ail 
iw- ltrii.Uinmijr r> « i qrijCTT..;j i , i i)iy..,.J,j,).:Ki JTT.i .-ij i-f i lj- liuiiiu n 
left open. To starboard and down one s+cp from the 
platform is the steerage, forward of which i5 located the 
owner's room ; a double thickness water-tight bulkhead 
separates it from the fore peak and oil tank; one fixed 
berth to starboard and an extension berth to port, 3ft. 6in. 
wide, with drawers under each; dressing case, mirror, 
also two large hanging lockers and a seat with locker 
under, complete the arrangements of this cabin. The 
head room is 6ft, 4in. under the beams, as it is through- 
out the boat. Two ports and a skylight give ample ven- 
tilation and light. 
Steerage. — The steerage — 6ft. long by 28in. wide — is 
fitted on starboard side with two large hanging lockers 
for oilers and boots, and make a convenient place to shed 
and store them outside of the cabin. The middle section 
under the port light is built up to the level of the main 
clamp, and is fitted with drawers for linen, etc. On port 
side two lockers built up to level of platform make a 
convenient place to stow bags and cases. Under the stairs 
is located a fresh-water tank of 180 gallons capacity, 
placed ol¥ center to balance the weight of ice-box, etc. 
Saloon. — The steerage aft opens into the main saloon, 
8ft. long by 12ft. wide, where accommodation has been 
made for one fixed berth to starboard and one to make 
up on sofa to port. The saloon is provided with a fold- 
ing swing table, serving table, silver locker and book- 
case. Four port lights and a small skylight take care of 
the ventilation and lighting. 
Galley. — Abaft of saloon is situated the galley, which is 
used as a means of deadening the sound of the engine 
in the owner's quarters. To port a three-biirner oil 
stove, under a hood to carry off the odor, sink, dish racks 
and lockers, and on starboard side a large ice-box, 
built to the level of the main clamp, complete the equip- 
ment. Next abaft is the engine room, in which are lo- 
cated two 25 horsepower Standard motors, abreast and 
far enough apart to give passage room and manipulate 
the levers, etc.; overhead a loin. Cowl ventilator supplies 
air; on starboard side is provided room for batteries and 
whistle tank, also engineer's stores. To port is locaitd 
the crew's water-closet. Abaft of engine^ room is the 
forecastle, a large room 7ft. long, containing four pipe 
berths, folding wash-basin, and aft, under the deck, large 
clothes lockers on either side, aft of which is situated a 
water-tight bulkhead; a crew's hatch to deck and ladder 
complete the accommodations. 
Lazarette. — The lazarette is reached from deck by a 
l6in. plate and contains the exhaust pipes and mufflrrs 
from the two engines, a 70-gallon water tank against the 
bulkhead, and room for spare gear that would not find its 
way to the fore peak. The rudder gear is located aft. 
The rudder stock is of Tobin bronze 2>^in. in diameter, 
connected to steering stand by a sliding eye on tiller, 
7/i6in. wire tiller rope over Sin. blocks and through a 
34in. galvanized iron pipe to a rack and pinion under 
the roof of the galley, and driven by a bevel gear from 
hand wheel on upper deck. 
Joiner Work. — Joiner work has been kept as simple as 
was consistent with the general idea of the boat. The 
deck house to be of mahogany, and all woodwork abtuit 
the stairs to owner's quarters to the platform to be Hon- 
duras mahogany. Owner's room to be in pine, whi't en- 
ameled; steerage finished in butternut; in the main 
saloon the styles to be of mahogany, and all panels 'o be 
of butternut. Galley, engine room and crew's space to be 
of T. & G. yellow pine, varnished; but the ceilings of -ill 
rooms to be painted white. In owner's quarters beams to 
be chamfered and picked out in gold. 
Engine Room. — A great deal of care was used in the 
selection of engines. Twin screws were adopted for the 
reason of safety, so that if one engine should be disabled, 
head could be" kept to the sea with the other until re- 
pairs were made, insuring one's chances of getting to an 
anchorage — a consideration when cruising outside, Tiie 
Standard engines develop 25 horsepower each at 360 
revolutions, which is very good for sea work ; the engine 
is consistently heavy all over, weighing in the vicinity of 
90 pounds per horsepower. In cruising trim the engines 
will drive the boat at a speed oi iiYz miles per hour. 
Tank. — The tank is located in the after end of fore 
peak, and is inclosed in a water-tight box oi lyim. yellow 
pine, whose bottom rests on strong beams 6in. above the 
water-level ; to a height of 24in. above the bottom is fitted 
and made water-tight a copper pan drained by four scup- 
pers to above the load waterline, these scuppers carrying 
off all vapor that for any reason might accumulate at the 
bottom, and which they would not do were they led be- 
neath the water level, thus serving for draining and ven- 
tilating the tank chamber. The deck above the tank is 
made portable, so that at any time the tank may be lifted 
for inspection. From the bottom of the pan near the cen- 
ter line two lead pipes lead directly through the gar- 
board, diameter about lin. ; through these pipes a Y^m. 
copper pipe runs through outside along the keel and gar- 
board to the engine, thus keeping all gasolene outside 
of the boat. In the lead pipe and around the ^in. copper 
gasolene pipe, water is permitted free circulation, thus 
precluding any leakage of o-asolene accumulating gas and 
endangering in any way the safety of the boat. About the 
filling hole a collar of copper is firmly fastened to the 
tank and fits snugly under the deck plate, preventing the 
flooding of the compartment by an overflow from the fill- 
ing pipe; The tank is made of i6oz. copper, fitted with 
wash-plates and braces, riveted and soldered. Two hand- 
plates to the shut-off valves complete the tank installa- 
tion. The capacity of 285 gallons is sufficient for a cruis- 
ing radius of 700 miles at 8 miles per hour. 
The dimensions are as follows; 
.^^"^o7er all, feet 66.00 
L.W.L., feet • • 60.00 
Overhang— 
Forward J-i^" 
Aft 3.00 
Breadth— 
Extreme, feet 13.45 
L.W.L., feet 12-20 
Draft— ■ 9 cn 
To rabbet, feet , 2.60 
Extreme, feet o.ia 
Freeboard— . „. 
Forward, feet °-3« 
Least, to top of fender, feet , ^-ag 
Least, to upper deck, feet 
Aft feet ^-^^ 
Displacement, tons nia ii 
Volume, cubic ieet. .................. •■ '16.48 
Center biioyan'cy forwaxa JMo. e, ieei,......t. .«..,». »•••••••• J-v.^o 
FOREST AND STREAM. 
lAgm is, igos. 
Area- 
Lateral plane, square fe«t.. 150 
Rudder (.045 per cent, lateral plane), square feet 6.50 
Load water plane, square feet 505.00 
Midship section, square feet 19.68 
Tons per inch at load waterline.. 1.20 
Motors, two 25 horsepower Standard. 
Revolutions ................... .360 
Speed (per hour), miles... 11.5 
Cruising radius at 8 miles per hour, miles .................. .700.00 
Oil capacity, ga:Ilons .2S5.00 
Water, gallons 250.00 
Diameter of propeller shaft, inches 1% 
Diameter of propeller, inches 32 
Anchors. — One 1251b. stockless, 5-16in. chain; one 751b. stock- 
less, for 3%in. manila. 
Boats.— One 10ft. dinghy and davits, one 12ft. sailing tender 
and davits. 
HULL SCANTLING. 
Stem. — Oak, 6in., and moulded as required. 
Keel. — Oak, Gin., and moulded as required. 
Archboard. — Yellow pine, l%,in. ; connections to be made with 
knees thoroughly fastened by rivets. 
Frames.— Oak, 12in., center to center, steam bent, 2in. by 2in. 
at the head, 2in. by 2i/^in. at heel. 
Floors.— Oak, 2%in. by 2%in., and at least 3ft. long amidships. 
Center Keelson. — Yellow pine, 4in. by 5in. Four bilge keelsons, 
yellow pine. Sin. by 5in., two of which are to lay alongside of 
and be secured to engine bed. 
Engine Floors. — Oak; fore and afters and head piece at least 
4in. thick. 
Keel Batten,— Yellow pine, intercostal, 2i/^in. deep and 9in. wide. 
Planking. — Yellow pine, l%in., finished. 
Main clamp, 6in. by 2i/^in., yellow pine. Upper clamp, yellow 
pine, 4in. by S^^in. 
Shelf. — Yellow pine, Sin. by 2in. 
Deck. — White pine, l%in. finished. 
Deck Beams.— Oak, 2%in. by iy2in. 
Cabin Sole. — Yellow pine, %in. 
Cabin Sole Beams.— Oak, 2i4in. by IV^m. 
Bulkheads. — Yellow pine, double, %in. 
Fender.— Oak, 3 by 3y2in. , , . 
Fastening.— Copper and galvanized iron, respectively, below and 
above the waterline. 
LIST OF WEIGHTS. 
Tons. 
Hull, complete 10-00 
Joiner and deck work l-°2 
Fittings, inside -42 
Water tank and piping 1-0^ 
Machinery 2.50 
Oil and tank -^2 
Fittings and outfit, boats, anchors, etc I-IO 
Passengers and eft'ects (crew) -SO 
Galley stores 1-00 
Ballast to trim *__ 
Displacement to L.W.L 20.46 
Rhode Island Notes* 
New Fall River Yacht Club House.— A large club 
house is about to be erected by the Fall River Yacht 
Club at Stone Bridge, R. I., on Seaconnet River, 
a tributary of Narragansett Bay. The location is some 
six miles from the home club house, and midway 
between two bridges that form a protected basin about 
a mile in length, and an ideal rendezvous for yachtsmen. 
The new club house will be two stories in height and 
about 50 by soft., exclusive of the balconies that will ex- 
tend around three sides. The first floor will have a large 
central hallway, extending through the building, a dmmg 
room 25 by 15ft., a lounging room 25 by 20ft., a ladies 
room 20 by 20ft., and a locker room 20 by 30ft. A good- 
sized kitchen will be contained in an ell. On the second 
floor will be a hall 50 by 50ft., the full size of the bruld- 
ing. Since the plans for the new club house were decided 
upon, there has been a 50 per cent, increase in the mem- 
bership. 
Wanderer IV.— In the Davis Brothers' shop at Warren 
the frames for Messrs. Harvey J. and Dutee W. Flmt's 
new 30-foot cat. Wanderer IV., will be set up. The boat 
is of the extreme centerboard type, with a bow showing 
a moderate reverse curve. The sloop yacht Ethelka has 
had her keel dropped about a foot, and 5,000 pounds of 
outside ballast ?dded. F. H. Young. 
Y. R. A. OF L. I. S. Championships. — The Yacht 
Racing Association of Long Island Sound, awards a 
championship pennant in alh classes under 43ft. 
The championship winners of the various classes for 
the season of 1904 are as follows : 
36ft. sloop Spasm, E. D. King. 
30ft. sloop Alert, J. W. Alker. 
25ft. sloop Firefly, G. P. Granbery. 
21 ft. sloop Jeebi, A. D. R. Brown. 
18ft. sloop Plover, Howard Place. 
Raceabout, Rascal II., S. C. Hopkins. 
Larchmont 21ft., O. D., Dorothy, K. G. Spence. 
Indian PTarbor, O. D., Wa Wa, J. E. Montells. 
Manhasset Bay, O. D., Arizona, G. A. Corry. 
Hempstead Harbor, O. D., Scud, Donald Abbott. 
In the yawl, catboat or 43ft. sloop class, no yacht 
qualified. . ^ . 
As officiallv announced by the Executive Committee 
Y. R. A. of L. I. S, G. P. Granbery. 
H 
Recent Sales.— Messrs. Macconnell & Cook have made 
the following sales: , , tvt a 
The auxiliary sloop yacht Genevieve, owned by Mr A. 
Homer Skinner, of Fall River, has been sold to Mr. 
C. Albert Rickard. The Genevieve is now being put 
in commission at Larchmont, where Mr. Rickard will 
use the yacht during the summer. ^ „ ^ 
The sloop La Reine, owned by Mr. F. G. Provost, 
of the New York Y. C, has been sold to Mr. Frank 
B. Fox. Mr. Fox will use the sloop about his summer 
home at Taunton, Mass. , , ,t 
The gasolene hunting launch Byron, owned by Mr. 
G F Newbury, New York City, has been sold to Mr. 
W E Patterson, of Norfolk, Va. The latinch will be 
immediately shipped to Norfolk, where it will be used 
by the owner for hunting expeditions up the James 
- Ingomar-'s Foreign Prizes Exhibited.— On Monday, 
April 17 there was placed on exhibition at the club house 
of the New York Y. C. prizes won by , Ingomar, Mr. 
Morton F. Plant, owner, in England and Germany, dur- 
ing the racing season of igo4- . • ■ 
Among the Missing. 
Miss Ulaplace: Tell me, confidentially, when you and .Georgie 
were out on that hunting trip to the North, did Georgie seem 
t O ITl 1 S S 11T O ^ ' ' ■ ' 
Rowland iparke : Well, I can't say ,as .to missing you, btjt he 
missed everything else.— Baltimore American,- ^ 
Marine Gasolene Engines^ 
BY A. E. POTTER. 
(.Continued from page 280.) 
The two valves to the four-stroke engine are, of 
course, the inlet and exhaust, with occasionally the 
overrunning exhaust port to relieve the pressure 
on the exhaust valve. The exhaust valve has to be 
opened by means of some contrivance near the end of 
each alternate down stroke. The means usually em- 
ployed is the two-to-one, cam, or lay shaft, mounted 
sometimes within the base, occasionally outside the 
base, on the cylinders, or frequently on the heads. 
Various construction is used. The valve seat may 
be in a removable head, may be in the cylinder casting 
with the valve stem guide, or the exhaust valve chest 
and guide may be separate from the seated, bolted on. 
In some engines the valve seat, chest and guide are 
fastened to the cylinder or head_, and in others still 
the entire valve is assembled outside and held in place 
by a clamp. 
Some very ingenious points may be observed in ex- 
amining the construction and operation of exhaust 
valves. The seats are usually of cast iron, although 
where cast steel cylinders are used the seats are of the 
same material. Nickel steel has latterly become quite 
popular for exhaust valves, either in one piece or built 
up with machine steel stems. Claim is made that these 
valves will never scale from the excessive heat and 
will not warp. For these same two reasons cast iron 
valves are often used with steel valve stems. 
In the valve seats occasionally is found the flat, fre- 
quently the 45 degree bevel, more likely not quite such 
a radical departure from the flat to the 45 degree is 
adopted, usually 30 degree, and rarely, if ever, the 
spherical seat, which, to my way of thinking, would be 
the rational construction, it being easier to keep in 
shape, bound to seat itself, even if the valve stem were 
a litle loose or slightly warped from heat. Some 
trouble has been experienced in getting cast iron seats 
to remain secure on steel stems, but careful machining 
and brazing seems to overcome this disadvantage. 
There are several methods of operating these valves, 
but those most in favor are from cams, while oc- 
casionally eccentrics are employed. These may operate 
directly on the valve stems or through bell-cranks, 
taper levers, etc. The cam offers possibilities that the 
eccentric does not, while on the other hand, the ec- 
centric insures a return of the valve actuating mechan- 
ism that the cam does not. It is evident that an eccen- 
tric would be better on high than low speed. 
Some designs show the cam shaft located not directly 
beneath the center of the valve lifter, but a little beyond. 
Ihe object of this is to give a quicker opening and 
closing than if located directly in line of the axis of 
the lifter. This could be accomplished also by a dif- 
ferent shape of the cam, but not quite so readily. An 
adjustment is usually provided, so that the opening of 
the valve, as well as the closing, may be regulated to 
best suit conditions of speed, etc. As a high speed 
engine naturally needs a quicker opening exhaust valve 
than a slow running engine, this is usually accomplished 
by advancing the cam shaft gear one tooth and regu- 
lating the time by the adjustment. 
Manufacturers are gradually adopting cam relief of 
compression instead of cylinder cocks, on account of 
their safety and cleanliness. In order to do this, an- 
other cam is thrown into position, which allows a part 
of the charge to escape into the exhaust on the com- 
pression up-stroke, which is the up-stroke when the ex- 
haust valve is otherwise closed. This allows of more 
easily starting, and when running very slowly the engine 
is less liable to stop if the compression is relieved. 
Inlet valves on many engines are interchangeable 
with the exhaust valves. In such construction they are 
usually operated by the same cam shaft or by another 
on the opposite side. In this case the valves would be 
covered by plugs or bonnets held in place by studs and 
nuts, or by clamps. If the inlet valve is mounted above 
the exhaust valve, it is usually automatically operated, 
although a rocker arm actuated through the cam shaft 
is often employed to operate it positively. At the 
Boston show one engine was exhibited, the only one 
I ever saw, in fact, with that arrangement, with the 
inlet on the side opposite to the exhaust, and inverted 
at that. 
There seems to be a diversity of opinion as to the 
utility of the inverted valve. Hardly any two manu- 
facturers agree on the amount of tension to inlet valve 
springs on automatically opened inlet valves. 
[to be continued.] 
Queries on Marine Motors. 
J. E. H., Bayonne, N. J. — 1. Is it necessary in a four cylinder 
four-stroke engine using make-and-break ignition to use two or 
four induction coils? 2. Would there be anything gained by put- 
ting two into each circuit? 
Ans. — (i) If the ground wire from the engine base or 
any other uninsulated part of the engine leads to a single 
induction coil it will be ample. The principle of the make- 
and-break system is that a complete metallic circuit is 
established within but one cylinder at a time, which is 
the "make," at which instant the positive and negative 
currents freely traverse in opposite directions, but in- 
tensified by the induction coil. It takes an appreciable 
length of time for the coil to magnetize, for the current 
to attain its maximum strength, less for a 6-inch than a 
lo-inch coil. The insulated and uninsulated points in the 
combustion chamber are separated at the "break," where 
the arc is formed, usually termed the spark. It makes no 
difference where the induction coil is placed, whether 
between the engine ground and switch or batteries, or 
between the insulated electrode and switch or batteries; 
but if in the latter position it will be necessary to use a 
separate coil for each cylinder. As a good coil costs 
from $2 to $3, there is a considerable saving with single 
coil. In using secondary or jump spark ignition with a 
single jump spark coil, it is necessary to use a special dis- 
tributor, which commutates the secondary or high tension- 
induced current. The usual method is to use a separate 
coil for each cylinder. (2) Nothing can be gained in 
using two coils in make-and-break. If bound to use or 
have two, carefully wrap one up and keep it dry to use in 
.an emergency. 
