MaPj 
ARCH ii, 1904.] 
;ST AUh STREAM. 
119 
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37-FOOT SPEED LAUNCH DESIGNED BY STEARNS & McKAY FOR LAWRENCE PERCIVAL AND BUILT BY THE MARBLEHEAD YACHT YARD. 
cided and set for July 17 to 23. Minx, one of the 
largest sailing yachts on fresh water, will be partially 
rebuilt by Mr. Joe Poulliot, at Detroit. She will also 
have new decks and an entire new suit of canvas. 
Minx is owned by Mr. William Murray, of Detroit, and 
has a ketch rig. 
A new class of one-design catboats are being built 
for the Monroe Y. C, of Monroe, Michigan. Six 
boats are to be built in time for use next season. The 
club experimented with two of these little craft last 
season, and were so well pleased with them, that it was 
decided to have a later design made, and build from six 
to a dozen boats, and at the last meeting of the club, 
the six above mentioned were ordered. 
The Detroit Boat Club Yachtsmen have also decided 
to add two more boats to their one-design class, and 
they have been ordered. 
Mr. Frank Donahue, of Sandusky, is having a new 
boat built. Mr. Donahue formerly owned Eva, one of 
the fastest 30-footers ever built. Eva was famous over 
the entire chain of lakes, as the greatest windward boat 
afloat. She was also a marvel of speed in light airs, 
and while Mr. Donahue is very reticent about his new 
boat, yachtsmen are taking it for granted that when 
she makes her appearance, she will indeed be a flyer. 
Cleveland is moving lively now, with a number of 
new boats building, and several nearly completed. The 
i8-footer, building for Messrs. Watterson and Hershing, 
at Maltby's, is just about completed, and will be in the 
water with the breaking of the ice. Dr. N. W. Brown's 
new yawl is ready for launching. Result, one of the 
largest of the L. Y. C, will have new spars, rigging and 
canvas before being placed in commission, and will be 
raced again next summer. Restless is being . rebuilt 
preparatory to a season's racing. While apparently in 
good shaps, her owners would take no chances till 
after rebuilding. Mona will be lengthened. The work 
will necessitate great care, and is a difficult piece of 
work. The idea is to cut her through amidships, and 
to build from the center. The owners are of the opin- 
ion that the craft has too much beam for her over all 
length. Orinda will have new canvas, which will be made 
by Messrs. Carpenter & Co., of Chicago. Mischief, one 
of the trimmest little boats of the fleet, which was rebuilt 
some two years ago, and was at the time fitted with a 
Jib and mamsail in place of the cutter rig which she 
formerly carried, is to return to the cutter rig. Her 
owner stated a few days ago that the two-piece rig 
had never been successful, and that he was going to 
have an entire new suit of sails made. Sweetheart, the 
big schooner yacht, formerly owned by Mr. W- R- 
White, has been sold to Mr. Jontzen, who will convert 
her into an auxiliary. Whim will be given Jiew cover- 
ing boards, and a suit of canvas. Meteor is another 
of the fleet that has recently changed hands, and will 
be used by a club of boys, under the guidance of Rev. 
W. A. Dietrick. Mr. Ralph Cobb, who formerly owned 
Vinco, has purchased Delight, from Dr. Lambert, of 
Wyandotte, M ichigan. C. W. Schmidt, Jb. 
All communications intended for Forest anb Stkeam should 
always be addressed to the Forest and Stream Publishing Co., 
New York, and not to any individual coQnected with the pap«r, 
.37ft. 
.34ft. 
. I ft 
. I ft. 
. 4ft. 
. 4ft. 
3in- 
Sin. 
Sin. 
Sin. 
Sin. 
. 4in. 
gin. 
37ft. Foot Speed Latinch* 
_ The design for a high speed launch that appears in this 
issue was made by Mr. W. B. Stearns, of Messrs. Stearns 
&■ McKay, Marblehead, Mass., and is building at the 
Marblehead Yacht Yard. The boat is £or Mr. Lawrence 
Percival, the well known Boston yachtsman. ? 
Her dimensions are as follows : 
Length — 
Over all 
L.W.L. 
Overhang — 
Forward 
Aft ....................... 
Breadth- 
Extreme ............. 
L.W.L 'Mi'.y.'. 
Draft- 
Extreme lit. 
Freeboard — " * 
Forward .............................. 2ft. loin. 
Aft ift. gin. 
The design is along the lines of the Dolphin type, but 
with such modifications as it is hoped will result in mak- 
ing the boat sufficiently seaworthy to stand the weather 
which an ordinary launch of this size ought to be able to 
go through. In place of the square bilges and sharp 
cprners at the waterline, we have materially softened the 
bilges and introduced as much flare as possible. The 
stern has been cut off diagonally, after the French prac- 
tice. The construction is rather novel, but it is hoped 
will result in absolute water tightness, great strength, and 
a degree of lightness which is seldom attained in sub- 
stantial construction. 
The engine is a four-cylinder machine which will de- 
velop 2S horse-power on 1,000 revolutions. In ordinary 
work a reversible propeller will be used to save the weight 
oi the reversing gear, and also to secure the stiffness of 
shaft given by the reversing sleeve. If this arrangement 
proves satisfactory, it will be used on all occasions ; but 
if, after trial, it is found that a solid propeller gives better 
results, the reversible one will not be used for racing. 
It is against the policy of the designers to give out 
what speed they expect the boat to attain, but from what 
we have learned we are confident that she ought to beat 
any power boat of her size in Eastern waters. 
Gas Engines and Launches. 
. BY F. K. GRAIN. 
(Continued from page 195J 
Cylinder Head. 
We now come to the cylinder head. There is not so 
very much we can say about this part of the engine, ex- 
cepting that the usual practice, and, in fact, the only cor- 
rect method, is to make this part of the engine hollow for 
a water jacket. We then keep the head perfectly cool, 
preventing heating of the electrode if placed through the 
head, and eliminate entirely the old defects of the solid 
head which was to become so over-heated that it would 
Ignite the gas. The water should circulate from the cylin- 
der jacket to these heads through a number of small 
narrow passages ; by this means the packing in the cylin- 
der head is not cut away to excess, and if at least six 
bolts of proper dimension are used in fastening on the 
head there will be very little chance of leakage in the 
packing. 
ExhatJ&t acd Inlet Ports. 
The exhaust and inlet ports of the cylinder should be 
very carefully proportioned; and, in fact, there is a rule 
now universally adopted which does away with all ele- 
ment of guess work and uncertainty in their design and 
construction. The lower we can place the exhaust port 
the more we benefit from the expansion of gas. But it 
IS a safe rule to insist that the exhaust port should be 
uncovered three-fourths on the down stroke before the 
opening of the inlet ports. 
This timing will produce good clear impulses, thor- 
oughly discharge the old gases before the new gas enters, 
and on this basis it will be very seldom that the in-rushing 
gas will be ignited, causing back-firing, which we will 
speak of later on. Personally we are great believers in 
making the ports amply large— larger even than the rules 
call for, as we know we are then on the safe side. The 
inlet port should, if possible, be so situated that the gas 
entering from it will be deflected directly into the elec- 
trode and sparking mechanism, as this tends to keep the 
latter cool and clean. In some engines the exhaust is 
relatively to the inlet port on the quarter. We think, 
however, this is bad practice, and that the latter should 
be directly opposite; in other words, as far away as 
possible. 
Water Jackets. 
Water jackets surrounding the cylinder are universally 
employed on all successful engines, excepting the very 
small engines for bicycle use. The object of the water 
jacket is to maintain the cylinder at an even temperature 
without over-heating. If the cylinder was run perfectly 
hot the expansion of the metals would be such that the 
engine would soon stick, or' freeze, as it is termed; not 
only this, but the high temperature would consume the 
lubricating oils. To get the best results the temperature 
of the water m the jacket should be as near 180 degrees 
as possible, but m the marine engine little attention is ever . 
given to this. _ As long as the engine keeps reasonably 
cool and continues to work well, the average owner is 
willing to let things alone. A number of engines have 
been failures owing to insufficient water jacketing, and 
there are others which have had too much water jacketing. 
1 he first means that the engines do not work at all ; the 
latter that we do not get the full expansion and are 
wasting gasolene; naturally, therefore, we lean to the 
excess rather than to the reverse on this question. 
Bearings* 
We will now go back to the bottom of the engine, and 
we come to the bearings of the crank shaft. These, in the 
two-cycle engine, are, with but very few exceptions, made 
of either^ bronze or cast iron. The bronze bearing is that 
most universally used, although a cast iron bearing is 
used on many of the prominent engines. The cast iron 
bearing should, however, be carefully looked after while 
