1032 
FOREST AND STREAM. 
[Dec. 29, 1906. 
Gordon Bennett asked to be allowed to enter the 
race with his schooner Henrietta, which was ac¬ 
corded. The story of this great race cannot find 
space at this time, but those interested may turn 
to Forest and Stream of April 15, 1905, to find 
a graphic description written by men who made 
the voyage. The result of the race was as fol¬ 
lows : 
Min. Distance Average 
Days. Hours, utes. bailed, per hour. 
Henrietta .13 21 55 310G 9.39 
Fleetwing .14 6 10 3135 9.16 
Vesta .14 6 50 3134 9.14 
The weather encountered was, as the logs show, 
but a succession of gales. In a particularly bad 
squall and heavy sea, six men were washed out 
of the cockpit of Fleetwing. 
Following the policy of the New York Y. C., 
in respect to its collection of models, and in ac¬ 
cordance with its rules, the model committee was 
advised of the gift of James Gordon Bennett of 
sufficient funds to proceed with the construction 
of the full rigged models of the three famous 
yachts which took part in the race to the 
Needlqs. From 1866 to 1905 is a long time in the 
life of a yacht, and as the history of yachts goes, 
one that is often fraught with many vicissitudes. 
Henrietta, Fleetwing and Vesta were no excep¬ 
tion to the practice of rebuilding, change in rig 
and hull, and lengthening. After thirty-nine years 
it seemed indeed a hopeless task to gather suffi¬ 
cient information to reconstruct the yachts. 
There were paintings, prints, pictures, lines and 
drawings, and it was almost as difficult to agree 
as to what was not an alteration, as to prove 
that it was. After many conferences with men 
who had been known to have had something to 
do with the building of these yachts and others 
who had sailed upon them, little by little the mat¬ 
ter was whipped into such form that actual draw¬ 
ings could be begun. The work was entrusted 
to Martin Coryell Erismann, acting directly under 
the model committee composed of Messrs. John 
R. Buchan, Robert Goelet and Theodore C. 
Zerega. The work required a search for the 
vessels. Two were known to be about New 
York. Vesta in Brooklyn and Fleetwing in Jer¬ 
sey City. Vesta had been rebuilt and lengthened k 
but there were many details which remained the 
same. Fleetwing was about to be altered—after 
having been laid up many years in Newtown 
Creek—into a mission ship, fitted with gasolene 
power. Henrietta had been lost in a gale off 
the West Idies, but her lines and much data was 
in the possession of the club. After ten months 
of work the drawings as we publish them were 
completed, and after being approved by the com¬ 
mittee were turned over to the model maker. 
Upon the completion of the models, and before 
being placed in the cases, they were photographed 
as shown in our half tone cut. It is hard to 
realize the frreat amount of patience, love and 
care reouired to bring such an undertaking to a 
satisfactory conclusion. The work of the club 
through its committee is not fully recognized 
but by.few outside of the organization. Tt is a 
great work to undertake by even sueli a repre¬ 
sentative organization, and the completion of the 
models of Henrietta, Fleetwing and Vesta is but 
a part of the scheme which will gather under 
one roof the models of the competitors in yacht¬ 
ing events that have taken place in.our country. 
This collection will show to the future genera¬ 
tions of yachtsmen just what was -accomnlished 
in the form and rigging of vachts in the last 
fifty years. And it will furnish the greatest link 
between the museums of Europe as representing 
an earlier period and the development particularly 
in yachting in our modern times. 
The steel houseboat Margaret, owned by Mr. 
Isaac E. Emmerson, New York Y. C., is fitting 
out at Manning’s for a winter cruise south under 
charter. Margaret was built at the yard of the 
Marine Construction Company. Mariners’ Har¬ 
bor, some years ago. She is fitted with a twin 
screw steam plant. The designs were made by 
Sadler, Perkins & Field. 
* » R 
The steam vacht Venitia. Mr. Morton F. Plant, 
New York Y. C., is awaiting sailing orders at 
Hoboken. 
Boston Letter. 
It is a well known fact that the tramp steamers, 
the indiscriminate cargo carriers, are not equipped 
with quadruple expansion engines or with twin 
screws. With this class of vessels economy of 
operation and the maximum of cargo space on a 
minimum length and draft are the controlling 
forces. It is only when the transportation of 
passengers, or of perishable freight, make the 
element of time one of prime importance that 
“multiple cylinders” and twin screws are in¬ 
stalled. With the twin screws come the increased 
element of safety from total disability in the en¬ 
gine room or of injury to the steering apparatus. 
The ocean liners in order to gain and maintain 
the high speed desired of them resort to an 
enormous total of horsepower, a power so great 
that it is not wise to apply it all to one propeller 
nor to transmit it all through one shaft; this gives 
twin and triple screws an added value to such 
boats. 
The internal combustion engines are so radi¬ 
cally different from steam engines that lessons 
learned from the latter are of little value when 
considering the possibilities of the*explosive en¬ 
gines. And yet many have wondered whether 
or not the factors which control the use of twin 
screws on steam vessels would not apply both 
for and against a similar use on motor boats. 
Such a use has been advocated by many eminent 
designers and builders, has been adopted and put 
to the test by power boat owners. The results 
are just beginning to come in and they confirm 
the steam taught lessons. There is no gainsay¬ 
ing the manifest .advantages of the twin screw 
boat, nor is it untrue that the same amount of 
power applied to two propellers is gained at a 
greater initial expense. With four-stroke en¬ 
gines it is also true that two 10. horsepower en¬ 
gines are more wasteful of fuel, more expensive 
to operate and to maintain than one 20 horse¬ 
power -engine of the same make. With this type 
of engine the fuel consumption per horsepower 
per hour decreases steadily as the engines increase 
from one to twenty horsepower; that is to say, 
until the engines reach at least 20 horsepower 
they do not attain the minimum ratio of fuel to 
horsepower hours. Two 12 horsepower engines 
will consume, on an average, from 5 to 10 per 
cent, more gasolene than will one 24 horsepower 
engine. 
But expense is a minor consideration with most 
of our yachtsmen; they give some thought to 
initial expense, but almost none to operating ex¬ 
penses. These latter they consider only after 
the boat is purchasd, the engines installed and 
the season’s bills well accumulated. So it is not 
a matter of expense which has led Mr. Richard 
Hutchinson' to abandon the twin screws, such as 
he had last year in the Davy Jones, and to instal a 
single propeller in the new boat which is now on 
the eve of construction. His change of heart is 
explained (and I promised the explanation in a 
recent letter) to the second of the steam taught 
lessons — room for other things. 
In a 40ft. launch a double set of engines oc¬ 
cupies almost the entire breadth of the boat for 
the entire length of the engine room. But in 
Mr. Hutchinson’s new boat, which is two feet 
shorter and eighteen inches narrower than the 
Davy Jones, the use of one engine permits the 
location of a roomy toilet compartment abreast 
of the engine, while the companionway, on the 
opposite side of I he engine, is broad enough to 
permit of a folding pipe berth if occasion for one 
arises. These changes allow the galley to extend 
clear athwartships, thus becoming of some real 
value to a cruiser on rough waters. And despite 
the decreased length the new boat has as many 
transom berths (four) as did the Davy Jones, 
while as a matter of fact there is room for two 
more berths if those of the folding pipe pattern 
be used. 
Many trials showed that the Jones would 
develop under one engine a speed of seven knots. 
Using both engines, thus doubling the power, she 
would develop a speed of only two knots. Yet ac¬ 
cording to all known formulae a boat of her size, 
form, with her power should have obtained an 
increase of two knots when shifting from 12 
horsepower to 24 horsepower. At least such 
should have been the case had the power been 1 
WILLIAM GARDNER, 
Naval Architect, Engineer, and 
Yacht Broker. 
No. 1 Broadway, Telephone 2160 Rector, Now Vork. 
Gas Engine & Power Co. 
and 
Chas. L. Seaburv & Go. 
(Consolidated,) 
Morris Heights, New York City. 
YACHT BUILDERS 
Steam Yachts and Gasolene Launches for 
Cruising or Racing. 
Send for Catalogue. 
SWASEY. RAYMOND (&. PAGE 
- OF BOSTON 
DESIGNERS OF - 
MOTOR AND STEAM YACHTS 
THE PIGEON HOLLOW 
SPAR CO. 
The Oldest Makers and Most Reliable Hollow 
Spars Made. Write for prices. 
116 Condor Street, East Boston, Mass. 
RALPH DERR ( Lessee) 
Marine Construction Company 
Yachts, Launches and Tow Boats in Wood and Steel. 
Small Steel Barges and Tow Boats a Specialty. 
NEW YORK OFFICE, - 32 Broadway. 
WORKS: Staten Island, N. Y. City. 
STEARNS McKAY, 
Ma.rblehead, Mass., U. S. A. 
NAVAL ARCHITECTS AND YACHT BUILDERS. 
Designs to suit any requirements. 
Send 10c. stamp for illustrated catalogue. 
Hints and Points for Sportsmen. 
Compiled by “Senera.” Cloth. Illustrated, 244 pages. 
Price, $1.5p. 
This compilation comprises six hundred and odd hints, 
helps, kinks, wrinkles, points and suggestions for the 
shooter, the fisherman, the dog owner, the yachtsman, 
the canoeist, the camper, the outer; in short, for the 
field sportsman in all the varied phases of his activity. 
“Hints and Points’’ has proved one of the most prac¬ 
tically useful works of reference in the sportsman’s 
library. 
FOREST AND STREAM PUBLISHING CO. 
Gas Engines and Launches. 
Their Principles, Types and Management. By Francis 
K. Grain. 132 pages. Price, $1.25. 
Here is a pocket manual indispensable to every man 
who uses a motor-boat. It deals in simple untechnical 
fashion with the running of the marine gas engine, and 
with the difficulties that the marine gas engineer is likely 
to meet with. These engines are described, some pages 
are devoted to launches in general, with practical advice 
to the man who contemplates purchasing a power boat. 
The main feature of the book, however, is a clear descrip¬ 
tion of the difficulties met with in running a gas engine, 
their causes and how to remedy them. In this discussion 
all technicalities are avoided, and the author has boiled 
down a vast amount of practical knowledge into small 
space and into every-day language. The amateur power 
boat man needs this book, for it will save him much time 
and trouble, and probably not a little money. 
FOREST AND STREAM PUBLISHING CO. 
When writing say you saw the adv. in 
“Forest and Stream.” 
