784 
FOREST AND STREAM 
[Nov. 12, 1910. 
This boat won the Marblehead race last year, 
and repeated the victory this year, beating Blue 
Peter IV. and others in a very fast race. Elmo 
II. has a 12-horsepower motor, while Blue Peter 
IV. is fitted with a 50-60 horsepower motor and 
consequently she had to allow lots of time. 
Elmo II. won the race to Block Island of the 
New York Athletic Club, in which there were 
six starters, the race to Albany and return of 
the New York Motor Boat Club, in which there 
were twelve starters, and the race to Peeks- 
kill and back during the motor boat carnival 
on the Hudson. 
Berneyo, owned by S. W. Cranberry, won the 
race to Havana. She finished 56m. 14s. behind 
Caliph, but that boat had to allow time. Ilys was 
third and Caroline fourth. Racing back to 
Atlantic City, Caliph won and llys succeeded in 
beating Berneyo. Going to Havana, Caliph’s 
time was 14811. 23m. 46s.. and racing back, aided 
by the Gulf Stream current, she made the 1,200 
miles in noli. 31m. 
Samuel Cochran’s Eronel II. was the winner 
of the race to Bermuda, with Yo Ho second. 
There were some other long distances races, 
but these mentioned were the most important 
of the season. 
Yacht Work at Greenport. 
A 6o-foot, raised-deck cabin cruiser is being 
built by the Greenport Basin & Construction 
Company at Greenport for William S. Creevey, 
of West Hampton, L. I. The plans were drawn 
by Whittlesey & Whittlesey, of this city. The 
yacht is well under way and a large part of the 
joiner work has been placed on board. This 
company has under construction a working 
schooner for Capt. Warren Idendrickson for 
use in the oyster trade which is 80 feet over all, 
25 feet beam and 4 feet 6 inches draft. She 
will carry a liberal sail spread and be rigged 
more like a yacht than a vessel engaged in 
trade. 
A 30-foot auxiliary yawl for a Newark yachts¬ 
man is being built, which is to be delivered at 
Mattapoisett next June. Experiments are being 
made with one of the Viper type of launches, 
and with a 20-foot by 43-inch hydroplane, which 
js equipped with a Ferro motor of 11 horse¬ 
power. So far i 6]/ 2 miles an hour has been 
obtained and it is thought that with more 
power 22 to 23 miles can be had, which is very 
fast for an inexpensive craft. 
Among the yachts laid up at Greenport are: 
Auxiliary schooner Atlantic. Wilson Marshall; 
schooner Elmina, Frederick F. Brewster; 
schooner Muriel. Charles Smithers; schooner 
Katrina, James B. Ford; schooner Grampus, L. 
D. Armstrong; steam yacht Aztec, A. C. Bur- 
rage; steam yacht Christabel, Walton Ferguson; 
steam yacht Evelyn. John R. Hegeman; steam 
yacht Levanter, Wilson Marshall; sloop Wee- 
tamoe, Charles Lane Poor; sloop Onda, E. C. 
Myrick and H. H. Moulton; and the sloops 
Alana, Kalmia, Bijou, launches Thistle, Im¬ 
pulse. Calypso, Polly, Weetamoe II., Psi II., 
Georgina, Green Dragon. Petrel, Insep, Squaw. 
Beldame II. and Nautilus. 
Yachts Change Hands. 
The following transfers of yachts are reported 
through the agency of Tams, Lemoine & Crane: 
Seventy-foot twin-screw motor yacht Cynthia 
II., chartered to Edmund Randolph. 
Yawl Sylvia II., chartered for William Barclay 
Parsons to Stewart Weller. 
Motor yacht Wepw, chartered for A. A. 
Gray to S. E. Hutchinson. 
Speed launch sold to W. K. Vanderbilt, Jr., 
who used her as tender to the yacht Tarantula. 
The N. Y. Y. C. 30-footer Carlita, sold for 
F. C. Swain to George B. Kullenhampf, who 
will race her next summer .with this class. 
Motor yacht Grayling, chartered for John 
Sherman to Lawrence Waterbury. 
Schooner yacht Shiyessa, chartered for 
Demarest _ Lloyd, of Boston, to George H. 
Frazier, of Philadelphia. 
Cruising motor yacht Mao II., sold for F. L. 
Hutton, N. Y. Y. C., to a client of Stanley M. 
Seaman. 
These are reported through the office of 
Frank Bowne Jones: 
Seventy-five foot gasolene cruiser Tarpon, 
formerly the Cynthia II., chartered by the New 
York Yacht, Launch and Engine Company to 
John Aspinwall, of Newburg, N. Y., for a 
period of six months for a southern cruise. 
Seventy-foot gasolene cruiser Vega, chartered 
by Morgan Barney to J. D. Pierson, of New¬ 
ark, for a short period. 
Seventy-foot gasolene cruiser, sold by 
Howard Greenley to Raymond G. Keeney, of 
Hartford, Conn. Will be fitted out for a cruise 
to Florida. 
Sixty-foot gasolene cruiser Heather (name to 
be changed to Sea Gull), sold in conjunction 
with the Gas Engine and Power and C. L. Sea- 
bury Company by Richmond Levering to Mr. 
Samuel W. Rushmore, of Plainfield, N. J. 
Forty-five foot waterline auxiliary sloop yacht 
Tanya, sold by Major J. B. Ferguson to John 
C. Breckenridge, of New York. 
Forty-six foot waterline sloop yacht Swanna- 
noa. by Stephen Loines, to Myers and Collins, 
of Greenwich, Conn. 
Buzzard’s Bay 30-footer Notos, sold by G. K. 
Benson to S. Le Roy and H. Davis Ackerly, 
of Northport, N. Y. 
New British Yachts. 
There is a good deal of truth in the old say¬ 
ing that when things look their blackest they 
begin to mend, says the Yachting World. 
Some time ago a wave of pessimism swept over 
the sport and the question was freely asked, in 
the press and elsewhere, “What is the matter 
with British yachting?” We pointed out at the 
time that there was no justification for the 
gloomy forebodings expressed, as the various 
classes scheduled under the International Rules 
were as well supported as could be expected in 
the early days of a new formula, and we sug¬ 
gested that there was a prospect of develop¬ 
ment at an early date. The development that 
we anticipated has now commenced in earnest, 
and one would have to look back for a good 
many years ere an autumn could be recalled 
when building to the Y. R. A. classes was so 
brisk as it is at the present moment. 
It was only last week we intimated that Lord 
Michelham had commissioned Fife to design 
and build for him a first-class cutter and we are 
now able to announce that an order has been 
placed with the same designer for a big 
schooner. This vessel will race in the A class 
against the Yankee clipper Westward and the 
German vessels Germania and Meteor, and it is 
a matter for congratulation that England will 
no longer have to depend upon the eight-year- 
old Cicely in this international class. In most 
years the placing of orders for two heavy raters 
would be considered quite a satisfactory start 
for the building season, but there are in addition 
the 19-meter cutters already ordered to be taken 
into account. Two of these vessels, namely 
those for Messrs. A. K. Stothert and W. Yates, 
have already been commenced at Fairlie, and the 
order for the construction of another has just 
been placed. As already announced, this last 
vessel has been designed by Mylne for Mr. W. 
P. Burton. 
Taking but a short time to construct, small rac¬ 
ing craft are seldom ordered before the New 
Year, but we have reason to believe that next 
sason will witness a large influx of recruits. 
Already several new boats have been ordered, 
among them being 8-meter vessels for Sir A. 
E. Orr-Ewing and Captain Orr-Ewing from the 
design of Fife, and 6-meter boats, from the 
design of Laws, for Prince Leopold of Batten- 
berg and Messrs. McMeekin and Wodehouse. 
All along the line there are indications of a 
general revival in interest, and within the next 
few years we hope to see the sport as popular 
and well patronized as it was in the early 
nineties, when the peerless Britannia was at the 
zenith of her fame. 
Scotland Lightship. 
Under authority of the Joint Resolution of 
Congress, approved March 2, 1868, a light-vessel 
was moored off Sandy Hook to temporarily 
mark the obstruction to navigation caused by 
the wreck of the steamship Scotland, according 
to The Marine Journal. The work of remov¬ 
ing the wreck of the steamship Scotland was 
completed in 1870, and the Lighthouse Board 
decided that it had no authority for retaining 
the light-vessel at that point any longer without 
further Congressional authority. This authority 
was given by an Act of Congress, approved 
June 23, 1874, and an appropriation of $40,000 
was made for a lightship to replace one origi¬ 
nally stationed near the entrance of New York 
Harbor to mark the site of the wreck of the 
steamship Scotland. 
As the light-vessel was much needed on the 
station, and as a considerable time would neces¬ 
sarily elapse before one could be built, an old 
vessel,' No. 23, was placed on the station on 
the evening of Sept. 10, 1874, and light-vessel 
No. 20 relieved the old light-vessel No. 23, on 
Dec. 1, 1875. Light-vessel No. 20 was con¬ 
tinued on the station until 1880, when she was 
relegated to the condition of a relief light- 
vessel, and light-vessel No. 7 took her place on 
this station. Light-vessel No. 7 was relieved 
on Dec. 2, 1902, by light-vessel No. n, which 
is still maintained on the station in question. 
While the wreck of the steamship Scotland 
was an obstruction to navigation the light-vessel 
maintained to mark her position was known as 
the “Wreck of Scotland Light-vessel.” After 
the wreck had disappeared and another light- 
vessel was placed there by an Act of Congress, 
not to mark the obstruction, but as an aid to 
navigators desiring to enter the port of New 
York, the light-vessel was known as the Scot¬ 
land Lightship, which name is still retained. 
Motor 'Boating. 
The Gnome Engine. 
The successes of aviators recently has called 
particular attention to the Gnome engine, which 
has-been used in establishing some of the best 
records. This motor comes nearer to the gaso¬ 
lene turbine than any other invention, and while 
it has not been applied to motor boats, some 
account of its construction will be of interest 
to motor boat men. 
The Gnome engine is the invention of M. 
Seguin, a Frenchman. It is a four-cycle revolv¬ 
ing combustion engine. In the ordinary sense 
it has no reciprocating parts. The crankshaft 
of the engine is so constructed that it is offset 
a distance equal to one-half of the stroke dis¬ 
tance. At this offset in the crankshaft are at¬ 
tached the connecting ‘rods carrying the pistons. 
There are two distinct orbits or revolving units 
to this engine—one is that of the engine frame 
proper, including the crank case, cylinders, etc., 
which revolves on the larger orbit, having its 
fixed center on the main portion of the crank¬ 
shaft. The other unit is that of the connecting 
rods and pistons. This unit revolves and the 
center of its orbit is the offset portion on the 
crankshaft. It must not be forgotten, in order 
to get an idea of the working of this engine, 
that the crank shaft, which forms the axis of 
the engine is stationary. 
In following the action of one cylinder this is 
what happens. The cylinder is fired at the top 
of the engine. The pressure of this explosion 
causes the engine to turn around as the shaft 
is stationary. After this piston has made its 
stroke by turning the engine partly around a 
cam action controlling the exhaust valves which 
are at the ends of the cylinders, opens the valve 
and allows the piston on its upward stroke to 
force the foul gas out. This exhaust valve then 
closes and the piston on its downward stroke 
allows an automatic valve in the piston, and the 
fresh gas passes from the crank base into the 
cylinder. The engine continuing around, the 
piston on its upward stroke compresses the 
