194 
FOREST AND STREAM. 
[March 1^4, 
steered straight up the middle of the Sound for New 
Rochelle. At six o'clock Ed and Rudolf came up, and 
all hands had breakfast. We passed Huntington and 
Oyster Bay, then Greenwich, Rye, and Larchmont. In a 
breath from the southwest we crawled along past the 
channel buoys and up into Echo Bay, dropping the hook 
for the last time at just 2:30, and firing the cannon as 
the chain ran out. - 
This was on Friday, August 21. It had taken us five 
days and three nights to make the trip from Boston — 
some two hundred and eighty miles — not counting the 
time spent at Jamestown. Altogether, we had been gone 
fifty days, and had sailed in the neighborhood of seven 
hundred and fifty miles. 
After putting things in order. Shave, Ed, and I went 
ashore to the club for dinner, then went aboard again 
and packed up, ready to leave in the morning. Our trip 
was over. 
At eight, after a swim and breakfast, we got into the 
tender, said good-by to the staunch little Neririe, and 
Rudolf rowed us ashore. After shaking hands all around, 
Rudolf rowed back alone. We stood watching him until 
he got aboard, dropped the tender astern, and hoisted the 
blue flag at the starboard spreader, and then with one 
last look at the little craft that had carried us safely 
through all kinds of good and bad weather, we turned 
and slowly walked over to the car. 
Boston Letter. 
Boston, Feb. 27. — Everything is still frozen up 
tighter than a drum", and there is very little doing in 
the yards. At Lawley's, where most of the work is 
being done, the shops are not nearly so crowded as 
they have been in previous years. Two steam yachts 
are in the west shop, one of iisft. waterline, designed 
by Mr. Fred D. Lawley, for Mr. Paul Rainey, of the 
New York Y. C; and the other of 99ft. waterline, 
designed by Messrs. Swazey, Raymond and Page, for 
a Philadelphia yachtsman. The first of these is nearly 
all plated, and the deck joiner work is being put_ in. 
The second is all plated, the deck laid and the joiner 
work being put in. In the east shop there is a 62ft. 
steam yacht by Mr. F. D. Lawley for Commodore 
B. P. Cheney; a 102ft. steam yacht designed by Mr. 
Arthur Binney, for Mr. Chauncey M. Borland; two 
power launches and a 22-footer, designed by Mr, Law- 
ley, for Mr. S. C. Winsor. There is also a 50ft. 
schooner for Mr. J. Cromwell, of New York, which has 
been finished. In the boat shop, the i8-footer designed 
by Mr. E. A. Boardman, for Hon. Charles Francis 
Adams 2d., to race in the one-design class against the 
one-design class of the Beverly Y. C, has been finished 
and has been hauled out of the shop. The i8-footer 
by the same designer, and for the same class, for Vice- 
Commodore C. H. W. Foster, of the Eastern Y. C., 
is planked and the deck is being laid. 
On Feb. 19, the boat shop of Mr. David Fenton, at 
Manchester, was destroyed by fire. There were three 
i8-footers in the shop at the time. They were owned 
by Reginald Boardman, Messrs. R. deB. and E. A. 
Boardman and Mr. B. D. Barker, respectively. The 
first two had been completed, and were intended for 
the one-design class which is to race the Beverly Y. 
C. one-design class during the coming season. The 
third boat was very nearly completed. AH three of 
these boats were destroyed completely, as was a lot 
of valuable hollow spars, sails and rigging that were 
stored in the loft. A few of the -yachts stored_ in the 
yard were scorched, but not enough to require any 
great amount of work to repair them. It- is undecided 
as yet, just what Mr. Fenton will do about the boats 
that were destroyed, but it is thought that he will_ re- 
build them. The Boardman boys have entered into 
this one-design class with spirit and are almost certain 
to build new boats at some place. 
It is now practically certain that -the announcemenr 
made in this column recently, to the effect that- Mr. 
Frank Gair Macomber, Jr., and Mr. S. Reed Anthony 
had ordered yachts for the new 30ft. class, was correct. 
This was confirmed last week by a Boston designer 
who is in a position to know. Mr. T. K. Lothrop, Jr.,, 
said to the writer within a few days that the' class was 
sure of three boats, and it is' possible that there may- 
be five before the season opens. For a new class, con- 
sidering the falling off in yachting during the past, 
fall and winter, three boats would be a very good 
start, and five would be considered extremely fortunate. 
I'he 30-footer, ordered by Mr. T. K. Lothrop, Jr., 
from Messrs. Burgess and Packard, has been started, 
and is now partly in frame. The designers have taken 
the contract for the construction of this boat, - and 
she is being built at Beverly. • It is; expected that this 
class will be proposed for adoption at the spring meet- 
ing of the Yacht Racing Association of Massachusetts, 
but when this matter comes up, it is more than likely 
that there will be some conflict between the class and 
the 30-rating class formed by Mr. Louis M. Clark, and 
adopted by the Association at its falL meeting. How- 
ever, if the Association does not adopt the class, it 
is quite possible that the clubs will make provisions 
•for the boats in the races scheduled dtiring the coming 
season. If the Association does not adopt the class 
at. its spring meeting the boats will : not have an op- 
portunity for gaining a Y. R. A.- championship, and, 
far all that might be said, this has been the object of 
racing raeii in Massachusetts Bay for many seasons. 
Mr. C. S. Eaton, who owns Qock Robin, probably 
the most famous raceabout in the ccHjntry, which was 
designed and built by the Herreshoffs, had' an order ^ 
with the Bristol firrn for a 30ft. knockabout. It is ' 
understood that this' order has been canceled, andj th|t 
in place of the 30-footer, Mr. Eaton' -ls- to haVe ';a:'40- 
footer. Capt, Nat Herreshoff was in Boston ."sorne 
weeks ag;o, and it is supposed - that it was the - change 
in the length of Mr. Eaton's- boat ■■that -brought- hjrri 
here, ■ ■ ' 
Messrs.' Burgesg, and';-P'ack^^ haye^'puricha-s-ed^the 
yacht brokerage ^Usine-ss;_Q^'W 
are al?o changing^ the; loc|itoii-ol'^t,ht^^ 
^r!'-i dxief Slafeh-i, w}ll.b'e--at'33Qll-(^s4?3"OP.^ 
ing. Mr. Hollis Burgess will retire from the yacht 
brokerage business, and will enter the lumber busi- 
ness. He has a host of good wishers in his ?new 
venture. He -will not be out of sight of the yachts'men, 
hewever, for he will race at every opportunity available 
during the season. Mr. W. Starling Burgess returned 
from Europe last Tuesday. He opened offices in 
London for a short time, but closed them just before 
returning to America. He reports that there is noth- 
ing doing in the sailing yacht building in England, and 
that there is very little on the Clyde. He was in Ger- 
many, also, where, he states, there is little or no build- 
ing going on. The principal interest in Germany 
centers around the Emperor's cup races at Kiel. 
Messrs. Burgess and Packard have orders for a 32ft. 
launch and a Y. R. A. 15-footer, both for Boston 
parties, who wish their names withheld for the present. 
Mr. Norman L. Skene, who has been associated with 
Mr. Hollis Burgess, has an order for a i6ft. cat, to be 
built under the rules of the Chatham Y. C, for Mr. 
Franklin J.. Hamblin. He has also an order for a 23ft. 
■ launch' for a member of the Boston Y. C, to be nsed 
at HulL The lr;urich will be elaborately built. Her 
deck triinmings and combings will be of mahogany, and 
all the metal fittings, including the casing of the engine, 
will be nickel plated. She will have a 3 horse-power 
Murray & Tregurtha engine. Both of these boats 
will be built by Mr. T. L. White, of Manchester. 
Mr. B. B. Crowninshield has an order for a 16- 
fon.ter, for Mr. Faschen, of Toronto, Canada. He has 
also an order for a big fisherman, for Boston p.ivties. 
This vessel will be about 100 tons net, and about 150 
^ross. He has sold, through his New York office, the 
Herreshoff Bar Harbor 30-footer, Redwing, owned by 
T. G. Condon, and the Y. R. A. of M. 21-footer, Opitsah 
III, owned by Mr. H. M. Whitney. Both of these 
boats were sold to New York parties, who wish their 
names withheld for the present. 
Messrs, Small Bros, have an order for a 34ft. launch 
for Mr. H. W- Hornthar, of Norfolk, Va. They also 
\vci\t an order for a 28ft. waterline cruising yawl for 
Mr. B. P. Simons, of Boston. 
John B. Killeen. 
British Letter. 
There is a good deal of speculation rife as to what 
will be the answer of the New York Y. C. to Sir 
Thomas Lipton's letter, and whether there will be an- 
other series of races for the America's Cup in the near 
future. From rumors, which have reached this side, 
there appears to be a considerable section of members 
of the club in favor of sticking to the old rule, but it 
is hoped that they are in the minority. If not, and they 
have their way, it is certain that no race will come 
off, for the boats necessary to compete must be of such 
extreme type, as not only to be absolutely useless 
from any other purpose than the mere cup races, but 
also positively dangerous on account of their extreme 
lightness of construction, combined with enormous flat 
overhangs, in view of the long ocean voyage. Sir 
Thomas Lipton has had three tries for the Cup, and is 
willing to have another, if he thinks he can get any- 
thing like a , fair chance of success. Under the old 
rule that would be quite impossible, as nothing but a 
regular freak in the way of a skimming dish could have 
any chance with Reliance, or another boat of her type; 
and it is pretty well certain that none of our foremost 
designers would get out the lines of such a vessel. 
More than this, 3'achting, as a sport, is not advanced 
one whit by such useless monstrosities, and the British 
o-wners do not feel inclined to waste their money over 
them, It is, of course, too early to conjecture as to 
what the result of the new rating rule will be, but it 
is unquestionable, that a far more wholesome type of 
boat will be encouraged by it, and as there can be 
no America's Cup contest before next year, ample time 
will be given to Arnerican designers to become inti- 
mate- with the -workihg of their new rule, and they will 
still have the whip hand of us in that respect The pre- 
vailing- opinion in Great Britain, especially on the 
Clyde, is that the matter should receive careful con- 
sideration, and that, whatever decision the committee 
of the New York Y. C. arrives at, it will not do so in 
a hurry. ; 
The projected visit of the schooner Ingomar to British 
waters has caused the greatest satisfaction, and if the 
vessel turns up, no doubt many races will be open to 
her. It , is unfortunate that schooner racing has suf- 
fered so' niuch during the last fifteen years, the true 
reason being that schooners, as a class, have never 
been recognized and kept to themselves as they should 
have been, but have always been compelled to compete 
with cutters and ya-wls. Many people have the mis- 
taken impression that 'schooners can reach faster than 
cutters or yawls,, and this idea is shared by some 
yachtsmen of experience. It has been pointed out 
again and again, and notably by the late \Mr. Dixon 
Kemp, who was an acknowledged authority . on such 
matters, that schooners are at a great disadvantage 
with single stickers on all points of sajliitg. It is 
obvious to anyone that in beatiijg to windward and 
running, this, is the case, and the . same reijiark applies, 
though with not so much force, to reaching.' A ves- 
sel is: harder pressed when broad, reaching tliin at any 
othei: time, and it is.just then that, the weight of the extra 
mast' .and- -topmast; woUld tell most severely!'-" JMoreoyer, 
the 'mainsail o| a butter i§ a better saih for fdriving a 
vessel th'aif tlie. t-wp sails, of , a schooner; and' the only 
. reason why schooners are ■saddled with fictitious . reaching, 
powers, is that in. mixed ..r.aces the two-stickers -aire' 
usually double the size , of the cutters .or yawls.; The, 
inferiority, of schooners over all round CQurs^s has re- - 
suited in their t'ofaL disappearance from.'.Brit|sh wat.ers^' 
as- bcma itke-: i3ici^rs^/a^ the; yery^iew .yg^clfts . d'f .,'tf],at-,< 
typ'e which 1 have . beeh' built within 'recent "|fia have: 
all . be'eii ;ttfrned;.out more: -with . .arl.eye^ tS', cdm.forf ' than 7 
speed. ; Tf Iftgofn'af haa.. ^nythiijg like Vthe -^ce,,; she- i^^ : 
credite4;L.wi.th, . ^'sh$' -yi^ijl"^' not ., fiiid anything ;;etve^^ l^exel 
w7gr^'^'&H?^rS'nim^ .vepelr'al fh.fiji::;Qw^: .pigj^iiid!.- 
sfe;^ .>vill 'gei;%^titf^^^6Ti: . iff ; Ggriflan. SN#te!^g,,;,v5?^ - 
ffeh-oo'^er racing" has- teen rna.4e (juite j^ .feWture fey' the 
German Emperor. At any rate there will be nothing 
big for her in British waters, until Cowes Week, though 
she world have a good many races with the mixed 
handicap class, if her owner elects to go the rounds 
with her. 
So far as substantial results are concerned the meet- 
ing of the Yacht Racing Association, on Feb. 2, re- 
sulted, in smoke. Mr. Manning, one of the vice-presi- 
dents, brought forward a motion that all yachts sailing 
under Y. R. A. rules, should be built to Lloyds new 
rules of scantlings, but nobody had sufficient courage 
to second it. The question of modifying the rating 
rule was also discussed, but that shared no better fate, 
and the present rating rule holds, therefore, until the 
end of the season 1907. Until then it is hopless to ex- 
pect a healthy revival in the 65ft. or big classes, and the 
handicap classes will therefore, as of late years, pro- 
vide the bulk of the sport. 
It is refreshing to find that the S2ft class is full of 
life, and the advent of the new boat building at Fairlie 
will be eagerly looked forvv^ard to. It is more than 
doubtful whether Lucida was an. improvement on the 
famous Magdalen of three years ago, but Fife will 
probably turn out something this time which will be 
more slippery than either of his former creations. If 
so, Moyana will be the toughest opponent for the new 
boat, as she was unquestionably the pick of the fleet 
last year, though she rarely had anything but bad luck. 
It would, indeed, be interesting if Mylne were to get 
an order for another 52-footer, but so far there is no 
news of such a desirable addition to the fleet. It 
may be taken for granted that Viola will not appear 
under racing colors, as she is a distinct failure. 'With 
Moyana, Lucida, Camellia, and the new Fairlie boat, 
however, there should be a great deal of sterling good 
racing in the class, and it may be taken for granted that 
the prizes will be pretty fairly distributed unless the 
new boat turns out a phenomenal .flyer. 
Of the smaller classes, the 24ft. raters seem to be 
the most flourishing. Three new boats are building 
for that class on the Solent, but the 36ft. class is ex- 
tinct, and the 30-footers are threatened with the same 
fate._ On the Clyde the 36-footers have been revived, 
but in most other districts one-design boats are ousting 
the small Y. R. A. classes 'altogether. 
E. H. Kelly. 
Gas Engines and Launches. 
BY F. K. GRAIN. 
Some five years ago the writer published a series of 
articles in Forest and Stream on the subject of internal 
combustible engines and launches. At that time the 
knowledge of the public on gasolene engines was but lim- 
ited, therefore the article was necessarily restricted ; not 
only that, but the writer, along with many other experts 
and manufacturers, have gained by experience vastly 
more information in this short space of time than has 
been learned in but few other branches of mechanical 
hues. It may also be truthfully said that in design, con- 
struction, and general practice the internal combustion 
engine has made more and greater strides in the last five 
years than the steam engine in the previous twenty-five 
years. As before, the writer will endeavor to drop all 
technicalities, putting the subject before the reader in 
terms which are bound to be understood by those with a 
minimum amount of knowledge on the subject. 
The Two Cycle Eoginc. 
The bulk of the launch owners — and their name is 
legion — are mostly employing engines of 6 horse-power 
and under. These engines are nearly all of the two-cycle 
type; therefore we will take up this type of engines first. 
The operation of the two-cycle engine is by far the 
simplest of any of the gas motors ; although, on the other 
hand, it has double the number of operations to perform 
that the four-cycle type has, it having an impulse of the 
piston at each revolution. 
We will now suppose that the engine is resting on the 
lower center with the piston down; it then ascends, this 
creates a vacuum in the air-tight crank case. When the^ 
piston reaches its upper center, the previous charge, which 
is already in the cylinder, is ignited, driving the piston 
down. Before reaching its lower center, the exhaust port 
is opened, allowing the burnt gases to escape. Soon after 
the opening of the exhaust port, the inlet port opens, 
allowing the first-named mixture of gas, which by 
descent of the piston has been compressed in the crank 
case, to flow upwards into the cylinder, where the piston 
on ascending compresses this gas, when it is ignited by 
the electric spark, and the operation is repeated. By this 
micans we have a working cycle on the descent of the 
piston, and an idle cycle on its return; therefore the so- 
called two-cycle, which definition is apt to be misleading 
to the novice, and we certainly think that single-cycle 
would express the operation much more clearly to the 
average reader. 
We will now begin from the bottom up, and descrijae 
as fully as possible the different parts, their requirements 
and functions. To begin with, we have the lower part'of 
the engine through which the crank shaft- passes. This 
is usually called the crank case or compression chamber- 
As this part of the engine must be necessarily gas-tight, 
the bearings through which the crank shaft passes have to 
be made solid and of extra length, in order to avoid any 
leakage. This, of course, precludes the use of the gen- 
eral methods employed for taking up wear in the bear-^ 
ings; for that reason, should the bearings wear very| 
much, it is necessary.; to rr^place. them with new bear-' 
ings. All manufacturers endea.vpr to .m^ake the cratik 
case as smalL-as'jpQ'saibl^ allowing just ;rpom enough for 
the .play, .of the cijank, as of course the smaller it is ffie 
bett:e.r the. -yacuum wilt be. Which the ascent of the piston 
produces, consettjaently pro.d'ucing a stronger draft on 
the'' vaporizer and (dirk-wiHg i'n more gas and enabling it to 
force. a. Ja^-ger- charge a|id. fo,rce it more rapidly into the- 
cylinder.,,' T.he'^'ertdeavor ,of rnpst all .builders is to' get 
this',cfank caCercdmpc:^^^^^^ fifteen pounds to 
the ^(fudre inigh: Thisf ho-wever, js not' often adcompjisl^ed 
witJiout t'he conditions. being;jerfe.Gt,::33id;--w 
afe*piFC^4l^l#f9esigtted-a^p^^ 'abdve 
produce's excellent resultsr' "' -s^:}--^-^ 
