586 
FOREST AND STREAM. 
[April is, 1911. 
Launch Company for Mr. Lyon, the first one 
lx*ing a 62-footer which Mr. Lyon had built last 
year. 
The new boat will be 84 feet in length, 13 feet 
10 inches beam and 4 feet draft. 1 he construc¬ 
tion will be of the best. Ihe keel will be of oak 
7 by 8 inches, the stem and stern of natural 
white oak, the frames and floor of heavy oak, 
shelves and stringers of long length yellow pine 
and the planking of long leaf yellow pine 
fastened with copper rivets. An unusual amount 
of deck space has been provided and the deck 
will be selected white pine. There will be four 
watertight bulkheads to insure the maximum of 
safety in case of accident. 
The dining saloon will be forward, and en¬ 
closed with plate glass windows dropping into 
pockets. This saloon will be finished inside and 
outside in selected African mahogany and fitted 
with mahogany buffet, china and glass cup¬ 
boards, oval extension table, etc. The galley 
and pantry below will connect with this room 
in the usual manner. The galley is to be most 
up to date in every detail and will be well lighted. 
The owner’s quarters are aft of the engine 
room, and consist of an owner's stateroom with 
two three-quarter berths. This compartment is 
the full width of the boat, with full length 
lockers and mahogany bureaus, drawers under¬ 
neath the berths. Aft of the owner's stateroom 
is a lobby with desk, bookcase, transom and 
seats, a bath is on the port side, with the usual 
yacht fixtures and bath tub. Hot and cold 
water is provided for washstands and tubs, flow¬ 
ing by gravity, the hot water being derived from 
the boiler in the galley. Salt water is provided 
for the bath tub by use of an electric pump. The 
guests’ stateroom at the after end of owner's 
quarters is provided with three-quarter berths, 
folding washstands, bureaus and lockers. The 
owner's quarters are enclosed with plate glass 
windows of the hinging type, affording the best 
light and ventilation. The outside of the houses 
and companionways will be finished in selected 
mahogany, and the interior quarters are to be 
finished in white enamel and mahogany trim. 
Aft of the galley, but separated by watertight 
bulkheads, is the engine room. The power plant 
will be a ioo-lmrsepower six-cylinder Standard 
gasolene engine. An auxiliary electric light 
plant is to be installed. The engine besides 
operating the dynamo will also furnish com¬ 
pressed air and operate a powerful water pump 
for deck use. etc. The gasolene capacity is 600 
gallons, enabling the boat to cover 600 miles in 
one filling of the tanks, which are of copper 
with pans underneath draining outboard above 
the load waterline. 
A most complete electric light plant will be 
installed with’storage battery, auxiliary power 
powerful electric searchlight, electric water 
pumps for the pumping system and a powerful 
electric capstan for hoisting the anchors. The 
yacht will be steered from the bridge deck aft 
of the dining saloon. This deck is to be large 
enough to hold several wicker chairs with a ma¬ 
hogany bridge deck settee. An awning of white 
and blue canvas will cover the after deck. The 
signal mast with auxiliary sail rig is provided. 
Two boats will be carried, a 16-foot power 
tender with an 8-horsepower gasolene engine 
and a 12-foot rowing tender. A telephone sys¬ 
tem will be installed from the owner’s stateroom 
to the dining saloon on deck. The boat will be 
ready in June. 
Vita Wins Southern Championship. 
A series of races arranged by the St. Augus¬ 
tine Motor B. C. were held last week off St. 
Augustine. The racing began on April 4 and 
lasted four days. On the opening day the water 
was quite rough, so that only two of the four 
events scheduled were decided. The first event 
was a ten-mile handicap, which was won by J. 
Stuart Blackston’s Vita in 28m. 41s. W. A. 
Macduff’s Jack Rabbit was second. 
D. C. McMillan’s Diana won the ten-mile race 
for boats having a speed of more than 23 miles. 
W. F. Coachman’s T. and S. was second. 
On the second day Ace II., owned by W. W. 
Tritnpi, win the ten-mile handicap, with T. and 
S. second and Vita third. The second ten-mile 
handicap race for all boats was won by Vita, 
with W. B. Nibson’s Elise second, Ace II. third 
and Jack Rabbit fourth. A 20-mile handicap for 
boats above 25 miles was won by T. and S., 
with Ace II. second. 
Two 50-mile handicap races were decided the 
third day. Ruth K. won in the morning. Her 
time was 2h. 27m. 54s. Vita won the afternoon 
race in 2I1. 22m. 57s. These two were to have 
met on the last day in a 10-mile race to settle 
the championship, but Charles Smiley, owner 
of Ruth K., took exception to the action of the 
committee disqualifying his boat in an early race 
and declined to start. Vita, owned by J. Stuart 
Blackton, went over the course alone for the 
trophy. Vita is a sister boat to Edith II., and 
was built by the Electric Launch Company. 
British Experimental Tank. 
On visitation day at the National Physical 
Laboratory, Bushey Park, an opportunity was 
afforded for the first time of seeing the national 
experimental tank which has been built, at a 
cost of about £20.000, largely by public sub¬ 
scription, for the purpose of testing scientifically 
the models of ships, yachts, and other vessels, 
says the Field. Similar experimental tanks are 
now attached to the navy yards of the world. 
That of the Admiralty is at Haslar, Gosport, 
where Mr. R. E. Froude’s classic experiments 
on stability and resistance are made. Mr. R. E. 
Froude’s name is, of course, familiar to all 
yachtsmen as a prominent member of the 
council of the Yacht Racing Association, and 
the representative member for Great Britain on 
the permanent committee of the International 
Yacht Racing Union. There are other experi¬ 
mental tanks at Washington, which has hitherto 
had the best equipment; in France; and in Ger¬ 
many, where the logical development of the idea 
has taken the form of installing private tanks 
for the benefit of the greater ocean-going steam¬ 
ship companies. The most typical of these 
private tanks is that belonging to the Nord- 
deutscher Lloyd Company. Similar enterprise 
is not without precedent in Great Britain, for 
Messrs. Denny Brothers, of Dumbarton, have 
had an experimental tank for. many years; in¬ 
deed, Denny’s tank is the oldest and most com¬ 
plete privately owned experimental tank in the 
world. But the need to a shipbuilding nation 
like our own of a national experimental tank 
where problems in shape and size of hulls or in 
the disposition of rudders, bilge keels, shaft 
escapes, and other openings and projections on 
the sides of the hull has long been severely felt. 
The experimental tank, or rather tanks, at 
Bushey Park are the response to it; and it may 
be confidently expected that the experiments, 
both in pure research and in solving practical 
problems put to the laboratory’s staff by ship 
builders and yacht builders, will be of the 
utmost value to the shipbuilding trade and to 
the community in general. 
The mode of operation in an experimental 
tank during the major number of its experi¬ 
ments may be briefly described. In the tank are 
floated what we may call tentative or provisional 
models of the ships or yachts which are to be 
constructed. These models are made of paraffin 
wax to scale, and are planed and pared to an 
approximately exact representation of the pro¬ 
jected hull. Their length may be anything from 
12 feet to 25 feet. When the model is made, 
accurate in proportional dimensions to the hun¬ 
dredth part of an inch, the amount of water it 
ought to displace is calculated, and it is sunk 
into the water to the required depth by means of 
little ballast sacks. It is then towed through the 
water at given speeds by a traveling carriage 
which runs on rails that are fixed on either side 
of the tank. The resistance of the model to tow¬ 
ing at these varying speeds is recorded by the 
dynamometers attached to the traveling car¬ 
riage. These measuring instruments, like the 
traveling carriage as a whole, are so sensitively 
delicate that, if the length or the breadth of the 
wax model were altered in the slightest degree, 
or even if a sparrow were to perch on the float¬ 
ing hull of wax, the dials would record the dif¬ 
ference of the resistance to towing. It follows, 
therefore, that with such instruments and meas¬ 
urements as the experimental tank as a whole 
and in its parts afford, the best shape of a hull 
with a given cubic capacity can be readily and 
precisely ascertained. From Froude’s laws the 
ascertained resistances of the wax models can 
be converted into the resistances offered, and 
the speeds attained by the actual ships of which 
the models are the representations. 
These resistance experiments are naturally not 
the only ones for which an experimental tank 
offers scope and opportunity. They afford in¬ 
formation, as we have already indicated, of the 
resistance set up by the additions and alterations 
of a vessel’s hull, which are necessitated by her 
driving and steering apparatus. By setting up 
waves in the tank, which can be done by appro¬ 
priate mechanical devices, the effect of wave 
motion on the vessel’s speed can be ascertained. 
It is possible also to ascertain by observation 
and by photography the stream lines of the 
water which closes about a vessel during its 
progress through the water. In the sides of the 
tank at Bushey Park are glazed openings 
through which photographs of the movements 
of the water can be taken. Other experiments 
and observations of an allied character can be 
made in the subsidiary tank, where by an in¬ 
genious arrangement of a rotary pump the 
model can be placed in a stream of flowing 
water and its resistance tested in these altered 
conditions. We believe that this smaller tank is 
the only one of its kind. 
In dimensions the water basin of the larger 
tank has no superior. This huge concrete basin 
is 550 feet in length, 30 feet in breadth, and 12 feet 
3 inches in depth (the naval tank at Haslar is only 
20 feet wide, and is shorter). The tank is pro¬ 
vided at the north end with docks for storage, 
so arranged as to give easy access to the 
models. At the south end is a shelving beach 
which stills the waves set up by the models 
when towed. A suitable sunken screen placed 
here could be rocked so as to produce waves. 
The small tank for stream experiments is 58 feet 
long and 5 feet broad, and the flow stream will 
be 3 feet deep. This tank has no carriage; but 
ingenious vibration devices will give the speed 
or resistance of the models suspended in or 
towed against the stream. 
The traveling carriage on the larger tank is 
not yet completed in equipment. Its driving 
motors will enable speeds up to 17 miles an 
hour to be attained in the towing experiments. 
The paraffin-wax models are first cast in a clay 
mould, and are then shaped by cutting hori¬ 
zontal grooves in them on a special planing 
machine. The final paring is done by hand. 
The planing or shaping machine will deal with 
models as long as 25 feet, and a table for meas¬ 
uring the finished model or marking any desired 
lines on it has been installed. 
Canoeing. 
A. C. A. Membership. 
NEW MEMBERS PROPOSED. 
Atlantic Division.—William C. Cregin, 165 
Audubon avenue. New York city, by Fred W. 
Baldwin. 
Central Division.-—Lawrence V. Stevens, 1172 
South avenue, Wilkinsburg, Pa., by S. W. 
Prosser. 
Eastern Division.—Frank E. Berry, 147 Smith 
street, Providence, R. I., by C. Strawson Bar- 
ningham; Arthur D. Sylvester, 315 California 
avenue, Providence, R. I., by F. C. Rexford. 
NEW MEMBERS ELECTED. 
Atlantic Division.—6195, John V. Mulcahy, 23 
Murray street, Trenton, N. J.. 
Central Division. —• 6202, Edmund Dietzel, 
Saranac Lake, N. Y. 
Eastern Division. — 6196, A. Russell Bowen, 
Beacon Chambers, Joy street, Boston; 6197, 
Harold I. Bosworth, 160 Burrington street, 
Providence, R. I.; 6198, Harlie E. Buckey, 22 
Manchester street, Pawtucket, R. I.; 6199, Al¬ 
fred C. Noyes, 33 Eddy street. Providence, R. I.; 
6200, Amos W. Hazard, Jr., 197 Harrison street, 
Providence, R. I.; 6201, Charles A. Dornler, 1125 
Broad street, Providence, R. I. 
