Construction of the Carnegie I59 



Nothing is said here of the physiological and psychological effects on the 

 observer caused by the ship's motions, or by his attempt to keep his eye on a rapidly 

 moving object, like a dipping needle swinging through an arc of 5, 10, 15 degrees or 

 more, while his body is swaying to and fro. These effects must be reckoned with. 

 So again must it be borne in mind that a ship's sailings, courses traversed, stays in 

 ports, can not always be arranged in strict accordance with the requirements of 

 scientific work. Many untoward circumstances and difficulties enter into ocean 

 work which, while they must be taken into consideration, can not be discussed here. 



As the Carnegie was intended for ocean surveys, it was decided to build her of 

 the very best materials and make her construction thoroughly substantial, com- 

 bining the finish and workmanship of a yacht with the sturdy strength of a merchant 

 vessel. One of the main requirements was of course to have just as Httle iron and 

 steel in the construction of the vessel as possible. While there are many materials 

 which have little or no effect upon the magnetic compass, the material, iron, so 

 universally used in the modern ship, influences the compass, as is well known, to 

 such an extent that its effect must either be allowed for or counteracted in some 

 manner. 



The pkns and specifications for the vessel were prepared in 1908, in accordance 

 with the stipulated requirements and in consultation with the Department, by 

 Henry Gielow, naval architect and engineer, of New York City. The Trustees of 

 the Carnegie Institution of Washington having made the necessary appropriation 

 on December 8, 1908, the contract for the construction of the vessel, on the basis of 

 the competitive bids received, was awarded to the Tebo Yacht Basin Company of 

 Brooklyn, at the time under the management of Wallace Downey. The successful 

 work of the Carnegie (as shown by the cruises accomplished without mishap during 

 the seven years of her existence, aggregating 160,615 nautical miles to September 21, 

 1916, and extending into all seas, from the Arctic to the Antarctic) is ample testimony 

 of the good services rendered in her construction by the architect and by the builder. 

 It is a pleasure to record here also the interest shown and the pride felt by everyone 

 concerned in the building of the unique vessel, whether a business firm furnishing 

 material or a foreman or laborer engaged on the work. 



Early in February 1909, the keel of the vessel was laid, and the construction 

 was then actively continued, under the supervision of the architect as well as of the 

 representative of the Department, W. J. Peters. The latter was provided with a 

 special testing apparatus, with the aid of which all metals used were subjected to 

 careful tests before being accepted. Owing to the care shown by the contractor 

 and his subcontractors, very httle, indeed, of the material submitted had to be 

 rejected. (See PI. 7, Fig. 1, for state of construction on May 24, 1909.) 



On June 12 the Carnegie was successfully launched, in the presence of about 

 3,500 persons, the vessels in the harbor being dressed in her honor and firing salutes 

 as she gracefully gUded into the water (see PI. 7, Fig. 6). The Director's daughter, 

 Dorothea Louise, in accordance with the invitation from the Executive Committee 

 of the Institution, performed the christening ceremony. 



