66 
FOREST AND STREAM. 
[Jan. 9, 1909. 
for operating the valves—aggregating less than 
six hundred pounds—there will be no magnetic 
materials used in the construction of the vessel. 
As Carnegie is intended for ocean surveys, it 
was decided to build her of the very best mater¬ 
ials and make her construction thoroughly sub¬ 
stantial, combining the finish and workmanship 
of a yacht with the sturdy strength of a mer¬ 
chant vessel. The principal dimensions of the 
vessel are as follows: Length over all, 155 feet 
6 inches; length on load waterline, 128 feet 4 
inches; beam, moulded, 33 feet; depth of hold, 
12 feet 9 inches; with a mean draft of 12 feet 
7 inches, and a displacement of 568 tons with all 
stores and equipment on board. 
Her lines are fair and easy, running in an un¬ 
broken sweep from stem to stern. There are 
no hollows anywhere; in fact, the model shows 
power and sea-going qualities throughout. Hand¬ 
some gilded scroll work will be worked on each 
bow and quarter, and connected with a gold 
stripe all around the vessel. 
The hull will be constructed as thoroughly and 
substantially as any merchant vessel afloat, the 
scantling being the same dimensions as required 
by the American Bureau of Shipping for mer¬ 
chant vessels of equal tonnage. The keel, stem, 
stern post, frames and deadwood will be of white 
oak; the deck beams, planking and ceiling will 
be of yellow pine, and the deck of Oregon pine 
in long lengths, comb grained. The fastenings 
will consist of locust treenails, copper and Tobin 
bronze bolts and composition spikes; all through 
bolts to be riveted over rings both inside and 
outside. All metal deck fittings, metal work on 
spars and rigging will be of bronze, copper and 
gun metal. 
The vessel will have full sail power, with a 
brigantine rig carrying just under 12,900 square 
feet of plain sail; her spar plan measuring 122 
feet from foremast truck to the water surface, 
and 201 feet from the forward end of bowsprit 
to the after end of the main boom. The dis¬ 
tance from the forward end of the bowsprit to 
the forward end of load waterline is 48 feet; 
from the forward end of the load waterline to 
foremast 35 feet, and from foremast to main¬ 
mast 48 feet. The rigging will be of Russia 
hemp especially made for this vessel. 
For the purpose of maneuvering the vessel 
when in port or crowded roadsteads or during 
a calm at sea, there is provided an auxiliary 
power plant consisting of a six-cylinder internal 
combustion engine, capable of developing 125 in¬ 
dicated horsepower at 350 revolutions per minute 
which, driving a feathering propeller of special 
design, will give the vessel a speed of six knots 
in calm weather. With the exception of the 
thin cast-iron cylinder liners and the steel valve 
cams, the engine will be constructed of manga¬ 
nese and other bronzes. The shaft will be of 
Tobin bronze and the propeller and its feather¬ 
ing gear will be of manganese bronze. The 
engine will be operated by gas generated in a 
producer gas plant having a capacity to gasify 
130 pounds of anthracite pea coal per hour, pro¬ 
ducing a fixed, well cleaned gas, containing 80 
per cent, of the heat units possessed by the coal. 
The vessel will carry twenty-five tons of coal 
in her bunkers, which will give her a cruising 
radius of two thousand miles at a speed of six 
knots. 
The living quarters are all below, ventilation 
and light being obtained by means of a cabin 
trunk on the main deck, 42 feet 8 inches in 
length, 16 feet 6 inches in width and 3 feet in 
height; heavily constructed of teak wood, fin¬ 
ished bright. Skylights, companionway hoods 
and other wooden deck fittings will all be con¬ 
structed of teak wood. All hatches will be fitted 
with locking devices to secure safety in a sea 
way. In addition to this the vessel will be sub¬ 
divided into seven watertight compartments by 
means of six transverse bulkheads, so that, with 
even two compartments stove in, the vessel will 
still remain afloat. 
Immediately aft of the collision bulkhead will 
be the forecastle, 19 feet 6 inches in length and 
extending the full width of the vessel, fitted 
with wardrobes, berths, lockers and ample stor¬ 
age room for eight men. In addition to this 
there will be a toilet room with bath tub, wash 
basin, etc., with open, non-magnetic plumbing 
complete. Immediately aft of the forecastle will 
be the crew’s galley, 8 feet in length by 16 feet 
athwartships, with range, dresser, sink, shelves, 
dish racks, bins and store room complete. 
Abreast of the galley, on port side, will be a 
double stateroom with two berths for the use 
of the cook and mess man. Aft of the galley 
and occupying a space of 14 feet 6 inches will 
be the officers’ mess room, captain’s stateroom, 
mate’s stateroom, machinist’s room and a toilet 
and bathroom, with bathtub, wash basin, etc., 
and all plumbing complete. Each stateroom will 
be fitted with a berth having drawers under¬ 
neath, wardrobe and bureau with mirror; the 
captain’s stateroom in addition to this will be 
fitted with a desk. 
Next abaft the officers’ quarters are the ac¬ 
commodations for the scientific staff, occupying 
the full width of the vessel for a length of 38 
feet 6 inches, consisting of a ward room 25 feet 
in length by ii feet 6 inches in width; three 
staterooms and the commander’s office on the 
port side, and two staterooms and a library on 
the starboard side. On the starboard side there 
will be a mahogany stairway leading to the ob¬ 
servation room on deck. In the forward end 
of the ward room will be a chronometer cabinet 
and instrument case. Each stateroom will be 
fitted with a berth with drawers underneath, a 
large wardrobe, a bureau with mirror, a desk 
and a folding wash basin, in addition to an up¬ 
holstered seat with locker underneath. Abaft of 
the ward room will be the steerage, with a com¬ 
panionway and stairs leading to deck. On the 
starboard side will be a galley with all fixtures 
complete and on the port side a toilet room with 
bathtub, wash basin and all plumbing complete. 
The floor and walls will be tiled. The desks, 
bureaus, fronts of berths and seats will be of 
mahogany, finished bright; the doors will be 
paneled and, like the bulkheads, will be con¬ 
structed of white pine finished in white enamel 
paint. 
Aft of the galley on the starboard side will 
be an ice-making and refrigerating plant of the 
ethyl chloride type, constructed throughout of 
bronze, brass, copper and composition; the whole 
of sufficient size and capacity to insure a liberal 
ice supply and ample refrigeration. 
Fresh water will be carried in wooden tanks 
fitted under the cabin and forecastle floor, hav¬ 
ing capacity of not less than six thousand gal¬ 
lons, all properly connected and fitted with piping 
to all parts of the vessel. The balance of the 
space under the cabin floor will be arranged in 
bins and compartments for the storage of vari¬ 
ous supplies as may be required. 
On deck, on top of the cabin trunk, will be 
the observation room and observatories consist¬ 
ing of a central observation room, 14 feet 6 
inches in length and 16 feet in width, having 
on each end a circular observatory, 7 feet 6 
inches in diameter, each fitted with a revolving 
dome constructed of bronze frame work and 
plate glass. 
The contract provides for the completion of 
the vessel on or before the first day of July, 
1909, and, after a satisfactory trial trip, she will 
go into commission at once. 
One of the first pieces of work of the new 
magnetic survey yacht Carnegie will be to plot 
the compass variations in Hudson Bay and in 
the North Atlantic Ocean. The Canadians, who 
are opening up the great wheat lands of western 
Canada, are going to run a line of steamers 
through Hudson Bay from Churchill to Liver¬ 
pool. This will give them open water through 
the shipping months. Very little information of 
the compass variations in these waters has re¬ 
cently been obtained. The survey will thus be 
of great service. 
It is expected that the vessel will return to 
New York at the end of 1909 and take up work 
in the Atlantic Ocean along the traversed routes 
early in 1910. 
The Forest and Stream may be obtained from 
any nezusdealer on order. Ask your dealer to 
supply you regularly. 
Canoeing, 
International Canoe Sailing. 
In its annual review of the past year of sport, 
the London Field, referring to canoeing, says: 
“The year which is now drawing to a close 
will be chiefly notable for the spread of inter¬ 
national interest in canoe sailing. The move¬ 
ment, which had its origin in the 1907 interna¬ 
tional meeting of the Royal Canoe Club, showed 
evidence of development, and although only a 
German and an Austrian competitor took part 
in the Langston meeting, and the former only 
having his own boat designed by himself and 
built in Germany, it was only unavoidable cir¬ 
cumstances that prevented Italy, Belgium, and 
America from taking part also. In 1909 there is 
every prospect of a meeting at Meulan, on the 
Seine, where races are being organized by the 
Cercle de la Voile de Paris, and where it is 
expected that some British canoes will go from 
this country about Easter. 
“Une satisfactory result of the international 
matches was that the German competitor, Mr. 
Schreiber, remained a member of the club, and 
his boat, Lisa, joined the club fleet. Puck, be¬ 
longing to Mr. Fried, the Austrian competitor, 
also remained with the club and competed in 
the river matches. Although unfavorable 
weather was encountered at Langston, the meet¬ 
ing was one of the best ever held, and it is ex¬ 
pected that further improvements will be seen 
in 1909. From a racing point of view the boat 
of the season was Linton Hope’s Haze, and 
her success is the more meritorious as she 
was designed, sailed, and owned by Mr. Hope 
himself. She was undoubtedly of light con¬ 
struction, and designed with a view to get the 
maximum power of which the B class rule would 
admit. She was certainly successful, and her 
gear and construction, if light, were successfully 
designed, this fact being amply tested by the 
rough water at Langston, where she carried 
everything before her without mishap. Mayfly, 
another new boat in the same class, was de¬ 
signed on identical lines, but she hardly met 
with the same success as her sister boat, prob¬ 
ably owing to the fact that her owner, the com¬ 
modore, Mr. B. de Q. Quincey, was seldom 
able to sail her. 
“An alteration of the rules of the Royal 
Canoe Club has introduced a new A class. 
This will be available for cruisers, and the type 
will provide such canoeists with an opportunity 
of combining both racing and cruising, leaving 
as the crack racing class of the club the B 
boats. This new class, which was introduced 
by W. Baden-Powell, K. C., will also give op¬ 
portunity for owners of B class boats who con¬ 
sider themselves or their boats outclassed by 
the B class racing men and their craft. It is 
interesting to note also that the Clyde Canoe 
Club is in favor of the A class, and will in all 
probability adopt it, as the club has been en¬ 
deavoring to promote more sailing matches on 
Loch Lomond. Unfortunately, the paddling 
section showed no improvement, and was quite 
overshadowed by the sailing contingent, at least 
as far as the Royal Canoe Club was concerned. 
Three new club racing canoes were built, large¬ 
ly owing to the generosity of T. Foster 
Knowles. They proved very fast and popular; 
but unfortunate accidents prevented some of 
the best-known paddlers from taking part in the 
races. The boats are considered very service¬ 
able, and must prove an attraction to the pad¬ 
dling members for both practice and racing 
work.’’ 
A. C. A. Membership. 
NEW MEMBER PROPOSED. 
Eastern Division—John F. Smith, 177 I,in¬ 
wood avenue. Providence, R. L, bv Arthur E. 
Neill. 
