D2 
FOREST AND STREAM. 
[FEB. 24, 1906. 

a 
o 

shaped—so there is less liability for the chain to 
foul. An anchor of this type is not much more 
than half the weight of a Trotman and is much 
more reliable. Small craft specially require good 
tackle because they so often are stationed in tidal 
estuaries where the current is strong and the 
anchorage crowded and where it is necessary to 
bring up in a short space. For this purpose the 
anchor just described can be relied on. 
TROTMAN’S PATENT ANCHOR.—This type has 
some advantages and some drawbacks. The chief 
point about it is that the flukes are hinged to the 
end of the shank, so that when the anchor is in 
the ground the lower fluke has a deeper hold, and 
the upper one lies flat on the shank, thus obviat- 
ing fouling by the chain. As a rule, however, 
this anchor is too clumsily made, far too short in 
the shank, unduly heavy and blunt at the flukes, 
which make it untrustworthy in bringing up in 
a crowded anchorage, because it does not always 
bite at once. I have been shipmates with a Trot- 
man which was about the worst anchor I ever 
saw for holding, but it was abnormally short in 
the shank and heav y, most thoroughly clumsy and 
inefficient. The Trotman could, however, by a 
few judicious improvements, such as lengthening 
the shank, sharpening the flukes and reducing 
the weight, be converted into a really good 
anchor. It should be remembered, however, that 
no matter how good the anchor, every yacht must 
have an equally good kedge, for no vessel can be 
considered properly moored that has not two 
anchors down. 
Tue Kariap.—The only really important item 
of news in connection with the racing classes is 
that Sir James Pender, owner of Brynhild, has 
bought the first-class cutter Kariad from Mr. 
Kenneth Clark. Kariad will be raced against 
White Heather and the new cutter building at 
Gosport, and will be a welcome addition to the 
big class, though she will probably be too many 
guns for the others on Y. R. A. time allowance. 
ia lial, JAGstepene: 

Three Interesting Craft. 
Editor Forest and Stream: 
I was very much interested some time ago in 
reading an article by Mr. John Hyslop in your 
columns entitled “A Very Ancient Egyptian 
Boat,” which brought out some of the very 1n- 
teresting points in the design of small craft. In 
these days when so much is said about the per- 
formance of launches and working boats fitted 
with the well-nigh universal internal combustion 
engine, it goes to show how boats of past times 
were very well adapted to the needs of to-day. 
Indeed, in naval architecture there is just as 
much ,history as in any other line of activity, but 
it appears that the records are scanty if compiled 
at all and that the expense of the production of 
books on that most fascinating art have been pro- 
hibitive. The books of value have been out of 
print for a long time and are never likely to be 
published again. The historical side of the pro- 
fession is quite as vital to a clear understanding 
and intelligent use of the knowledge of past 
generations, and to-day we are facing a retro- 
gression when a deeper knowledge of the art 
from its inception would have insured at least 
improvement. In this country, with a movement 
afoot to restore the merchant marine to its proper 
place, an incentive will be furnished, and the peo- 
ple will then realize that the magnificent coast 
line and waterways exist, and the uses to which 
they may be put for either business or recreation. 
Of the boats, drawings of which I take plea- 
sure in sending, I may say that the Mediterran- 
ean boat I did not take off, it was redrawn from 
a very small drawing which appeared in a French 
pamphlet on yachts many years ago, and I re- 
eret that neither scantlings or sail plan was avail- 
able, the form, however, is interesting and has 
that unmistakable look of boats that have been in 
use for local purposes where one generation has 
handed it to the next, and that the form is pre- 
served in the mind rather than on drawings. 
These boats are used very extensively for fishing 
and carrying about the Mediterranean ports of 
France and those of western Italy, though these 
last have felt the influence of and have gradually 
embodied features derived directly from the 
Adriatic. The stem extending so far above the 
sheer strake is to steady the boat at a landing 
stage and is more convenient than the time- 
honored boat hook. 
The second boat is a Norwegian pram, taken 
off by the writer. This boat was lashed to the 
boat skids of a sailing ship, built in Scotland, sold 
to an Italian firm, subsequently wrecked in the 
south, and after being salved, brought to New 
York where the ship was converted into a barge. 
The pram had survived many vicissitudes and 
though there were marks of rough treatment and 
the corresponding patches the boat was as good 
as ever. The taking off was very carefully done 
and the drawing shows well the form of these 
wonderful boats. I have seen them in a great 
many harbors on all kinds and nationalities of 
ships, and there is always a great demand for 
them, as their reputation for handiness and car- 
rying capacity is unexcelled. These boats have 
in many cases saved the lives of men in dire 
peril. I heard of a case some years ago, along 
the Long Island coast; a ship had come ashore 
and the Merrit-Chapman Company of wreckers 
were standing by hoping to get near enough to 
pick the men off, and after many fruitless at- 
tempts by the tugs, the crew of the disabled ship 
launched a pram and came through the heavy 
surf to shore safely. A modification of this boat 
would undoubtedly, if fitted with a small engine, 
be very efficient and in many ways would equal 
the power dory of the Gloucester fishermen. The 
principal gain would be in the pounds per inch of 
immersion, which in the pram for the same draft, 
is very much in excess of that of the dory. These 
boats are indigenuous to Norwegian and con- 
tiguous waters, and are built of the local pine, 
which is rather different from our American pine, 
either white or yellow, being harder than the 
former and less pitchy than the latter. The fas- 
tenings are of iron throughout. 
The construction is one extremely well adapted 
to cheap construction and giving at the same time 
good strength. There is no keel whatever, the 
keel strake being placed outside and the next on 
either side being made inside strakes, and from 
there up to the gunwale being in and out, as is 
usual in lap strake boats. The frames are sawed 
out of crooks and located to the number of seven, 
as shown by the nicks on the border. A small 
skeg is often fitted to steady the boat. 
I regret that anent the history I can give no 
details except that perhaps even in Norway they 
would say that they had always been in use and 
had no history. 
The third boat is a home product and is a di- 
rect outcome of the boats brought over here soon 
after the country was settled, there is a resem- 
blance, and a striking one, between these oyster 
skiffs and boats seen in the Naval Gallery in 
Paris and those also of the same period as drawn 
in Admiral Frederico Henry Chapman’s “Archi- 
tectura Navalis Mercatoria,’ published in 1768. 
This wonderful book is very ‘rare and con- 
tains examples of all classes of wooden ves- 
sels, and to-day there is no finer monument to 
the devotion, knowledge, patience and art of this 
wonderful Admiral.. These oyster skiffs are re- 
nowned for their ease of handling and capacity 
for oysters, also like some of the famous luggers 
of France of past days, that smuggled Hollands 
and silks; they are used for illegal purposes, 
such as the surreptitious transference of coal. 
They are very good boats to “tong” from, how- 
ever; tonging being the method of picking up 
oysters from the bottom, but this is passing away 
and gasolene or steam propelled boats do the 
work more thoroughly and quickly than a whole 
fleet of tonguers with two men in each crew. 
They are very steady and are, even when deeply 
loaded, not apt to be swamped. They are fre- 
quently fitted with a narrow dagger centerboard 
and a small sprit sail, and are very fair sailers. 
Now, however, many are equipped with motors. 
The scantlings are fairly shown. It is interest- 
ing to note that the second strake of plank is 
doubled and certainly, im connection with a rising 
and covering piece, goes far to increase the 
strength of the boat. The covering piece being 
fitted to the top of ceiling, allows no dirt to wash 
into the bottom. They are built in various sizes, 
though inquiries in numerous places and from 
DAN KIDNEY @ SON, West De Pere, Wis. 

3uilders of fine Dede and Eaneaee Boats! Canoes, 
Gasoline Launches, Small Sail Boats. Send for Catalogue. 
KNOCK DOWN BOATS 
Launches, row and Of all Descriptions. 
sail boats. 
Canoes and Hunting 
boats. 



Send for Catalogue. a ee Coarse 
American Boat & Machine Co., 3517 S. 2nd St., St. Louis, Mo, 


Yacht Sails and Supplies 
Spray Hoods. Tents and Camp Outfits. Canvas, 
Silk and Khaki Waterproof Tents. Aluminum and 
Steel Cooking Utensils Folding Cots, etc. Motor 
Boat Fittings of every description, Lanterns, Flags, 
Propeller Wheels, Chocks, Cleats. Polished Brass 
Auto Steerer.$10. 00, 12 inch Polished Brass Steer- 
ing Wheel, $3.00, galvanized, $2.50. Work Eze 
Bilge Pump, $3.00. Chimes Air Whistle. $5.00. 
Yacht Tenders, Boats, Canoes. 
Send for complete catalog. 
JOHN C. HOPKINS @ COMPANY 
119 Chambers Street, New York 



Naval Archictects and Brokers. 

ARTHUR BINNEY, 
(Formerly StTEwarT & BINNEY.) 
Naval Architect and Yacht Broker, 
Mason Building, Kirby Street, BOSTON, MASS. 
Cable Address, ‘‘ Designer,’’ Boston. 


BURGESS @ PACKARD, 
Naval Architects and Engineers. Yacht Builders, 
131 State St., BOSTON, MASS. Tel. 4870 Main. 
Marblehead Office and Works: Nashua St., Marblehead, Mass. 
300-Ton Railway. Modern Building Shops. Two new 
Storage Sheds. 10-Ton Steam Shearlegs. 21 feet of water 
off our railway. Large Storage Capacity. Ship Chandlery 
and Machine Shop. Repair Work of all kinds quickly 
handled. 
HOLLIS BURGESS, 
YACHT BROKER— Yachts and Vessels For Sale and Charter. 
INSURANCE—of all kinds. Marine, Fire, Lire, Liasiuiry, 
ACCIDENT, ETc. THE BEST YACHT POLICIES 
GENERAL MARINE AGENT for Equipping, Furnishing, 
Fitting Out, Etc. 
Agent for Purchase and Sale of Gasoline Engines 
Main Office. 10 Tremont St., - Tel. 1905-I Main. 
Branch Office, Board of Trade Bldg.,131 State St.,Tel.4870 Main. 
BOSTON, MASS. 

LORILLARD & WALKER, 
Yacht Brokers, 
Telephone 6950 Broad. 41 Wall St., New York City. 

C. SHERMAN Hoyt. Montcomery H. Crarx. 
HOYT @ CLARK, 
NAVAL ARCHITECTS AND ENGINEERS, 
YACHT BROKERAGE. High Speed Work a Specialty. 
17 Battery Place, New York. 
NORMAN L. SKENE, 
Naval Architect and Engineer. 
Yacht Broker. Marine Insurance. 
15 Exchange Street, Boston, Mass. 
SMALL BROS. 
NAVAL ARCHITECTS. YACHT BROKERAGE. 
No. 112 Water Street, BOSTON, MASS. 
Fast cruisers and racing boats a specialty. Tel. 3556-2 Main. 
STEARNS @ McKAY, 
Marblehead, Mass., VU. S. A. 
Naval Archiects and Builders. 
Send roc. Stamp for Illustrated Catalogue. 



