Dec. 19, 1903-] 
— • — 
Designing Competition. 
$225 la Prises. 
Two designing competitions have been given in 
Forest and Stream. The first was for a 25ft. water- 
lin^ cruiser; tlie second was for a 15 ft. ofte-desigii class. 
Both competitions were very successful. The great in- 
terest taken in those competitions has prompted us to 
give a third one, open to amateurs and professionals. 
The prizes which will be given are as follows: 
First prize — $100. 
Second prize — ^$60. 
Third prize — $40. 
Fourth prize— $25, offered by Mr. Theodore Zerega 
for the best interior plan. 
The designs are for a yacht conforming to the fol- 
lowing conditions: 
T. Centerboard cruiser, 40ft. 1. w. 1. 
IT. Boat must not draw over 6ft with centerboard up. 
TTT. The lowest freeboard to covering board must 
be 3ft. 
The design must be modern in every particular, with- 
out containing any extreme or abnormal features. The 
conditions have been made as simple as possible, that 
competitors might have all latitude and scope in work- 
ing out their ideas. We wish to produce an able and 
comfortable cruising boat, one that shall have ample 
accommodation for two or three men living aboard for 
a period of several months, and one that can be easily 
managed at all times by two or three paid hands. The 
draft is restricted to 6ft. in order that the boat may 
have access tot-injearly all the desirable harbors, and 
may, thereby, widely increase her cruising field. 
Drawings Required. 
I. Sheer plan, scale ^^in^rft— showing center of 
buoyancy, center of lateral resistance and center of 
effort of both rigs. 
II. . Half breadth, scale 54in.=ift. 
III. Body plan, scale J^in.=:ift. 
IV. Cabin plan, inboard profile and at least one 
cross section, scal€ ^in.=i{t. 
V. Two sail plans, scale ^4in.=xh.; one as a yawl: . 
one as a pole mast sloop. 
In the case of the yawl rig the position and height 
of the mast and length of gaff are to be the same as 
in the cutter rig. Plans must show working topsail and 
size of light sails. 
VI. All ballast outside on keel except amoimt neces- 
sary for trimming. 
An outline specification must accompany each de- 
sign. The drawings should be carefully made and let- 
tered. All drawings sliould he nn white paper nr 
tracing cloth in black ink. No colored inks or pig- 
ments should be used. The designs must bear a nom- 
de-plume only, and no indication must be given of the 
author. In a sealed envelope, however, the designer 
must inclose his own name and address, together with 
liis nom-de-plume. All designs must be received at the 
office of the Forest and Stream Publishing Company. 
346 Broadway, New York City, not later than March 
I. 1904. All drawings will be returned, but postage 
should accompany each. 
The Forest and Stream reserves the right to pub- 
lish any or all of the designs. 
Mr. Clinton H. Crane, of the firm of Messrs. Tams, 
-Lemoine & Crane, who passed upon the designs sub- 
mitted for the 2Sft. with great care, has again cnn- 
sonted to judge the designs and make the awards. 
Gasolene Engines for Marine Pro- 
pulsion. 
liead at the elevenlli general meeting of the Society ot Naval 
Architects and Marine Engineers, held in New Vjrk, Xov. 
19 and 20. 1903, 
BY D. 31. COXj MEMBER, 
This paper is not intended in any sense to be a 
treatise on the gasolene engine from the designer's 
point of view, nor does its author claim to be an ex- 
pert on the subject of which he is writing, merely de- 
siring to present to the society as a matter of history 
certain interesting facts, and to draw certain con- 
clusions thfircfrom regarding the advance of the gaso- 
lene engine. This aim is quite in keeping with the 
society's desire to Have its proceedings form a record 
yearly of progress and development in matters with 
which it is concerned. To anyone desiring exact de- 
tails and the minute information required by the de- 
signer of engines of this type, reference is suggested 
-to some one of th.e many excellent treatises now in 
print on this subject. 
The development of the automobile having demon- 
strated the possibilities of explosive gasolene engines; 
tor- vehicle propulsion, their application to marine work 
has followed as a matter of course. Whilt the many 
troubles- and accidents that have been experienced by 
the majority of automobilists bave tended to prejudice 
the minds of many person's against these engines, this 
should not really be the case. Rather sjioujd it be con- 
FOHE. AND STREAM. 
sidered decidedly to the credit of an engine of its type 
that it has been able to be used with any degree of suc- 
cess for automobile work, the conditions of which make 
its operation a matter of the most careful design and 
manipulation. When the governing conditions for the 
automobile and marine motor are contrasted, it will be 
•seen that in each instance the most serious obstacles 
in the way of the successful operation of the former are, 
if not absent, at least minimized in the latter. The 
heat produced in the cylinders from the high tempera- 
tures of the exploded gases can, in the inarine motor, 
be readily drawn off by an unlimited supply of circulat- 
ing water, while in the automobile the cooling effect of 
the air must be relied upon; the limiting conditions of 
weight and space for engine and fuel are not as a rule 
restrictive in a vessel as in a vehicle, thus permitting 
a greater fuel supply, and the use in design of much 
larger factors of safety with corresponding increase in 
freedom from breakdowns; the dust and grit, with their 
disastrous effects upon automobile engines, are not to 
be contended with; the conditions of use are more 
severe for the automobile, forced as it is to go up and 
down steep grades over rough road beds, with very 
variable loads and speeds. 
After considering these facts, it does not appear at 
all remarkable that the manufacture of marine gasolene 
engines, having been given an impulse by the automo- 
bile, should have gone on increasing in magnitude at 
almost an unprecedented rate. A cursory glance 
4 01 
through the advertisements of any of the technical, or 
even untechnical, publications of the present day,_ will 
be sufficient to convince anyone that this industry is in 
a flourishing condition, even if the surprisingly large 
number of power boats of all classes now in existence 
were not conclusive evidence of this fact. 
The application of this engine has been along many 
and widely different lines. Among the working vessels, 
they have been largely used by the oyster and fishing 
fleets along the coast as an adjunct to sail power, thus 
saving much time in getting to market and making the 
fisherman more independent of weather conditions. In 
almost all the fishing villages, also, where dories or 
surf boats are used to run out to the nets, many boat- 
men now have motors that save much time and labor. 
In the yachting world they have taken a firm foothold. 
There are gasolene house-boats, "steam j'achts" with 
masts and dummy stacks, auxiliary schooners, yawls, 
sloops and catboats, besides the ever-increasing fleet 
of "power boats" proper, or launches of the various 
types, cabin or open, cruising or racing. To see for 
the first time a fully sparred schooner, for example, 
running along at a nine-mile gait, with no sail set and 
no visible means of propulsion, is decidedly novel. It 
may take away some of the romance of sailing to have 
a feathering blade up against the stern post, but think 
of the convenience when cruising and caught off shore 
at night in a calm with provisions short and a good 
harbor near at hand. 
Speed Launch Adios at S3 Miles an Hour. Plate 9. 
Speed Laiinch Standard at about 21 Miles an Hour. Plate 10. 
