Year: 1896

page_text: I, CHARLES TWINING, of No. 98 Morris Street, Halifax, Nova Scotia, Canada,
Gentleman, do hereby declare the nature of this invention to be as follows:-.
In a sailing apparatus a single rectangular sail, preferably four times as long
as deep, is used, with rods, called sail yards, fastened to the sail along its long
edges, and a middle spar fastened along the middle of the sail parallel with the
yards. Secured to the middle spar at about one-quarter of its length from each
end is a vertical mast, a little longer than the depth of the sail. The lower end
of each mast is provided with two sockets or staples, in line with each other verti-
cally, through which passes the vertical arm of a 1 iron. The sail yards have
staples or rings at the points where they are crossed by the masts placed over and
adapted to slide on the masts, so that the upper sail yard can be drawn up from
the middle spar, and the lower sail yard can be drawn down, to spread the sail in
a vertical or upright plane. This is done by ropes which extend from the sail
yards to suitable pulleys at the upper and lower ends of the masts. From the ends
of these masts to the middle spar are diagonal stays for holding the masts firmly
at right angles to the spar. Between the upper ends of the masts is a cross stay,
and also between the lower ends.
Below the masts are two comparatively small hulls: these are of sufficient size
to float about twice the weight of apparatus resting on them. These hulls are
given a shape adapting them for speed, and also giving them considerable side-
wise resistance. The sides of the hulls are vertical, or nearly so, and incline or
curve similarly from the centre to bow and stern, the bow and stern being vertical
edges. The bottoms and decks are flat parallel planes. Any transverse vertical
section of these hulls will be rectangular, the central section will, preferably, be
a square. Said hulls are closed air tight. Across their decks at the centre, and
at right angles to the length of the hulls, are the horizontal arms of the irons
above mentioned having bearings at each edge of the hulls so that the hulls may
tip up and down with the said arms of the irons as horizontal axes.
Secured to the centre of the middle spar is a ring or staple adapted to receive
a vertical pin which is firmly attached to one end of the main mast, which extends
from the centre of the middle spar (which is also the centre of the sail)
in a downwardly inclined direction nearly to the surface of the water,
that is to a point just above the centre of the deck of the
the main
hull. Said main hull is of sufficient size to float the weight of a cargo and
crew, and the portion of the weight of apparatus resting on it. The main hull is
similar in shane to the small hulls, but is either deeper in proportion to its width
at its central cross section, or is provided with a keel. Its longest longitudinal
vertical section is of size sufficient to give the amount of sidewise resistance to
the water needed. This hull is also air tight. From the centre of its deck rises
a fixed round vertical rod, called the pivot, onto which fit horizontal rings or

page_text: sockets secured one above the other to the lower end of the main mast.
allows the main hull to turn horizontally with respect to the main mast.
This
A yard, called the end yard, about half as long as the sail, is placed horizontally
above the centre of the main. hull with its centre resting against the pivot with
rings for holding it close to the pivot and at right angles to it, but allowing it to
turn on the pivot. The end yard is parallel to the middle yard on the sail and
from each end of the end yard extend three stays, one to the top, one to the middle,
and one to the bottom of the vertical mast on that side of the main mast. The
three stays from one end of the end yard are respectively parallel to those from the
other end of the end yard. These stays are faut and hold the end yard
permanently parallel with the middle spar and the sail.
The two small hulls are held parallel with each other by tant stays from the
ends of one hull to corresponding ends of the other. From each end of the small
hulls toward the large hull extends a rope to a pulley at the centre of the lower
cross stay between the vertical masts, thence to and along the main mast to the
main hull. There may also be fastened at about the middle of the deck of one of
the small hulls a bar projecting horizontally toward the other small hull, and from
its free end a rope may extend through a pulley about the middle of the lower
cross stay thence along the main mast to the main hull. By these ropes the small
hulls can be turned to make the required angle with the sail and so secured.
Horizontally across the deck of the main hull at about the middle of it, and at
right angles to it, is fixed a cross bar. At each end of the end yard are two pulleys,
and a continuous rope goes through one of the pulleys at each end and its ends are
fastened to that end of the cross bar on the main hull lying farthest from the sail,
the cross bar being on the opposite side of the end yard from the sail. Another
continuous rope passes through the other pulley at each end of the end yard, and
the ends of this rope are similarly fastened to the deck of the main hull near the
end lying toward the sail: by means of these two ropes the main hull can be
moved to the desired angle with the end yard and be there secured. These ropes
will be moved to the other end of the cross bar or hull as alterations in the angle
of the hull render it desirable.
Near the pivot is placed a roller with a suitable hand wheel for turning it, each
end of the roller has a journal in a bracket rising from the main or angle mast. A
rope fastened toward one end of the middle sail spar extends through a block on
the angle mast below said roller, then several times around the roller to another
block on the angle mast, and to a point near the other end of the middle spar.
Turning the roller will move the main hull in one direction or the other across the
face of the sail without altering the angle of the main hall with the sail.
When sailing all the hulls are fixed at about the same angle with the 'sail.
When wind strikes the sail from the direction of the main hull the resistance of
the small hulls is continually a force nearly through a perpendicular from
the centre of the sail, where the main mast is connected. The main
hull swings from said centre, but does not change its angle with the
sail, and its resistance is also nearly through the perpendicular from
the centre of the sail. The main hull will naturally keep a position nearly
opposite the centre of the sail. The resistance of the sail to wind and of the hulls
te water are therefore nearly through one nerpendicular line, and theoretically
there is little to turn the apparatus, and except for correcting unavoidable
inequalities in construction, and for steerage purposes, the main hull would he
left free to swing around the centre of the sail, keeping the same angle with the
sail, because of the ropes between the middle spar and the end yard, and between
the end yard and the cross, har. If left thus free to swing the resistance of the
main hull, practically through its pivot, would be continually nearly through the
centre of the sail. But as the construction could not be so perfect as to make the
resistance of the small hulls to be a force exactly through the perpendicular from
the centre of the sail, and the resistance of the large hull to he a force exactly
through its pivot, and therefore through the perpendicular from the centre

page_text: of the sail; and as the sail force could not, practically, be a force
exactly through its centre, there would always be some couple formed that would
turn the apparatus. This want of balance in the forces is corrected by forcing
the main hull to move so that its pivot will be at one side or the other of the
position it occupies when left to swing freely. This is readily effected by turning
the roller described above. The water resistance through the pivot is thus moved
at will to either side of the sail centre. If it is moved simply far enough to over-
come the lack of balance the apparatus will keep to its course; but if moved
further the apparatus will be turned to a different course, being thus steered
without a rudder. This way of balancing and steering the apparatus is an
important part of this improvement.
Dated this 29th day of Sontember 1906
CRUIKSHANK & FAIRWEATHER,
Chartered Patent Agents, 62 Saint Vincent Street, Glasgow,
Agents for the Applicant.
I, CHARLES TWINING, of No. 98 Morris Street, Halifax, Nova Scotia, Canada,
Gentleman, do hereby declare the nature of my invention, and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement:-
In the drawing Fig. 1 is a perspective view of the apparatus; Fig. 2 is a side
view; Fig. 3 is a rear face view of the sail, with yards and masts; Fig. 4 is a
central vertical transverse section of one of the small hulls; Fig. 5 is a similar
view of the main hull; Figs. 6, 7, are views at right angles showing one arrange-
ment at the pivot of the main hull; Fig. 8 shows the connection of a mast to one
of the small hulls; Figs. 9, 10 show modes of spreading the sail; Fig. 11 is a plan
view of the main hull; Fig. 12 is a perspective of part of a small hull with side
bar; Fig. 13 shows connection of the angle mast to the middle sail yard; Fig. 14
shows connection of sail yards to a mast; Fig. 15 is a similar view of a modifica-
tion; Fig. 16 shows means for turning the main hull; Fig. 17 is a diagram
showing the hulls at an angle with the plane of the sail.
In this sailing apparatus a single rectangular sail 1, preferably four times as
long as it is wide or deep is used. This sail is stretched and fastened along it
long edges to horizontal rods 2, caled sail yards. There is also a middle yard 3
to which the sail is fastened along the middle of the sail parallel with the yard 2.
Secured to the middle yard, about one quarter of its length from each end is a
vertical mast 4 there being two such masts, which are a little taller than the
width or depth of the sail. The middle yard crosses each mast at about half the
height of the mast.
Near the foot of each mast are placed two horizontal rings or staples, one a
little above the other. The eyes of these staples are in line with each other
vertically. There are provided two 1 irons 6, of round iron, to be used at the
foot of the masts, the vertical arm of each iron passing up closely through the two
staples.
The said yards 2 have staples or rings at the points where they are crossed by
the masts. These staples are placed over and adapted to slide on the masts, so

page_text: that the upper sail yard can be drawn up and the lower sail yard drawn down from
the middle yard to spread the sail in a vertical or upright plane.
At each of the four points where the sail yards cross the masts, a rope or halyard
is connected with the sail yard, runs to a pulley 9, above it or below it as the case
may be, and thence along the angle mast to the main hull where they can be
operated and secured. There are thus four halyards, two of which are used for
spreading and two for furling the sail. The two halyards on the upper sail yard
draw that yard up, and by intermediate ropes and pulleys draw the lower sail yard
down, thus spreading the sail on the masts. The other two halyards draw the
lower yard up and the upper yard down.
The upper and lower yards may be connected by ropes 8 passing over pulleys
near the top of the mast as in Fig. 10, whereby the weight of the two yards will
about balance each other making the spreading and furling of the sail easier.
From the ends of the masts to the middle yard there are diagonal stays 10 which
hold the mast firmly at right angles to said yard.
From each end of each mast there are two such diagonal stays 10", one on each
side of the mast. Between the upper ends of the masts there is a cross stay 11
and between the lower ends of the mast there is a stay, 11, called the lower cross
stay. Stays 11, 11° may be connected by a cross stay 12, Fig. 1, or not connected
as in Fig. 3.
The stays are generally made of wire rope and on each or any stay there may
be a turnbuckle, or screw 12, for conveniently stretching the stay tight, as in order
that the parts stand fairly in their positions, the stays must be continually tight.
The stays 10 may extend diagonally from mast to mast in straight lines cross-
ing at the centre of the sail and there secured to the middle yard as in Fig. 3,
or said stays may be lengthened and extend to the free end of an arm 13 projecting
on the front of the sail and secured to the middle yard, Figs. 1 and 13. The
latter arrangement better resists the tendency of yard 3 to hend. Stays 10 may
also be used between the masts and yards 2.
Below and bearing up each of the two masts there is a small hull 14. Each
mast is stepped on the hull beneath it by means of the 1 iron 6 at its foot. The
horizontal arms of the 1 iron lie across the deck of the hull at right angles to
the length and at the 1iddle of the hull. The ends of the horizontal arms rest
in sockets or staples 15 one at each edge of their hull. Each hull may thus tip
up and down vertically with the horizontal arms of its 1 iron as an axis, and each
hull may turn around horizontally with the vertical arm of the iron as an
axis.
There may be a collar or deep washer in the venical arm of each 1 iron under-
neath the lower ring 5, of the mast, to keep the foot of the mast a little above.
the horizontal arms of the iron.
Hulls 14 are alike, and each is of sufficient size to float about twice the portion
of the weight of the whole apparatus that rests on it when the sail is furled.
They are given a shape adapting them for speed and also giving them considerable
sideway resistance.
Their sides 16 are vertical and incline or curve similarly from the middle of the
hull towards each end. Each end of the hull is a vertical edge. The bottoms 17
and decks 18 are parallel planes: any vertical section of these hulls will be a
rectangle, the central cross section preferably being a square Fig. 4. They are
closed air tight.
Besides the two hulls 14, there is a third hull 19 called the Main Hull which lies
at some distance to one side of the plane of the sail. While this hull is called
the main hull it is not necessarily much if any larger than hull 14, but in practice
has been made about the same width but longer.
This main hull is separated from and connected with the middle of the sail,
by a sloping spar 20, called the nagle mast, the length of which is preferably equal
to about the length of the sail.
The angle mast extends from about the middle of the sail, away from it in a

page_text: downwardly inclined direction nearly to the surface of the water, that is, to a
point nearly just above the centre of the deck of the main hull.
The end of the angle mast at the sail has fastened to it a round vertical pin 21
which protrudes below the end of the angle mast.
At the middle of the middle yard (the centre of the sail) is fixed a horizontal
staple 22, into which vertical pin 21 enters, the angle mast being thus pivotally
connected with the sail at its centre.
The main hull is of size sufficient to float somewhat more than the weight of
the crew, and of that portion of the weight of the apparatus which commonly rests
on it.
Such freight as it is found the apparatus will conveniently carry, will probably
be best carried in or on the main hull, which is similar in shape and construction
to the other hulls, but is provided with a large keel 22, preferably a little shorter
than the hull. The main hull and keel give the amount of sideway resistance
needed, in addition to that of hulls 14.
On its lower end the angle-mast is connected with the main hull by means of
airon 23, connected with the hulls as irons 6 are with their hulls. The angle
mast is connected with its 1 iron by two horizontal staples or rings, secured at
the end of the angle mast, one above the other, with the eyes in line, and the
vertical arm of the 1 iron passes therethrough. As the angle mast does not rise
vertically but obliquely from the water, the staples should stand some distance
apart to give the necessary purchase on the vertical arm. The main hull can be
turned horiontally with respect to the angle mast, the vertical arm of the iron
turning in the staples.
The vertical arin of the iron rises some distance above the upper ring or
staple at the base of the angle mast, for further connections. This vertical arm
on the main hull, is called the pivot. On it just above the upper ring is a nut 24,
Fig. 6, fixed on the pivot, to prevent the angle mast slipping up.
A yard 25 called the end-yard, about half as long as the sail, is placed horizon-
tally, nearly through a point a little above the centre of the main hull, with its
middle cross section resting against the pivot on the side of the pivot away from
the sail, as in Figs. I and 2, or on the side toward the sail as in
Fig. 6. The end yard crosses the pivot just above the end of the
angle mast, and there are horizontal staples or rings 26 secured to the end-yard
one above the other with their eyes in line with each other vertically, and at right
angles to the length of the end yard. The pivot passes up through these eyes 26
and the end yard is thus kept at right angles to the pivot, but can turn horizontally
around it.
In order that the end yard may be kept more strongly at right angles to the
pivot, one of the rings 26 may be placed on the pivot some distance below the end
yard, Fig. 6, and solid diagonal connections 27, therewith may be made, from points
on the end yard, one on each side of the pivot.
This lower ring may be placed below the lower ring of the angle mast the mast
then lying between the rings of the end yard. These connections must be so
arranged that the end yard can be turned horizontally, so as to make at least
an angle of 45° with the angle mast. There should be a nut or equivalent on the
pivot above upper ring 26 so that it may not slip up.
There should be a collar
on the pivot just above where it joins with its horizontal arms, in order to keep up
the rings and so to keep the connections with the pivot sufficiently above, and free
of these arms, and their bearings.
The
The end vard is parallel to the middle yard 3 and from each end extend three
stays, one 29, to a convenient point near the top of the vertical mast, on that side
of the angle mast; and one 30, to where the middle yard crosses that vertical mast,
and one 31, to a convenient point near the foot of the same vertical mast.
stays from one end of the end yard, are equal in length, and parallel to the
corresponding stays from the other end. These stays are taut, and keep the end
yard permanently parallel with the sail.

page_text: The two hulls below the sail are kept about parallel with each other by taut
stays 32.
From each of those ends of the small hulls which lie towards the main hull,
when the hulls are at some angle with the sail, there extends a rope 33 to a
pulley 34 fixed at about the centre of the lower cross stay. These ropes and any
similar ropes may go from thence through convenient blocks, to and along the
angle mast to the main hull to be secured and worked from there.
There is also fastened solidly at about the middle of the deck of one of the small
hulls, a bar, 35 about half as long as the hull projecting horizontally about at
right angles to the length of the hull and from the side towards the other small
hull, and from the free end of this bar a rope 36 extends through a pulley 37'fixed
about the middle of the lower cross stay and to the main hull. By these three
ropes the small hulls may he turned from the main hull to make any angle with
the sail required, and be so secured.
The deck of the main hull, at about the centre, has a platform 38, extending a
little beyond each side of the hull to give standing room.
It is necessary that the main hull may be turned horizontally on the pivot 23,
to take any desired angle with the end yard 25 and that it may be secured. For
this purpose ropes 39 run through pulleys 40 at each end of the end yard, one rope
running from each end of the end yard, must be secured to a point of the hull,
as 40, or to a point of something rigidly connected with the hull, that lies
sufficiently aside from the end yard to give convenient leverage.
When by some turning of the hull the point 40" gets so near to the end yard that
the leverage is not great enough for the ropes to easily turn to keep the hull firmly
at its angle with the end yard, when fastened, then, some other point of the hull
or solid with the hull, as har 41 having now gained a position of commanding
leverage, must he found, and either the same ropes must be transferred, and
fastened to the outer end of said bar or another pair of ropes from similar pulleys
must be fastened at this new point.
It will be convenient to choose these points of connection on that part of the
hull or of some connection solid with it, lying at the time on the side of the end
yard away from the sail. The two ends of the hull may at different times serve
for these points, and the two ends of a horizontal cross ar 41 fastened solidly
across the deck near the middle of the boat, may be used, to furnish the two
other points of leverage. One of the points thus available, riz: the two ends of
the hull, and the two ends of the cross har, will always have a position of com-
manding leverage. In order to secure the hull at certain angles it may be an
advantage to fasten ropes both to one end of the hull cross bar and to one end of
the hull; but one rope 39 is shown.
The ropes run from the rulleys at the ends of the end yard to some convenient
point for working and securing them, near the pivot. They may be continuous
repes along the end yard between the pulleys as in Fig. 1 and so wound on a
roller 39 that turning the roller pulls thereon in one direction or the other to
turn the hull, any suitable means being used to lock the roller in its adjusted
position. Another method of commanding the angle of the large hull with the
end yard, is to have a single nearly horizontal bar 43 Fig. 11, one end of this
bar is against the pivot with a throat 43 to keep it from slipping aside from the
pivot. This throat firmly grasps the pivot at some convenient point near the deck,
say at the base of the pivot just above where it joins the horizontal arms. The
cther end of this bar has the ropes from the ends of the end yard fastened to it,
and rests firmly a little way from the pivot in any one of several vertical notches 44,
placed where it is convenient about the edge of the platform 38. The bar has
thus a solid hold on the boat for any moderate horizontal pressure. When the
turning of the boat brings the end of the bar to a poor position of leverage the har
is pulled from the notch it has occupied, and is swung around far enough to be
pressed down into another notch which will give better leverage. There may, be
three or more such notches. Each notched board or body may have hinges con-

page_text: necting it with the platform, Fig. 11, so that it may be turned down flat on the
platform when not in use. These notches should cause the bar to incline up à
little to keep its free end well off the water. When not in use the bar may lie
along the length of the hull in notches at an end of the platform.
Near the pivot Figs. 1, 2 and 16 is placed a horizontal roller or windlass 45.
Each end of the roller has a journal in a bracket, rising from the angle mast.
Outside the bracket that lies nearer the pivot is a hand wheel. Any suitable
means may be used for holding the wheel and roller in any position to which they
are turned, shown as a plate fixed to the bracket along side the hand-wheel, the
wheel having perforations around its edge through any one of which pin 45 can
pass into a hole in the fixed plate. Rope 46 is fastened where one of the vertical
inasts crosses the middle yard, and it extends through a block or pulley 47 fastened
on the angle mast below the roller, then it extends several times around the roller
to another block 46 below on the angle mast, and thence it extends at 46' to the
other vertical mast where it crosses the middle yard.
Turning the roller will move the main hull in one direction or the other across
the face of the sail. Instead of one continuous rope to the roller there may be
two ropes, each one having one end fastened to the roller itself, one rope towards
each end of the roller, and each rope turned a number of times around the roller,
the ropes going around in opposite directions, and the other ends of these two
ropes going through the blocks 47, 48, and to the vertical masts.
Or a rope from each vertical mast may end at some convenient distance sho::
of the roller. And then the ends of the ropes from the roller, as just described,
after they pass through the blocks below on the angle mast, may run each one
through a pulley fastened at the end of one of the ropes from the vertical masts,
thence returning to the angle mast where the blocks are near to the roller and
being there secured. Thus the rope around the roller would have less tendency
Ic get tangled, and also the turning of the roller would have less resistance, taking
its effect more slowly. Some check should be placed on the rope or ropes, so that
enly such length of rope can pass over the roller, as will allow the main hull. to
be drawn around towards the sail as far as may be done without endangering
the stability of the apparatus.
When sailing all three hulls are fixed at about the same angle with the sail,
and therefore are about parallel with one another. This is indicated in the
diagram, Fig. 17, where the parts shown are numbered to correspond with 'the
other figures. The arrow indicates the direction of the wind. It will be found
most convenient to sail with the sail so exposed that the wind reaches it from that
side on which the main hull lies, one side of the sail being thus continually the
windward side.
While in Fig. 1 the apparatus is sailing before the wind, the hulls being at right
angles to the plane of the sail, in Fig. 17 the hulls are turned obliquely and the
wind strikes the sail obliquely.
When the wind strikes the sail on that side toward the main hull, the resistance
of the small hulls should be continually a force nearly through a perpendicular,
dropped from the centre of the sail, where the angle mast is connected. The main
hull swings from the centre of the sail without changing its angle with. the
sail because it is fastened at its angle with the end yard and the end yard keeps
parallel with the sail because of the connections described.
When the main hull swings thus its resistance should be a force about through
the perpendicular dropped from the centre of the sail, which is the point from
which it swings. The total resistance of the hulls is therefore a force abmt
through the perpendicular line dropped from the centre of the sail.
The resistance of the sail to the wind is a force about at the centre of the sail.
The resistance of the sail to the wind and of the hulls to the water are therefore
horizontally about through one perpendicular line, and there should be little to
turn the apparatus horizontally and it should keep almost a direct course.
When all the hulls are parallel to one another and at some angle with the plane.

page_text: of the sail, and the apparatus is sailing, the main hull, if left free to swing, (i.e. if
the hand wheel on the roller 45 is not checked), will tend to keep a position about
opposite to the centre of the sail. That is to say the main hull thus free will not
swing so as to approach the plane of the sail to any appreciable extent and for this
reason the apparatus will have great stability without such extra provisions of
ballast as are commonly required in yachts. The sail will remain practically
vertical in any moderate wind and the speed of the apparatus should be great.
In order to correct such tendency of the apparatus to turn horizontally as would
be found if the main hull were left free to swing, the main hull is drawn and held
little to one side or the other of the position it would have if free. This is
readily effected by turning the hand wheel on the roller, thus the resistance of the
main hull is caused to pass aside from the perpendicular dropped from the centre
of the sail.
The hand wheel may be turned just enough to correct the lack of steadiness
in the course of the apparatus; or it may be turned more than would be necessary
for that purpose, or. turned in the opposite way, and the anparatus thus caused
to turn as desired. The apparatus is in this way steered without a rudder, and will
turn towards that edge of the sail that is in the direction towards which the
main hull has been drawn.
When it is desired to change from port tack to starboard tack or vice verai the sail
is swung around bringing the leeward edge to windward, but keeping the wind
still on the same side of it. This is effected by forcing the main hull aside from
its natural position towards the edge of the sail towards which the apparatus is
to turn, and all the hulls are turned to have the same angle with the sail towards
the edge of the sail from which they have been pointing.
If desired the apparatus can be steered by placing the hulls 14 and hull 19 ai
a different angle with the sail. The end yard 25 may be given greater firmness
by stays from its ends to the outer end of a har 25, Fig. 15, having a bearing on
the pivot and projecting backward.
Having now particularly, described and ascertained the nature of my said in-
vention, and in what manner the same is to be performed, I declare that what I
claim is:-
1. A sailing apparatus in which a single rectangular sail is used which is con-
tinually supported when spread in or nearly in a vertical plane, being borne up
and supported by hulls beneath it and masts at the centres of the hulls, and a main
hull at a distance to one side of the plane of the sail, being connected to or about
the centre of the sail by an inclined mast pivotally connected to the sail and to
the main hull at its centre, and means for turning the hulls or any of them to and
securing them at any desired angle to the plane of the sail, as described.
2. In a sailing apparatus such as described in claim 1, a main hull swinging
from the centre of the sail, and means for forcing the main hull to one side or
the other of the position it would naturally assume when left free to swing, and for
holding it in the adjusted nosition.
3. In a sailing apparatus such as described in claim 1, means as suitable ropes
and pulleys, for furling and spreading the said rectangular sail from the ma
hull, as shown in Figure 1 of the drawing.
4. In a sailing apparatus such as described in claim 1, means, as suitable ropes
and pulleys, for furling and spreading the said rectangular sail from the main
hull, and means for easing the spreading and furling of the sail by a counter-
balance, as shown in Figure 10.
5. In a sailing apparatus, a rectangular sail having secured thereto three
horizontal yards, along the top, bottom, and middle of the sail, respectively, a
plurality of hulls below the sail, a vertical mast from each hull to which the said
middle yard is secured, and the masts passing through rings secured to the side
yards at the points where the masts cross them, said rings being capable of sliding

page_text: on the masts toward and from the middle yard, and means for moving the side
yards toward and from the middle yard at will to furl and unfurl the sail.
6. In a sailing apparatus such as described in claim 5, securing the mast to
the hulls by Lirons, the horizontal arms of which are supported transversely
across the centres of the decks of the hulls in bearings so as to allow the hulls to
rock up and down longitudinally and to turn horizontally without corresponding
movement of the masts.
7. In a sailing apparatus such as described in claim 1, and shown in Figure 1.
securing the inclined mast to the centre of the sail by a vertical pin or pivot and
to the main hull by a 1 iron, the vertical arm of which passes through parts
forming a part of the mast and having holes in line vertically, the horizontal
arms of the 1 iron being pivoted transversely across the centre of the deck of
the main hull.
8. In a sailing apparatus such as described in claim 5, the vertical masts held
continually parallel by stays, the hulls beneath the sail also held parallel by stays.
9. In a sailing apparatus as described, an end yard across and above the center
of the deck of the main hull parallel with the sail and secured to the pivot of the
main hull, and stays between the sail yards or the masts and the end yard holding
the sail and the end yard continually parallel.
10. In a sailing apparatus as described, an end yard across and above the centre
of the deck of the main hull parallel with the sail and secured to the pivot of the
main hull, and stays between the sail yards or the masts and the end yard holdin
the sail and the end yard continually parallel, and ropes connected to the main
hull or to a bar either fixed or adjustable projecting therefrom, through pulleys at
the ends of said end yard to the main hull, for moving said hull to any angle
with the end yard and sail and so securing it.
11. In a sailing apparatus as described, the hulls being rectangular in transvers
section, the sides being vertical and inclining similarly from the centre to each
end, and closed air tight, the main hull also having a keel to increase sidewise
resistance.
12. In a sailing apparatus as described, the platform on the main hull, the
hinged or other notched boards at the edge of the platform, and the rod bearing
on the pivot and inserted in one or another of said notches to give a commanding
point of connection for ropes for turning the main hull.
13. The hand wheel and roller at the main hull, and ropes therefrom to the
middle yard of the sail on each side of its centre.
14. The sailing apparatus substantially as described and as shown in th
drawing.
Dated this 20th day of Tule 1907
CRUIKSHANK & FAIRWEATHER,
Chartered Patent Agents, 62 Saint Vincent Street, Glasgow,
Agents for the Applicant.