow pine,
by 2^ inches. Fastened to each frtime head with one
through bolt or rivet. Fastenings to be staggered, alter-
nately through the top and bottom of clamp.

Main Clamps — One piece of yellow pine, same size
and faAenings as raised deck clamp. Both clamps to be
smootl^.\ined before fitting as they will show on the
inside. '^Both must fit into breast hooks at stem.

Cabin Deck Beams — Oak, i>4 by i inch. Spaced on
every frame. Crowned 6 inches in 7 feet 6 inches.
Smooth planed and lower edges champhered.

After Deck Beams — Same as above, except crowned
lYi inches in 5 feet. Need not be champhered.

Planking — White cedar with mahogany top strakes
above sheer line. To finish ^/i inch thick and to be put
on in strakes no wider than shown on the midship section.
Smooth planed inside and out. Fasten to each frame
with copper rivetted nail with head countersunk and cov-
ered with wood plug. Fastenings not over 3 inches apart.

Cabin Roofing — Pine or cedar ^ by 3 inch T and G
covered with 8 ounce canvas laid in white lead or marine
glue. Decking fastened with galvanized boat nails well
countersunk.

After Decking — Same as above, except % inch thick.
Can be made of selected white pine, i inch by 2 and fin-
ished bright with plugged fastenings if desired.

Samson Post — Locust or clear oak fitted as shown ; 3
inches square. To have two hardwood keys located above
and below breast hooks as shown.

Cabin Flooring — Pine J4 by 3 inch T and G Galv.
nailed to floors. A center trap is to be arranged, cleated
on the under side to get to bilge. Traps to suit are to
be arranged over all pipe fittings.

Cockpit Floor Beams — Yellow pine, % by Ij4 on
every frame. To be stanchioned in the center to prevent
sag.

Breast Hooks — Oak, ij4 inches thick. Bolted to stem

(Contlnned on Page 39)

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The Work Bench ^

This is a monthly department for yachtsmen who build their own equipment. In each issue there is a question pertaining to
the design and construction of some item of equipment for power or sailing yachts. For the best answer each month The
Rudder gives a credit order for" $25.00, which will be accepted in payment for goods handled by any advertiser in the current
issue. Contestants whose answers are published, but who are not nrst prise winners, receive a credit order for $5.00. Readers
are invited to suggest questions. Prise orders will be mailed directly after publication.

Drawings must be made with black ink on white paper or tracing cloth; lettering as large and clear as possible, and all
dimensions plainly marked, as the reproductions will not be to scale. Descriptions limited to about live hundred words. An-
swers must be received on or before the Arst day of the month preceeding publication. Address Contest Editor^ The Rudder,
9 Murray Street, New York City,

QUESTION FOR THE FEBRUARY ISSUE

Answers must be received on or before January 2nd. Describe and illustrate a method or methods of
repairing a cracked cylinder without the aid of a machine shop.

Four and Two Cycle Engines
$25.00 Prize Winning Answer

Correctly speaking, a four cycle engine is one requir-
ing four piston strokes, or two flywheel revolutions, to
complete a cycle of operations, the cycle being as follows :

Beginning with the intake stroke : as the piston moves
down, an explosive mixture of gas and air is drawn
into the cylinder through a valve, the valves being worked
through the medium of cams revolving at half the crank-
shaft speed and driven from it through a set of two to
one gears Shortly after the piston starts up a§r^ the
intake valve is closed and through the remainder ^J this
compression stroke the gas is compressed in the^llnder.
At about top dead center the spark plug fires the mixture
and the resultant explosion drives the piston down agam
on the power stroke. Just before the piston reaches the
lower dead center the second, or exhaust valve, is opened
and as the piston moves up again the burned gases are
expelled from the cylinder. At or just over the top dead
center the exhaust valve closes and the intake valve
opens, thus starting another cycle of operations. There
is one power stroke, per cylinder, for every two revolu-
tions of the flywheel.

The two cycle engine requires but two piston strokes
to complete its cyclq and there is a power stroke every
revolution of its flywheel, per cylinder. Unlike the four
cycle, there are no valves, the intake and exhaust being
provided for through ports in the cylinder walls, these
ports being covered or uncovered by the piston as it
moves up and down over them. The crankcase is made
gas-tight and as the piston moves down it compresses the
gas therein. As the explosion occurs the piston is driven
down and near the lower dead center the exhaust port is
uncovered, allowing the burned gases to escape. While
the exhaust port is still open a further downward move-
ment uncovers the intake port, allowing/ the compressed
charge in the crankcase to enter the cylinder, a bafile
plate on the piston directs the fresh charge toward the
top of the cylinder and helps to prevent it mixing with
escaping exhaust gases. As the piston moves up again
both ports are covered and the charge is compressed and
fired as in the four cycle. But as the piston goes up a

partial vacuum is formed in the crankcase and a fresh
charge is drawn in, either through a check valve, as in
the two port type, or through a third port in the cylinder
wall, as in the three port type.

Following is a list of advantages and disadvants^es
of both types, though the writer believes that the advan^
tages of the four cycle far outweigh those of the two.
The drawings are only rough diagrams and not to scale;
each represents a complete cycle of operations when fol-
lowed around in a clockwise direction.

(Conttnnad on Page 40)

COMPRCSSION

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Wire Rigging and Rope Work

By H, Percy Ashley

PART VIII

The best yacht rope is made from manila fibers that
are long, ciean and of a straw color. The dirt must be
removed as far as possible, for even a small amount of
grit will cut the rope when strain is put upon it. For
this reason mud should be washed from an anchor rope
as soon as it is brought from the bottom.

The following tables show the breaking strain and
other data regarding three and four strand manila rope.
It should be noted that the three strand line has a slightly
larger breaking strain than the four strand.

3 STRAND

Size in

1 inches

Appros. Gross
Weight of

Nt. Wt.

per It.

Dia.

Cir.

1200-ft.

rope

A"

H"

20

(40) ♦

.0166

Va"

vr

24

(40)*

.0196

A"

I "

35

(55)*

.0286

H"

iH"

50

(65)*

.0408

A"

1%"

66 (8o)*

.0539

^^

iH"

90

.0735

A"

if^"

126

.1029

H"

2 "

160

.1307

^i"

2^"

198

.1617

H"

2/3"

234

.1911

?<"

254"

270

.2205

I "

3 "

324

.2645

lA"

3^"

378

.3087

iH"

354"

432

.3528

iVa"

3^"

504

4II5

lA"

4/

576

.4703

iH"

4^"

648

.5290

iH"

4^4"

720

.5879

lA"

4^4"

810

.6615

iH"

5 "

900

.7348

iH"

5^"

1080

.8818

2 "

6 "

1296

1.059

zA"

6^"

1500

1.225

2J4*'

7 "

1764

I.44I

2^4"

7^"

2016

1.646

4 STRAND.

Size in

inches

Approx. Gross

Nt. Wt.

Weight of

per ft.

Dia.

Cir.

1200.ft.

rope

Length
in one
pound
60'
51'
35'
24'
18'

13'
9'
7'
6'

5'
4'
3'
3'
2'
2'

2' I
i' 10
I' 8

A

A"
H"
A"

'A"
A"

Va"

1 "
lA"
iH"
iVa"
lA"
iH"
154".
lA"
iH"
iVa"

2 "
2A''
254"
254"

54
Va
I

i54

i54"
1^4"

2 "
254"
254"
254"

3 "
354"
354'^
3^"

4/
454"

454"

4^4"

5 "
554"

6 "
654"

7 "

754"

)

6 '

4 *
I '
II 54"
954'
8 "

7 "

Length
in one
pound

Brkg.
strain
in lbs.

550
700
1,200
1,450
1,750
2,450
3,150
4,000
4,900
5,900

7,000

8,200

9,500

11,000
12,500

14,200
16,000

17,500
19,500
21,500
25.500
30,000
34,000

38.500
43,500

Brkg.
strain
in lbs.

These sizes are seldom made in
4 -strand rope.

lbs.
96
135
171
212

249
289

347

404

462

539

616

693

770

867

963

1155

1387

1605

1887

2157

lbs.
.0783

.1102
.1395
.1730
.2033

^359
.2833
.3299
.3773
.4401
.5031
.5659

.7081
.7865
.9433
L132
1.310
L540
1.761

12'
9'
7'
5'
4'
4'
3'
3'
2'
2'
2'
I'
I'
I'
i'
I'

2 "

9 "
II "

3 "
6 "

8 "

3 "

9 "

6 "

5 "

3 "

I "

ioJ4"

9 "
jVa"
6^"

lbs.

2.326

2,992

3,800

4,655

5.605

6,650

7,790

9,025

10,450

11,875

13,490

15,200

16,625

18,525

20,425

24,225

28,500

32,300

36,575

41,325

Three strand rope is the best to use for halliards, but
four strand had better be used for sheets as it is easier
to grasp, being nearer a true circle. In the past a rope
made of hemp fibers was used for standing rigging, but
now the use of galvanized steel wire has become univer-
sal. Manila rope is measured by diameter while steel wire
rope is usually measured by its circumference. Fiber
rope should be coiled down with the sun unless it is
hawser laid, when the coiling should be the reverse way,
as hawser laid rope is composed of several smaller ropes
twisted to form a larger one.

*fe *

'fe'-v.

Top: Three Strand. Center: Foor Strand. Bottom: Hawier Laid.

In making up a gang of fiber rigging, put the coiling-
on deck and reeve directly from the coil, taking care
that all kinks are out of the line as it is passed up. In
case you wish to replace a halliard that is already rove,,
marry the new piece to the old in the following manner.
Whip the two ends that are to be married with waxed
thread and stitch together, so there will be no enlarge-
ment of the line and the join will render through the
block at the mast head without sending a man aloft.
When a mast is stepped, it is usual to slip the steel stand-
ing rigging over it before stepping. A block at the mast
head should be secured and a line reeved through it so
that a man can be sent up in a boatswains chair to reeve
the running rigging. The two ends of this line should,
of course, be made fast at the lower end of the mast.
This line is called a gantline, and should be of at least
J/2 inch diameter manila.

A boafswains chair can be made as follows ; Take an
oak board about J4 inch or ]4 inch thick, 12 inches wide
and 24 inches long and bore four, holes, one at each cor-
ner to take J^ inch line. Take two pieces of line about
6 feet long and form them into loops, passing the ends
through the holes in the board and splicing on the under
side. Put a cleat, or drive a nail through the rope, so
there is no chance of the ropes slipping. The chair can
be used to send a man aloft, where he can work in safety
and comfort. The gantline is used to hoist the chain

(Continued on Page 43)

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34

THE*"*

RUDDER

December

THE««i»

RUDDEP

[TiUe Registered U. 8. Pat. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Oppoiite City Hall Park

Telephone Barclay 6i6$

Arthar P. Aldridge, PreiidenC; Andrew PaterMm. Vice-President and BuiineiB

lianacer: Jamei R. Thornton, Treasurer; Arthur deZ. Patton, Secretary

EnUredat Nmf Ycrh Pwt OfHu at Secmd-CUus MatUr

SUBSCRIPTION RATES

One Year

Six Months ......

Single G>py ......

Tm Rogpnon be proeared or rabacribed lor at loUowtnc Forcifa i

rja YA0BT81CAV, 168 8trand, Londoii, England.

2S!: £OBTBOU8 ft OC, 9 B^al Place, Glasgow, Scotland.

TBB IHTBBVATIOHAL HBWS CO., 6 Bnaas BaUdlnf; ObaaoMy Lua^

London, B. O.
BBBHTAVO'S, 86 Ato do I'Opora, Parti, Praneo
OOBDOH h OOTOH, Bydnoy, AnitraUa
Or at any Bookatan

$2.00

1. 00

.35

Tax on Charters

The Treasury Department has recently ruled that all
chartered yachts ar^ subject to a transportation tax of 8
per cent, and Treasury representatives have been over-
hauling the records of the yacht brokers \o obtain a list
and prices of all yachts chartered and subject to this tax.

The ruling says that a chartered yacht is used for
transportation purposes and the price paid for the charter
is subject to the tax as are railroad tickets. The ruling
in this case seems to be another blow at the yachting in-
dustry which is staggering under a lo per centl5|_ax on
new yachts, a foot tax on all vessels in commission and
other impositions.

Just why a yacht chartered for a certain period of the
year should become subject to a transportation tax seems
hard to figure out. It is not used for commercial pur-
poses. More often, than not when a vessel is chartered
for use in southern waters, the yacht will be sent down
in charge of the captain while the owner and his guests
will travel by railroad and pay the railroad fares and
taxes. The yacht is used for pleasure, rest and recreation.

If a yacht is subject to the transportation tax why is
a difference made between chartered and owned vessels.

We wonder if this same ruling is applied to automo-
biles? Thousands of automobiles are rented for pleasure
trips and those who use them do so to avoid traveling by
railroad. If an automobile is not subject to the tax why
pick on the yacht?

Commodore E. C. Benedict

The death of Commodore E. C. Benedict ha^ removed
one of the most picturesque yachtsmen of this country.
He was known everywhere that a yacht could sail, and
his geniality, kindliness and good fellowship endeared
him to all. He was a yachtsman in the strictest sense of
the word. He loved the sea and believed that sailing the
sea gave him health and strength and that yachting as a
clean wholesome sport should be fostered by all.

Commodore Benedict died at his home, Indian Harbor,
Greenwich, Conn., on Wednesday, November 23. He
was in his 87th year and for 64 years had been prominent

in financial circles and for almost as long a keen and
enthusiastic yachtsman.

His first yacht was the sloop, Hope, in which he used
to cruise in eastern waters, having as his guests, Edwin
Booth and his family. Then he had a small steam yacht,
which was followed by the original Oneida, which was
built in 1883 and was a familiar craft all along the Atlan-
tic coast, particularly at regattas, cup races and cruises.
In this yacht Commodore Benedict cruised 231,000 miles.
For two of his cruises to South America and the Amazon
he chartered the steam yacht, Virginia, and in 1913 the
Commodore purchased Alcedo, which he renamed Oneida.
Commodore Benedict kept a very complete log of all his
voyages and figured that in all his yachts he had voy-
aged more than 450,000 miles.

The late President Grover Qeveland, Andrew Car-
negie, Joseph Jefferson, Thomas Bailey Aldrich, John G.
Carlisle and many others, distinguished as statesmen, men
of letters, diplomats, actors and artists were among his
friends and their names appear frequently in the logs of
his yachts.

Commodore Benedict dearly loved the sea. His yachts
were almost constantly in commission. He was a royal
entertainer, a raconteur of good stories, many of which
were of his own experiences.

It would require much more th^n an issue of The
Rudder to tell of his many experiences and his innumer-
able stories. In 1916 a long article about Commodore
Benedict and his experiences was published in The Rud-
der and only recently when he was renewing his sub-
scription, he wrote, "The Rudder is a most worthy and
commendable magazine and I wish to be considered a
continuous subscriber as long as I live and when I. die
you may send it to me C. O. D."

ToThose VS/^ho Build from Rudder Plans

Readers have no doubt noted that The Rudder has
been publishing in each issuei a complete set of detailed
plans and specifications for a boat of some kind. These
plans have included various sizes and types of boats from
small hydroplanes to cruisers and power houseboats. A
recent experience shows that a few words of advice re-
garding the use of these drawings may not be amiss.

The staff designer of The Rudder is a man who has
had many years of experience and every design published
has had the proper amount of calculation work made be-
fore the plans are released. Dimensions are checked and
displacement, center of buoyancy, centers of gravity etc.,
calculated. The plans therefor are as correct as would
be obtained if the readers had gone to any naval archi-
tect and had the drawings specially made to their order.
There is one point however that must be kept in mind and
that is that the designs were worked up according to cer-
tain specifications and there may be some details that will
not suit the prospective builder. In this case the only
safe procedure will be to write to us explaining in detail
just what changes are desired in the plans. We will care-
fully check over the original plans and advise you whether
the suggested changes are possible or not. On heavy
boats a trivial change such as shifting a berth forward or
aft or changing the galley from one side to the other
may not have any great effect on the trim or speed, but
even then such change should be submitted to us. If the
readers are competent to change the published plans they

(Continued on Page 4J

Digitized by

'Coogb

December

RUDDEP

35

LAWLEY
BUILT

We will Exhibit at
the Boat Show
December 10th to 18th

A Lawley Standard 30-root V-Bottom Runabout, equipped
G. R. Sterling Speed 30 knoU

with 4 cylinder

A Uwley Standard 36-root Sedan, equipped with a 6 cylinder Vmn Blerck

Model M

GEORGE LAWLEY & SON, Corp.

Neponsety Boston, Mass.

Builders of High-Grade Yachto in Steel, Wood or Composite

Copyriffbt 1919. KexW. Waamaa. lac.

GRAIG OIL ENGINES

8laa», 160 H.P. and u»

Desirable for all
Types of Vessels

Stffice uid EcuDODiies so pfanonnced that present un-
satisfactory practices are made practical successes.

JAMES CRAIG EKGINE & MACHINE WORKS

807 GARFIELD AVE. JERSEY CITY, N.J.

E*ubii*h«d laoa

Var god aberopa THE RUDDER nar annonsorema tillskrifvas

Digitized by

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36

RUDDER

December

GRAY

New 4-Cycle

CrnsoUm^ Kerosete

DlstUlmte

For Spm4 bMt, work bMt,

10 to 45
^^^^ M.P/

Designed for Harlne work ^ ^^^^ a t Ji;^i.»

—a real Marino motor with ^ -^T * Lf lumet

all the marine features you
hare always wanted at a modc!rat« prif-c- Manufaeiured and
backed np by an old establiahed mud. luj^pvii^il/i*.- c^xic^xxa.
Oraj Two-Oycl«i — Recognized all orer the world as a sUndard.

In sizes 8 to 8 h.p. Send for InstmctiYO Literature.
GRAY MOTOR OOBCPAinr, 2110 BCaek AYonne, Detroit, Mich.

Run Your Boat on Kerosene

Cheaper than gasolene and equally good when used with the

OLSEN KEROSENE VAPORIZER

Sold on 30-Daj Money-Back Ooarantee
Fits any 1 in. to 8 in. carburetor. Perfect combustion — ^no waste,
smoke or smell. Greater flexibility and mileage— less carbon.
Fuel costs greatly reduced. Send for details.
V. S. VAPORIZER OOBCPAKT 214 State Street, Beaton, MaM.

BRIDGEPORT

REAL KEROSENE MOTORS— Noa-bsckfiring TwcCycle Moion op to 18
H.P. in bodi the Median-Speed and Hii^-Speed Type*. HeaTj-Duty Four-Cyde

' The Motor
that Motes'

Moton trom 24 lo 46 H.P.

THE BRIDGEPORT MOTOR CO.,Iiic, , "• "--'• •'^-

t Bridt*pert.OMin..U.S.A.

The Greenwich Yacht Yard

e b lite way of Haulint Out.
Buildi^ and Winter Storage, Marine Railway*. Machine Shop* and a
complete Kne of SappBes. I^et a* figure oo your next contract

Teleplioae Cieenwick 200

GREENWICH, CONN.

MEDIUM HEAVY-DUTY TYPE

KereaMa, Diatillata
JTHfa Ut Y9ur

TH ttUr t FUOt MACBNB CO., Car. '

•-IN. STIIOKI

SdfhU SIB., BtftlsN. Ceae.

SPEEDOMETER

For Sail and Power Yachts
Accurate Dependable

HAMILTON & HANSELL, Iiic,, 21 Park Row, N, Y,

City

Esperanto Wins Fisherman's Race

(Continued from Page 18)

After this race Captain Himmelman had more than
lOO tons of rock ballast removed and some iron was put
in its place. Dfelawanna floated at least a foot higher
than she did in her first race. The wind was light and
the sea smooth when the two started on Monday, No-
vember I. Dela wanna had the better of the start. At
the first turn the Canadian led by 6 minutes. On the next
leg the wind increased in strength so that Elsperanto was
heeled to her scuppers and she gained 2 minutes.

On the wind, Delawanna still further improved her
position until she had a lead of more than 7 minutes. The
wind hauled more westerly and the two vessels sailed
wing and wing with Esperanto gaining. As they neared
the last mark of the course the two were in close company
and, after an exciting luffing match, failing to get by to
windward, Captain Welch drove Esperanto through Dela-
wanna's lee and took the lead. After that, under a
smother of canvas, Esperanto drew further ahead, finally
winning the race by 7 minutes 5 seconds.

«*•

Mary K, a Sedan Cruiser

(Continued from Page 20)

degree of refinement. The forward sections have a pro-
nounced flare ensuring freedom from spray, and the stem
sections an exceedingly graceful tumble home. There is
none of that boxy appearance that disfigures so many
V -bottom craft. In fact when the boat is at rest it very
closely resembles the conventional round bilged type at
its best; the general symmetry of hull and upper works
combining to make the toute ensemble a delight to the
eye of the true boat lover. The workmanship throughout
is excellent and quite up to the usual high standards of
the builders. Careful attention has been given to the
minutest details and to niceties in the installation of the
twin engines, controls and fittings. Most of these latter
are of special design and add greatly to the general finish
of the boat.

At Speed Mary K LifU Easily and Buns Clean.
Her at Record Speed

Her Hall-ScotU Drive

Please mention THE

The forward house is arranged as a steering cabin, but
provision is made for the extension of the after seac so
that it forms a splendid double berth which may be used
in an emergency. As may be seen in the accompanying
pictures, the windshields in the forward cabin are of the
latest advanced automobile practice and are supported
by quadrants as in the latest type sedans. These wind-
shields allow excellent ventilation in the cabin, being
adjustable to suit all conditions of wind and weather.
The side windows are of the drop type. Easy
access to the after cabin may be had through folding*
doors aft and through sliding hatch out onto the
^ railed passageway above the engine room. The engines

RUDDER when writing to advertiseigjgj^j^g^ by VjOOQIC

December

TMEtfia

RUDDEP

37

U^^BEST IN THE WORLD — ^all others are comparative

1 Hoar lid Hilf Hoar)

Mantel 1 ''i^g^sV.'^i' I Clocks, Ship's Bell Clocks, Auto Clocks, &c.

For Use on Steamships, Yachts, Automobiles, Motor BoaU and in a large variety of Refined
Metal and Mahogany (Period) Cases, Suitable for Finest Residences, YachU, Clubs and

For Genernl Presentation Purposes

BV^On sale by Highest CUss Jewelers and Nautical Instrument Dealers in Largest Cities
Dealers In ■mailer dries, not carrying these fine clo<dcs In stock, can sell many from catalog

Chelsea Clock COe vebiMiaicks lO state St, Boston, Mass*

IEstablbhedn
1997 I

Many Yachts and Clubs are using tbe 'CHELSEA" Automatic Ship's BeU Clock,
operating on a special 8K inch Bell . . UNIQUE, NAUTICAL and USEFUL

Steer for Space 92 at Boat Show—

Should auld acquaintance be foiiffot,
And never brought to min' ?
Should auld acquaintance be forg"ot,
And days o' lang" syne ?

PORT LIGHTS
DECK UGHTS
VENTILATORS
STEERING WHEELS
SHIP TELEGRAPHS

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BINNACLES
EELLS ANCHORS
WINDLASSES
rUG MAKERS
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uality Marine Hardware

FOR EVERYTHING THAT
SAILS TH£ SEAS

c"«DURKEE'^nT

MANUFACTURERS OF MAf^lNE HARDWARE

For Ev«ry CLkib of Veitel

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aClOrie« \ Bra*. GoAd*. St*t« Ulud. New Yqrk Citr

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En repondant aux annonces yeuillez mentioner THE RUDDER

38

RUDDER

December

SHIPMATE RANGES

Smallest size
Body iSH inches long

Largest Size
No limit to length

A Fisherman Sings:

**What dries our clothes when they are wet?
What keeps us warm when chill winds fret ?
An' gfives us meals that can be et ?

The SHIPMATE!"
Made by
THE STAMFORD FOUNDRY COMPANY
Etubiithed 1830 Stamford, Conn.

jNew Navy
'Windlass

You can heave a line — let the
chain nm free — or stop it in-
stantly. The three operations
are controlled by one heaving [
lever* Has winch head for
rope; wildcat (or chain cable.
No complicated parts. For . .<^
anchors up to 150 lbs, ^^///f/fiii

It Pays to Buy Our Kind

For 70 ye»rf WC hat itood for the b«l and mini ecoftomic*! M*rine
Hatdwftrt. Equip youf boat with WC Fitting** You'll get m«e oiil
of it» and more for it when you icll.

Get This Valuable Book

^'Sea Croft rSmneatioiu ind Suppliet/^ N«w
etiUrvcd cdttton. Tell* Hqw to Boi the Com-
pui ; WK>l; U Propel Ground TBcklf; itve*
hiati on Steerino: Getr, 5iiiit Beannfu Knari,
etc. Fill the pocket t4>4 % 7), 287 p*iH
Sent W]r oa recdpt of 50c.

Wilcoxy Critteaden & Co.

IncD'rpoirKte'fl
120 SontI Main St,, Hiddlet&wn, Conn.

Hagan el favor mendonar el

are installed under hinged hatches at either side of this
passageway and are of easy access. Particular attention
has been paid to the ventilation of the engine room, and
liiLre are good substantial water tight bulkheads at each
end of same, which serve the double purpose of stiffen-
ing the boat and making the engines almost noiseless to
the occupants of the cabins.

The after cabin, which is exceptionally large and airy,
has three large windows on each side. These windows
which are of the drop type, provide plenty of ventilation,
even on the warmest day. The cabin is furnished with
two large sofa type berths, with provision for upper berths
if deemed necessary. At the after end on the port side
there is a neat little toilet room, and on the starboard side
a compact but completely equipped galley. There is an-
other water tight bulkhead between the aft cabin and the
lazarette, where the fuel tanks are located. These are
easily accessible for inspection through a flush hatch let
into the deck.

Mary K. has demonstrated her worth as a very re-
markable rough water boat, and is undoubtedly the fore-
runner of a great many more craft of the same type,
being particularly well adapted to the requirements of
fast ferry service from country homes located on large
bodies of water, as this type affords the protection, which
is impossible with a runabout, and the speed which is
missing from the ordinary cruiser.

Southern Season Begins

(Continued from Page 21)

Clarence H. Morgan's Cayuga left early in November,
and two new fishing boats, one of which will be exhibited
at the Power Boat Show, are to be shipped as soon as
possible.

W. K. Vanderbilt will cruise in southern waters this
winter in his new steam yacht, Eagle. Eagle was built
in 1913 at South Shields, England, from designs by J.
M. Soper. She is 151 feet i inch long overall, 127 feet
on the water line, 24 feet 10 inches breadth and 12 feet 9
inches draught. Mr. Vanderbilt purchased this yacht last
summer through Tams, Lemoine & Crane, and since then
has had the vessel's interior remodelled so that it is now
one of the best appointed yachts in the American fleet.
Eagle made a short cruise to Norfolk and return recently
and is now ready for a long trip.

Alcyone, Henry W. Putnam's three masted auxiliary,
will cruise south this winter. This yacht is fitting out at
Tebo's in charge of Capt. Kerr who at one time had
charge of Intrepid now known as Invincible when that
yacht was owned by Capt. Lloyd Phoenix. Alcyone is
168 feet long overall and was built for Mr. Putnam in
1907.

L. Gordon Hammersley started south in the cruiser,
Sinbad, formerly Drusilla which he purchased recently
through the ofiice of Cox & Stevens. This yacht is 83
feet 9 inches in length and was builtf by the New York
Yacht, Launch and Engine Co., at Morris Heights in 19 14.
She is powerd with two 6-cylinder 6j4 by 8j^ Twentieth
Century engines. Mr. Hammersley is going by the inside
route because he intends to have some shooting and fishing
while on the way, particularly in Chesapeake Bay. His
express cruiser, Cigarette, has been shipped by rail. This
yacht is now equipped with two Murray & Tregurtha
engines and in her trials on Long Island Sound showed

RUDDER cuando escriycnDjgitized by GOOglC

December

RUDDER

39

about 37 miles an hour. She will take part in the cruiser
races and meet the new Hoosier building at Lawley for
Herbert R. Duckwall and will try to beat the record
made by Hoosier V last winter.

Needed Information

(Continued from Page 22)

A. — Would suggest that you try bending the frames
on the floor, naihng wedges down, around which the
frames can be sprung. These wedges can be shifted for
different parts of the boat although a frame can be bent
to a greater curvature than is needed and afterwards
straightened out. The clamping of a piece of strap iron
to the outside of the bend will often prevent splinters
from breaking up from the wood and starting a break.
In planking the best method is to divide the space be-
tween sheer ribbands and keel into a number of spaces,
all of them about the same width and then run ribbands
so that the top of one ribband is even with the marks.
That will enable you to make a paper pattern of the shape
and then saw the plank to the shape. A good plan is to
start a couple of planks down and then work up from
the keel. The last plank is called the shutter and should
be made as tight a fit as possible so that it will wedge the
others together.

The hackmatack stem should be all right as it is a
wood universally used for that purpose. If the check is
a bad one however you would be wise to scarph a piece
of oak in its place.

ft®©
Building Plans of a 26-Foot Cruiser

(Continued from Page 81)

and screw fastened from outside of planking. Arranged
to receive ends of clamps.

Cabin Staving — Mahogany or pine, J4 by 2 inch T
and G.

Cabin Paneling — Mahogany or pine, J4 inch tliick.

Cockpit Ceiling — ^There will be a bottom piece i by
6 inches arranged to form a water tight sill. Above to
be J4 inch T and G mahogany.

Sheer Mouldings — i J/2 inch half round oak.

Raised Deck and Coaming Mouldings — i inch half
round mahogany.

Tumble Home Moulding Aft — i inch half round oak.

Inside Bulkheads — J4 inch T and G or panels of ma-
hogany.

Cabin Bulkhead — Ji inch T and G or panels, mahog-
any. Sill I by 6.

Cabin Door — ^ inch panels. Bronze hinges and locks.

Companion Slide — J4 inch mahogany.

Hatch Runners — 134 inch thick mahogany with brass
slides.

Fore Hatch — ^ inch thick mahogany.

Fore Hatch Coamings — Ji by 3 inch laid in white
lead and through fastened on top of deck. Dove-tailed
at corners.

Coaming Cap — ^ by 3 inch mahogany.

Waterway on Fore Deck — Ji inch thick mahogany
shaped as shown and fitted with rail chock. To be screw
fastened very securely.

Cockpit Seats — Mahogany }i inch thick as shown.

Companion Steps— J^ inch mahogany as shown. To
have chocks to prevent slipping at bottom.

Fitting Blocks — Under every deck fitting there is to
be a ij^ inch oak block fitted between beams and well
fastened. Fittings to be bolted through blocks.

REGAL

FOUR-CYCLE
MARINE ENGINES

For nineteen years have

lead iKe licld in the de^

sign and construction oi

reliable and economical

power plants.

Si2c$2H.Rto50RP.

One lo four cylinders.

Built to operate with gasoline, distillate or kerosene,

REGAUTE

THE NEW ELECTRIC LIGHT PLANT

A direct connected outbt. 2 H.P. air cooled motor,
K K.W. generator. Write for information.

Regal Gaioltne Engine Company

59 Weit Pearl Street

ColdwAler, Mich

The 20* Century

3.3,4«id6CylMMi 10 HP. to 300 HA

Marine Gasolene Engine

■Mat )«M whst the bum lapltot. It It tb* Mfflas ofl tk« Mth cratvty.
•M uuMj advaataget are '

llMtnMs of DMisn V Base of Operation, SImpllolty of Oonatnio*

tlon, Absence of Vibration and Noises* Koonomy of FMel#

Moderate Revolutions and Ample Bore and Stroko

Toaemap.the SeifcCniTimT nflm embodlea all the latest iiDproTemeals. to.
gather with a ttaadard of coattrnctloa thai will take others years to equaU

MANUrACTUnCO SOLKtV BY-

THE NEW YORK YACHTMliNCH&ENGINECOe
Moiris Heights, New York

■ullders of Yachts, Launches and Business Boats of all
High-class Workmanship a Specialty
Design and Constniction Unsurpassed— Jolnw Woffc
Prices Phenomenallf Low
Call or write and give us a chance to prove It
a Graad Central Depot

8i prega far mencione del RUDDBR qiuwdo Bcrivoto

Digitized by

Google

40

RUDDER

December

TBEnOtORimB-POWER TO SPARED

At the
BOAT
SHOW

tf you have neyercarehilly examined the

rimoui Red Wins THOROBRED

mume motor, make it a special point

to vi^t the Red Wing Exhibit at the

National Motor Boat Sboiw in

New York..I>«canber lOtk to

18th. YouTI

U«il P«war WtmwH, li«ri«l "¥** THOMOBMtD

SS-S« N.P., 4 1-1 • a Bin.
FMrnlaliod wltk ar wltkant Unit Pawar Plant

then, why they are famous all over

thcwofkl.

If jrou don't go to the Boat Show,

write ut for paiticulan and prices.

We have five nzct from 10 to

40 H.P., for every service. They

bum either kerosene or gasoline.

RED WING MOTOR CO.

Dept R Red Wotf, Minn., U. S. A.

Columbian Bronze Corporation

Bronze Propellers and Motor Boat Equipment
522 flfTH AVENUE

NEW YORK CITY

KNOW YOUR OWN SHIP

BY

THOMAS WALTON. N. A.
A simple explanation of the Stability, Trim. Construction. Tonnage
and Freeboard of Ships, together with a fully worked out set of the
usual ship calculations. Thirieenih Edition Revised.

PRICE, $3,00
THE RUDDER PUBLISHING CO.. 9 Murray Street. New York

Every One on Beard Your Boat Should Have an

EVER-WARM SAFETY SUIT

The Only Life-Saving Device That Has Made Good

YOU OAN'T ONILL-YOU CAN'T DROWN

Approved aad Used by U. S. NsTy

Recommended by leadinir Steamship Companies

Write lor boolclet **«•'*

NATIONAL UFE PRESERVER COMPANY

11 Broadway. New York Tel. Bowling Green 8609

Some Agencies opea In U. S. and Abroad

DUrLT /&r

•SERVICE

FOURCYCLE {MEDIUM and HEAVV DUTY
ANDERSON ENGINE CO.

4038 North Roc;kw«.n St. — CHICAGO

CyliAdar 2 H, P,

Dunn Marine
Motors

For extreme simplicity* long wear
and general all-round service, our
motors beat them atL They do Iheir
work easily under all conditiooa of
climate or weather. At the price
quoted thia motor l« furnished complete
with suitiable propeUcr, phaft^ atu^ng^
bp^. rrntjfner. flari£e-couplmi< coU Boark
plug^ ml Ming v^lve^ and olI-ciip.

We build englnea In sijr »Ete*. ftotn thi*
diPIEle cy Under I HP. to a 6 cyll nder a4 H. P.
We can save you money on thepurchaie
off! motor. Write us Tor our oataloeueH or
better atUI get your motor ordered ofuA.

DUNN MOTOR WORKS

0#densbuTi. New York* U. S. A

Galley Dresser—ShdwGS, etc. Ash, J4 inch thick,
properly cleated.

Galley Sink — 12 by 14, lead.

Stove — Two burner to suit. Screwed in place.

Cockpit Deck Plate — 18 inch diameter bronze with
grating and water-tight covers.

Cabin Port Lights — 6 inch clear opening polished
brass. Cleats, chocks, vents, etc., galvanized or polished
brass to suit.

Steering Wheel — 18 inch diameter mahogany with
brass plates.

Quadrant — Galvanized of pattern to suit having 15
inch radius.

Tiller Line Sheaves — Bronze, bolt fastened. Not less
than 23/2 inch diameter. Located so that inspection and
oiling is possible.

Rudder Hangers — Bronze of usual type to suit.

Rudder — Mahogany blade 1% inches thick tapered
towards each edge with a rounding taper bringing edges
down to ^ inch. To be doweled in a fore and aft direc-
tion with at least two hard wood dowels, ^ inch diameter.
Blade to be shaped as shown, i foot 8 by 4 feet 6 inches.

Strut — Manganese bronze of shape to be taken from
work. To be of not less than the size shown with the
greatest thickness of blade ^ inch, properly babitted.

Gasoline Tank — Copper of rectangular shape, 9 by
19 by 54 inches. Fitted with 4 inch hand hole and filling
plate and proper outlet connection. To have shut off
valve at tank as well as at engine. Fuel piping to suit
engine of brass pipe. Securely fastened in place under
seat.

Awning Frame — As shown of % pipe size galvanized
or brass pipe. All fittings to be special rail fittings and
not ordinary pipe elbows.

Signal Mast — Selected spruce 2 inch diameter at heel
fitted into mahogany socket on deck. Tapered to i inch
at head and fitted with lignum vitae truck. Stayed with
J/^'inch diameter wire. There are to be three stays, all
fitted with tumbuckles. Mast to be 6 feet 6 inches high.

Lights, anchors, rope, tender, equipment to suit.

Work Bench

(Continued from Page 32)
Advantage of Four Cycle —

Better mixture. Cannot base fire. Better scavenging.
More economical with fuel. Crankcase not gas tight and
accessible to bearings. Easier starting. Lower running cost.
Far more reliable.

Disadvantages of Two Cycle —

Incoming and exhaust gases meet in cylinder, causing
liability of poor mixture, base firing, poor scavenging, high
fuel consumption. Crankcase must be kept gas tight; worn
main bearings cause leaks. Connecting rod bearings inacces-
sible. Apt to be hard starting as fuel will condense in
crankcase.

Disadvantages of Four Cycle —

Torque less even. Requires heavier flywheel. Weighs
more per h.p., for corresponding r.p.m. More moving parts:
gears, cams, valves, push rods. Higher first cost. Not
self -reversing.

Advantages of Two Cycle —

More even torque for same number cylinders. Lighter
flywheel for same number cylinders. Lighter weight per h.p.
None of those parts mentioned in the disadvantages of
four cycle. Lower first cost. Can be reversed (but not
positive).

H. H. P., Oakland, Calif.

Ved Henvendelser til Annoncerende bedes De refferere til THE

dWifteffSy Google

December

THEa«*

RUDDER

41

Prefers Four Cycle
$5.00 Prize Winner
There are four distinct operations in the running of
a gasoline engine, viz : Suction, Compression, Explosion,
Exhaust. It requires two revolutions of a four cycle en-
gine to perform these four operations. The same opera-
tions are performed by a two cycle machine in one com-
plete revolution. The operation of both types is as
follows :

Four Cycle Engine
Fig. I shows suction stroke. The engine is turning
over and sucks gas in through the inlet valve A. When

engine is at bottom of the stroke (Fig. 2) inlet valve A
is closed, leaving a charge of gas in the top of the cylinder.
The valves are timed to act through a system of cams
driven by two to one gears from the crankshaft. The
compression stroke now commences and finishes when
the) engine has completed the revolution. Fig. 3 shows
the engine now back in the same position as in Fig. i ex-
cept that valve A remains closed.

The gas is now exploded by an electric spark which
drives the piston down on the third or explosion stroke.
When the engine reaches bottom of stroke (Fig. 4) the
cylinder head is filled with burned gases which have to be
expelled. For this purpose exhaust valve B opens and on
the completion of the next up stroke the burned products
are forced out into the air.

Two Cycle Engines
Fig. I shows engine commencing the explosion stroke.
The crankcase is full of gas which< is admitted through
inlet valve A. As the piston descends the gas is com-
pressed, both operations of explosion and compression
being performed at the same time on opposite sides of
the piston. While the piston is descending it uncovers
outlet B (Fig. 2) which enables exhaust gas to escape.
Descending still further the piston uncovers inlet valve
C. This inlet being connected with the crankcase, as
shown, causes the gas which is slightly compressed by
the descending piston to rush up in to the cylinder. By
means of a baffle plate on the piston head this gas is
directed towards the head of the cylinder and away from
the exhaust port which is still open. The pressure of
the incoming gas, however, assists scavenging to take
place. The piston comes up closing both ports and com-
pressing the gas in the head and sucking a new charge
into the base. At top center it is exploded by an electric
spark.

Koukokusha ni otegami onsashidashi no saiwa dozo

HT'HB ideal motor for all medium
-* duty fishing, commercial, work
and pleasure boat service. Made in
1, 2, 3, 4 and 6 cylinder sizes, all four-
cycle, ranging from 5 to 75 H-P,

On Exhibition at the Ne\v York Motor Bomt
Show at the Grand Central Palace

FRISBIE MOTOR CO.

Cono Street

MiddletowQ, Conn.

American-Built

Sextants

Since 1872 we have built Sextants and inttrumenta of precision.

Quantity production enables us to offer American-built Sextants

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

Stmdftr Booklet S (4 Styhs: 7H* a^d 6* Navigatitnal Mau and Mfr Boat)

Brandis & Sons, Inc.

754-758 Lexington Avenue Brooklyn, N. Y.

How TO Rkach Out Showroom and Factory— 20 minutes' ride: Take tlie
Lexington Arenue train at Brooklyn Bridge entrance. New York side, get out at
R«ld ATVnue Station, Brookljrn. walk Eas. H block. Plione Bushwicfc 2427 >

John Bliss & Co. NAVIGATIONAL

IHSTRIMEITS

128 PRONT STREET
NEW YORK

EMPIRE REPAIR & ELECTRIC
WELDING COMPANY

Electric Welding and Boiler Repairs

Shop, Foot of 35tk Straot
Brooklyn. N. Y.
T«l. a«4« Ssutk BrMklya

New York Office

44 Whiteball Street
■•wlleg ••«•■ StaO N. V.

RUDDER nitc goran no mune onkakisoe negaimasu VJVJVl Lv^

42

RUDDER

D ecember

PALMER. MOTORS

Two Boi Foot Cycle
2, 3, 4 an^ 6 Cjluders

COS COB,
CONN.

Navy Gears

TREAT 'EM ROUGH

No Locked
Gear Teeth
In forward
Drive

NAVY GEAR MFG. CORPORATION

Ert. 1916 PORT CHESTER, NEW YORK Inc. 1919

The two cycle engine is simpler than the four as there
are no mechanically operated valves, and the fact that
it gives an explosion every revolution is a big advantage.
On the other hand the four cycle machine has greater
flexibility, and is more economical of fuel. The four
cycle generally ^ives less trouble with starting. The
choice of the two types depends largely upon the size
and type of boat, but taking it all around the four cycle
is the most dependable and is to be preferred.

F. A., Bridgeburg, Ont,

Advocates Two Cycle Engines for Heavy Duty Work
$5.00 Prize Winner
The prime difference between the two and four cycle
type of internal combustion engine is in the number of
working strokes per revolution. The two cycle engine has
a working stroke for each piston only every other revo-
lution. This may best be made clear by enumerating the
events in one complete cycle of each type.

Two Cycle Type

Piston at top center. '

Explosion occurs in explosion chamber.

Piston on down stroke or working stroke.

Piston overruns ports cut in cylinder walls, through which
burnt gases are exhausted at same time explosive
mixture in crank case is displaced by piston and forced
through inlet valve into top of cylinder.

Piston on up stroke, explosive mixture is compressed
in top of cylinder, next charge is sucked into crank
case, by reduction in pressure until cylinder reaches top
center when cycle is repeated.

Four Cycle Type
Piston at top center, inlet valve and exhaust valve closed.
Explosion occurs in explosion chamber.
Piston on down stroke or working stroke.
Piston on up stroke, inlet valve closed, exhaust valve
open. Burnt gases forced out through exhaust valve.
Piston on down stroke, inlet valve open, exhaust valve

closed, explosive mixture is sucked in.
Piston on up stroke, inlet and exhaust valves closed, ex-
plosive mixture is compressed in top of cylinder.
Piston at top center and cycle is repeated.
The two cycle principle is best adapted to engines of
the large, horse-power, slow speed type for they may be
designed to supply the cylinder, while the exhaust ports
are open, with air at a moderate pressure which washes
out the burnt gases of the preceding stroke, thus appreci-
ably increasing efficiency. The increase in weight pro-
hibits this refinement on small two cycle engines.

Gasoline engines of the smaller high speed types are
considerably more efficient when built on the four cycle
principle.

The relative advantages of each type may be stated
as follows:

Two Cycle — Advantages
Less weight per horse-power developed.
Less space required for same horse-power.
No valves and valve gear to get out of order.
Reduced consumption of lubricating oil, since there arc
less working parts.

Four Cycle — Advantages
Lower fuel consumption per horse-power, or, in other

words, greater efficiency.
Reduced risk of heat failure since parts are exposed ta

hot gases for lesser relative portion of cycle.
Lesser maximum pressure in cylinder.
Crank case need not be air tight, and may be made as
large as desired to insure adequate lubrication of main
bearings.
Ability to carry greater overloads since more fuel may
be burned without excessive heat stresses.
DeW. C. 'R^ridgeport, Jtonn,

Var god abcropa THE RUDDER nar annonsorcma tillskrifiraB'^^d by V3 ^

MISSOURI OIL ENGINES

Built for the man next door or the man 10,000 miles away. They are
bfiilt right and their freedom from repairs or replacement recommend
them for the hardest service. Ouaranteed to run on less than a gallon
of Kerosene, Solar Oil, or fuel oil per H.P. per 10-hour day. Easy to start
and to operate. No Batteries, V^ires, Switches, Spark Plug or Magnetos.

Send for catalogue which tells the experience of many users in
Foreign Lands as well as men at home. Sises 7 to 30 HP.

The saving in fuel will pay for their cost in the first year's run.

I.
2.
3.

4.

5.

I.
2.
3.
4.

5.

6.

7.

HYDE

TURBINE TYPE

Propellers

EPnCIENCY-

RELIABILITY

Catalog and Price*
Free f/pon Request

HYDE WINDLASS CO.
Bath. Maine, U. S. A.

I.
2.
3.
4.

3.
4.

5.

December

THEtAt

43

ztfSSaVTBtPa

A Boatswain's Chair

Wire Rigging and Rope Work

(Continued from Page 88)

If the gantline has been rigged with a single block with
becket at the mast head and a single block with sister
hooks or shackle at the lower end, the hoisting will be
much easier. The chair tackle should be made fast at
the foot of the mast to a strong cleat. All the tools to
be used aloft should be equipped with lanyards of suffi-
cient scope to enable them to be used with ease and still
keep them from falling to the deck if dropped. A cotton
line should run from a comer of .the seat to the deck so
that additional tools can be drawn up if needed. The
importance of the proper securing of the hoisting tackle
must be born in mind. A good plan is to hoist the chair
to about the lowest point on the mast that the rigger is
to reach, and then make fast at deck. If he wishes to
go higher he can hoist himself and make the slack of
the line fast at the chair. If his own fastening slips,
he will not fall more than a foot or so before the lower
cleat will take up the slack line.

To Those Who Build from Rudder Plans

(Continued from Page 84)

are competent to prepare their own designs. Yacht de-
signing is a profession and it is just as dangerous to
change the plans of a naval architect as it is to change the
prescription given you by a doctor. Either change may
result in a fatality.

We recently received a letter from a reader who built
from the design of a hydroplane of the i6-foot class,
published in the July issue. There is no type of craft
on earth that has to be designed as carefully as a hydro-
plane. Shifting a weight two or three inches has been
known to cut their speed down 50% and sometimes re-
sult in the boat turning over. Witness therefor what
this reader did without consulting us. He cut the length
of the boat down from 16 to 15 feet. He shifted the step
back 5 inches and made it concave in section instead of
flat. A V-bottom was added forward and the engine
moved aft several feet. The steersman's position was
also shifted aft and the shaft back-geared with a roller
chain in preference to being directly connected. In place
of the one rudder forward he placed two rudders at the

SMIDS

MARINE
PLUMBING

Fixtures and Specialties

Quality First

PLATE F-107O

"Frljco'* Pump fJlcMee, vitro-

a^nmani ovat hopper bowl; ^in,

supp])' nnd waste ptimp; mctat parts

rouuh, N. P. Handle;

Oak woodwork > . 185.00

" FriAco'*

closif I

atwa>'s

sent with

pttmp at

riuht

hand

fjicine

unkfifi

DiherwJRc

f^prciJVed.

PLATE F-I070 (Patented)

PLATE P-1653
N«w Pftcicm ImproYed All Srsiu Gflllcy
Pump. 2 in c ylinrlc r fiittd with *liut-otT coek .
J^eversihle handle ind rosewood srip*

Pump polished bras* . . *18»00
Pump nickel plase-i all over 1^*50

8
4

LI.

22.24 Vesev Street

iC0prrimtn^}_

New York. N. Y

Steering Gears

and MARINE FITTINGS for

POWER and SAIL YACHTS

Edson Manufacturing Co.

Established 18S0

272 Atlantic Ave., Boston, MaM.

J

THE PAINT you have used so lone, always reliable when properly applied
|o years the leader.

Tarr & Wonson's Copper Paint,

for wooden Vessels' bottoms, prevents boring ol
worms, and all marine growth.

Porsale everywhere.

8 Highest Medals.
Gold, Silver & Bronze.

RacingCoinpound/*'K?^S2S»i^;

Priminc coat A. LaCZOnCy HniaMng

for bottoms of IRON and STEEL Vessels of every
description, to prevent corrosion and all Marine growth.
THE GREAT SPEED INCREASER,

THEY EXCEL OI, EVERY POINT

Mamiffactiircdofily by TARR A WONSON, Umite<

Beware of Imitations. GLOUCESTER. MasSM U. S. A.

Please mention THE RUDDER when writing to advertitert

Digitized by

^uogle

44

RUDDER

December

COUSENS & PRATT

SAILMAKERS

274 SUMMER STREET BOSTON, MASS.

Ge De Coninck & Co.

Largest Yacht Yard In France

Maiaont Laffitte

TOIIPIDO AUTO-OANOT

Lencth n ft., breadth 4 ft. 8 in., drauelit jo in. Motor ij-H.P. Speed is
■ilei. The belt boat built for the money; safe, apeedy, ailent, com-
fortable. Price. $1,480.

We ftlM kalld SalUsf and Steaa Yacktt. W«ffklaff bMtt of all kladi. 9tMl aad
iw—deak«nt. Motor bott a tpecUity; alio wltk aerial pfopellet. Writo lot c«t>l#t. ^

Yacht and Launch Fittings

Boat Buflden* Took and Eqiiipment. Everythiiifl needed (or Fillinfl Out,

BuildinK, Repairing and Refinishing. We
and a CompleteXiae of Marine Hardware.

itock Paints. Varnidiet
Let tt* quote you on your next order.

BOSTON MARUIE HARDWARE CO., 259 Atlantic Ayt., Botton, Maia.

"CHAMPION" the Pioneer for

BOAT ^^^H LIGHTING

'(heimpioii'

'6-150'

,-^\ ^

outfit
Tbey

It is riDw fifteen years Jince the firae "CHAMPION'

was installed on a boat, Improved steadily cTcr lincc

arc complete to the lilt icrew.

Let ui ihow f(m bow one would fluit in tout boat. Fle«i4

metitiOD size mad cabin arratiecmetit.

If y«u iMTMit ipgd^_cjronl»tlyf| on your

Automobile, Launch
or Motor Boat* use a

LOBEE PUMP

Lob«e Puiivp & Machin«ry Co.
17-21 FftriaK Str<i«u BuHaIo. K. Y

Stern. When the type of boat is considered it will be
found that every change he made was exactly the wrong
thing. The shifting of the weights aft will have a ten-
dency to make the boat squat instead of lifting. The con-
caved step will probably result in the boat's turning over
on her first trial, while two rudders at the stern will make
steering dyficult. The back-gearing of the shaft will have
little effect except that it increases in this particular case
the revolutions of the propeller to a point where wheel
efficiency will be low. In other words a great amount of
time, labor and material has been thrown away because
a man was either too proud or too wise to consult the
designer who had spent many hours making the necessary
calculations for balance and constantly changing the de-
sign until it was brought to the point where it was pub-
lished.

To Race with British Yachtsmen

The Seawanhaka Corinthian Y. C. and the Royal
London Y. C. have agreed on details for interna-
tional yacht racing, which it is hoped will help to cement
the friendship between the yachtsmen of the two coun-
tries and give the sport a substantial boom. The members
of the Seawanhaka Corinthiati Y. C. who have worked
to bring about this arrangement are Commodore Ralph
Ellis, Vice-Commodore J. S. Morgan; Rear-Commodore
C. Sherman Hoyt, W. A. Stewart and Paul Hammond.
The Royal London Y. C. was represented by Sir Ralph
Gore and Algernon Maudsley in the negotiations.

Next summer possibly four yachts built in this country
to fit the British 6-metre class are to race against a
similar number of British built yachts. These races, five
in the series, are to be sailed on the Solent during the
first week in August. • The British are to build to either
Class R or Class S and visit this country in 1922, to race
against yachts built to the American rule.

Seawanhaka Challenge Cup

The Manchester Y. C. through Commodore Charles
K. Cummings is anxious to arrange a match for the
Seawanhaka Challenge Cup which it holds. The deed of
trust has been modified so that yachts of Class R are
eligible to challenge. Commodore Cummings says:

"The Manchester Y. C. of Manchester, Massachusetts, U.
S. A., the present holder of the Seawanhaka International Chal-
lenge Cup, announces that it is prepared to receive from organ-
ized yacht clubs of nations foreign to the U. S. A., challenges
for this cup for a match to be sailed during the yachting season
of 1921. Pursuant to the terms of the Declaration of Trust
made in 1895 by the donors of the cup, the Manchester Y. C.
now specifies the type of yacht with which it is prepared to
defend the cup, as Class R, 20-rating, as defined by the American
Universal Rule."

HOWE'S WHART

Undaunted to Have Power

r Undaunted, Commodore Francis R. Mayer's flagship
is probably the largest sailing yacht afloat. She is 150
feet on the water line and 198 feet 7 inches overall. She
was built from designs by Theodore D. Wells for Com-
modore Robert E. Tod and while provision was made
to make the yacht an auxiliary no engine has yet been
installed. Commodore Mayer will have the yacht changed
this winter and have sufficient power to work the yacht
in and out of harbors and in calms but he will use the
sails as much as possible as he is old-fashioned enough
to love the old means of propulsion^^^ |

En repondant aux annonces vettillez mentioner THE RUDDEfe^d by V^rrOOV IV^

WILSON & SILSBV, Inc.

Yacht Sails

BOSTON. MASSACHUSETTS

December

RUDDEP

45

WE WILL EXHIBIT

At the Boat Show
December 10 to 18

A complete line of
J. H. CURTISS CO.
MARINE
PL UMBING
FIXTURES

He. 1404

0UBTIS8 ZMPBOVBD MOTOB BOAT
OLOSET— Dinentioiii 18x18 in. Height 11
in. to top of bowl. For above or below water-
line. When initalled abore w. 1. it merelj re-
quirea a aea-valTe on anetion pipe. The inlet
and outlet eonplinfa are equipped with lead
pipe eineh nniona. making it poaaible for any-
one to inatall. Eipeeially adapted for small
boat vie, where ipaee ia limited.

Tig. 8008
OXTBTISS CAPSTAN — ^Thia capstan is
intended for boata between 50 and 86
ft., as It is made for %-in. B. B. B.
chain onlj. It may be uaed for either
rope or chain, or boUi at same time.

Weight. 106 lbs. Dimensions, height
15 In., diameter of head 10 H in.,
diameter of bast 12^ in.

Made in polished brass or galvanized iron.
At the Show we will exhibit our latest
model equipped with a Ratchet Handle in
place of crank handle shown in cut.

The finest Yacht Windlass msde.

SEND FOR CIRCULAR AND PRICE LIST

Fig. 1414
4-INOH CYLINDBBr— Size. 22x24 in. This
fixture waa designed for use in apecial
toilet rooma. where an ornamental as wall aa
a practical fixture ia wanted. No expenae
haa been apared in the deaign and eomatroe-
tion. making it one of the fineat yadit water
eloaeta built.

THE J. H. CURTISS CO. Inc., 2 South St., New York

Beach Combings

MAUD MULLER
With Apologies

Maud Muller, on a summer's day

Rowed her skiff upon the bay.
The judge came by in a runabout,

The waves he threw rolled Maudie out.
She cried aloud and swam like sin,

But the judge continued to grin and grin.
Maud swam ashore and got her boat,

Then hung around the yacht club float.

The judge came back when the day was done,

Pleased with the afternoon's glorious run.
His craft had gone; he said with a smile;

Smoothly and swiftly mile after mile.
The engine had run without a miss,

The trip in fact; had been true bliss.
Then his eye caught Maud, his face grew sad ;

He started to run with what strength he had.

Gar Wood received so many A. P. B. A. certificates
at the annual meeting at the Waldorf-Astoria that he
reminded us of the dear old principal of our graduation
day exercises with the sheaf of diplomas under his arm.
Even then Gar wasn't satisfied, for after a whispered
conversation with C. F. Chapman it was announced that
there was still another script to come. Another proof
that "them that has, gits."

Maud caught the judge by his frock coat-tails
And raked his face with her finger-nails.

She made him plead for relief from pain; —
Then started in to rake again.

The judge cried out in voice of woe

That he'd give her his boat if she'd let him go.

Now Maud was young but not so green ; ^

^ She took the boat and some gasoline.

Maud Muller on a summer's day.

Races the boat upon the bay.
If you chance to be in a humble craft;

Maud will scoot by with fiendish laugh.
No matter the weather, nor state of the tide.

Her craft speeds by with throttle wrde.
She gives not a thought to you or to me ;

She now owns the rivers, the lakes and the sea.

The New York Athletic Club delegates sat in one
corner of the East Room and made considerable noise.
Harry Jackson and Tom Farmer were thq spell-binders
for the organization. The new ruling providing a check
on the owners declaration of revolutions in case the
local committee so desires was evidently satisfactory to
the Huckleberry Island crowd. Honesty is evidently the
long suit of the Winged Foot sailors.

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RUDDER

D ecember

BRIGGS & BECKMAN

Yacht
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Tom Farmer reports that he has flush-decked Turtle.
That will help a lot. The writer was steersman for Tom
in the Cruiser Championship Race and stood on two life
preservers in order to see the bow. After the first hour
those jackets got tired of being trod upon and did their
best to slide out from under the load. There is one thing
we can say about Tom, however. Clad in his birthday
suit he cooked the best breakfast we have ever eaten.

Professor George Crouch dropped his duties as dean
of Webb Academy long enough to come down to the
meeting. He wanted to see that nothing went through
that would hurt the chances of Rainbow's winning the
next two Fisher Trophy races. Harry Greening, Rain-
bow's owner was also there. George spoke at some
length regarding the overall measurement rule, but after
he was through the able secretary of the race commission
took the speech to mean exactly the opposite to what had
been intended. George's good humor saved the situation.

♦ ♦ «

There is a movement on foot to assemble the crowd
who are to go south for the Miami races, in New York,
and hire a special, train. When Rosie returned from tiie
last races he reported that $4.00 would purchase mucli
liquid refreshment in the land of the cocoanut. As a
result everybody in the trade is having his summer clothes
stored on the top of the trunk. The special train is to
consist of two Pullmans and four tank cars.

♦ ♦ ♦

Ralph Sidway of Buffalo is a double dyed, brass
bound and ermine lined good sport with a heart as big
as a Smithfield ham, but we have a strong hunch that
the next Arab will have to stay afloat long enough for
Ralph to get one ride. If he doesn't, the Wall Street
explosion will be mild to what will happen along the
banks of the Niagara.

♦ ♦ ♦

After the meeting there was a rather hectic dinner.
Rosie, the cameraman, who told us about it was rather
hazy as to whether it was held at the Biltmore or the
Commodore. He was positive however that it was not
given at the Automat.

♦ * *

Arthur Utz is now treasurer of the A. P. B. A., an
office which will allow him plenty of spare time to devote
to his easy job selling Hall-Scotts. As a speaker. Art is
one of the best engine salesmen we have ever heard.

Southern Yachting Association Formed

Representatives of several of the yachting organiza-
tions of the five states bordering on the Gulf of
Mexico, got together in New Orleans in October and
formed the Southern Yacht Association, in which it is
planned to include all the nine yacht and power-boat
clubs along this coast, with their combined membership
of rather more than 6,000, and their combined fleet of
something like 1,000 power-boats and half that number
of sailing craft.

Commodore Percy S. Benedict, Southern Yacht Club ;
Commodore J. H. Cross, Pensacola Yacht Club; and
Commodore E. B. Overton, Eastern Shore Yacht Qub,
of Mobile, were the prime movers in the plan, which
was first suggested by W. H. Parham, secretary of the
Southern Yacht Club, at a dinner at the clubhouse at
West End, New .Orleans, on Septem^ 18. The idea

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THE««»

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47

looked so good to these commodores and to a number
of members of their respective clubs that Commodore
Benedict was immediately named chairman of a com-
mittee on organization of the association. He named
as his associates on this committee, Commodores Cross
and Overton, Vice-Commodore Harry T. Howard, S. Y.
C. ; G. H. Chapman, chairman of the regatta committee,
S. Y. C. ; Rathbone DeBuys, chairman of the Fish-class
open sloops committee, S. Y. C. and W. H. Parham.

This committee met October ii, and drew up a rough
draft of plans of organization, constitution and by-laws,
which was presented, October i6 and 17, to a conference
in New Orleans of representatives of the Southern, Pen-
sacola, Pascagoula, Eastern Shore, Biloxi, Tampa, St.
Petersburg and Savannah Yacht Qubs, and the Houston
Motor Boat Qub. After this meeting, it was planned to
choose a president of the association from nominations
made by representatives of all clubs. Then each club is
to elect a vice-president, and this president and the vice-
presidents will constitute the board of directors of the
organization.

The association is to have control and supervision of
all inter-club regattas, long-distance races, cruises, and
similar events, and undoubtedly will do a great deal to
systematize and stabilize sail and power-boat racing
throughout the South. The association will formulate its
own rules, issue its own rule-books, and handle its
events in the same manner that the American and British
associations do theirs. It is estimated that approximately
200 power-boats were added to the fleets of gulf coast

yacht clubs last year, and more are being built this win-
ter than ever before, so that power-boat racinc^ on tne
rim of the gulf next season, in all probability, will pro-
duce more boats and better events than any previous year
has seen.

The old Southern Gulf Coast Yachting Association,
which went out of business some 15 or 16 years ago,
was the last effort to systematize and unite the work of
these various clubs, and the increased number of power-
boats makes the new organization greatly needed. Plans
already are under way for another long distance race,
in addition to the 200-mile Southern Marine Marathon,
which is run annually, July 3 and 4, between New Or-
leans and Pensacola, and the Mid-Winter Regatta of
the Southern Yacht Qub, to be held at Mardi Gras
Carnival, in February, 192 1, probably will be the first
event over which the new Southern Yachting Associa-
tion will exercise control.

SEA NEWS AT CEDARHURST
The Cedarhurst Y. C, one of the most active organizations
on the south side of Long Island, and which is closely affiliated
with the Rockaway Hunting Club, has gotten up a class of
14-foot catboats. fifteen of which will be built during the winter,
and which will be raced actively during the coming season.

Those who have placed an order for these boats are as fol-
lows: A E. M»)rris, A. N. Peck, L. B. Elliman, Lindsley Tap-
pin, Allan Wardwell, J. S. Dunstan, J. L. Lovering, T. R. Will-
iams, E. I. Low, E. E. Whatman, J. Y. G. Walker. Levin R.
Marshall, Warren Thorpe, C. S. Sargent. Jr.. Daniel H. Cox.

These catboats are of the well-known Sea Mew type, of
which a number have already been built, and are from Rudder
designs. The builder is Isaac E. Smith of Port Wash

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MY HOLIDAYS IN INLAND WATERS

P. Bonthron, a member of the British Motor Boat Club,
has explored the British canals, covering more than 2,000 miles,
in a power boat. As a guide to other$ who may wish to explore
the waterways of England and Scotland, he has published a
very detailed account of his trips. Of course, this book is of
much interest to British power boatmen, because the scenes are
laid in their, own country, and also to hundreds of power
boatmen all over the world. The book is full of most at-
tractive pictures of the many scenes Mr. Bonthron witnessed,
and it is an admirable guide for those who contemplate visiting
England next summer and making similar trips. It is also a
good book for any power-boat enthusiast to read, because it
tells of the author's experiences in handling his boat, and gives
lots of new wrinkles in handling and equipment. It can be pur-
chased through The Ruddder, price $3.00.

CRUISING ASSOCIATION HANDBOOK

The Cruising Association, a British organization, has issued
its handbook for 1920. It is the most complete book of its kind
published, and fills 478 pages, bound in leather. H. J. Hanson is
the editor, and in a preface he tells of the trouble he had in
compiling the information the book contains, because there had
been no issue since the war started. The handbook contains the
constitution and by-laws of the Cruising Association, and then
gives sailing directions into all the harbors around the British
coasts. Small charts are printed marking the channels very
clearly, and the instructions call attention to the approaches and
anchorages. It also gives the rise and fall of the tide and the
tide constants for figuring high and low water. Another most
interesting and necessary piece of information to those visiting
these many harbors gives the facilities on shore where fuel and
supplies can be obtained, and repairs made when necessary.
What a boon such a book would be on this side of the Atlantic I

THE FLYING BO'SUN
Arthur Mason has written a narrative of his own personal
experiences in a voyage to the Southern Seas, which has beea
published in book form, and called The Flying Bo'sun, A Mys-
tery of the Sea. Sailors are mostly superstitious, and this story
tells of a flying bo'sun, a tropical bird, which settled in the rig-
ging of the schooner Wampa. This is regarded as a bad omen,,
and foreshadows the death of the captain. Wampa visited many
of the South Sea Islands, and the experiences of the sailors
are related in an entertaining way by the author. This book
may be obtained through the RUDDER PUBLISHING COM-
PANY, price $1.75.

* * a

RECORDS OF THE ARROW CLASS

The Indian Harbor Y. C. Arrow Class has furnished some
good sport since it was built in 1916, and this year six yachts of
this fleet have taken part in 29 races. Nearly all of these races
were sailed over the club course, from a line off the clubhouse
to and around Captain's Island. Seven of the races were sailed
in the regattas of different Sound clubs.

Snapper, owned by F. S. Page, made the best record. This
sloop captured the June, July and September series and the
season championship. The August series was won by Jack
o' Lantern, owned by L. H. Dyer.

These boats were built from designs by John G. Alden, by
the Narragansett Bay Yacht Yard, at Riverton, R. I. Their
p^eneral dimensions are 31 feet 10 inches over all, 21 feet 10.
mches on the water line, 8 feet 2 inches breadth, and 5 feet 2
inches draught. The records are as follows:

June Series — Snapper, 94.44 per cent; Jack o' Lantern, 72.22*
per cent ; Hawk, 56.66 per cent ; Windward II, 52.77 per cent

July Series— Snapper, 73.96 per cent; Windward II, 7L44 per
cent; Jack o' Lantern, 7021 per cent; Hawk, 62.50 per cent.

August Series — ^Jack o' Lantern, 86.11 per cent; Hawk, 69.44
per cent; Snapper, 68.75 per cent; Windward II, 5625 per cent;
Rani, 47.62 per cent; Bubble, did not qualify.

September Series — Snapper, 69.05 per cent; Windward II,
64.29 per cent; Bubble, 54.76 per cent; Hawk, 36.11 per cent;
Jack o' Lantern and Rani did not qualify.

Season's Championship, 1920 — Snapper, F. S. Page, 75.60 per
cent; Jack o' Lantern, L. H. Dyer, 75.36 per cent; Windward 11^
R. A. Monks, 61.18 per cent; Hawk, R. E. Slaven, 56.18 per
cent; Bubble and Rani did not qualify

Koukokusha ni otegami onsashidashi no saiwa doze RUDDER nite goran no mune onkakisoe negaimasu

isu 1

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December.

THEfl»»

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49

CASSONIA II

Among the most striking and attractive of the large power
yachts in Chicago waters is Cassonia II, the handsome 60-footer
here illustrated, which is owned by Mr. F. P. Choate of that
city.

Cassonia II is a big, heavy boat, drawing 4 feet 8 inches of
water, and has 12 feet 6 inches beam. She is finely finished
and richly appointed, and is in service practically all of the time
during the open season. Weather makes little difference to her
owner.

Her power plant consists of two Model F 28-36-hp. Red
Wing Thorobred marine engines, equipped with a 12-volt, 2-unit
electric starter. These engines are of the detachable-head type.
Her speed is 12 miles an hour, and she easily makes 10 and 11
miles on long cruises. Mr. Qioate, her owner, is enthusiastic
over her power plant. "I have never had a moment's trouble
with her engines," he says, "and they are absolutely first class
in every way."

The installation of Thorobreds in this big boat is very inter-
esting, and shows the Thorobred to be an engine of many uses.
It is used in speed work, in fast runabouts, work boats and all
manner of craft, and it develops that the Thorobred is equally
"on the job" when it comes to pleasing the owner of a big
power yacht.

"BILLY" GIBBS

W. E. Gibbs of the Frisbie Motor Co., better known to his
friends as "Billy," "went and done it." Billy is married now.
However, before he took the final step, Wilbur Young sent out
a hurried call, and his friends assembled in Middletown on
November 9, to give Billy a dinner and a real sen doff. They
came from New York, Boston, Hartford, and other near-by
towns, as well as from the Home town, to make it interesting.
Sage advice was given from all sides, and Billy, as usual, was
equal to the occasion. There was one incident that made him
fumble. During the dinner a telephone message was received
asking him to come down to the factory for a few minutes.
When he arrived he found the whole office and factory force
assembled, with a brass band, to celebrate the occasion. It was
so entirely unexpected, he found it hard to find words to express
his appreciation of the whole-souled reception by the men.

When last seen he was being madly driven toward Boston in
a car by Walter Moreton.

SELF-SUSTAINING SURF BOARDS

The Toppan Boat Mfg. Co. of Medford, Mass., have added
a line of surf boards of unusual merit. After several years'
experimenting, they are now placing on the market a self-sus-
taining surf board which sells complete for $25.

It is an oblong boxlike affair, that is water-tight, carefully
balanced, and will sustain 150 pounds dead weight in a stationary
position.

It is so carefully balanced it will plane with a full-grown
person behind a boat driven by an outboard motor, and will
keep upright through a heavy surf when towed behind a speed
boat. The canvas covering gives a very secur^; foothold, and
children may use it with safety. In fact, every Toppan Self-
Sustaining Surf Board is a life preserver in itself.

AQUATITE

It particularly recommended where qaick drying qualities are a first consideration.
Dries dust free in three to five hours. Will not turn white under water.

VARNISH MAKBRS FOR 93 YEARS

EDWARD SMITH & CO.

Wosi Ave, tlh « 7th SU., Long lalaad City, N. Y. P.O. ■•> 1 77«, N. V. Olty
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SEAMANSHIP

by Eugene Doane

THE RUDDER PUBLISHING COMPANY

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simply written that a norice will understand. Full
of illustrations.

PRICE $1.25

9 MURRAY STREET. NEW YORK

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MARINE PLUMBING SUPPLIES
GASOLENE TANKS and OTHER SPECIALTIES

WILLIAM H. GOBLET

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Till You Have Seen the Exhibit at Grand Central Palace of the

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RUN INDEFINITELY
In the November issue we stated the Kahlenberg would run
at low speeds without a load for 5 hours at a time. This, how-
ever, does not mean that 5 hours is their limit, as they will run
indefinitely with no load, or run slow without putting the torches
or electrical plugs in commission. This is one of the features
of Kahlenberg heavy oil engines, and is one of the big talking
points among users on the Pacific Coast.
♦ ♦ *

NAVY GEARS
The illustration shows the shop of the Navy Gear at Port
Chester, N. Y. In this factory all the latest modern machinery
has been installed, and they are in a position to guarantee deliv-
eries. The Navy Gear is the latest product of Joe Petrclli,
and in it he has incorporated his latest ideas in gear coi^struc-

tion. In the forward drive there are no locked teeth, and no
matter how hard it may be abused the forward drive is assured
at all times.

The gear is very carefully finished to the smallest detail, and
is built to stand up to the hardest service that can be given a
reverse gear.

With Joe's long experience in gear construction, and the splen-
did organization behind the Navy Gear, there is no reason why
it should not be a leading make in the marine engine field.
♦ * ♦

Rochester, N. Y. This craft only arrived at her destination the
latter part of October, after a record run from Sturgeon Bay,
and her new owner speaks very highly of her performance.

The Lawley cruiser. Zephyr, was sold for Mr. H. H. Behse
of Saginaw, Mich., to Mr. Conrad Stein of Stamford, Conn.
Zephyr left Saginaw on October 27, and arrived in Stamford
Harbor November 11, encountering northwest winds almost all
the way; but she behaved wonderfully, and the dependability of
her Murray & Tregurtha motor is really a tribute to the builders,
to say the least of Lawley construction. Zephyr is, without
doubt, the finest seaboat of her inches afloat

60-foot power yacht, Onrust, was sold for Mr. Wm. S. Hilles
of Wilmington, Del., to Mr. J. T. Patterson, Jr., of Milford,
Conn.

Sloop, Quissiana, was sold to Mr. F. E. Friedrichs of the
Harlem Y. C, New York.

43-foot gasoline launch, Myeerah, was sold for Mr. Arnold
Fox to Mr. L. P. Bradley of this city.

Auxiliary Ketch, Kishima, sold for Mr. H. M. Curtis to a
Boston yachtsman, and recently resold to Mr. H. T. Pulsifer
of this city.

60- foot gasoline cruiser, Francclia, was sold for Mr. A. O.
Barnard to Mr. D. K. McColl of Bennettsvillc, S. C.

Sound schooner, Alys II, was sold for Mr. Morton H. Smith
of this city to Dr. A. F. Jennings of Detroit, Mich., who made
a very successful run through the Lakes to his city, and reports
the craft has given excellent satisfaction.

Sloop, Bobcat, was sold for Ellcry L. Wood of Hartsville,
Mass., to a local yachtsman.

Power yacht, Alliancia, was chartered for Maj. Frederick
Pope to a local yachtsman.

50- foot power yacht, Barbara II, of Bermuda racing fame,
was sold for Mr. C. L. Marsilliot of Memphis, Tenn., to Mr.
L. D. Sheppard of this city.

Auxiliary yawl. Elf, was sold for Mr. C. L. Parmele of this
city to a member of the Harlem Y. C, City Island.

Express cruiser, Sidclare, was sold for Mr. Sidney H. March
of Great Neck, L. I., to Com. Henry M. Susswein of the Long
Beach Y. C, Long Beach^ L. I.

♦ ♦ ♦
MR. J.. LINTON RIGG
Announces that he has formed a partnership with Mr. Samuel
Wetherill, under the firm name of Rigg & Wethcrill.

The new firm will succeed the Linton Rigg Yacht Agency,
and will specialize in yacht and ship brokerage, marine insurance
and surveying.

New offices will be established on November 15. 1920. at the
Bellevue Court Building, 1418 Walnut Street, Philadelphia. Pa.

YACHT SALES AND CHARTERS

Simon Fisch, who has recently removed his office to 185 Madi-
son Avenue, New York City, reports a rather active market for
all types of craft, judging from the following recent transfers
effected through his office: -

The 40-foot W. L. auxiliary yawl, Tipperary, sold for Mr.
E. N. Murphy of Green Bay, Wis., to Mr. Walter L. Todd of

Please mention THE RUDDER when writing to advertis&i^'^'^^^ ^^

AWNINGS AND TENTS

CONSTRUCTION AND DESIGNS
by Ernest Chandler

Orer 300 pages coTering every feature of their conttructioB, 4etlcn ta4 4euil

PRICE $5.00

THE RUDDER PUBLISHING CO.. 9 Murray St., New York

Gou^k

December

■niE«*»
RUDDER

51

Bn repondmnt aux annonces veuillez mentioner THE RUDDER

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March, 1921

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William H. Griffin '^r!^"'* Yacht Sailmakcr

^ , ^ f Montreil, Main 3352

Telephones \ ^cw York, Bowling Green 6077

^ ., jNtvtItrt, Montreal
Cables IsnrTeyori, Kcw York'

N.E. McClelland &co.,Ltd.

NAVAL ARCHITECTS

Montreal
286 ST. JAMES STREET

YACHT BROKERS

New York
2 STONE STREET

1/ —

1 7

M\ JOHN G. ALDEN

^|s^V^ Yacht Broker and
/lWv\ "•^ Architect

/ i V^^^^ ^^® ^**** Str#et
If/ 'iffl_Jvr^^^ Boston, Mam.

Phone Benionhurit 5091

A. H, BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT
Plana, Speclficadona and EaUmates Furnished

2280 Cropsey Ave.

For All Tfpea of Veasels

Afillated

HOWARD B. WHBBLBR.

Ship Bnllder

Brooklyn, N. Y.

THOMAS O. BOWI8, M.I.

NAVAL ARCHITBCT AND BNGINBBR YACHT AND VBSSBL BROKBR

Oflces. Lafayette Balldlnc Chestnvt and Fifth Streets

Bell Phone PMILAD-

PNILADRLPNIA. PA.

Cable

PRIOIRIO S« NOOK

NAVAL ARCHITECT AND YACHT BUILDER

l,O.PIlMM BAST ORBKIIWION, R. I.

WILLIAM GARDNER & CO.
NtTd Aiehitects, Engineers, Yacht & Vessel Broken

Vaciifs, Launches and Vessels of Alt Kindi
No. 1 BROADWAY, NEW YORK

Telephone 8638 Bowllns Green

J. MURRAY WATTS CableAdd-Morwat-

Naval Architect and Cncineer Yacht and VesMi Broker

136 South Fourth Street Philadelphia, Pa.

FREDERICK K. LORD

NAVAL ARCHITECT
Designer of Sail and Motor Boats

Tel. 4859 Rector 120 BROADWAY, NEW YORK

TA« **HaII Mark'* 9/ Naval jlrehUtetur* ami Marine Engimeerlmg

SEABURY & deZAFRA, Inc.

NAVAL ARCHITECTS A ENGINEERS
VESSEL BROKERAGE INSURANCE

y>?fl "Built f SEjIBURT Dtsign mni 9f*tifitmti9nt'' adit
^^^*=S5=^J^ M f th« VALUE (n9t th9 t9tt) •/ jwiir B9at.

%*??rlv¥ 150 NASSAU ST. NEW YORK

^^-"^*^ Phone: Beckman 2804 Cable: *'Seaxa." N. Y.

COX &, STEVENS

Naval Architects^ Engineers, Yacht Brokers

15 WILLIAM STREET, NEW YORK

Tele^MMsi 1S7a-1S7a Braatf **

Complete particulars, plans and photoeraphs pronptly snbmitted on receipt of in.
qairy. State your requirements. Lar^e list of yachts of all types for sale or charte

Desiffning and Baildint
of all Types of Power
Boats a Specialty

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn.- CO.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

^

^

CHESTER A. NEDWIDEK

NAVAL ARCHITECT

J^J' Maetieon Avenue.
J^ea ybrle Ciitf

BOATS OF THE BETTER CLASS—

Why not make this a family Christmas? Give them
a Combination Camp Boat, to be delivered when camp
opens next Spring. Let us tell you more about it.
SKANEATELES BOAT AND CANOE CO.
Skaneateles, N. Y. ^

Builders of the Finest Row Boats in the World.

Walter E. Pommer, Ktect

Specialty— Wood and Steel
Commercial Vessels

324 BRUMDBR BUILDIN(
MILWAUKEE, WIS.

Googl(

Si prega far menzione del RUDDER qoando scrivete

54

D ecember

KITCHEN'S REVERSING RUDDERS

^Pfll«n4«tf Ifi lh« Un<1*ri »1a1«* litii Afaraad?

No reverse gears, reversing propellers, or reversing of the engine,
perfect speed controj by rudders only, consequently —

Lower first cost with greater efficiency* Increased ahead speed.

Saving in space and labor. One-man control of direction and

speed. Greater manoeuvring power. Ahead speed instantly checked.

For further particulars apply t9

THE McNAB COMPANY of BRIDGEPORT, CONN.. V. S. A
KITCHEN'S REVERSING RUDDER CO,, Ltd,,

or

71 1« R^U LiY*T Duildms
UVERPOOL

AMERICAN POWER BOAT ASSOCIATION'S ANNUAL
MEETING

The eighteenth annual meeting of the A. P. B. A. was held
in the East Room of the Waldorf-Astoria on the afternoon of
October 28th. The business transacted was the slight changing
pf some of the racing rules, the acceptance of a trophy given
by the Scripps Motor Co. for 350 cubic inch cylinder capacity
cruisers, and the election of officers. The roster now contains
the names of 130 clubs. Last year there were 41 sanctioned
events, and at least 1,000 races run under the rules of the
association.

The election of officers brought the meeting to a close, and
the following men accepted the control of power boating for
the coming season: President, Albert L. Judson; secretary,
Geo. C. Krusen; treasurer, Arthur Utz; measurer, Fred Still;
timer, Harry Sampson; surveyor, F. W. Horenburger. Messrs.
Judson, Krusen, Sampson and Horenburger were re-elected. Mr.
Utz is from Buffalo and the new measurer from Detroit.

It was definitely decided to have the third race for the Fisher
Trophy at Buffalo instead of at Lake George. The following
series of sanctioned races were tentatively scheduled:

February 10, 11, 12, Miami Races.

August 11, 12 13, Fisher Trophy Race at Buffalo.

August 17, 18, 19, Thousand Islands Challenge Cup at Alex-
andria Bay.

August 27, 29, 30, Gold Cup, One Mile Championship, Wood-
Fisher Race at Detroit.

September 3, 5, 6, British International Races^ provided chal-
lenge is made.

September 5, 6, 7, Toronto Races.

A new race, which will be run under the A. P. B. A. sanction,
will be the Wood-Fisher event, for exactly the same sort of
boats as provided for in the original Fisher Deed of Gift, with
the exception that the boats can be equipped with any engine,
marine or airplane. The trophy is offered jointly by Carl Fisher
and Gar Wood. The changes in the racing rules follow. The
page numbers refer to the rule book.

Page 65, Rule V, section 6, Revolution of Engines.

The local Race Committee may determine which one of the
following methods determining "R" (revolutions of motor men-
tioned in Rule V, section 5) is to be used, and may specify same
in circular of conditions.

A — When a boat in Division 1 or 4 is being measured, the
owner shall furnish the measurer with a signed statement (see
below) giving the r.p.m. of the engine. If it is found later that
the actual revolutions per minute of the engine have exceeded
this in a race the owner may be disqualified as to that race by
the local Race Committee. The local Race Committee shall use
its discretion in this matter, as no rule can be devised capable
of meeting all conditions. Such disqualification shall be reported
forthwith by the Race Committee to the Racing Commission of
the A. P. B. A., which, upon proper evidence, shall suspend such
owner from participation in any race held by any Gub enrolled
in the A. P. B. A. for a period of six months from the date of
the offense. Notice of such suspension shall be sent by the Rac-
ing C<vnmission to all clubs in the A. P. B. A.

B — When a boat is being measured, the measurer shall de-
termine the revolutions by an actual trial under the conditions
which as nearly as possible correspond to actual racing condi-
tions. In £he determining of the revolutions by this method,
the owner or his representative must cooperate with the meas-
urer in every possible way by putting the boat at the measurer's
disposal and complying with the measurer's instructions. It
shall be the duty of the owner to see to it that the motor is run

Vod Henvendelser til Annoncerende

at its maximum speed during the trials. Should it be found
later that the actual revolutions in a race exceed those in the
measurer's trials, the owner shall be subject to disqualification
as mentioned in pars^aph A above.

C— When a boat is being measured, the owner shall furnish
the measurer with a signed statement (see below) giving the
r.p.m. of the engine. The local Race Committee shall then re-
quest each owner to name an observer to take the actual revo-
lutions of the motor during the race. In case no observer is
named by any owner, the local Committee shall name one for
that owner. The local Committee shall place these observers on
the boats during the race, determining by lot as to which boat
each observer should be placed on, but so placing them that no
observer is on the boat of the owner naming him. It shall be
the duty of the observer to take actual revolutions of the motor
during the race with an approved revolution counter at 15-minute
intervals, and report same to the local Race Committee imme-
diately after the boat finishes. Should it be found that the
maximum revolutions so reported exceed those specified by the
owner in his signed statement, then, the owner shall be disquali-
fied as mentioned in Paragraph A.

D— The local Race Committee shall request each owner to
name an observer to take the actual revolutions of the motor
during the race. In case no observer is named by any owner»
the local Committee shall name one for that owner. The local
Committee shall place these observers on the boats during the
race, determining by lot as to which boat each observer shall
be placed on, but so placing them that no observer is on the
boat of the owner naming him. It shall be the duty of the
observer to take actual revolutions of the motor during the race
with an approved revolution counter at 15-minute intervals, and
report same to the local Race Committee immediately after the
boat finishes. The maximum revolutions so reported shall be
used as the basis for calculating the horsepower of the motor
mentioned in Section 5, Rule V.

Note — When Method D is employed it will be necessary to
calculate the time allowances after the boats have finished.

When no method of determining the revolutions is specified
by the local committee the method mentioned in Paragraph A
shall be used.

In any particular race, the same method of determining revo-
lutions shall be used for all boats.

When following methods C or D, local Race Committee must
use their judgment as to the selection of the proper maximum
number of revolutions, and give due attention to abnormal con-
ditions of weather, sea, etc.

Page 71, Rule VII, Section 2. First line should read, "All
boats in each division, except Division 6 (hydroplanes), must be
equipped," etc.

Add new sentence to Section 2, reading, "All hydroplanes may
be equipped as is required by boats in other divisions, or in
lieu of same may use a one-way clutch or other efficient method
of idling.

Page 78, Rule XIII, add a new sentence to the first paragraph :
"Displacement racers and hydroplanes shall have numbers at
least one foot high painted on each side of the bow (not on
deck)."

Page 86, Rule XXVIII, add new paragraph :

"When, on account of local conditions, special racing rules
not provided by these rules, or changes in these rules, are deemed
necessary by the 'local Race Committee for a particular race,,
then the local Race Committee may send in writing to the Presi-
dent and Racing Commission of the American Power Boat Asso-
ciation their suggested changes, and if approved in writing by

bedes De refferere tU THE RUDDER O

December

RUDDER

55

f^'f^National Motor Boat%'"j,^Show

Engine

GRAND CENTRAL PALACE, NEW YORK CITY

OPENS FRIDAY, DEC. 10th

CLOSES SATURDAY, DEC, 18th

Thin exhibition will preaent a wider mrray of varying typea of boats than ever before, many new features of hull design having been\ |
created by the builders and incorporated in the lines of new pleasure craft for the 1921 yachting season. Many radical changes in
engine design and equipment will also be shown for the first time. THE WORLD'S GREATEST DISPLAY OF BOATS, :%

KWQIJ^ES AND ACCESSORIES ^ — ^^— ^—

For information, etc, address SHOW COMMITTEE, Ira Hand. Sec'y, 29 West 39th St., New York City.

the President .and Racing Commission, these may be used in the
particular race in question.

Page 109, Article III, omit last sentence.

Page 109, Article III, change words "Lake George" to "Buf-
falo."

Page 111, Article Vll, paragraph (c), change "3 miles" to "not
more than 3 nor less than 2 miles."

Page 114, Article VII, paragraph (s), third and fourth lines,
omit the clause "and shall conform to the A. P. B. A.'s definition
as a Displacement Racer."

Page 117, near bottom of page, change "1920" to "1921."
• 1^ 1^
ACCESSORY INDUCES QUICK STARTING

The grade of gasoline furnished recently has such poor vapor-
izing qualities that some auxiliary method of breaking the liquid
fuel up into a gaseous state is often required. As a rule, the
oil will work all right once the engine is operating, and the heat
of combustion raises the temperature of the gas. A device to
heat the fuel at the spraying nozzle of the carbureter is now
marketed by the Scientific Devices Co., 15 Park Row, New York.
It consists of a gasket-like device that fits between Uie carbu-
reter flange and Uie intake manifold flange. Across the opening
in the device are two coils of fine wire, which are connected to
the ignition battery. Just before starting, a switch is closed
for about 15 seconds, causing the wires to become incandescent
and the carbureter nozzle warmed. Starting is almost sure with
the first turn. The device is known as the Quickstart Vaporizer.
Further details can be obtained from the makers by mentioning
that this notice was seen in The Rudder.

r¥ * 1^

THE NEW MODEL D-2 SCRIPPS

For many years past the Scripps Motor Company of Detroit
has been an exponent of standardization, concentrating^ every
effort on one cylinder size, which has been produced m two,
four and six-cylinder models. During the war period, how-
ever, with material difficult to obtain, the two-cylinder model
was temporarily taken from the market in order that better
service could be given on the two larger sizes — the four and
six-cylinder.

Scripps two-cylinder machine, like the famous Transatlantic
model, has given such unusual service in commercial work, in
auxiliaries, and in the smaller cruisers, that there was an insistent
demand among Scripps dealers everywhere, and plans for tiie
resumption of production on the two-cylinder began right after
the Armistice. Particularly in the export field had orders and
business piled up. Many customers, knowing the two-cylinder
Scripps, were willing to wait for it, and as a result the entire
production on this model has been going into the export field for
some time past. With increased production, the Scripps Motor
Company is now able to serve the at-home or domestic trade.

There is a well-developed and well-defined field for this high-
class small engine, retaining all the features that have made
the D-4 and the D-6 series so popular during the last three or
four years. It has often been remarked by users of small cruis-
ers that there was little choice offered in a high-class, small,
medium-duty motor between 10 and 20-hp., and on account of
the lack of these it was necessary to fall back on the selection
of a small, high-speed, four-cylinder motor. The reappearance
of the D-2 engine fills this demand.

While the D-2 is new in its appearance to the domestic trade,
the motor is in no respect new nor experimental. It follows the
well-known "D" series, being 454 -inch bore, 6-inch stroke, "L"
head four-cycle type, with the best of everything throughout in
motor and equipment. Particular attention is called to the un-
usually heavy crankshaft (2^ inches in diameter), bearings in
like proportion, lubrication by pressure through drilled crank-
shaft, oversize Paragon reverse gear, high-tension magneto igni-
tion, Bosch 2-unit starting and lighting equipment with Willard
storage battery, all going to make up the regular equipment.
The pressure lubricating system also lubricates 9ie reverse gear,
a noteworthy feature where motors are installed out of sight,
as in auxiliaries.

Koukokniha ni otegami onsashidaihi no gaiwa dose

Inasmuch as a motor of this type and size is especially popular
in the commercial field, special pains have been taken in the
development of a motor that will successfully handle kerosene.
While the engine is offered with gasoline or kerosene equipment
optional, there is hardly any perceptible difference in the power
output when using the cheaper fuel; while, too, a remarkable
range of power control is to be had. For those who desire to
troll, a speed range as low as 200 r.p.m. is attainable. .

The engine is extremely compact, being but 50 inches overall,
and weighs, complete with electric starting and lighting, 600
pounds. Ready accessibility is offered through a large movable
hand plate on the crank case, removable cylinder head, and easily
accessible reverse gear. No special tools or wrenches are re-
quired for a complete takedown. Practically every bolt and nut
on the machine can be handled by an ordinary hand wrench.

The power range on gasoline runs as follows, for the various
motor speeds:

400 r.p.ni 7^^ hp.

500 r.p.m 10 hp.

600 r.p.m llj^ hp.

700 r.p.m / 135^ hp.

800 r.p.m 15 hp.

900 r.p.m 165^ hp.

1000 r.p.m 18 hp.

Full details may be had by addressing the Scripps Motor
Company, 632 Lincoln Avenue, Detroit, Mich.

m * *

HALL-SCOTT AGENCIES APPOINTED
The rapidly spreading popularity of Hall-Scott marine en-

fines is evidenced by the recent appointment of the Pyke Motor
; Yacht Co. of Montreal, Quebec, as Eastern Canadian distribu-
tors for these famous engines.

The Pyke Motor & Yacht Co., like many other well-known
firms, realize that the majority of present-day marine engines
have become too heavy for installation in the boats of former
years, which were designed and equipped with lighter engines,
and to fill the gap in their line they must have a reliable high-
power engine of reasonably light weight that will add power and
reliability to the boats of yesterday, increasing their speed with-
out sacrificing consistency and stamina.

Hall-Scott engines exactly meet these requirements, as has
been shown by the many successful Hall-Scott powered boats of
the past season which were formerly powered with other popular
makes of marine engines.

The first Hall-Scott marine engine to be shown in Montreal
was recently shipped there by the Eastern Sales & Service
Branch of the Hall-Scott Motor Car Co., from Buffalo, N. Y.,
and is on exhibit at the Pyke Motor & Yacht Co.'s showrooms,
374-378 Notre Dame Street, West, which is located in the heart
of Montreal's business district These showrooms are well
stocked with the pick of American marine engines, as selected
by Mr. Pyke, through his many years of experience.

In addition to the showrooms and offices in Montreal, the
Pyke Company has a large and flourishing boat building plant
at Lachine, Quebec, devoted to the production of craft of the
highest quality.

IRHEUMATISMamdGOUT

PROMPTUYRCLfEVED BY

BLAIRS Wi
PILLS "i^-^

, REMEDY.

SAFE&EFFECTIVE50&^

RUDDER nite goran no mime onkaUsoe aegaimatg^OO^l^

56

RUDDER

D ecember

ESTABLISHED 184-7

ANNIN & CO.

LARGEST FLAG HOUSE IN THE WORLD

OF EVERY DESCRIPTION

99-101 FULTON ST., NEW YORK PHONE, BEEKMAN 1847

h

NEW ALBANY-RED WING RUNABOUT

One of the handsomest and most successful boats offered the
public for a long time is the 26- foot fast runabout designed and
built by the Albany Boat Corporation.

This craft contains many new and attractive features. It is
the latest creation in refined V-bottom type, it is very graceful,
and an exceptionally fine handling boat. The builders lay a great
deal of stress on the handling qualities of V-bottom boats, as
their designer has been most successful with the latest types of
rudders, and this new boat has a new style rudder which enables
the boat to back and steer almost as easily as it steers in the
forward movement; also to turn almost as easily to starboard
as to port, and to steer as easily at 2 m.p.h. as at 20 m.p.h. Any
experienced owner of a V-bottom boat knows that this is a nice
feature to attain.

By using a motor of just the right weight for the boat, they
are able to attain a passenger cockpit of very ample propor-
tions and to have a stylish, neat-appearing boat, which satisfies
the pride of ownership.

The engine is the famous Red Wing Thorobred, 40-hp. unit
power plant, with reverse gear, made by the Red Wing Motor
Co., of Red Wing, Minn. This is an engine which boatmen

have loved for its quietness and consistency for many years, and
drives the above mentioned boat at 20 m.p.h. All the officials
of the Albany Boat Corporation are most enthusiastic over the
performance of the engine. There are plenty of people who
buy fine boats that like to have engines that are quiet and can
be throttled down to very low speed, as well as respond smoothly
and quickly to an exhilarating speed. Many of the other leading
boat builders use this engine, and the Red Wing Company had
orders for hundreds this fall.

Mr. J. V. Marvin of Upper St. Regis Lake, in the Adirondacks,
recently took his place with an Albany runabout and Red Wing
engine in a race where he was badly outclassed for power and
speed, but he hung determinedly to the race with 115 and 200-hp.
engines, where he was getting the wash badly from other boats
passing him, and there have been many favorable comments
made on the way this boat handled in the wash of boats run-

ning at 30 to 35 m.p.h. without losing control. Mr. Marvin has
had much pleasure and fun using the boat for family use, and
was very much delighted by the way the boat handled when he
had her in the race. :» * *

ACTIVITY AT KERMATH FACTORY
Before announcing their new 40-hp. engine, the Kermath
Mfg. Co. carefully looked over the marine-engine field, and
decided that that particular size of engine was the type that
would have the greatest interest to those power boatmen who
• found that the three regular sizes of Kermaths were too small
to fill their needs. How correct this observation was is shown
in the demand for the new models. One of our pictures in the
show section shows several of these engines in the shipping

room, ready to be carried by overhead trolley to the loading ele-
vator, which places them directly upon the truck. The picture
shows but a fraction of the 40-h.p. machines that are now being
turned out in quantities. Mr. F. C. Morgan, production manager,
says that the number of orders on file and the inquiries proves
that the coming season will be the greatest that the big Kermath
shops have ever seen.

All their products are not sent to points in this country, as

Kemutths In J&pan

other pictures show. This shows two of the fleet of a well-
known Japanese yard, both fitted with Kermaths. Another pair
of engines was recently installed in a pair of sea skiffs that were
shipped to Punta Arenas, Chile. This as about the most south-
erly port in South America, and in spite of iJhe very severe
weather conditions it is said that the engines previously sold
there were so satisfactory that two recent orders were placed.

[ J. W. Lathrop Co.

Mystic^ Conn.

Manufacturars of

MARINE C^ '^^^ 1

GASOLENE Lngincs J

Var god aberopa THE RUDDER nar annonsorema tOlskrifTMLjij^Q^ i^y VriOOQiC

D ecember

THEfl»te

PUDDEP

57

^QJepfeg/j^

KAHLENBERG BROS.

Heavy-Duty CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load.
Variable speed instantly obtainable from just

"turning over'* to wide open.
Operates oii low price fuel oils.
Fuel consumption .33 lbs. per h.p. per hour.

WRITE FOtt^ Ot/M UTERATUKM STAttS'G roUE EMQUIEMMBNTS FULLY

COMPANY, Manafactar«rs, 1705 12Ui Street, Two Riren, WU., U. S. A.

No Water [njectioD
SIZES SO H,P. UPWARDS

That active interest is shown in yachting is probably best
indicated by the number of sales and charters consummated
recently Among transactions effected by Cox & Stevens of New
York arc the following:

172-foot steel auxiliary schooner yacht Intrepid, sold for
Alexander Smith Cochran, N. Y. Y. C, to Willis Sharpe Kilmer.
N. Y. Y. C. Intrepid is now fitting out for an extended cruise
in Southern waters.

190-foot auxiliary steam yacht Xarifa, sold for Alex. S. Hidell
to B. A. McAfee of New York, who is having considerable
alterations made on the vessel, under the supervision of Cox &
Stevens, before leaving on a cruise to the Mediterranean and
Far East

112-foot express steam yacht Meudon, sold for W. D. Guthrie,
N. Y. Y. C, to John J. Ascher of New York, for local service.

98-foot twin-screw cruising power yacht Get- A way, sold for
Charles M. Swift, N. Y. Y. C, to T. H. Wickwire, Jr., for
service on Long Island Sound. Name has been changed to
Mimspearl.

9S-foot auxiliary ketch, Zahma, sold for F. L. Jcnckes of
Providence, R. I., to A. M. Andrews of Chicago Zahma was
recently delivered to her new owner at Los Angeles. Mr. An-
drews contemplates an early cruise to the South Sea Islands.

84-foot twin-screw cruising power yacht, Drusilla, sold for
Francis S. Whitten, N. Y. Y. C, to T. H. Wickwire, Jr., thence
resold by Mr. Wickwire to Charles M. Swift of New York.

82- foot fast gasoline cruiser, Fli-hawk sold for Irving E.
Raymond, N. Y. Y. C, to an Eastern srachtsman who is now
cruising on Cheseapeake Bay.

76- foot twin-screw power yacht, Comanche, sold for Archi-
bald Selwyn of New York, to James R. MacCoU, for service on
Narragansett Bay and adjacent waters.

125- foot steam yacht, Elgrudor, chartered for James D. Lacey,
N. Y. Y. C, to Dr. Roderick Terry of Newport, R. I., and Com.
W. H. Childs, Indian Harbor Y. C, respectively, for portions
of the season

80-foot twin-screw, raised-deck cruiser, Osprey II, sold for
C. R. Runyon, N. Y. Y. C, to Alexander Simpson of New
York.

70-foot twin-screw power yacht, Idalis, sold for W. J. Palmer
to L. C. Johnson for Long Island Sound service.

70-foot auxiliary motor yacht, Trinculo, sold for Morrill
Goddard of New York to Chas. M. Struven of Baltimore, Md.,
for use on Chesapeake Bay.

68-foot power yacht, Sinbad IV, sold for R. H. Comey of
Winona, N. J., to Henry T. Bodwell'for use on Narragansett
Bay.

74-foot twin-screw houseboat cruiser, Wacouta, chartered for
Walter J. Hill of New York to a local yachtsman for the season.

65-foot gasoline cruiser, Cayuga, sold for Oarence Morgan
of Shelburne, Vt, to Qarence H. Leyton, Columbia Y. C, who
recentlv left for Florida waters with the yacht.

60-foot auxiliary schooner jracht, Sapho, chartered for Paul
Plunkett, Larchmont Y. C, to Douglas L. EUiman for cruising
in Eastern waters.

65-foot gasoline cruiser, Pequest, chartered for S. Kent Morris
of New York to a New York yachtsman.

47-foot bridge-deck cruiser, Chatana, sold for W. S. Fair-
child of Newark, N. J., to Nicholas F. Hill, Jr., of New York.

37- foot bridge-deck cruiser, Regina, sold for Dr. E. H. Lyon
of Englewood, N. J., to Frank Moore of Pittsburgh, Pa.

35-foot raised-deck cruiser. Halcyon, sold for Edward Butler
of Buffalo, N. Y., for commercial service.

45-foot raised-deck cruiser, Autan, sold for H. F. Gaisman
of New York, and shipped to Mexico for commercial use.

25-foot fast runabout, Kittiwink, sold for A. W. Moffat of
New York to W. F. Ruddock.

36-foot high-speed runabout, Hermia, sold for Com. Henry
Whiton, Larchmont Y. C, to Arnold Schlaet for export to
Mexico.

30-foot sloop yacht, Frances S., sold for E. V. Strubing of
Port Washington, L. I., to Stanley S. Howe for use in Bermuda.

25-foot fast runabout, sold for Sound Machine Shop of
Mamaroneck, N. Y., to Wm. Schall & Co. for export to West
Indies. ♦ ♦ ♦

CHESTER A. NEDWIDEK. NAVAL ARCHITECT
After many years spent as yacht designer with Tams, Lc-
moine and Crane, Cox and Stevens, and also as partner with
G. T. White, Mr. Chester A. Nedwidek has become associated
with Charles D. Mower, and will assist Mr. Mower as well as
attending to his own practice which includes the designing of
all classes of small speed and cruising boats, both sail and power.
Mr. Nedwidek is particularly known for his exceptionally hand-
some runabouts and small speedy cruisers.

The office is on the seventeenth floor of the Equitable Trust
Co. Building, 347 Madison Avenue, just north of Grand Central
Station.

BILGE PUMP

Ho>1JII Brass, m Ho. 2. 'y.:::Mg,

Fog and Ships' Bells
for all size crafts

Jingle Bells, Pulls, Gongs,
Cranki, etc^

BEVIN BROS* MfG, CO.
faU Hamalon Connecticut

Please mention THE RUDDER when writing to advertisers

58

THEfl»te

RUDDER

Dec ember

YOUR BOAT, ENGINE OR EQUIPMENT

In storas^e is not worth its keep and unless taken care of will soon be worthless. A $1.00 advertisement will turn
an old outfit into money, besides srivins: the purchaser an opportunity of making: it useful and a help to the sport.

Advertisements 4c a word each Insertion, minimum charge $1.00. Heavy-face type, double price.

Money must accompany copy. Forms close 10th of the month preceding.

r?^^ e^C £\i\ ^^ ^" inun photograph famished by yon, proparo a half-tone plate of your boat, nieaMiring 3% lochee wMc
rOr 3>O.UU by 1 Inch deep, and print eanie with a 50-word description.

For $ 1 0*00 halftone plate 3K lochee wide, 2H Inches deep and 50-word deicrtptlon.

Ferro, $35.; 5-h.p.,

-8h. p..

Ferro, $86.; _8-h.p., Fairbanks-

FOB SALE — One cylinder, two cycl<

Specialty, new, f75.; 7H-h.p.,

Morse, heavy duty. fll5. Two-cylinder; two cycle — 754-h.p., Fair-
banks-Morse, f75.; 8-h.p., Roberts, f95.; 9-h.p., Lackawanna f85.;
12-h.p., Atlantic Special, $105.; 20-h.p., Gray. fl45. Three-cylinder, two
cycle — 12-h.p., Pare ft Bushman. f95.; 18-h.p.. Ferro, fl45.; 18-h.p.,
Fairbanks-Morse, |l85.; 85-h.p., Vim 5x5 and gear, fl75.; 24h.p.,
Fairbanks -Morse, 4-cylinder, f245.; 40-h.p., Roberts, 4-cylinder. $265.;
eo-h.p., Fairbanks-Morse, 6-cylinder, f885. Four cycle — 6-h.p., 1-
cylinder Imperial, new, fl55.; 6-h.p., 8-cylinder Dunn, new, f85.; 8-
hp 2-cylinaer Dunn, $85.; 12-h.p., 2-cylinder Lamb, with gear, fl65.;
lia-h.p.. 2-cylinder Globe, heavy duty, with gear, f215.; 12-h.p., 2-
cylinder Wolverine 6x9, with gear, f265.; ISOh.p., 8-cylinder, air
cooled aeromotor. f275., and others. Badger Motor Company, Mil-
waukee, Wis.

FOR SALE— NO. 471— AUXILIARY KEEL YAWL; 45 x 30 x 8 FT.;
BERTHS, 5; BRAND NEW 4 CYCLE MOTOR; ELEGANT AND
COMPLETE INVENTORY; WHOLE OUTFIT IN PERFECT CONDI-
TION—ABSOLUTELY GOOD AS NEW. THIS IS AN UNUSUAL
OPPORTUNITY TO PURCHASE ONE OF THE FINEST CRAFT OF
CHARACTER AVAILABLE AT ATTRACTIVE PRICE. FULL PAR-
TICULARS FROM SIMON PISOH, YACHT BROKER. 185 MADISON
AVENUE, NEW YORK. TELEPHONE VANDERBILT 6717.

BUILD your own Hydro I JassBaby; SpeeUl, 14 ft.; Tad-Pole, 105
in. 15 ft.; Minnow V. 16 ft.; Jazz, 215 in. 19 ft. Blue prints,
65c.— 2 for fl.OO. Hi-Ball V, 22ft., fl.OO; Hi-Ball II (Step 695 in.),
f 1.50. Address Engineer, No. 768 Barrett Avenue, Louisville, Ky.

NAVAL

ARCHITEOTS
ENOniEERS
YAOHT

BROKERS

cox & STEVENS

TELEPH0HS8

1375 Broad

1376 Broad

16 WILLIAM STREET
NEW YORK CITY

We hava a complata list of itaam, gasoline and sail yachts, anzlliarlei and hooseboati for ftALE and CHARTER. Kindly let ns know wliat
your reqoirementa are, and we will gladly inbmit photographs, plane and full description of craft nearest approaching yoor ideas.

No. 1466 — FOR SALE — Particularly desirable 140 -ft. Twin-screw steel
cruising power yacht. Speed up to 18 miles; two 300 h.p. Standard
Motors. Dining saloon and social hall on deck; 8 double and 1 single
staterooms, 3 bath and toilet rooms, etc. Recently overhauled thor-
oughly at large expense. In splendid condition. Further particulars
from Cox ft Stevens, 15 William Street, New York.

No. 2730 — FOR SALE — Roomy power houseboat; 60 x 17 x 3 ft.
Speed SVj miles; 45 h.p. Sterling motor. Large saloon, one double
and two single staterooms, two toilets, etc. Price reasonable. Located
Florida. Cox ft Stevens, 15 William Street, New York.

No. 1662 — BX)R SALE — Attractive 90-ft. twin-screw gasoline house-
boat; speed 10-12 miles. Large saloon, four staterooms, two bath-
rooms; all conveniences. Handsomely furnished. Cox ft Stevens, 15
William Street, New York.

No. 8255 — FOR SALE — Roomy bridge deck cruiser; 60 x 13.6 x 8.6
ft. Built 1916. Speed up to 11 miles; 40-50 h.p. "20th
Century" motor, completely overhauled 1920. Large saloon, two dou-
ble staterooms, toilet room, etc. Excellent condition. Cox ft Sj^evens,
15 William Street, New York.

Ed rcpondant wax annoncet veuillez mcntioncr THE RUDDER r^]r^,^r^\^

A\ze6 by VnOOvlvL

Vol. XXXVI

THE @®®

RUDDER

Rtgtttertd Umiu4 Stsus Pmt, 0f€9

Pablithed on the 24th of the month by Thk Rvddkk Publishing Company. Entered u Second Clait Matter February 4 1895,
at the Poft Office at New York, N. Y., under the Act of March 3, 1879

9 Murray Street, New York, U. S. A.

Oppofite City Hall Park

No. 12

SUB80BZPTZ0N BATES. — Anywhera in the world, $a.00 a yoar;
$1.00 fix month* ; 60 eonU three aontha» payable in advance.
Single copies, 26 eents. Back anmbert, over six months oldi, 60
eents each, when in print. Bound rolnmes (for prerions years)
M.00 pos^aid in United States and Oanada. Foreign eoaatiies,
96.00.

OHAirOB OF ADDBBSS should reaeh this ofiee by the lOth to affect
the next issue. Both old and new address must be giTsn.

THB BT7DDEB can be procured or snbeeribed for at the foUewing

Foreign Agencies :

THE TAOHTOiCAN, 158 Strand, London, England.

WM; POBTEOUS ft CO.. 0 Boyal Place. Glasgow, Sootland.

TRE^ZMTE_BHATIONAL HEWS 00., 6 Breams Building, Ohanetry

X4uia, London, B. 0.
BUBTAVO'S, S6 Ato de rOpera, Paris, Franea.
OOBOON ft OOTOH, Sydney, Ansttalia.

Or at any Bookstall.

Contents for December^ 1920

Guide to Exhibits at Power Boat Show 3

The Annual Boat and Engine Show 9

Heavy Oil Engines for Power Boats 14

Esperanto Wins Fisherman's Race 18

Marie B II 19

Los Angeles Boats Beat Records 20

Southern Season Begins 21

Needed Information 22

Designs : Mimi B, a 53-Foot Cruiser.

By N. Y. Yacht, Launch & Engine Co 23

160-Foot Power Cruiser, Curacoa.

By J. Murray Watts 24

2S-Foot Runabout. By C. A. Nedwidek 26

36-Foot Florida Fishing Boat.

By Consolidated Shipbuilding Corp 26

Designs : 45-Foot Cruiser. By Chas. D. Mower 27

30-Foot Knockabout Sloop. By N. Y, Y, & L. Co. 28
Building Plans of a 26-Foot Fast Cruiser.

By Gerald Taylor White 29

Work Bench 32

Wire Rigging and Rope Work. By A. Percy Ashley 33

Editorial 34

To Race with British Yachtsmen 44

Beachcoinings 45

Southern Yachting Association Formed 46

Sea Mews at Cedarhurst 47

Book Notes 48

Records of the Arrow Class 48

INDEX TO ADVERTISERS

Alden, John 0 68

Anderson Engine Co . . 40
Annin A Co 56

Berin Bros. Mfg. Co. . 57

BUss ft Co., John 41

Boston Marine Hard-
ware Co. 44

Boucher Mfg. Co., The

H. B 46

Bowes, Thomas D . . . . 53

Brandts A Sons, Inc. . 41

Bridgeport Motor Co. 86
Brennan Motor Mfg.

Co 86

Brensinger, A. H. ... 58

BriggB ft Beckman... 46

Buffalo Gas Motor Co. 47

Cape Cod Shipbuilding

Corp 50

Carpenter ft Co. G. B. 49

Chelsea Clock Co 87

Columbian Bronze Corp 40
Consolidated Shipbuild-
ing Corp 8

Cousens ft Pratt 44

Cox ft Stevens.. 53 ft 58

Craig, James, Engine ft
Mach. Works 85

Curtiss Co., Inc.. The
J. H 45

De Coninck ft Co 44

Dodd, Mead ft Co 62

Dunn Motor Works. . . 40

Durkee ft Co., CD... 87

E

Edson Mfg. Co 48

Elco 2nd Cover

Empire Repair ft Elec-
tric Welding Co 41

Evans Stamping ft Plat-
ing Co 85

Ford Tscht Agency,

G. W 60, 61 ft 62

Frisbie Motor Co 41

Gardner ft Co., W 63

Gielow, Henry J 59

Goblet, Wm. H 49

Great Lakes Boat Bldg.

Corp 63

Gray Motor Co 86

Gray ft Prior Mach. Co.,

The 8ft

O

Greenwich Yacht Yard,

The 86

Griffin, Wm. H 68

H

Hamilton ft Hansell,

Inc 86

Hyde Windlass Co . . . 42

J

Jones, F. B 62

Jordan Bros. Lumber
Co 59 .

Kahlenberg Bros. Co. . 57
Kermath Mfg.

Co 4th Cover

Kitchen's Reversing

Rudder Co., Ltd.. . 54
Kuhls, H. B. F 48

L
Lathrop Co., J. W. . . . 56

Lawley 85

Lobee Pump ft/ Ma-
chinery Co 44

Lord, P. K 53

Luders Marine Con-
struction Co 53

MacRae, H

McClellan, C. P.

44
46

MeOIelUnd ft Co., Ltd. 68

Merriman Bros 46

Missouri Engine Co. . . 42
Mower, 0. D 68

National Association of
Engine and Boat

Mfrs., Inc 55

National Life Pre-
server Co 40

Navy Gear Mfg. Co. . . 42
Nedwidek, Chester A.. 58
Negus, T. S. ft J. D. . 46
N. J. Paint Works. . . 7
N. Y. Ship Brokerage

Oo 59

N. Y. Yacht,. Launch ft

Engine Co 89

Nock, Fred 53

P

Palmer Bros 42

Paragon Gear Works. 85
Pennrich, Capt. W . . . 46

Platen. H 55

Pommer, Walter E . . . 58

B

Red Wing Motor Co. . 40

Regal Gas Engine Co.. 80

Richards, Wm 62

Rigg Yacht Agency,

Linton 68

Roelker, H. B 54

Sands ft Son 48

Sanf ord, Harry W. . . . 68

Scripps Motor Co 2

Seabury ft deZafra. . . 58
Skaneateles Boat ft

Canoe Co 58

Smith ft Co., Edw 49

Stamford Foundry Co.,

The 88

Standard Motor Cons.

„ Co 8d Cover

Star, Richard 46

Sterling Engine Co. . . 64
Strong ft Beekman . . 62
Submarine Boat Ooxp., 51

Tarns, Lemoine ft Crane 62

Tarr ft Wonson 48

Toppan Boat Oo 4

U. S. Vaporizer Co. .
Universal Motor Co..

86

7

W

Watts. J. M 58

Wilcox, Crittenden ft

Co., Inc 88

Wilson ft Silsby 44

WooUey Paint ft Color

Works 46

Digitized by

Wangle

THE««»

RUDDER

December

The NewGST Stoch Crato^

-. Scripps POWG

THE BURGER 36-FOOTER

Mass production mastered through an honorable record on Government work during the War
period, 30 years of experience in the building of hish grade boats, and the genius of the veteran
designer, Charles D. Mower, have been combined in a noteworthy contribution to the Motor
Boat field. The Burger Boat Company of Manitowoc, Wis., is now
concentrating every effort on the standardization of a single type, high
class, bridge deck cruiser — a safe, roomy, comfortable boat fully equip-
ped with every modem device and convenience.
In keeping with the high standard established by the craft, nothing but
an honestly good reliable power plant would do, the final choice being
a SCRIPPS Model "D". 4-cylinder, 4-cycle. medium duty motor with
electric starting and lighting system. Three of the leading builders of
standardized boats have this past year adopted the SCRIPPS as
standard equipment, based on performance rather than price.
In cruisers it is particularly necessary to incorporate SCRIPPS reliability
and built-in service, in which motor boat men in every clime have

always relied upon steadfastly, even before the Scripps-powered "Detroit" made its memorable trans-Atlantic voyage.
Scripps power-plants are used in boats of every description — cruising, runabout, speed, and commercial types. The
power ranges run from 1 0 to 1 23 horsepower in 2, 4 and 6-cylinder. Some use gasoline exclusively, others are
fit for burning either gasoline, kerosene or distillate.

SCRIPPS MOTOR COMPANY 632 Lincoln Ave., Detroit, Mich_IX1S. A.

En repondant aux annonces veuillez mentioner THE RUDDER ^

December

RUDDER

y:^

V.

V.V.,

-Je

1^.

•'-■-■ '^jE^^^^^P

4-Cylinder
MARINE
MOTORS

Are the choice of diftcrimmating motorists the
world oven Their sturdy dependability, fool-
proof construction and fuel economy commend
them to motorists who, besides speed, want
that secure feeling that comes from the
possession of a motor that is known to perform
satisfactorily at all times. The 9- 1 2 will oper-
ate any boat up to 30 feet. Send tor Bulletin
No, 29 today.

4-K. W.

Generating
Sets

Are the idea! lighting and power equipment
for lighting churches, schools, chautauquas,
picture theatres » circuses, summer colonies,
imall towns, (arms and for contractors use.

!Asde in either stationary types
as shown, or on a truck for use
where quick shifts are neces-
sary. Send for BuUetin No. J0<

UNIVERSAL MOTOR CO.

OSHKOSH ^^ WISCONSIN

"New Jersey"

Copper Paints

(Brown-Red-Green)
AND

Yacht White

(Semi-Nat)

ARE ESTABLISHED
AS STANDARD

Marine Paints

OF THE HIGHEST QUALITY

PROTECT AND BEAUTIFY
YOUR BOAT WITH THESE
PRODUCTS AS OTHERS ARE
DOING ALL OVER THE WORLD

NEW JERSEY PAINT WORKS

HARRY LOUDERBOUGH, Inc.

Jersey City, N. J., U. S. A.

Var god ab«ropa THE RUDDER nar annonsorema tiUskrifvas

Digitized by

€ubgle

RUDDER

Dec ember

UDWiNA it!

m

Lidwina III

Wins Saltan Trophy

Reliability

COMPETING against other Express
Cniisen the LIDWINA III returned from
the Detroit races in September bearing
with her the coveted SaDan handicap trophy.

The LIDWINA HI, formerly the Speejacb
was designed and built by us in 1910.

The recent performance at Detroit of this
nationaUy known boat is, naturally very gratify-
ing to both the owner and ourselves. As builders
of both hull and engines, we feel more than
proud of her achievements.

The winning of the gold cup, by the
LIDWINA III after ten years of active service
speaks for itself.

CONSOUDATED

SHIPBUILDING CORPORATION

Morris Heights, New York City

Please mention THE RUDDER when writing to advertisertjtjzed by X^TfOOQ IC

December

RUDDER

59

NAVAL ARCHITECTS

ENGINEERS

YACHT BROKERS

MARINE INSURANCE

HENRY J. GIELOW, Inc.

Mvraj Hffl 9134
Cable AddrMt:
Croffie, New York
AJB.C. Code

25 WEST 43d STREET, NEW YORK CITY

FLAKS AND SFEOIFIOATIONS FOB NEW YACHTS SHOUIJ> BE PEEPABED NOW TO ASSX7BE DEI.IVEBT FOB NEXT YEAB.
HAVE PLANS OF NEW HOUSEBOATS, STEAM, MOTOB AND SAIL YACHTS ON FILE NOW

^

4

No. 708f — FOR SALE — Price low. Modem 78-foot twin-screw cruising
motor yacht, three staterooms, bath, main saloon, deck dining
saloon. Standard engines, entirely overhauled 1920 and all furnishings
renewed. In commission New York. Owner purchased larger yacht.
Henry J. Oielow, Inc., 26 West 43 d Street, New York City.

No. 8837 — FOR SALE — Attractive 47 ft. 7 in. keel auxiliary schooner.
Built 1918, new Sterling motor installed 1920. One single state-
room, toilet room. New suit sails 1920. Electric lights. Henry J.
Oielow, Ine., 25 West 43d Street, New York City.

No. 8081 FOR SALE OR CHARTER — New modem 85-foot twin-screw
cruising houseboat. Deck dining saloon, two double and three sin-
gle staterooms, hot water heated, three baths. Shoal draught makes at-
tractive type for South. Two 50-h.p. motors give speed of 10 miles.
Henry J. Gielow, Inc., 25 West 43d Street, New York City.

No. 8801 — FOR SALE — Finest offshore cruising yawl available;
45-foot water-line, 15-foot beam, 8-foot draught, extra heavy con-
stmction. Has craised West Indies. Double and single sUterooms with
saloon accommodates five. Bath. Finest condition. Henry J. Oielow,
Inc., 25 West 43d Street, New York City.

FOR SALE — Staunch 16-foot cat. Built 1918. Cedar and cypress

Slanking. Sail and boat in first class condition. Price f 250.00. Dr.
L L. Atkinson, 75 Hanson Place, Brooklyn, N. Y.

FOR SALE — Fast Thomycroft boat, 40foot hydroplane, specially built
for owner, with comfortable seating accommodation for a dozen
people, wind screen and all details carefully^ planned for comfort and
reliability. Recently built. Speed 35 to 40 knots. In perfect order.
Lying near Southampton; £4,500. Hanbury. Castle Malwood, Lyndhurst.

FOR SALE — No. 470.— Auxil-
iary Cape Cod cat boat; 24
ft. o. a., 11 ft. breadth. 3^ ft
draught. Unusually heavily
constructed — 1% in cedar
planking. Heavy oak k^^til full
length; self -bailing cc'kpit; 2
transom berths; toilets pulley
space. 7-h.p. Stanley motor
under cockpit floor; j^pued* B
knots per hour. V^ry ■ ornpi^t**
inventory, including ienA^r, mn
hogany and teak inlaM M^er
ing wheel, fine cushions etc.
An exceptionally able craft in absolutely first! class condition; present
owner has lived on her during four summers; only offered on account
of owner desiring larger boat. Attractive price. Inspectable near New
York. Address Simon Fisch, Yacht Broker, 185 Madison Avenue, New
York. Telephone Vanderbilt 6717.

The New York Ship Brokerage Co., he.

30 East 42d St, New York, U. S. A.

Builds, sells and charters commercial vessels of all types —
ocean-going steamers; schooners; tugs; barges; lighters.
Plans and specifications of new vessels furnished on short
notice.

FLAGS

Tcllt a wonderfully hiteresdng story of fliES,
their origin and tttes, when, P^ir0 P'?/*

where and how to fly them, -^'•f'^ COC

By A. F. ALDRIDGE Thk Rudder Pub. Co.. 9 Murray St., N.Y.City

Laying Down
and Taking Off

By

CHARLES

DESMOND

Prit*

$2.00

THE author is thoroughly versed in the
subject and has an unusual faculty of
imparting knowledge in a simple way
that enables the reader to grasp the subject.
There are numerous illustrations with
the text.

THE RUDDER PUBLISHING COMPANY
9 Murray Street, New York City

J

Hagan el favor mencionar el RUDDER cuando escriven

JORDAN BROS. LUMBER CO.,

MANUFACTURERS

White Cedar Boat Boards
•»^ Cedar Products

NORFOLK. Vmpil^

Digitized by V3\J\jQI(

6o

RUDDER

December

G. W. Ford Yacht Agency

Agents for all Kinds of Yachts

30 EAST 42d STREET
NEW YORK. N. Y.

No. 2865 — FOR SALE — This handsome
oil barning yacht. 115' x 15'5'' x 6',
available for purchase Built by Herre-
shoff, in 1919. Has cruised to the West
Indies. Attractive price. G. W. Ford
Yacht Agency, 30 East 42nd St., New
York Oity.

No. 84— FOR SALE OR CHARTER— Able houseboat, 94 x 88 x 17 x
5 ft. Available for immediate delivery in commission. Six state-
rooms, two toilets and bath. Steam heat, wirelesif ontflt, etc. Economi-
cal to run. For further information apply to the O. W. Ford Yacht
Agency. 80 East 42nd St., New York Oity.

No. 26 — FOR SALE — Very handsome express steam yacht, 98 x 12 x 4
ft., 275-h.p. Triple Expansion Seabury engine. Surface condenser.
Built in 1906. Accomodations include two double staterooms, and large
saloon aft. Can be run muvh cheaper than gasoline yacht of same size.
Very desirable for West Indies. Ford Yacht Agency, New York.

No « 2401.

No. 78 — FOR SALE — Steel coastwise steam yacht, 179 x 20 x 6 ft.;
quadruple expansion engine. Speedy and a good sea boat. Offered
at a very low figure. G. W. Ford Yacht Agency; 80 East 42nd St..
New York City.

No. 1080 — FOR SALE — Auxiliary schooner. 42 ft. 2 in. x 30 x 12 ft.
2 in. X 4 ft. 6 in. Accomodations for four. Built 1915. Sails and
equipment complete and in good condition. G. W. Ford Yacht Agency, 80
East 42nd St„ New York City.

No. 2401 — FOR SALE — The year's most attractive offering. Excep-
tionally high ffrade cruiser, 45 ft. x 10 ft. 6 in. x 2 ft. 9 in.;
None better for Florida use. Accomodations for seven. Launched
1920. For further particulars, see G. W. Ford Yacht Agency, 80 East
42nd St., New York City.

Si prega far menxione del RUDDER quando scrivete Digitized by

Google

December

6i

G. W. Ford Yacht Agency

Houseboats in Florida For Sale and Charter

30 BAST 42d STRBET
NEW YORK, N. Y.

^- j.-^-:

. i.-n.^'-r-^

' W -'.•^-. .-•.•

No. 2261— FOR SALE OR CHABfTER—
Able outside cruiser with good speed.
Launched 1920. Double planked hull. 85
ft. X 14 ft. 8 in. X 3 ft. 9 in. Twin screw
motors of 250-h.p. each drives her about
18 miles or better. Liberal accomoda'
tions. For blueprints, etc., address G.
W. Ford Yacht Agency, 30 East 42nd
St.. New York City.

No. 666 — FOR SALE — The Bar Harbor 3 1-foot clasa, Herreshoff built;
49' X 81' X 10'6'' X 7'4''. Berths, four and paid hand. Full
headroom. Very successful outside cruiser. Bargain. O. W. Ford
Yacht Agency, 30 East 42nd St., New York Oity.

No. 573 — FOR SALE — One of the best P class sloops ever built. De-
signed by George Owen; 52' z 33' x 10' x 7'. Completely fitted
up inside for cru'ising. All finish solid mahogany. White pine decks.
Electric lights. Won over 20 prizes 1920. With marconi rig would
give the best of them a strong run. G. W. Ford Yacht Agency, 80 East
42nd St., New York City.

No. 607 — FOR SALE — Racing schooner, win-
ner of Championship, Long Island Sound,
1920. Built 1912; 40'11" x 30' x 8' x 6'3''.
Crowninshield design. G. W. Ford Yacht
Agency, 30 East 42nd St., New York City.

No. 611 — FOR SALE — Marconi rigged P
class sloop. One of the best known in
the class. Price right. G. W. Ford Yacht
Agency, 80 East 42nd St., New York Oity.

No. 616 — FOR SALE — Class P sloop. Ex-
ceptionally well built. The largest in
the class and well adapted to marconi rig.
58' X 36' X 11'6" X 7'6''. G. W^Ford Yacht
Agency, 80 East 42nd St., New/

Ved Henvendelser til Annoncerende bedes De refferere til THE RUDDElPigitized by

r/TSrk City. T

Google

63

THEfl»te

RUDDER

December

Simple Rules and Problems

in Navigation

®y C. H. CUGLE
C^n tints:

TKB )^L^LES, wJTh numeruui probltmi vt>rkcd oqt In /liII far
the nTjir 19)H,o1 findirtg • ifhip'i paikticin br Drsd RFcfccminE
IDajf'i wnrk including tr. %. Karr Mtthod). Mrrct^r^i Ji*i1'
inE, ^liddle Lttimdt^ SilCin^. L»iiiudi! by Mendiap AlliEudr
pf 5un, Litiiude br Mnridlan Altiiudr ol Flied Stir, Lttitudc by
Fdnet, Liiitude by Ejc-Ucf jdiain Altitude of Sun, Latitude by Pdle
SE>r, ['jiclmdc br Mnon^ L4>n;i!udc bjr Sun, l^nEitiide by Hxed Star
indl Pidnet, t^r»citud« at Sunriie and Sunier^ Findine Shjp^i Noon
PnMtJPFi, De^istiod br Altitude AficnuEh. Tintc Azinuth ind Ani(>li-
tu^e» Finding time dl Stati ind Moon'i Meridian Fatiaie, Sumopr^i
Mrfhod. |4trc St. tfttaire ftlethod and FindtQK TiiDi; of Kl£b and
Law Water at a lircti port.

The diflcrtm metbfldt of pIouIqs poiitloo Mneton H\\ Kale Mercitor
Chatta.

VuW vxplination of how tP use the d life rent tabiri In Hr>wdltth Amrff-
can PtactiCKl KftriKatiaf, 1911 Americjji Nauticdi Almanac, and Ameri-
can AziniuLh Tablea.

Varlout quesifoTii with their aniwert thii miy be given > ttndJdate
fax enaminauon tm HcePK in the MerchAot Marine.
Rulea on. eompaia adjuftmeni, iipwiec of cargo. U. S. Wvaiher Butfau
SiK^aEi^ Internirioitai Cude o\ Signtlin Initructioiii lor tbe u*^ u( \hc
Line Cariyine Gun. and iJmt^le definlibtit of the tbfary of niviKitioO'
AIMbe rale^s and prablema are Laid down in the aimplett manner pm^
»ibJe. ellminai^niL the ihtor^of aUTifatian cnttr«lr. The author baa
not healtaied ta repeat whenever nece^farr, and hj the following of
ihe ruira ntvljctijcn ii poit in ihe Enap of every nun, no nutter wha£
hi* educition.

Price, $5.00

THE RUDDER PUBLISHING CO.

9 MURRAY STREET, NEW YORK

A Real Twenty-Seven Mile

CABIN CRUISER

Price, $31,000

Now Ready for Florida Waters

that has no trouble to hold ito speed any length of time . A new boat bdlt by
Lawley and is now ready to go overboard in perfect order, painted and
varnished, etc., has been tuned up for speed in past few weeks. Now at
Lawl^*s with dust cover over same. .

Cruiser is fully equipped and has a special GR 6.cylinder Sterling Engme, two
carbureters, etc. Deico lighting and cooking plant, special large batteries, gaso-
line electric air compression and large s%vitchboard (or all controls.
Length 42' 3^^ beam 9^ draught 2' KV'.

For infonnaiioo mUicm EDWARD CARLTON HAMMOND

79 MUk Street, ^Rooin905). Bortoo. Maas.

will fell yon how to tie a knot and how to use it. It alto

tells about Rope and its care. It is th« most complete and

lat thorouehly illustrated book on Marlinspike Seamaaskip

published. THE PRICE $1.00.

THE RUDDER PUBUSHING COMPANY 9 MURRAY STREET, NEW YORK

KNOTS

FRANK BOWNE JONES, Yacht Agent

29 Broadway New York

HIGH-CLASS YACHTS Of ML TYPES

Let me know your requirements

''Richards' Made"

WM. RICHARDS. 747 tr^mont Ave., N. Y. City.

Cooatniction Sell for modd yadits.
For the Bmr-and hia Dad.
Send for the new circular^

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET NEW YORK

The Complete Files and Records

of

STANLEY M. SEAMAN

YACHT BROKER
1900-1917

have been purchased by the

G. W. FORD YACHT AGENCY

30 East 42nd Street New York City

Correspondence with his former clients is solicited.

/f (m> to 'Buiu a Flattic Of Shufpie

All straight work. The plans are so simple any man or boy can
build a good serviceable nat>bottomed sloop capable of carrying
three or four men, and able to stand heavy weather. Lines and
plans of a 28 and a 33-ft. Sharpie that D * C^7 ^C

make ideal Houseboat Cruisers. iTtCB >pl.^D

THE RUDDER PUBLISHING COMPANY. 9 Murray Street. New York City. N. Y.

STRONG & BEEKMAN

Yacht and Ship Brokers

29 BrosMl¥raT New York .

Yachts— all types. Sale or Charter; Commercial Vessels. Steamers.
Sail and Auxiliaries: Plans. Specifications, New Construction

Telephone Whitehall 587

Cable Address "Strobick-NewYork"

Koukokasha ni otegami onaaihidashi no taiwa doso RUDDER nite goran no mune onkakisoe negaimasa^

fe

December

THEfl»»

RUDDER

63

P— igning

CBAS. D. MOWEK

Telephone* | 4919 f Vanderbllt

MOWER m YACHTS

347 Madison Avenue, New York City
At 44th Street

Brokerage and Mariae
liMiiraBee

JOHN W. CHAPMAN

Cable Address t

**MOWERCD** N. Y.

No. 2560 — FOR SALE OR CHARTER — Twin-screw, bridge-deck power yacht, 90 x 15 x 4 ft. draught. Exceptional amount of deck room. Spacious
accommodation! below deck. Eauipment and fitting! are the Tory beat. Two 20th Century motors drive this yacht at a cmiiing speed of
12 miles per hour. This yacht will oe deliyered in commission, fully equipped. For further particulars and photographs of interior address
Ohas. D. Mower. Naval Architect and Yacht Broker. 847 Madison Ave.. New York City.

No. 2331 — FOR SALE — Raised deck cruiser. 58 x 13 x 4 ft. draught.
Excellent sea boat. Standard motor. Speed, 12 M. P. H. Excellent
accomodations. Independent lighting system. Price attractive. Chas.
D. Mower, Naval Architect and Yacht Broker. 347 Madison Ave., New
York City.

No. 2599 — FOR SALE — Twin screw fast cruising yacht; 60 x 11 x 2'8''
draught. Large bridge deck, with windshield completely equipped.
Two Speedway motors. Independent lighting system. Speed 20-22
M. P. H. Location, New York City. Chas. D. Mower, Naval Arehiteet
and Yacht Broker, 347 Madison Ave., New York City.

FOR SALE — No. 463. Keel aux-
iliary yawl, 28 ft. o. a.,
22 ft. w. 1., 8 ft. 10 in. breadth.
4 ft. 9 in. draught; recent
build; extra heavily construct-
ed; splendid cabin 'for three
people; ample headroom; toil-
et; galley. 7H-h.p. engine
under bridge deck. Full cruis-
ing inventory — new suit sails.
Whole outfit in perfect condi-
tion. Unusual opportunity to
secure an able single-handed
cruiser at attractive figure.
Address Simon Fisch, Yacht
Broker, 185 Madison Avenu'e.
New York. Telephone Vander-
bilt 6717.

FOR SALE — 2-cylinder. 12-15-h.p. 4 cycle Scripps engine with magneto

and timer ignition; Paragon gear. $290.00.

One 4-cyIinder. 4 cycle 7 in. bore. 9 in. stroke. King engine, com-
plete with reverse gear, $800.00.

Both engines in excellent condition.

One 11-h.p. 2cylinder. 2 cycle Gray engine, $160.00.

One Gray "VM," 20-25-h.p. 4-cylinder, 4 cycle, used as a demon-
strator, condition and appearance equal to new, Bosch Magneto, impulse
starter, reverse gear attached and built-in, $525.00.

Gray Motor Corporation, Detroit, Michigan.

FOR SALE — 1 pair Bau«ch & Lomb 6 x 30 power prism binoculars,
with leather case. Same as new. Percy M. Child, 1110 14th
Street, N. W., Washington, D. C.

HARRY W. SANFORD

YACHTS-SHIPS

501 firm AVE., at 42d ST., N. Y.

TCL. VANDCRBILT 969
Brmkmr tmr tkm c«aslnicl/«a, s«/« aad ekmrfr •/ mil ty^ms •/
ymckta mmd cmmmmrclml vsm^U .

FOR SALE — The following used engines offered by the Kermath Mfg.
Co., have all been completely overhauled at the factory with every
necessary new part properly fitted ; have gone through the regular factory
test, are all in aosolutely perfect condition and guaranteed for a
period of one year against defects in workmanship and material just
the same as a new engine. 1 — 20-h.p. Unit Plant, Kingston magneto,
1919 model, $425; 1 — 20-h.p. separate, 1919 model, Kingston magneto,

$375; 1 — 16-h.p. Unit, 1919 model Atwater-Kent, $370; 1 12-h.p.

separate plant, 1915 model with new Bosch magneto, $175 ; 1 — Gray
motor. Model D Junior, 4cy1inder 3x4 Unit plant, Kingston magneto,
$300. Kermath Mfg. Co., Detroit, Mich.

CANADA'S EXCLUSIVE WHOLESALE AND RETAIL MARINE EN-
GINE JOBBERS. Dominion's Largest Distributors. Free illus-
trated Catalog. Second Hand Engine List. CA.NADIAN BOAT AND
ENGINE EXCHANGE LIMITED, TORONTO.

WANTED

WANTED — To buy 30 x 40 ft. yawl or ketch, none but good sea boat
considered. Must be reasonable. F. Spittal, W. 83d St. and
Washington Avenue, Erie, Pa.

WANTED — An auxiliary boat about 40 ft. overall, of shoal draught,
sloop, yawl or schooner rig. Give full particulars and price. Ad-
dress Box 170, Rudder Publishing Co., 9 Murray Street, New York City.

Tfl^^t*flCli'10nCII A handy pocket edition, thowios sfewwayi in
•i-"-*-'^-'' W.aLl\/JJ.aX ^hich ihe International Code P#.-V^ pC/.
C«^«-fers1o '■ ni«d.with all the Code Flagi in Colon and -TriLC^Jf,
Ijl^llitlo their meaning. The Ruddek Pub. Co.. 9 Murray St.. N.Y. City

YACHTS FOR SALE

LINTON RIGG YACHT AGENCY

138 S. 4th St.

PHONE, LOMBARD 2566

PHILADELPHIA. PA.

Cable Addreti, RIGGING

Var god aberopa THE RUDDER nar annonsorema tillskrifvas

3 T

6gk

64

RUODEP

December

THE ptrforn3:int^e of the
'C^ViiETTE has cstablishrd
boating cntluii^iasis and ex-
perts as the most surccssful
little rnjiscr ever producetl.
This is an exceedingly sea-
worthy model ana many
CRi^JSETTES have: run up and
Set ik0 ELCOBikihitian at the

ELCO STANDARD MODELS
tZ H. Cruiaettc. open ind cnbin model, ^pued 12 oiitea
¥} ft, CruLiettc. new double ciibln model
3fl fi. Ricn runnhnut, apccd ^1 i^ilest
36 ft. Eica Exprctt. new model, iperd 32 nulci
SO ft. Eko Cratfl«r, 75 HP. Standtrd Engine

down the Coast into every port on the Atlantic

Seaboard and the Lakes. The Cl-CO Crvuette is a

triumph for Stan daidi^t ion.

The hfw mwld f(tr 1921 ik do* ftaidir
for iji5p?e±ion — rrady fof {jnmediute
■bipment Id HoHda tnd the Sou[k
Manf cuitflmen w«rc dkiAppointed
lait season becante tbey neglected to
order ihcir Cniiiirttc in liwe.

W(»/o r ^wt; SAo a?, /Vf e^ Yo rk, Dect mbtrl 0th to IH tk. Send f&f iitustra ted catahg

THE ELCO WORKS

Bayonne, N. J.

Itetrlim

An unusual fuel economy is afforded by the overhead dual valve
motor, together with a higher than average speed. There is an
assurance of dependability also, since these motors hold the
marine motored express cruiser championship and displacement
runabout championship with attendant records for 1 mile, 50

Mhs Liberty II ]

trfftai ftramrlr vf tht Imtfil tij^t 4» rrfrttt
tru I if ti Htrftffotn tmenU f eft li tl uf iirtp inc Atfim fflfl J a titn t for 4 AnA m rtt^
•fi.thtmtftuhti and faai. Ut maitr and d ih»ii/tt hath. Tht mptQ-r, art
twin ovrr hjiini dual igli^ Sttrtiaft mnd MUt Lilfrt/ (ruiifi at tfftr ^A mtUt
*■ hour. Bum h iht GwtAi Lairs Ma^t BUt- C^rp., Milweuk**.

miles and 150 miles.

■"■t-'Tirt

"MAY ITE SEND YOU UTERATVRE?

terlirig Engine Co. ^ESS^i^^^ BUFFALO, N. Y.

Exhibiting At New York Show, Grand Central Palace, Dec 10*18, 1!»20.

uiyiiizuu uv '^— ■ '

RMOMSON * OO., PmNTHW
• Marrw St.. N«w V»Hk

The STANDARD

Engine ^.^e

maximum
powered boat

This new triumph is a constant full-load engine turning 550 to
600 R.P.M. giving maintained engine speeds up to 600 R.P.M.
under endless, constant, full-load service.

It is standardized equipment for such standardized boats as the
Elco express cruisers and the Mat his semi-house boats.

All the features so wished for in the really high speed cruiser and
fast shallow draft boat are realized together: safety, power, speed,
economy, noiselessness, cleanliness, comfort.

Demands for this new type engine are ahead of production.

Write us your boat conditions for recommendations on maximum
power.

Back of the STANDARD guarantee is the

Standard Motor Construction Company

127 PINE STREET

JERSEY CITY, N. J.

xJ

Digitized by

Gopgle

40 HP.

A Motor of Extreme Excellence

THE Kermath 40 is a strong husky engine
designed for the purpose of driving heavy
cruisers and working boats. It has the power
that makes it dependable for day in and day
out service, no matter how large the load or
how continuously it is in use.

In order to gain this extra strength, the bearing
and all working parts are made extremely large.

The oiling system is clean, quick and efficient. All
bearings as well as the Paragon reverse gear being
lubricated by pressure feed. The oil is cleaned of all
sediments by a screen each time it circulates. This
screen can be removed and cleaned while the engine
is running. No wrenches are necessary — you can do
it with your hands in one minute's time.

All parts of the motor are enclosed. This makes
it a unit of cleanliness. It is even practical to install
this motor in an Engine Room painted white.

When it comes to operation and control it sur-
passes the expectations of every one who has ever
handled a motor of this type.

This wonderful Kermath 40 is an example of what
good engineering can accomplish in producing an ex-
tremely smooth operating marine motor.

Good design, painstaking workmanship and careful
assembly has made this engine that is without an equal.

Back of this motor is the prestige of the^Kermath
Manufacturing Company, who are the recognized build-
ers of America's most dependable marine motors.

Write us for specifications and information about
the Kermath 40. Address Dept. "M".

4 cylinder, 4 cycle, 4»/a" Bore, 6Va" Stroke
$1650 Complete, F. O. B., Detroit, Michigan

*'A Kermath
Always Runs*'

Port Side of tiermaih ''40'*

KERMATH t€£'^ Ca

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