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WEST POINT CADETS REVIEWED BY VISITORS FROM THE INTERNATIONAL POLICE CONFERENCE

The splendidly drilled students of the United States Military Academy are seen in the above picture
marching past the police chiefs from many of the countries of the world, assembled as visitors at

West Point, accompanied in some cases by their families

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THE SMALL POWER CRUISER

A CRAFT THAT HAS MADE POSSIBLE THE USE OF
MANY WATERS-THE BUSY MAN'S BOAT

ONKEY-WRENCH sailors"
was the name applied, half
in jest and half in earnest,

to the skippers of power boats by their
brethren of the sail when the internal-
combustion engine first brought a new
type of pleasure craft to the use of
those who felt the call of the sea urg-
ing them to get out on blue water.
There seemed to be a lurking suspi-
cion that the lure of the machine was
stronger than the lure of the sea and

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A 32-FOOTER THAT HAS ALL KINDS OF ROOM ON HER. SHE
WILL "SLEEP" SIX PERSONS AND MAKE TEN MILES AN HOUR

THE CABIN OF A 35-FOOTER SET FOR A MEAL. THIS SAME
CABIN CAN BE MADE UP TO "SLEEP" FOUR PEOPLE

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A 60-FOOT HOUSE-BOAT WITH ALL THE COMFORTS OF A HOUSE
ASHORE. SPEED ABOUT TEN MILES AN HOUR

this, if proof is needed, is the fact that to-day power boats for pleasure purposes far outnumber the sailing craft, and their owners are tasting the joys of boat handling and are learning seamanship (and also something of mechanics) from coast to coast and on almost every waterway in the entire country that boasts over two feet of water.

While at first most of the attention in power boats was given to the power plant and very little was paid to the proper design of the boat-anything that would float the engine being thought sufficient-naval architects soon studied the proposition seriously, and began turning out boats with the proper elements of design, seaworthiness, and conservation of power until to-day small power boats are being built capable of going anywhere that

a small boat can go and really suited to the uses to which they are put.

While there are a great many waters, such as our inland lakes and rivers, where only a small, open boat or runabout suitable for a few hours' run or for afternoon trips is possible and where boats for this purpose have been brought to a high stage of development, probably the real lure is in the small cruiser in which one can spend his week-ends afloat and during the short vacation period which is allotted to most of us can take an extended cruise with a snug cabin in which the "crew" can be comfortable and dry under all conditions. In such a craft one can have the satisfaction, known only to the cruiser, of dropping anchor in some sheltered harbor after the day's run is over and preparing a real meal to be eaten in comfort in the

cabin, and then, as the stars come out overhead, can turn in for a good night's rest while the little boat tugs gently at her cable. It is to the latter type that this short article is to be confined. In comparison with automobile touring or camping, the man who owns a good cruising boat has his brother of the road backed off the map.

As to the proper size of boat which one must have to combine all the essentials of a successful cruiser, I can merely say that the size only depends on the length of the owner's pocketbook and the number of persons he desires to take with him. One wants to remember always that the size of a boat does not mean safety, and may not mean even added comfort, as a properly designed small boat is able to go anywhere that the average man wants to take her, while if she is prop

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A STOCK CRUISER, 33 FEET LONG, AND A FINE PRODUCT OF STANDARDIZATION IN BOAT MANUFACTURE

erly thought out excellent accommodations can be had in very small space. Power boats in which two can cruise successfully can be had from 20 feet in length up, but a length of 25 feet is about as small as any one can reasonably expect to get decent cabin accommodations in and sufficient deck or cockpit room to give the minimum of comfort, for one does not want to overlook the fact that in summer cruising most of the time is spent outside the cabin and that the latter is used only for sleeping purposes, and for cooking.

With the building of standardized boats of stock design, good little cruisers of about 25 feet in length and with a speed of from eight to nine miles an hour can be purchased for from $1,200 to $2,000, depending on where they are built and on the make of engine installed. It is always a saving in money to buy a boat of standardized design made by a builder who specializes in a certain type, just as in sailboats it is cheaper to buy in a onedesign class where a number of boats are built from similar plans and over the same molds.

A boat of 25 feet in length can have two good-sized sleeping transoms or berths, a small galley, an ice-box, a toilet and folding basin, and a cockpit some ten feet in length with room for a wide after seat and several deck chairs. The cost of operation and upkeep of such a boat is small, as no paid hand need be carried on boats under 40 feet in length, and the owner is his own skipper and engineer. This is always an advantage, as it does away with the trouble that often comes with a paid hand, who must be always considered. The fuel consumption in a boat of this size is almost a negligible factor, running from four to six cents per mile. The winter storage and launching charges do not run over $100 where the boat is hauled out at some boat yard, and the painting, overhauling of the engine, and outfitting each year should not amount

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to more than another $100, especially if the owner does any of the work himself.

On 30 feet in length the cabin accommodations can be greatly increased, giving more elbow-room, full headroom, and sleeping accommodations for four in two lower and two upper berths. Practically all of the boats built nowadays are of the raised-deck type, which adds to the room below and to the general airiness of the cabin. A 30-footer will probably cost from $2,000 to $2,500 or $3,000, the variation depending on the finish and the power.

Getting up to 35 feet much more in the way of accommodations can be had, with the privacy and comfort of a small stateroom. It is always an advantage to have a stateroom if there are women in the party, and, while on a small boat there may not be much "state" in them, it is mighty handy to keep the sleeping quarters of a small boat out of the main cabin as much as possible. A 35-footer will cost anywhere from $3,000 to $5,000. It is almost impossible to give exact figures on first cost of these boats, as builders' prices vary greatly for the same size of boat, and the requirements of different owners vary just as much.

On 40-foot length one can get a real boat with all the comforts of a summer cottage or bungalow, and in this one can take a month's cruise without the friction which is usually present when several people are living for any length of time in very close quarters. A boat of this size will sleep from four to six very comfortably, with ample galley room and equipment for getting real meals on a long cruise. keep of such a boat, while more than for the 25-footer, does not increase very greatly with the size until one begins to carry a paid crew. With a 25 horse-power to 30 horse-power engine the fuel consumption would be from three to three and a half gallons per hour, or from seven to eight cents per

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A TYPICAL 25-FOOTER WITH A 10 H. P. MOTOR. IT IS SUCH LITTLE CRAFT AS THIS THAT ARE USED WHEREVER THERE IS ENOUGH WATER TO FLOAT A BOAT-AND THERE IS ROOM FOR THE WHOLE FAMILY IN THEM

mile, while the storage and outfitting expenses might run up to $300 or $400 per year, depending somewhat on the amount of work found necessary on the engine and the electric-lighting plant.

To meet the desire for more room and comfort than the small power cruiser furnishes, a new type of power boat has been evolved in the last ten years, known as a power house-boata craft that has the flexibility and cruising radius of the power boat, but with greater comfort below and with more deck space. Power house-boats can be had in stock. models from 45 feet in length upwards, although in the smaller sizes it is difficult to get as well-proportioned a craft as it is in boats from 50 to 60 feet in length.

Power house-boats usually have better ventilation below by using square windows instead of the usual portholes, and it is possible on a 50-footer to have a large living-room, a fine galley, and two staterooms with real beds in them instead of berths, while most of them use the top of the cabin for a full-length deck, with a little deckhouse in which meals can be served or which furnishes shelter in rainy or bad weather. With awnings stretched fore and aft one can be as comfortable in a boat of this kind for a whole summer afloat as he could be in a summer cottage ashore, while he has the added advantage of being able to pull up his hook and go on to some other harbor when the spirit moves him and he has exhausted the charm of his late anchorage.

In any power boat it is necessary, in order to get the most satisfaction out of the boat, to have the proper type of engine. So often one sees a tremendous waste of power because owners will insist on trying to drive the hull faster than it is designed to be driven, and frequently one sees high-speed engines used in cruising boats where moderate or slow speeds would give better results and less trouble. The man who wants to go cruising, likes comfort with a capital C, and desires freedom from worry should not try to get too much speed out of his boat. Speeds up to twelve miles per hour can be obtained with medium speed, medium duty motors that will be both economical and reliable, and it is better to cut down on the speed somewhat for the sake of reliability. In a boat under 30 feet long, if one goes through the water nine or ten miles an hour it is plenty fast enough, and even at this rate a glance over the side at the water slipping by will make him believe he is doing fourteen or fifteen miles. Speeds not over ten miles in a little boat are fast enough except for those bitten by the speed bug. Bear this in mind when purchasing your first cruiser.

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T

OUR MOST ACCESSIBLE GLACIERS

HE possibility of being able to ride in a comfortable motor car to the very top of an active glacier located on the backbone of continental United States is almost assured. The fact that a person can leave a city of a quarter million people and between dawn and bedtime pay a round-trip visit to a glacier, slide down its face, look into its crevasses and shiver in the breeze scooting over the ice-field, is not generally known.

These glaciers are real ice rivers. They move forward each year, have a terminal moraine, lateral moraine, one has a terminal lake, and they all have a Bergschrund, crevasses, and other attributes which brand them as true glaciers. They are remnants of greater glaciers that in the last ice age hung on the crest of the continent and gouged out the scenic canyons of the Rockies. They can never lay claim to being the biggest, the most aweinspiring, or the most active glaciers in our country, but they are unquestionably the most accessible active glaciers that we possess.

BY ARTHUR H. CARHART

The most easily reached is the Arapaho Glacier, the largest glacier in Colorado's Rockies, lying between the two pinnacles of Arapaho Peak within the Colorado National Forest. It is this one that some day in the near future probably will be reached by an auto highway. Funds for such a road are allotted to the project. It will pass within a few rods of the head of the ice-sheet, and the traveler may step out of the machine and in a stride or two stand on age-old ice which is a part of the main body.

At the present time this glacier can be reached from Denver, Colorado, in one long day's journey. Leaving Denver at dawn, an hour's ride by interurban takes the traveler to Boulder. Here an auto transportation system operates to take the passenger to within three miles of the glacier. From there on the journey must be by horse or on foot. As it is possible to reach the end of the auto road by eleven in the morning, it gives one five hours to reach the glacier, look it over, and return to the car in time to

reach Boulder for dinner in the evening and Denver for lodging.

The other three, all slightly smaller, are the Isabelle and Saint Vrain Glaciers, both within the Colorado National Forest, on the eastern slope of the Continental Divide, and the Fair Glacier, within the Arapaho National Forest, opposite the Isabelle Glacier and on the west slope.

The Arapaho Glacier is complete. It has the typical ice crevasses, the scoring by water running over the face of the ice, both moraines are present, annular rings are distinct, and some rather fearsome ice caverns yawn in the crevasses.

During the summer of 1921 with two companions I visited the Arapaho and the other three ice rivers of the group. The sweep of the Arapaho icesheet from where we first beheld it is rather numbing. It is impossible to grasp its magnitude. Only when people are seen crossing it can one realize its immensity. People crawling over the face of it appear as small as insects from the upper overlook point.

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