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~ MARINE REVIEW AND MARINE RECORD. tion is regulated by means of friction bands. To raise the chain, block keys are inserted between the wild cat and a driving head which is keyed to the shaft,.and when the windlass shaft is driven by the engine the wild cats wind up the chain. One of the latest - ebaptedentae to be applied to the windlass is the use of elastic wild cats, for the purpose of relieving the strain on the ship, due to its rising on the surges when riding at anchor, and also when breaking out the anchor preparatory to raising. Fig. 6 shows a view of one of the wild cats and illustrates how this is accom- plished. Between the driving head and wild cat is placed a sec- ondary head, A, which carries four very powerful coiled springs that act as a connecting 'medium between the wild cat and itself. "When the ship is riding at anchor these secondary heads are - locked by means of the friction bands, so that no chain can be paid out. As the surge raises the vessel, the strain that would SECTION ON C-D Industrial Press, N.¥. Fig. 6. Section of Spring Head of Providence Elastic Windlass. om ' otherwise be brought as a sudden shock upon chain and windlass shaft is instead absorbed in a gradual compression of the springs: This greatly relieves the chain and lessens the liability of its part- ing. In breaking out the anchor the secondary heads are tem- porarily keyed to the regular heads, B, and the elastic principle again comes into play. It would be practically impossible to provide engines of suf- ficient power in themselves to pull out the anchor when it is se- -curely imbedded in the bottom, but the engines draw in the chain until the vessel lies directly over the anchor with the chain pulled up taut.. As the ship sinks in the trough of the sea the cable is tightened still more, so that as she rises on the succeeding surge her entire buoyant force is exerted upon the chain and the anchor broken out. The elastic movement of the wild cats, is sufficient to prevent this strain from coming as a heavy shock upon the windlass and changes it to a gradually applied load which the windlass is fully capable of withstanding. Thus the use of steam upon sailing vessels not only adds to the comfort and safety of the crew but has to a great extent re- duced the number of men needed to handle a ship of given ton- -mage and made practical the building of vessels of greater ton- -nages than was considered possible when all the labor had to _be performed by hand. The reduced force needed for handling these larger vessels has made the schooner that has full steam equipment a cheap carrying medium for all freight in which quick delivery does not have to be considered. ° SEEN AND HEARD ON THE LOOKOUT, + For several weeks trains from Buffalo have been bringing lake sailors to Jersey City. Most of them having saved last sea- son's earnings, they are not forced to accept the first chance that -is offered, or in the vernacular of sailor town "no pierhead jump- ing for them." Though only south-bound vessels appear to have any attraction for these new arrivals from fresh water, a shipping commissioner stated that the degree of their fastidiousness re- mained ever in proportion to the size of their "pile." About a. dozen of these men were lately discussing the existing condi- tions on the chain of lakes. From their standpoint the season has been eminently satisfactory, whatever may be the opinion of ship owners, underwriters and others. The strength of the lake unions was said to be responsible for high scales of wages and fabulous are the sums which it is claimed these organizations will force from the pockets of penurious ship owners next sum- mer. Said a former watchman of a Buffalo steamer: "Last August while in Chicago our delegate came on board and I got a calling down for wearing a non-union cap, which I was com- pelled to throw overboard." As an humble non-union scribbler of what has been "observed on the lookout," I am unable to . guess how men voluntarily consenting to such arbitrary rules might define "liberty." In shipping circles on the Atlantic coast one hears the prediction that a tampering with the great lakes' golden eggs--laying goose can obviously only have the proverbial result. Though it is a generally-accepted fact that nowhere does the sea run higher than in the vicinity of Cape Horn, many masters of coasting craft doubt if weather conditions could be more dis- heartening than those. lately prevalent off Cape Hatteras. The captain of the large ocean-going tug Standard is of the opinion that a vessel weathering this point during the winter months has ' [Dec: 31, given proof conclusive of her seaworthiness. Towing two barges, the Standard recently left Jacksonville for a northern port. When - off Hatteras, and heading about northeast, it commenced to blow what the tugboatmen called a living gale from the southwest. Ac- cording to all precedents under such conditions, the flotilla, hav- ing a fair wind, should have made excellent progress. But the light barges, presenting so much surface to the strong wind, over- ' ran their hawsers, compelling the tug to swing head to the wind to avoid a collision. Heading, then, southwest, and with the tugs powerful engines working full. speed ahead, the tow steadily ad- vanced in a northeasterly direction at the rate of 5 miles an hour. This being the direction in which the tow should go, the order was given to work the engines only just sufficient to keep the tug's nose in the wind. And nobly did the two barges acquit themselves of their unusual task of towing a powerful tug stern first, the latter merely acting as rudder for the whole concern. Talking about rudders, of all the accidents that can befall ships while at sea none is more dreaded than some serious mishap to the steering apparatus. An epidemic of accidents to steering gears seems lately to have broken out on the north Atlantic. A Red Star liner was recently forced to put into Queenstown with her steam steering gear out of order. Two British and one Ger- man steamer met with similar accidents. These steamers had much trouble in regaining port, while another boat, that some time ago lost her rudder altogether, experienced not the slightest difficulty in making a harbor. This was simply due to the fact of the latter craft being eavipped with twin' screws and the en- gineers voluntecring to act as quartermasters. Thus we not only have an illustration of one of the advantages of twin screws but proof also of the twentieth century's trend to replace more and more the wielder of the marlin spike by the knight of the oil can. : Means are already being devised to maké next summer a red-letter yachting season. To the professional seaman Great South bay of Long island is at present suggestive of nothing more than high cross seas and adverse tides. To yachtsmen,. however, it recalls pleasant breezes and numerous closely-con- tested races. Among the participants in these races last. sum- mer were boats of all sizes, ages'and descriptions, from a 14-ft. dory to a 40-ft yawl. Under these conditions a tiny, shallow- draught boat sporting a miniature "leg of mutton" sail was often observed, when stemming the strong tide, to forge ahead of some 30-ft. sloop. But another state of affairs will prevail next spring. At Bayshore, L. I., several one-design boats are being built for the Great South Bay yacht enthusiasts, and as their names will constitute their sole dissimilarity, the winner' of the prospective series must be declared the ablest yachtsman.. These boats will be 26 ft. over all, 17 ft. on the water line, and of 2 ft. draught, ex- clusive of center board. Having about 1,000 lbs. of lead cast in the keel, the danger of capsizing, even in the strong winds so prevalent on Great South bay, is almost eliminated. With a 24-ft- mast, a boom 21 ft. long and a gaff measuring 13 ft., the three men that comprise the boat's crew should be able to handle the 400 odd square feet of canvas spread above them. Though on Long island these craft are termed sloops, the absence of a jib- boom would cause them to be called knockabouts on the shores of Massachusetts. But whatever the name the owners may be pleased to bestow on this particular rig, all mariners are unani- mously of the opinion that "handy" is an appropriate term to ap- ply to these embryo aspirants for racing trophies. While it may be true also that the absence of a jib-boom detracts a little from a racer's "smart" appearance, the advantage of carrying practically every stitch of canvas in board can be appreciated by any one who ever hauled a sheet or furled a jib. In short, these boats being as much alike as the proverbial two peas in a pod, it is "up to" their respective crews. May the best one win. ANNUAL SPORTSMEN'S SHOW. New York, Dec. 31----The tenth annual sportsmen's show, which will be held at Madison square garden, from Friday eve- ning, Feb. 19 to Saturday evening, March 5, 1904, promises to outdo in interest any of the nine preceding exhibitions. The Sportsmen's Exhibition Co., with offices at 1123 Broadway, un- der the auspices of which these exhibitions are given, has been reorganized during the past season, and the new blood and vim in the company will undoubtedly redound to the benefit of exhibitors and visitors. Some former features which proved both interesting and instructive are to be restored in the coming ex- hibition, a notable one being the display of game animals, birds, etc., while a new striking feature will be a lake of water 50 ft. wide by 260 ft. in length and 5 ft. deep, about which will be lo- cated boat and launch exhibits, each furnished with proper dock, while on the lake exhibitors can show off the merits of their craft: or, in other words give an actual demonstration. This is a fea- ture that should be of more than ordinary attractiveness to ex- hibitors, as well as interesting to visitors, as the usual manner of showing off the good points of small craft at such exhibitions is to set the craft on the floor, or prop it up on supports, with an attendant to enlighten interested visitors, or prospective buyers, as to its merits by word of mouth only. Hence it will be seen that the opportunity of displaying a boat's good qualities on the water is a step far in advance of former exhibition methods; es- pecially as the ordinary person, even though desiring to purchase a boat, is not able to distinguish the appropriateness and ser- viceable qualities of one form or style of boat from another, for purpose 'desired, without a test 'on the water. This departure