26 
FOREST AND STREAM. 
[Jan. 7, 1911. 
SHEER PLANS SECTIONS 
.Vote:- 
The water Hues are shown 
for boat at speed 
Fig. 8 A 
a u.F. 
2 H 
14 knots 
Displacement 
*2.75 tons 
aH.p. 
100 
Critical 8peed 
Speed 
28 Knots 
13 K. 
l over 20 Knots 
Fauber 
[alf Plan of Flat Bottom 
bhape Unoortain ’ Flat Bottom 
Fig. 7 
j Thornjeroft \ 7 
^^^(Mlranda III)\- J 
Weight 
B.U.P 
Length 
1.5 Tons 
2t> ft. 
800 lbs. 
10 
16 J* ft. 
Weight 
B.U.P. 
Length 
23 cwt. 
60 
22'0" 
Critical S]<ccd 11 
Speed 
•18 Knots 
1T.-I Knots 
Beam Speed 
27 Knots 
18 Knots 
Fig. 8 
Fig. 9 
(Old Tjpe) 
^__ Be Las CZ 
—^^-^flUoochet Type) 
Ja. 
J- 11 // w—n—f 
Lambert 
Fig. 10 
Weight 
Name 
Due. 
Dolly do II 648 lb. 
Ricochet XXII 
- - XVI 
- 1 •• X 
Rapiere III 
700 
850 
Flying Matchbox 
Brooke 
Brooke 
760 
B.H.P. 
250 
14 
60 
10 
15 
100 
15 
12 
26 
Length 20* 
Beam 10' 
Length 
Beam 
13' 
4'6 ' 
2ft' 
5V 
13' 
4'G" 
13/ 
4'6" 
20' 
14' 
4'O' 
13' 
6/6’ 
10' 
i'e- 
Speed 
85.8 
18 
25, 
17.8 
21 
25.9 
20 
20 
The Hydroplane Boat. 
Although this type of boat has, commercially 
speaking, little value, the high speeds obtained 
by quite moderate powers (compared with 
boats of ordinary shape) render it interesting 
to all naval architects, says E. C., in the Inter¬ 
national Marine Engineering. 
The idea of eluding resistance by “skimming” 
the surface of the water is probably very old; 
the earliest authentic records however, show 
that the credit of first exploiting the idea be¬ 
longs to an English clergyman, Rev. Ramus. 
Figs. 1 and 2 show his boats. These, for want 
of a light source of power (A. D. 1870) were 
propelled by rockets, and a speed of 63 knots 
was once obtained. 
Generally speaking, a hydroplane consists of 
■a hull carrying two or more surfaces; in some 
boats incorporated with the hull and in others 
■attached below, the surfaces have a slight gen¬ 
eral inclination, and in a few cases slight curva¬ 
ture. The planes, when separate from the hull, 
are of small dimensions in the fore and aft di¬ 
rection and large in the transverse. Not less 
than two planes is the general rule—this to 
-obtain longitudinal stability. 
GENERAL THEORIES. 
The reasons why a hydroplane boat has less 
resistance than an ordinary boat of the same 
weight may be understood from the following 
brief outline of the theory: 
The waves thrown up by a boat of ordinary 
shape in its passage through the water are of 
two main types: (1) Transverse; (2) diverging. 
If the boat is short and the speed compara- 
tively high, the waves set up are in case of (1) 
so far astern, or in case of (2) have receded so 
far from the boat that the energy spent in their 
creation is completely lost. 
In the hydroplane boat, however, only the 
lower portions of planes are touching the water, 
the approximate relation between the weight 
•of boat, speed and wetted area being 
W = 3 A V 2 O. 
O being angle of inclination of planes. When 
-the boat is “skimming” the pressure is suddenly 
applied to the water, and is immediately re¬ 
leased—the water tending at first to move out¬ 
ward from the bottom of the boat in all direc¬ 
tions. That flowing forward reduces the rela¬ 
tive velocity of the boat and water—that flow¬ 
ing aft quickly passes the step, while the water 
-displaced in an athwartship direction tends to 
form waves parallel to the fore and aft line. 
Immediately the plane has passed the 
-pressure is relieved; the waves, therefore, have 
no time to grow to any size, and the energy 
«pent in their creation is partially returned. 
TYPES OF BOATS. 
It will be quite impossible within the limits 
of one article to describe in detail all the types 
of hydroplane boats in existence to-day. These 
types lie in four main groups: 
(A) Boat-shaped hulls carrying attached planes: 
(0 Flat planes. 
(it) V planes. 
Santos-Dumont, Fig. 3. Italian boat, 
Fig. 5. W. B. Thompson, Fig. 4. 
Barrieau, Fig. 3A. 
( 5 ) Boat-shaped hulls with planes incorporated: 
(0 Fauber, Fig. 6. 
(it) Thornycroft, Fig. 7. 
(C) “Skimming-dish” hulls with planes incorpo¬ 
rated: 
(i) Ramus, Fig. 1. 
(it) Thornycroft (old type), Fig. 8. 
(Hi) “Ricochet,” Fig. 9. This is a pop¬ 
ular type. 
(iv) Count Lambert, Fig. 10. 
(D) Adjustable plane boats. There are several 
patents—no records of results. 
(E) Freak boats. These are combinations of 
aeroplanes with hydroplanes—no 
practical success recorded. 
There are numerous problems still unsolved 
m connection with hydroplanes. It will be seen 
at once that the ordinary stability calculations 
do not hold, and it is a fact that transverse sta¬ 
bility is not easy to obtain. Fauber’s boats are 
shaped to get more stability, and, of course, 
will do so if the vertical component of the dy¬ 
namic pressure cuts the middle line plane above 
the center of gravity when the boat is inclined. 
Stability gained in this way must be at the ex¬ 
pense of speed. Even in calm water “pound¬ 
ing ’ is a source of trouble, and in some boats 
the occupants sit on spring seats. This is ob¬ 
viated by giving a boat-shaped bow to several 
types. Other interesting problems are: 
(a) What is the minimum critical speed for 
skimming” ? 
(b) Inter-relation between weight, speed and 
power? 
(c) Position of “step”? 
(d) Type of propellers and best position for 
them. 
Cruiser for C. M. Clark. 
Charles M. Clark, of New York, has 
ordered a 65-foot power cruiser from designs 
by Swazey, Raymond & Page, of this city. The 
yacht is expected to show a speed of eighteen 
miles an hour, power being furnished by a 100- 
horsepower motor. On a beam of 10.6 feet and 
draft of 4 feet the boat has generous acommo- 
dations. The arrangement plan shows a dining 
saloon on deck, the quarters of the crew being 
below. The galley is located abaft the dining 
saloon with motor compartment amidships. 
1 he after part of the boat is reserved for the 
owner. Mr. Clark was formerly commodore of 
the Moosehead Lake Y. C. 
Gas Engines for Battleships. 
A few months ago it was reported that the 
British Admiralty proposed to equip one of the 
battleships of the new program with motor en¬ 
gines. The current issue of the Motor Boat 
now publishes a statement to the effect that 
motor engines for a battleship are at present 
bein constructed in England. 
“The design,” it says, “consists of eight 
cylinder engines, practically two four-cylinder 
motors coupled in tandem, developing 12,000 
horsepower, that is 1,500 horsepower a cylinder. 
Three of these 12,000-horsepower units are in 
process of construction, making an aggregate 
of 36,000 horsepower. The engines will be in¬ 
stalled in a Dreadnought, we believe, of this 
year’s or next year’s program, and a speed of 
21 knots is anticipated. The engines are of the 
two-stroke Diesel type, single acting, using 
crude oil as fuel.” 
Berneyo Not Damaged. 
. No recent achievement in the motor boating 
line has made such an impression as the trip 
of the Berneyo from Norfolk, Va., to Bermuda, 
last week. The passage consumed 554 days^ 
and the Gulf Stream, always dangerous, was 
crossed during one of the worst storms of the 
season. Captain S. W. Granbery, writing from 
St. Georges, Bermuda, states that the Berneyo 
made the trip in good shape, without any dam¬ 
age to the hull, and the engine responded 
whenever called upon, under all conditions of 
wind and sea. The motor, so Mr. Granbery 
asserts, is in as good shape to-day as the day 
it left the shop. No better argument than this 
could be offered, that the internal combustion 
marine engine of to-day has come into its own, 
occupying a position in the public’s confidence 
that can only, be attained through absolute re¬ 
liable and faithful performance under adverse 
conditions. 
Canoeing. 
A. C. A. Membership. 
NEW MEMBERS PROPOSED. 
Atlantic Division.—Gustave T. Speckel, 650 
West 170th street, New York city, by E. Howe 
Stockwell. 
NEW MEMBERS ELECTED. 
Atlantic Division.—6127, Egerton W. Gunther, 
2980 Marion avenue, Bedford Park, New York- 
city; 6128, Morris F. Barth, 192 Woodworth 
avenue, Yonkers, N. Y.; 6129, J. F. Werner, 
439 East 52d street, New York city. 
