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April, 1909 "TAE MarRINE KEVIEW 2/7 in 24 days or at the rate of 200 knots The three vessels mentioned in this article were all designed by L. H. Cool- : nH 1 ye | he | {seat 1 | el sh - foo = : Se ~-=-#=-- = ~~ =~ == =~ ~~~ ---- oe Sait PLAn oF SCHOONER J. W. CLISE. HOneGAIl oo. Reh fs eas See a eee 2,540 i WMatnealt (fe i os 2,540 Tipe Wessel cost $00,000. Year in and = enon Se a ee Ge 1,680 year out she. will log 100 knots a day. per day. ing tail topsail. -.26. 0: <e Gases elo ene ate 600 : : : : eee cide popeiile Aa os Her sister ship, Wilbert L. Smith, once So fhe ae sb SW a ee ee 2,025 made the run from Kobe, Japan, to "otal approximate sail, area ...457.. cs. 15,145 Cape Flattery, Washington, 4,800 knots, The distinctive feature of the rig is the leg-o'mutton spanker on the jigger mast, strmounted by a long triangular topsail called the ring tail topsail. This rig is much easier handled in tacking than the old boom and gaff style of sail. The cargo hold is free of all obstruc- tions from end of the vessel to the other. It has a capacity of 600,000 ft. board measure. A deck load of 400,- 000 ft is carried making the total capac- ity 1,000,000 ft. There are three hatch- es. The main hatch, which takes all the lumber up to 70 ft. in length, is 20x12 ft. in size, the two auxiliary hatches for shingles and small stuff are l6x9 and 8&x9 ft. respectively. In addition there are stern and bow ports on the water line, each 28x33 in. inl size. By means of these ports sticks as long as the ship can be loaded into the hold. For cargo hauling there are three Hyde steam _ friction-winches, each capable of lifting 3% tons on the single gear. There is also a Hyde steam windlass for handling the anchor gear. These machines are operated by donkey boilers. . The J. W. Clise carries a crew of Il men as follows: One captain, one first mate, one second mate, one cook, one cabin boy and six sailors. idge, naval architect, Seattle, Wash. eee The Pacific Coast Lumber Carrying Fleet. A Discussion of the Relative Advantages of the Sailing Vessel, the Wooden Steamer and the Steel Steamer for the Pacific Coastwise Lumber Cargo Business. Ze) VO previous articles in the 41 Marine Review, including one in this issue, describe and il- lustrate in detail the three characteristic types of vessels engaged in the Pacific coast lumber carrying trade? The fact that these three types are in_ service simultaneous- 'ly indicates at once that 'the business is still in an evolutionary stage and has not yet reached the point where the vessel best suited for the work has clearly proven its superiority. In a few years, however, the vessels en- gaged in this trade between ports in 1See description of S. S. Riverside, Jan. 7, "09 = B.S: Shna-Yak, Feb. 4, 709; sailing schooner J. W. Clise in present issue. the United States will be as tnoroughly standardized as are the bulk ore car- riers of the great lakes. A careful in- quiry into the conditions 'surround- ing the Pacific coastwise lumber traf- fic, a study of its three prominent types of vessels and a comparison of their relative merits are therefore pe- culiarly pertinent at this time and 'are of interest to the ship owner, the ship builder and the lumber exporter. Before plunging into the discussion of the relative merits of the vessels themselves, it will make the situation clearer to review briefly the chief characteristics of the three types and to examine the features of the lumber export trade in general.