March i8, 1905.] 
FOREST AND STREAM. 
119 
board was complete in every detail. This outfit is 
sufficient for use on any yacht or float. 
'■ The engine built by James Craig, Jr., 554 West Thirty- 
fourth street, N. Y., which was installed in Commo- 
dore Moore's Onontio last summer, late in the season, 
had many admirers. This engine has eight cylinders 
7^in. diameter with a stroke of gin., and develops 
more than 250 horsepower. The new point of the 
' double inlet and exhaust valves was a pleasing feature. 
A single cam shaft operates all the valves, as well as 
the igniters. Regular 7 horsepower single. 18 horse- 
power three cylinder, and four cylinder 25 horsepower 
engines were also shows. 
The Eagle Bicycle Mfg. Co., Torrington, Conn., had 
two engines, one two and the other four-stroke. The 
experience that this concern has had in finishing Eagle 
bicycles is made use of in the baked enamel finish of 
their product. The 'engines are compact, simple, easily 
started and as economical as the general run of gas- 
olene engines. The Abercrombie & Fitch power canoe 
was equipped with a 2 horsepower Eagle, and an order 
for 100 ^ horsepower engines has been placed with 
them by Abercrombie & Fitch for power canoe in- 
stallation. 
The Remy Electric Co., of Anderson, Ind., exhibited 
high-tension magnetos, which have been adopted by 
automobile manufacturers in several instances, taking 
the place of the jump spark. This is a very strong 
argument in their favor and a step in a new direction. 
These people were among the first to pay any particular 
attention to high-tension magnetos, the supply of which 
has been furnished for the past two or three years by 
French manufacturers. 
C. L. Altemus & Co., of Philadelphia, were among 
the ^ first to bring out a secondary distributor. They 
make also protected commutators for distributing the 
primary current. Something entirely new in jump- 
spark coils is the ventilated coil with switch connected. 
McCanna force lubricators. Breeze automatic carbu- 
retors and Muro accumulators are carried in stock by 
these people. 
Grant-Ferris Co., Troy, N. Y., for several years in- 
terested in the building of gasolene engines, are out 
with some new types. Of all, the four-stroke 12 horse- 
power engines, with rectangular brass water-jacket, 
causes the most attention. Bevel reversing gear and 
Altemus high-tension distributors are used. In this 
engine the rotary circulating pump takes the place of 
the usual reciprocating. ; 
Working models of various lubricating devices, single.; 
and multiple, generator valves of several patterns are 
shown, as well as standard and special fittings for gas- 
olene engines, all manufactured by the Luckenheimer 
Co., Cincinnati, O., and unsurpassed for their excel- 
lence. The amount of business done by this concern in 
such goods, as exhibited, is something enormous. 
Forest and Stream'' Designing 
Competition No. IV. 
Design for a 60ft. Waterlioe Cruising Launch. 
AWARD OK CABIN PLAN PRIZE AND CRITICISM.S. 
Of the numerous designs submitted there were only 
two boats whose interior arrangements were well worked 
out in all details. Most of the cabin plans needed more 
study and, knowledge of the requirements of such craft. 
vSome designs embodied good qualities but were lacking in 
important features. The calain plan prize of $25 is 
awarded to Moccasin, submitted by Mr. Harold Lee. 
This design received the first prize of $100, as announced 
last week. 
MOCCASIN. 
General arrangement excellent, particularly layout of 
owner's rooms and main cabin. Passageways and com- 
panionways liberal, and the quarters are not cramped. 
Drawer room in stateroom generous, locker space limiied. 
Set berths would greatly improve the stateroom. Good 
ventilation and light throughout the boat. Bathroom util- 
ized space that might have otherwise been lost; It is well 
arranged, _ convenient and accessible either from state- 
room, -main saloon or pilot house. Lockers in passage 
afi^ord good storage space for luggage, oilers, etc. Main 
saloon roomy and well arranged. Sideboard would be 
more accessible if placed on after bulkhead, desk would 
prove_ convenient and is a necessary feature on a boat of 
this size. The plan of dividing main cabin by curtains is 
good. Pantry might be eliminated and conld better be 
used as a place for the steward to sleep, as it has been 
found from experience that it is better to keep the 
steward away from the crew. A door in the after end 
of house opening to ice-box would afford easy access 
when filling, and would avoid carrying the ice through 
the boat. Engine room sufficiently large, but engine is not 
accessible, being too close to partition. The placing of 
berths for crew in engine room is bad practice. This 
should be avoided whenever possible. Crew's lavatory is 
of good size; water and gasolene tanks are of liberal 
capacity and are well placed. 
BARLEY. 
The author of this design has adopted the old style 
trunk cabin, which is hardly suitable for an offshore cruis- 
ing boat. Arrangement generally good. Boat would have 
been improved by dropping the floor and reducing free- 
board. Companionway with side entrance is unusual 
and undesirable. Toilet room is accessible, but occupies 
valuable space, and could be arranged to better advantage 
elsewhere. Stateroom would be improved by stationary 
berths, and if this were done the room wouM be cramped. 
It IS also lacking in locker and drawer .space. Space not 
\vell utilized in main cabin, lockers being necessary and 
sideboard should be nearer galley. Galley is roomy and 
well arranged. Engine room of good size and all parts of 
motor could be easily reached. Pipe berths in engine 
room unnecessary, as there is ample room for four men in 
the crew's quarters aft. Crew quarters being separated 
from engine room and galley excellent. 
NO. 13. 
Sheer too straight and freeboard too high amidships. 
Pilot house too far forwa-rd, and as shewn spoils much 
of the room below. Engine room, galley, passageway 
and forecastle occupy the better part of the boat. The low 
head room in passageway is undesirable. The placing 
of the pilot house above galley is objectionable. The 
tub is crowded into the bathroom at the expense of other 
fittings. Irregular cabin house aft very objectionable, and 
would look anything but shipshape in practice. 
BILGEWATER. 
A very good and simple arrangement spoiled by irregu- 
lar cabin house aft. Boat well ventilated and lighted, 
and would make a livable cruiser. 
WINDSOR. 
Drawings superbly rendered. By far the best submitted, 
and plainly the work of a very capable draughtsman. 
Arrangement excellent. Owner's quarters not quite so 
roomy as those of the first prize design. Layout aft un- 
usualiy good. A few minor changes would make this 
boat's interior ideal. 
NAVAHOE. 
Narrow breadth restricts cabin accommodations. State- 
room entirely too cramped. The floor room is insufficient 
and the berths too narrow. Toilet room very small. Main 
cabin cramped, berths too narrow to sleep on, and if ex- 
tended would greatly reduce floor space. Head room 
lacking over forward part of engine, which would be a 
great inconvenience for both engineer and steward. Tanks 
occupy valuable space amidships. Galley small and incom- 
pletely fitted. Crew's toilet room impossible as shown. 
^ BARNACLE. 
Old-fashioned cabin house and excessive breadth enable 
designer to secure large accommodations. 
ESTMANMAR. 
Arrangement poor. Lacks care in working out details. 
Objectionable irregular cabin honse. Criticism was made 
of this design last week. 
LONG ISLAND. 
This design was also criticised last week. 
Marine Gasolene Engines. 
BY A. E. POTTER. 
{Continued from page 201.) 
The crank case of a two-stroke engine is an extremely 
important part. It is here that the" charge of air and 
gasolene vapor is drawn in by the partial vacuum formed 
each time the piston ascends. If there are leaks any- 
where, this vacuum will be insufficient to aspirate a 
charge of gas and air sufficiently rich in gasolene vapor 
to stand the admixture of the air which leaks in through 
some defect in design or machining, or possibly resulting 
from wear of the bushings on the main bearings. If these 
leaks allow air to take up a part of the space in the crank 
case by reason of leaks, the same cause in turn will allow 
a leakage of the gas, a reduction in the amount of com- 
pression, there will not be sufficient pressure to force cut 
the burned gases and get a full charge of gas into the 
: cylinder following each explosion, and the result is a loss 
of power that is frequently misunderstood. In this con- 
nection we are supposing that there are no leaks by the 
piston and rings. 
The cubical contents of the space below the piston, 
when it is on the lower or inner center, should be as little 
as it is possible to make it. By the rule explained in a 
previous installment of this article, when the clearance is 
equal to the piston displacement, which in this case, in the 
crank chamber, is always a little more than in the combus- 
tion chamber. In correcting the piston displacement in 
the combustion chamber, we deducted from the length of 
the stroke the distance between the top of the exhaust 
port and the point reached by the piston on the lower 
center ; but in correcting for this displacement, the dis- 
tance from the top of the inlet port to that point which 
the jnston reaches, as there can be no compression after 
the inlet port in the cylinder opens, should be deducted 
instead. 
Frequently a two-stroke engine is designed so that the 
charge enters through a valve in the top, which opens as 
scon as the pressure in the cylinder is lower than that in 
the crank case. On the very largest two-stroke engines 
made this construction is followed, and in this case the 
correction of the clearance in the crank case would be the 
same as in the combustion chamber. There is still another 
modification of construction, the result being the same as 
above, only a part enters through a valve into the top of 
the cylinder, followed by the greater part of the charge 
through a port. 
In the large engine mentioned above, the charge of air 
and gas is compressed in tiie proper proportions by two 
outside separate pumps, and the exhaust ports extend the 
whole circumference of the cylinder at intervals, while 
smaller sizes rarely have any such widely extended ex- 
haust ports. In this large engine the charge enters the 
firing or combustion chamber at a pressure of 9 pounds 
approximately, and there being no compression in the 
crank chamber, it is left open or partly so. 
_ By having the compression controlled by outside pumps, 
It is possible to increase or decrease the pressure by in- 
creasing or decreasing the clearances, but where crank 
case compression is used, it cannot be well increased above 
a certain pressure, rarely above 5 pounds, and allow suffi- 
cient room for the crank and connecting rod to revolve. 
When you hear of a two-stroke engine with a crank case 
compression of 15 pounds, as I have frequently heard 
claimed, it might be well to investigate before taking it 
for granted. In order to prove the highest crank case 
compression possible, not knowing the clearance, it will be 
necessary to employ the same means as for finding the 
compression in the combustion chamber, by filling the 
crank case with oil through the draw-off cock, with the 
piston on the inner center; that is, as near the crank shaft 
as It can be put, and carefully measuring it. If then the 
number of cubic inches is known, and the corrected piston 
displacement as well, the compression can be figured, pro- 
vided you will bear in mind that clearance equal to the 
displacement will give two atmospheres, about 29.4 pounds 
absolute, or 14.7 gauge. If clearance once the displace- 
ment gives 14,7 pouiids. tvrice the clearance would give 
ore-half -f Tj.„7 or ^.83 sounds, -.vhile four' tim^s th'- 
clearance would give 3.925 pounds. The proportion would 
therefore be the amount of clearance : the amount of dis- 
placement :: 14.7 : x. As an instance, with a piston 
displacement of 64 cu. in. and a clearance of 144, the pro- 
portion would be 144 : 64 : : 14.7 : x =6.6 -f lbs. per sq. in. 
Having found the theoretical crank case compression^ 
to prove it you would connect a piece of pipe to the 
crank case with a check valve to prevent the pressure 
from returning to the crank case, and a piece of larger 
pipe or other receptacle surmounted by a pressure gauge. 
The engine should be belted up and the pressure shown 
on various speeds should be noted. This would be a good 
object-lesson to many of our two-stroke engine manufac- 
turers, five per cent, of which I think I can safely say 
have no definite idea of the amount of crank case com- 
pression they have. The higher this compression the 
more gas the engine will lose from slight leaks, amount- 
ing to more or less loss of power and increased gasolene 
consumption as well. 
If now instead of a passage into the crank case at a 
point which is never covered by the piston, and the egress 
of the air so taken in is prevented by a check valve or 
seat feed vaporizer, there is an additional port in the 
cylinder which is not opened until the piston is near the 
upper or outer center, it becomes the modern three-ported 
engine. It will readily be observed that this construction 
has greater need of close fitting bushings, for if the crank 
case were to fill, or partly fill, with air, there wonld be 
little or no gas enter, particularly on slow speed; and if 
it happened that the carburetor was one with no great 
velocity to the air on aspiration, if leaks were to develop, 
there would be insufficient gasolene vapor to support com- 
bustion, and the result would be crank case explosions or 
the engine would not even start without "priming" with 
a few drops of gasolene in the combustion chamber, the 
engine would run intermittently for a few revolutions 
and then stop. Occasionally is met a two-stroke engine 
with a stuffing box on one or both ends of the crank 
shaft, but this construction for various reasons is unsatis- 
factory in the long run, and is expensive as well. . Some 
manufacturers use adjustable bushings, and these, if 
properly made, give fair satisfact ion ; but no device has 
yet been designed and put into practical operation that 
will effectually prevent the loss of a certain amount of 
your crank case compression. 
In order to reduce the clearance, I have ben told that 
one authority advises that a quantity of vaseline be put 
into the crank case. My advice to such as contemplate 
any such senseless a trick is— do not, for the vaseline 
would be dissolved by any gasolene that might come into 
contact with it, and it might be found hardly practical to 
run your engine on vaseline. 
I can only advise that your clearance be made as little 
as possible, and that extra care be taken to get good fits 
on the main crank shaft bearings. 
[to be continued.] 
Work at City Island.— Mr. Robert Jacob has had 
more new work in his yard this winter than at any other 
time since he acquired the property from Mr. Henry 
Piepgrass some years ago. Mr. Jacob has had six orders 
for new boats, and one of these, a launch for Mr. Charles 
W. Lee, is entirely completed. Four of the new boats 
were from designs by Mr. Henry J. Gielow, one by 
Messrs. A. Gary Smith & Ferris, and one from his own 
designs. 
The largest of the boats building is an auxiliary 
schooner for Mr. W. T. Colbron, New York Y. C. She 
is 60ft. waterline, 84ft. over all, 19ft. breadth and 8ft. 
draft. Her auxiliary power will consist of a 45ft. horse- 
power Craig engine. She is a centerboard boat, and will 
be known as Witoco. This boat was designed by Mr. 
Gielow, who also planned the 51ft. over all auxiliary sloop 
building there. The latter boat is for an old client of Mr. 
Gielow's and is a shoal draft boat intended principally for 
cruising. The other two boats building from Mr. Gie- 
low s designs are power craft. The larger of the two is 
the boat for Mr. Lee. She is a beautiful boat, and the 
work on her is of the highest order throughout. This 
boat IS called Dreamer, and will be given a trial trip as 
soon as the weather gets warmer. The smaller of the two 
povyer boats is for Mr. Charles M. Gould. This boat, 
which is now in frame, is 46ft. 6in. over all, 42ft water- 
Ime, loft. breadth and 3ft. draft. She will be fitted with 
a IS horsepower motor and will be lighted by electricity. 
Venona is the name selected by Mr. Robert Olyphant 
for his cruising schooner building from Messrs. A. Gary 
Smith & Ferris' design. She is 65ft. 6in. over all, 4Sft. 
waterlme, i6ft. breadth and 9ft. draft. She is a powerful 
vessel of substantial construction, and has a good deal of, 
room below under a flush deck. Her keel was laid on 
December 31, and she was ready for launching on Febru- 
ary 22. The interior woodwork is now completed. 
The high speed power boat building from Mr. Jacob's 
design IS for a member of the New York Y. C, and is 
40ft. long. 
Ailsa is being put in readiness for the ocean race, and 
considerable work is being done on the boat. Her copper 
has been stripped ofif and a good many of her planks have 
been removed and replaced. Her frames and fastenings 
have been examined and all necessary work to make the 
boat thoroughly seaworthy will be done. The repairs are 
being carried out under the direction of Messrs Tarns 
Lemome & Crane. Mr. Grenville Kane will act as Mr 
Redmond's representative on Ailsa, and he may be accom- 
panied by Mr. Paul Eve Stevenson, well known to yachts- 
men as the author of several books on sea life. 
The 70-footer Virginia is also receiving extensive re- 
pairs. Her planking has been ripped off as far aft as 
the mast, and steel plates have been placed outside the 
frames under the stringers which extend forward to the 
stem. She will be replanked with two thicknesses of 
yellow pine, and when the work is completed she will be 
stiff and rigid and in good shape for a season's racing 
Virginia was the only one of the four "seventies" that 
was not strengthened before. 
The yard is filled with many interesting and famous 
boats, principal among them being Reliance. Close by are 
the three largest and best known yawls in the world— 
Sybarita, Ailsa and Vigilant. With these three fine ves- 
sels lying so close together, one has an excellent oppor- 
tunity to compare the work of three of the world's 
famous designers— Watspn, Fife and Herreehoff 
