FOREST » AND STREAM. 
38-FOOT OPEN LAUNCH DESIGNED BY BURGESS & PACKARD FOR HENRY L. HERBERT. 
interest to the volume and are charged with incident 
interspersed occasionally with amusing anecdote. We 
find (page 142) that Captain Slocum's lone voyage in 
the Spray was anticipated in 1786 by Captain Shack- 
ford in a 15-ton vessel. 
The book is printed on good paper, in large type 
(pica) with wide margins, is well illustrated and has a 
handsome and durable binding. 
It is the only work of the kind that I know of, and 
supplies easy and entertaining reading. I may be 
allowed perhaps to express the opinion that any yachts- 
man's library is incomplete without it. 
John Hyslop. 
A Twenty-Eight Foot Open Launch. 
We reproduce herewith the plans of a 28ft, open 
launch that was designed by Messrs. Burgess & Pack- 
ard for Mr, Henry L. Herbert. The boat has been used 
on Lake Winnepesaukee for two seasons, and has 
proven a very desirable all-around craft, ' Sudden 
squalls occur frequently which kick up a lumpy sea, 
and a boat designed for use on this lake : must be a 
weatherly craft. With a 5-horsepower engine the 
boat develops over eight miles an hour. • The engine 
is well forward, and can be protected from the weather 
with a cancas cover. 
Amidships there is a space left the full width of the 
boat for arm chairs. For fishing, it enables one to 
stand against the side of the boat. There are the 
usual transom seats aft. A tiller is fitted as an emer- 
gency or for use when steering aft in rough weather, 
with a canvas hood over the forward end of the cock- 
pit. There is also a steering wheel just aft of the 
engine. The ice-box was built under the after transom, 
and an awning was fitted the whole length of the 
cockpit, which could be easily taken down in rough 
weather or on cold days. 
Length — 
Over all 28ft. 
L.W.L 27ft. 
Overhang — 
Forward . 5in. 
Aft .......... .... 7in. 
Breadth- 
Extreme 7ft. 
L.W.L ,.. 5 ft. 7in. 
Transom at deck. 4ft. 
Draft- 
To rabbet ioin. 
To bottom of skag 2ft. 
Extreme ift. 2^in. 
Freeboard — 
Forward 3ft. 7m. 
Aft - ... 2ft. 3in. 
Least 2ft. 
Powerboat Clubs. 
BY A. E. POTTER. 
The season of 1905 will undoubtedly see the forma- 
tion, here and abroad, of clubs devoted exclusively to 
the especial requirements of motorboats and their 
owners, whose needs and wants are not at present quite 
met at the various boat and yacht clubs. . 
Conversation with owners of cruising and pleasure 
launches elicits the undisputed fact that what they 
want, is a place to. store their boats and fittings during 
the winter, and good sheltered moorings during the 
open season; a well appointed stock of gasolene bat- 
teries kbricatrrrg^oTh- standard- accessories, -etc., at a 
1 er ionable price is a necessity. Cheap railway facili- 
ties for slight repairs, a small repair shop^ a capable 
man in charge with a force of assistants who are able-- 
to make installations economically, intelligently and 
safely, would -go a long way toward making the enter- 
prise a success. Repairs ought to be made expeditiously 
of course, and by people who know how, and the 
saving to the owner in, this matter alone, to say nothing 
of the removal of danger of injury to the engine by 
some one who is unfamiliar with gasolene engines, 
would inspire confidence in the boat owner, and be a 
large and important factor in the development of the 
project. S' " 
There is nothing that the average motorboat owner 
desires any more than information and instruction. For 
speed he is not so particular. For pleasure and recre- 
ation his vote will ever be cast. He would much rather 
witness competitive tests for brake horsepower made 
m a building especially prepared for it, and note the 
resulting horsepower at different speeds. A thorough 
competitive test of the quantity of fuel necessary to 
produce one horsepower in different engines under dif- 
ferent conditions would awaken in him a desire for 
further information. He may have some questions or 
ideas that he would like answered or worked out, and 
here would be an excellent opportunity. The matter 
Of lubrication could be thoroughly sifted out and he 
could see with his own eyes the results obtained from 
different lubricants, learn their structure, use and abuse. 
Various carburetting devices could be exhibited and 
tested practically and intelligently. Safety devices and 
changes looking to a safer use Of gasolene could be dis- 
cussed and threshed out. Construction of the boat 
itself would come in for comment and criticism. 
Propeller wheel problems could be worked out. 
Various wheels could be easily and cheaply tested, and 
for this purpose would.be furnished in all probability 
by the manufacturer for the purpose. Wheels taken 
from boats that did not develop the expected speed or 
power could be tested, measured and changed to better 
suit requirements. 
Engines could be tested to prove whether or not the 
manufacturers were selling them on honest rating or 
on misrepresentation. These tests could be made with 
the engines in the boat, or they could be easily re- 
moved for the purpose. 
Batteries could be tested out and the amount of their 
electrical energy be accurately determined. 
The result of all this would be that the member of 
the club would get much more valuable information than 
he could in any other way, except at the expending of 
an immense amount of time and money proportion- 
ately. He might otherwise not go at the matter in a 
way to get the best results. He would be able to tell 
whether his troubles were the result of his own faults 
or the manufacturer's shortcomings. 
Such a club would tend to uplift the motorboat itself, 
stimulate designers and manufacturers to improye their 
product, and help the motorboat owner in selecting 
his power, to get the equipment best suited to his re- 
quirements, his pocketbook, and a successful and satis- 
factory season. There would be the elimination of the 
trade element and contingent. This would not be an 
immense exhibition, having for its object the sale of 
articles from descriptive matter emblazoned with mis- 
statements and incongruities, but a kindergarten and 
advanced school of instruction for the motorboat owners, 
which the average manufacturer would do well to care- 
fully follow, if he would perfect his product and cater 
to the wishes of this, so far as I have learned, first 
outline of a practical motorboat club. 
The cost of such an outfit would not he high, and 
the dues would not need to be any more than mem- 
bership in small yacht and boat clubs. In proportion to 
the length and size of the boats a regular charge could 
be made for -uie-^of railways,, storage, etc., and in that 
way the owner of a small boat would not have to pay 
so much as his neighbor with a txnfooter. The informa- 
tion and ■ instruction would b§ equally free for all, atid 
after the first season there would be no trouble to swell 
the membership to goodly proportions. Here is a prop- 
osition for thinking motorboat enthusiasts, not alone in 
the vicinity of New York, but where a sufficient number of 
followers and devotees of the sport could be gathered 
together. The larger the club, the more prolific in 
results. 
Queries on Marine Motors. 
T J" ?• J'' f N ,^ w y° rk -— 1« an English publication of recent date 
1 note the following results from a test of a 30ft. Cockerill built 
Jf" n i» - Can , you tel1 me how the deduction of 11.5 per cent 
slip is made? Mean speed, 31.77 kw. ; mean engine speed, 906 
r p. m.; pitch of propeller, 660 mm.; diameter of propeller. 
550 mm. . 
Ans.— By slip is meant the difference between the 
actual speed of the boat and the total cutting ahead of the 
propeller. This is found by multiplying the pitch by the 
number of revolutions per minute and that product by 
6o. The result -is 35-8776 kw. per hour; the difference 
between this and the actual speed is 4.1076 kw., which 
is 11.45 per cent- of the total cutting ahead, or the per- 
centage of slip. 
H. O. R., Osterville, Mass.— My two-cycle engine connecting 
rod shows great wear at both the crank and wrist pin ends. Have 
had two new ones the past year. The upper end dees not seem 
loose until I disconnect the crank pin end. Can you tell me 
anything to help me?' • 
It looks as though' the axis of your crank-shaft was 
not exactly at right angles to that of your cylinder, or 
that the connecting rod did not "line" exactly. In other 
words, a perpendicular projected from the center 
of the wrist-pin would not coincide with one projected 
toward it from the center of the < rank-pin. The crank- 
shaft may not extend far enough, or too far, into the 
crank case. If your wear on both ends of the connecting 
rod shows to be more on the ends than in the middle, or 
worn ''bell-mouthed," you may be reasonably sure that 
you have located the trouble. Several similar" cases have 
come under the writer's observation. The remedy would 
be to have someone familiar with the lining up of steam 
engines examine the engine carefully for this defect, and 
make the crank and wrist-pin line up as they should. 
A. B. H., New Rochelle, N. Y.— Which reversing gears are 
most m use, and which give the best results, planetary or bevel 
gearing? 
Ans.— Where the bevel gearing is locked together into 
the caging so that the thrust from- the bevels is taken 
from the crank-shaft and the drive going ahead is not on 
the teeth of the gears, they usually give good results 
when properly built and proportioned. Spur gears in 
planetary form are largely an adaptation from automobile 
practice. With a thrust bearing abaft the reverse gear, 
they have one great advantage in common with internal 
geared reverses, they do net thrust upon the crank-shaft. 
Internal gearing reduces the number of revolutions of the 
propeller shaft. This construction costs more than all 
spur gears. 
W. F. G., Palm Beach, Fla.— How can I prevent my two-cycle 
engine from flooding"? 2. What is the best cylinder oil to use? 
3. Could I use 86° gasolene and get better results than with store 
gasolene? 4. What is the difference between 74° and 76° naphtha? 
. Ans. — If you would prevent your engine from "flood- 
ing," don't use too much gasolene. Your vaporizer must 
be kept tight, must be reground very often, and must be 
renewed after a few weeks' use. A check valve has a 
tendency to pound the seat down out of round, the wear 
occurring on the two sides in line with the discharge into 
the orank case. For this reason it would seem best to 
have the gasolene enter at the side rather than at the 
back of the vaporizer. When you have so far progressed 
in gas engine operation as to be able to overcome this 
trouble, you will need little else but confidence to operate 
your engine satisfactorily. 2. The best cylinder oil to 
use in marine gasolene engines is one not too thick, about 
equal parts light cylinder stock and high viscosity paraf- 
