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Four masted steel vessel once in Puget Sound to Liverpool wheat trade Make Use of Sail Power Aided by Auxiliary Motors s]} SIDE from the matter of sentiment, as a e|purely business proposition, it has been fiseriously suggested in a most interesting paper presented before the spring meet- ing of the Institution of Naval Architects that steps be taken to secure the renaissance of the sailing ship. The average owner shows little interest in the possibility of the sailing ship with auxiliary pow- er since he cannot figure out its economic superi- ority over the cheap cargo ship. But this ap- parent inferiority, it is pointed out may not exist if consideration is given to the many factors of improved design now possibly due to greater knowledge of aerodynamics, the use of modern mechanical appliances for reduction of labor, and making a proper balance between sailing qualities and cargo carrying capacity. Also for best re- sults the sailing ship should be used in special trades on definite routes. A Bremen shipping firm, having in mind the steadily increasing prices of fuel which may ultimately make the operating expense of engine driven vessels prohibitive, has lately ordered several cargo sailing ships of 5000 to 6000 tons deadweight fitted with auxiliary motors. Two other notable examples, the Danish five masted training ship KOBENHAVN with auxiliary motors and the Japanese four masted training ship SHIN- TAKU MARU also fitted with auxiliary power, in- dicate the existence of a feeling that there is an important field of service for this type of vessel. The author of this paper, in order to investi- gate the possibilities of increase in speed of large sailing ships, compares the resistance of a pro- posed design of a four masted barque with three typical clipper ships and with one large modern steel sailing ship. The best reported day’s run of Australian emigrant sailing ships was 432 miles or 18 miles per hour. The same wind under similar conditions would give the sailing ship PoLA (four masted barque built in Hamburg in 1916) a speed of 1614 to 1634 knots while the proposed vessel would under the same circum- stances reach a speed of 2014 to 2014 knots. The tea clippers averaged 13 knots in a day’s run in a breeze. Under similar conditions the POLA’S speed would be 12 to 1214 knots while the proposed barque would make 1314 to 14 knots. These figures are given to show the speed possible from sailing ships if their design had followed more closely the lines of the early MARINE REVIEW—June, 1927 tL