406 



FOREST AND STREAM. 



[April 28, 1893. 



the floor being removed in sections. The sltpwav Is shown in the cut 

 with the fast steam yacht Vamoose in process of construction. Under 

 her stern is a section of the floor, and further up the slip, on the shore 

 end, is one of the small cruisers with overhanging stem which pre- 

 ceded Gloriana, the fore deck only being visible The view is taken 

 from a high gallery running the length of the shop, from which the 

 decks of the larger boats may he reached. The shop is lighted by 

 rows of windows on each side, warmed by steam, and is always dry 

 and comfortable to work in. Ov«fib©ad are two traveling cranes, seen 

 in the picture, bv which any yacht of 80 feet or so may be lifted and 

 set on one side, leaving the ways clear for another keel. 



The other shop is similarly arranged, but is a little larger, contain- 

 ing the rolls, shears and punches for steel shipbuilding. It is also 

 fitted with overhead cranes. 



The larger yachts are built in the shop shown, Gloriana and Wasp 

 each in turn occupying the space shown between Vamoose and the 

 little boat. Nearly the whole length of the shop and slipway is now- 

 taken up by the new steel steam yacht Truant, now pan.ly plated up. 

 The smaller craft are built in the other shop, recently rilled with 

 the new cop or fin-keels. All but the largest sizes are built, keel up 

 ward, a special mould heing made for each frame, over which two 

 timbers of steamed oak are bent and held in place by dogs. These 

 moulds are set up in position on the floor and the oak keel bent over 

 them, the stem and stem put in place; the timbers are then beveled 

 and the planking laid. The wales are of oak in single thickness, as 

 are the ga'-boarrts and possibly the nest planks, but the greater part 

 of the planking is in two thicknesses, wed screwed to each ottier be- 

 tween the timbers. When the planking is completed the hull is lifted 

 by the traveling cranes and turned right side up, the moulds being 

 then removed and the deck beams put in place. When finished, the 

 yacht is again picked up by the cranes and laid on one side out of the 

 way. Not only the fin keels but steam yachts such as the new cruiser 

 now in the water beside the shops, are built in this way. 



On the other side of the street, about 200yds. from the water, are 

 the machine, boiler and patera shops, offices and drafting rooms, all 

 fitted with improved machinery. 

 At the head of the street above 

 these shops is the handsome resi- 

 dence of John B Herreshoff, while 

 a short distance down the water- 

 side is the comfortable home of 

 N G. HerrFshoff, with its boat 

 house beside it and moorings just 

 off the waterfront, at which in 

 turn he has had the cat yawl Con- 

 suelo, the Clara, and Dilemma, his 

 own boats. 



The following history of the 

 Herrpsboff family we take from 

 the Boston Globe: 



Charles Frederick Herreshoff, 

 who died three years ago at the 

 age of 79 years, was the father of 

 seven boys. 



He was a direct descendant of 

 the famous Chad Brown, the col- 

 league of Roger William', who 

 came to Rhode Island in 1638. In 

 the fifth generation of his family 

 appeared the four Brown brothers, 

 who were distinguished in colonial 

 days. John Brown was the grand- 

 father of Charles Frederick Her- 

 reshoff. He was famous for many 

 things in bis day, but it was the 

 attack on the Gaspe that made 

 him known throughout the col- 

 onies. 



He owned a great many small 

 vessels, and one of these had been 

 injured by the British ship, the 

 Gaspe. John Brown with his fleet 

 made a cruise of reprisal and 

 burned the Gaspe. This was tbe 

 'first act at arms in the American 

 Revolution. It occurred in 1773. 



John Brown wa« afterward one 

 of tbe largest shipowners in Rhode 

 Island, and the first American 

 vessel that floated the Stars and 

 Stripes in Chinese waters after the 

 Revolution belonged to him. 



He owned about forty vessels, 

 and even in his old asre he de- 

 lighted to go down the bay and 

 meet his incoming ships and pilot 

 them safely into the harbor. 



Charles Frederick Herreshoff, 

 the first, came to Rhode Island 

 from Germany in 1790. In 1791 he 

 was at Providence, and was enter- 

 tained by John Brown, and he met 

 the daughter, Sarah, who after- 

 ward became his wife. He was 

 famous as a musician and a lin- 

 guist, but in bis later years he 

 became a farmer. He married 

 Sarah Brown in 1801, and the 



father of the present family of Herresboffs was born in 1809. 



At that time the elder Herreshoff lived on the big farm at Point 

 Pleasant, across from Bristol harbor. The farm of 25U acres is still 

 in the Herreshoff family Youug Herreshoff spent his summers on 

 this farm, and the Yifeing spirit of his grandfather on the maternal 

 side was made manifest at an early age. He delighted in the carving 

 of miniature ships, and when he was 12 years old he had built and 

 sailed a boat of his own. When he was 14 his skill in the manage- 

 ment of small boats and his taste in the mechanical line were re 

 marked. He married m 1833 Julia Ann Lewis, of Boston. She was 

 the daughter of a very well-known sea captain, who had made 

 seventy-five successful trips in sailing vessels across the ocean. 



Grandfather Herreshoff lived many years in the ancestral home at 

 Point Pleasant, and to the father of "the present family were born 

 there nine children. All those nine children are now living. 



The eldes' is James Brown Herreshoff, who was educated at Brown 

 University and became an expert in chemical engineering. He is 

 recognized as an authority in all matters of mechanics, and it was 

 he who first proposed the idea of coil boiler, which gave to the 

 Herreshoff Manufacturing Company its great start in the construc- 

 tion of steam vessels. 



Caroline Herreshoff, the second child, married E. S. Chesebro in 

 1856. Her husband had gone to the war in '61 and in 1875 he died of 

 diseases contracted on the field. Her son, A. S. Chesebro, is a 

 draughtsman in the designing room? of the Herreshoff Company. 



Cnarles Frederick Herreshoff, Jr., was born in 1839. He is a 

 farmer and occupies the ancestral acres of Point Pleasant. He is a 

 very large, powerful man and weighs about 3751bs. He spends all 

 the leisure time he can in his cat yawl, the Alice, a boat of more 

 than ordinary speed. In his native village he is a political power and 

 he has been at the head of the government several times. He is a 

 very genial sweet-tempered man and he takes life more easily than 

 any other member of the family, with the exception, perhaps, of 

 Lewis. 



John Brown Herreshoff who was born in 1841, is often mistakeu 

 for the Charles Frederick Herreshoff, the father, who died three 

 years ago. He is the president of the Herreshoff Manufacturing 

 Company and he is the business head of tbe concern. 



In his boyhood he was as ardent a lover of boats and matters marine 

 as his younger brother, the genius, Nathaniel. 



Tn 1856 the family left Foint Pleasant and came to Bristol. In 1860 

 Charles Frederick Herreshoff builtacatboat for John. The boat was 

 called the Spite, and even at this comparatively late day possesses 

 remarkable speed. John went into the actual business of naval con- 

 struction in 1864, and in 1866 he took D. S. Stone, a famous yachtsman 

 in his day, into partnership. 



During the eleven years from 1864 to 1875 many hundred sailing 

 vessels were turned out by the Herreshoff company. The Herresboffs 

 received their fame as builders by reason of the fact that they built 

 boats that were always ex remely fast. All the early boats owned by 

 the Burgess family were built at Bristol. 



Lewis Herreshoff was born in 1844 and has lived nearly altogether 

 at home. His taste lies in the direction of literature, and he is a big, 

 strong man with a heavy brown beard. He is the literary counsellor 

 of the family, and bis intimate and precise knowledge of family 

 details is frequently drawn on by his brothers. 



Sarah Brown Herreshoff is the sixth child. She was born in 1845, 

 and lives in the family mansion at Bristol. 



Nathaniel Greene Herreshoff, the designer of tbe Gloriana, is the 

 seventh child. At nine years old be was an excellent helmsman, and 

 at twelve he sailed the Spite to her first victory and won a prize. 



He graduated from the Institute of Technology and took prizes in 

 physics and mathematics. He experimented with the steam engine, 

 and made one of new and unusual form After he left the Institute 

 of Technology, in 1869, he went to the Corliss steam engine works in 

 Providence. He remained there seven years, and perfected himself 

 in the more intricate Imowledge of steam engineering. During the 

 seven years be was in the Corliss works he was the designer for tbe 



Herreshoff company in Bristol, and modelled most of their sail and 

 steam yachts. He sailed all the yachts also in that time in all the 

 races in which the Herreshoff boats took part. Thus he divided his 

 time equally for seven ypars between boats and engines 



In 18/7 he went to Bristol to give his whole time exclusively to 

 marine engineering. In that year he brought out the famous cata- 

 marans, and secured patents on the new features that he had in- 

 vented and perfected. With his catamarans he made the fastest 

 time that had ever been made by sailing vessels. One of his cata- 

 marans sailed twenty one miles in an hour over a measured course. 



Since then he has been employed uninterruptedly in the study of 

 the construction of steam vessels, and he made a long series of ex- 

 periments with different forms of screws for propelling vessels. He 

 went into the study of the speed of yachts of different models, under 

 different conditions of steam and weight. Every engine that was 

 used by the Herreshoff Company after 1875 was built from Nath- 

 aniel's designs, and he secured any number of patents for inventions 

 and improvements in engine construction. But in all this time he 

 still retained hi* interest in the sailing yaeh». and he shared his time 

 in tbe work of experimenting with both kinds of vessels, and built 

 many catboats, and the first catyawl in 1883. 



In that year he married Clara Anna De Wolf , of Bristol. They 

 have Ave children: four are boys that possess ail the paternal imer- 

 est in boats and boat building. Nathaniel looks forward to the time 

 when he can man his own yacht with his own children, and he ex- 

 pects to have as fine a crew as ever hoisted topsail. 



Nathaniel is superintendent now of the Herreshoff Manufacturing 

 Company, and holds a quarter interest in a plant worth about $75,- 

 000. John Brown Herreshoff owns three-quarters of the stock. 



Francis Herreshoff, another brother, is 41 years old. He was edu- 

 cated at Brown University, and distinguished himself therein chem- 

 istry. His fame is established on his success in the improvem euts in 

 the manufacture of sulphuric acid and his unusual ability as a prac- 

 tical chemist. He lives in Brooklyn, and is the only one of the nine 

 children tnat has left the parental roof. He is also an expert 



INTERIOR OF THE HERRESHOFFS SHOPS, BRISTOL, R. I. 



yachtsman, and he indulges his fancy for yachting. 



Julian Lewis Herreshoff is the youngest in the family. He is 37 

 years old and he has become famous as a musician and a linguist. 

 He was educated at the University of Berlin, and is the proprietor of 

 a school of languages and music in Providence. 



John Brown Herreshoff has been blind, as have his brothers Ju lien 

 and Lewis and his sister Sarah, from his earliest years, each of them 

 losing all sight between the ages of ten and fifteen. In spite of his 

 blindness he is noted as a skillful sailor, having sailed continually as 

 a boy with his brother Nathaniel for pilot. 



[t'ONCLUUEIJ NEXT WEEK ] 



THE EDUCATION OF NAVAL ARCHITECTS. 



WE have frequently called attention to the great difficulty exper- 

 ienced by young men in obtaining instruction in all branches 

 of naval architecture and marine engineering in America, and to the 

 lack on the part of our technical instituions of c urses of instruction 

 in these branches. While such instruction has long been available to 

 the ambitious student in England and on the continent, thisH20untry 

 has offered no better facilities to the student of naval architecture 

 than the. very inadequate ones afforded by the handle of a ratchet 

 drill or a chipping hammer. It is with great pleasure that we publish 

 the following particulars of the new Department of Naval Architect- 

 ure and Marine Engineering recently established at Cornell Univer- 

 sity, an institution whose standbier is a sufficient guarantee of what 

 may be expected from the new school. Of course the work is at the 

 start experimental, but there is every reason to believe that in a short 

 time the new school will fully meet the wants of all students Pro- 

 fessor Win. F. Durand, the principal of tne school, is just about to 

 start on a trip to Europe, visiting all the great schools and shipyards, 

 returning before the opening of the next college year. The officers 

 of the School of Naval Architecture and MariDe Engineering are: 

 Charles Kendall Adams, LL. D , President of Cornell University. 

 Robert Henry Thurston, A.M., LL. D., Doc. Eng., Director of Sib- 

 ley Pollege. 



Wil iam Fredrick Durand, Ph. D., Principal of the School and Asso- 

 elate Professor of Marine Engineering. 



George Robert McDermott, assistant Professor of Naval Architect- 

 ure, 



The classes at present are under the direction of Asst. Prof. Mc- 

 Dermott, and tbe indications for next year are that the number of 

 students will be as large as can be accommodated. The course of 

 instruction covers three years, tbe first, year being the regular senior 

 year of the academic course, with special studies in naval architect- 

 ure, ship design and building, the steam engine and other motors, 

 etc. The courses of the other two years are described below. 



The original inception of this School as a Department of Siblev 

 College may be said to date irom 1885, when the present Director of 

 the college, Prof. R. H. Thurston, first took charge. The objective 

 point at that time and since has constantly been: 1st. To provide 

 such courses of undergraduate instruction in Mechanical Engineer- 

 ing as shall furnish the proper foundation for any of the special 

 branches of these professions. 2d. To establish, as they may be 

 called for and as the progress of the University may permit, a system 

 of advanced schools of special branches of Mechanical Engineering. 



The time seeming ripe for such action, the School of Marine Engi- 

 neering and Naval Architecture has been organized as the first of 

 such special schools, by order of the Board of Trustees October, 1890. 



The vast importance of our maritime interests, lake and river as 

 well as ocean, seems to render it peculiarly proper that there should 

 be readily available to the rising generation of youDg men in this 

 country, a school especially devoted to instruction in these branches. 

 There can be no doubt as to the specialized character of the consid- 

 erations and facts bearirg on ship and marine engine building. It 

 would seem to follow that a wider knowledge of what has been done 

 by others, as web as a better understanding of the special conditions 



to be met, and tbe obstacles to beovercome, cannot fail to be of great 

 value to all interested in maritime construction. Again, the absence 

 of such sppcial schools in this country has rendered it very difficult 

 forsbipand marine engine builders to obtain draughtsmen and de- 

 signers having any special acquaintance with the peculiar problems 

 involved. This school, by furnishing such special training, will, it is 

 hoped, serve to ameliorate this coudition. It must not, however, be 

 supposed that a complete acquaintanee with everything relating to 

 ship or marine engine design and construction can 'be learned in any 

 school. Indeed a good measure of practical experience would be 

 found a valuable preparation for tbe special work of the school. 

 Such experience would render the general grasp of the subject far 

 easier than it otherwise would be. In any case, however, the student 

 must expect to supplement, his college course with practical exper- 

 ience before he can consider himself as master of the subject. No 

 college can take the place of tbe ship-vard and shop. The first 

 business of the former is to give that training and instruction which 

 cannot be gotten in the latter, or cannot be got' en except at the 

 expense of disproportionate effort. After that, as much of the purely 

 practical as is possible may be given, always directing it toward the 

 illustration and fixing of fundamental principles. 



The object of the school is, then, to provide courses of instruction 

 and opportunities fur research iu such special branches of engineer- 

 tug a« relate to the design, building, powering and propulsion of ves- 

 sels of any and all types. Such courses naturally fall under two 

 heads — 



fa) Naval Architecture. 



(b) Marine Engineering. 



These two subdivisions possess a large common ground- and of the 

 courses of study offered many are common to both. Outside of these 

 each branch is specialized in its own direction, the naval architect 

 heing, of course, more especially interested with the ship, an I the 

 marine engineer with tbe engine and the application of its power to 

 the propulsion of the ship. 

 The course in naval architecture is intended as a general introduc- 

 tion to the whole stibjpet of marine 

 construction. It will open with 

 tbe general examination of a ship 

 as a stationary floating body. Fol- 

 lowing this, the various methods 

 of approximate integration will 

 be examined, and their application 

 to the computations of i aval ar- 

 chitecture will be shown. To apply 

 the principles developed, a se ies 

 of computations will be made, 

 based on the actual lines of some 

 ship, each student in general hav- 

 ing a separate set. These com- 

 putations will include the making 

 of a regular displacement sheet, 

 together with the determination of 

 iransverse and longitudinal meta- 

 center, moment for change of trim, 

 and simple determinations of stati- 

 cal and dynamical siabilitj. In 

 connection with these, the usual 

 curves and graphical representa- 

 tions will be laid down. The above 

 constitutes the work for the fall 

 term. Following unon this, in the 

 winter term, a course, of lectures 

 will be given on the following 

 topics: Ship resistance; Propulsion 

 and powering; Wave motion and 

 oscillation of ships: Strains to 

 which ships are subject, and the 

 reduction of the ship to its equava- 

 lent girder, 



In the course in ship building- and 

 design which extends through 

 the fall and winter terms, attention 

 will first be given to the best 

 practical construction in actual 

 materials of t he ship which, to this 

 Tioint. has been treated rather a-, 

 a geometrical body. The subject 

 will be treated from a descriptive 

 standpoint, the various general 

 systems of ship building and their 

 peculiar points will he studied. 

 Then, passing to details, the best 

 modern practice in the innumer- 

 able details of ship construction 

 and fitting will he covered as com- 

 pletely as possible. 



The course will be partly by text 

 book and recitations, partly by 

 lectures, and partly by note hook 

 reports of detail drawings repre- 

 senting tbe beet modern practice. 



Following this and based upon it 

 there will be a series of drawing 

 room exercises, iucluoing, 1st. Tbe 

 design of a set of lines to fulfill 

 given conditions, and of the general 

 plans of arrangement and con- 

 struction. 3d The design in detail 

 of more important parts, such as double bottoms, water-tight bulk- 

 heads and doors, fittings around shaft tubes, boiler saddles, engine 

 seating, hull forgiogs. stanchions, deck supports, etc 



In the fixing of dimensions there will be a general examination of 

 the various systems of scantling in use in the leading maritime coun- 

 tries, supplemented where convenient by reference to the theoretical 

 principles involved. 



The course >n marine machinery will consist of a series of lectures 

 supplemented bv drawing room computation and design. 



The various types of marine boilers, including the various forms of 

 tubulous or water tubular boilers, willbe examined, and their peculiar 

 characteristics and limitations pointed out. Special note will be taken 

 of corrosive and deteriotating causes, and the best means of preven- 

 tion. Attention will also be given to pining, the various methods of 

 forced drafts, special fuels, boiler auxiliaries, evaporators, etc , with 

 hints on general boiler care under the conditions of use. The influ- 

 ence of the peculiar conditions of marine bailer practice upon tbe 

 general principles of boiler design will then he examined, coupted 

 with analyses of the design of boilers representing the best practice, 

 and followed by design of an original character by the student. 



In a similar manner a study is made of the peculiar conditions un- 

 der which the marine engine is obliged to work, and of the advantages 

 and disadvantages of the different types and forms. The proper care 

 of engines under way, the precaution to be taken in getting under 

 way. stopping, starting, etc., are noted, together with some examina- 

 tion of the subject of pb^er trials. The influence of these peculiar 

 conditions on general engine design is then noted, and analyses arc- 

 made of several designs representing modern practice. These are 

 followed by numerical designs of an original character, supplemented 

 by actual drawings as far as the time will permit. 



The various forms and types of marine propellers will in like man- 

 ner be Vtudied, and the principles of their design developed, follow- 

 ed bv the design of a propeller of modern type to fulfill stated con- 

 ditions. A general acquaintance with valve gears analysis being 

 assumed, attention on this topic will be restricted to such forms and 

 problems as are more especially peculiar to marine practice. 



In the. third year the course in naval architecture running through 

 the fall and winter terms, is based on tbe more general course of the 

 preceding year. Several special topics will be taken up and studied 

 in greater detail, the object being the more complete preparation of 

 tbe student through such advanced work, for the intelligent treat- 

 ment of the various problems which continually arise in both the 

 science and art of marine construction. The work will consist partly 

 of lecture, partly of directed courses of reading,and partly of personal 

 studies on the part of the student under the direction and aid of tbe 

 professor in charge. 



The course in ship design will consist largely of a directed study of 

 tbe construction and designing practice of leading builders, with 

 original studies on special points, followed by some complete design 

 on the part of the student. 



The course in marine machinery is a continuation of the preceding 

 year, and will consist of an advanced study of various special topics 

 connected with the design, construction and efficient management of 

 marine machinery. Special problems will be assigned for study, and 

 a complete design of some character will be prepared, 



The Seminary consists of a weekly meeting, usually in the evening, 

 in which the current technical and professional literature is discussed, 

 with such other special topics as may seem timely. The current liter- 

 ature is asstgued far scrutiny among the members of the class. Ab- 

 stracts of articles and notes of interest being presented to the semin- 

 ary for their information, and for free discussion. The object is to 

 provide a means for keeping up with the world's progress in profess- 

 ional matters, and an informal meeting for the ready interchange of 

 ideas among those interested in this line of work. 



In the course in specifications, contracts and estimates the general 

 subject of the proper statement of specifications, both as to matter 

 and form, will be studied in connection with numerous examples. 

 The subject of contracts will also be taken up, both as to their legal 



