380 
FOREST AND STREAM. 
[Oct. M, 1904. 
Gas Engines and Launches. 
(Continued from page 831J 
L7''. BY F. K. GRAIN. 
Gasolene. 
In producing the gas for marine work we employ 
gasolene or naphtha, both being one and practically 
the same article. Most gasolene engines are rated at 
a certain break H. P. when using 72 to 74 degree gaso- 
lene. It is, however, now almost impossible to buy 
gasolene which will test over 68 degrees. While this 
gasolene works very satisfactorily, particularly in the 
larger engines, it will not of course develop the power 
of a higher grade. Gasolene, like all hydro-carbon 
liquids, deteriorates quite rapidly by evaporation. The 
more volatile parts of the liquids evaporate and leave 
the heavier oils, which will settle at the bottom of the 
tank, and where a float feed vaporizer is used this liquid 
may be found in the vaporizer or at the lowest point 
of the feed in considerable quantities, if the plant is 
laying idle for any length of time. The method em- 
ployed in separating gasolene in the process of dis- 
tillation allows of its absorbing more or less water, this 
also being heavier than oil, will settle at the lowest 
point. 
We often hear of parties complaining of having 
trouble to start their engine after it has lain idle for a 
time, and in many cases it is owing to this very trouble 
of water coming first to the vaporizer, which of course 
will produce no power. We would advise in every 
case that the gasolene when put into the tank should be 
thoroughly strained through a piece of cheese cloth or 
light material, as small particles of wood from the 
barrel or tank are liable to eventually find their way to 
the vaporizer, and the cloth will also absorb much of 
the water in the gasolene. While on the subject of 
gasolene, while it is universally recognized as being a 
very dangerous agent owing- to its high explosive quali- 
ties, it is perfectly safe if properly handled; and there 
has never been an accident of any kind that has not 
been traced to the most flagrant carelessness. It must 
at all times be remembered that this gas is of greater 
specific gravity than the atmosphere, therefore the gas will 
seek the lowest level possible. In filling a tank under 
the deck, the gas which arises from the tank will not 
come above the deck but will creep down around the 
tank into the bilge of the vessel and will remain there 
until gradually absorbed by the atmosphere, therefore 
all openings to tanks should lead directly up, through 
and above the deck. There is no danger of an explosion 
from any receptacle that is entirely filled with gasolene, 
the danger being entirely in the tank when emptied, 
which, in that case, would be full of gas. Never at- 
tempt to put out a fire of gasolene with water, as it 
will only add to the trouble; flour, sand and earth will 
smother the most vicious gasolene fire. 
Troubles in General. 
The troubles encountered in operating marine gaso- 
lene engines are so varied that, at times, it seems as 
if the users of these engines made special effort to in- 
duce their machines to do all kinds of tricks that even 
the majority of manufacturers have never encountered. 
The writer, occupying a position where these troubles 
and tricks are continually coming home to him in the 
form of letters of inquiry, we will endeavor to take 
these questions asked and, with the replies to same, 
obtain a sort of encyclopedia for the man of the per- 
fume boat. 
Supposing now that you are all ready to start out 
and, on going through the usual operations, your engine 
refuses to start. We will then first remove the wire 
from the electrode, then, be sure that the switch is on, 
take the wire and wipe it on some dry part of the 
engine. This will show if your batteries are working; 
and you can determine by the size of the spark whether 
it is sufficient for the requirement. Finding that this 
is all right, we then wipe the wire on the contact bind- 
ing-post of the electrode, first being sure that the con- 
tact points are separated. In this case there should be 
no spark on the binding-post of the electrode. Should 
it, however, spark here, it will show that the plug or 
electrode is short-circuited. Now if the electrode is 
short-circuited it can be from only two reasons; one, 
that the mica or other insulation used is broken or 
burnt out, or that there is a coating_ of oil or soot 
covering the inside insulation, producing a short-cir- 
cuit. Of course in either case the remedy is, in the 
first instance, to put in new mica insulations. If these 
are not at hand asbestos can be used as a makeshift. 
While asbestos is a fairly good non-conductor on 
primary circuits, it of course will not answer on the 
high pressure of the jumo spark. In case of soot and 
oil on the plug, clean thoroughly with gasolene, scrap- 
ing the edge of the insulation with a pocket knife. The 
electrode can then be held against any bright part of 
the engine and tested before putting in place. 
Another cause of sparking failures is corrosion on 
the terminals; also, at time a wire will break and 
of course cannot be seen through the insulation. This 
is sometimes very troublesome, as the vibration of the 
boat and movement of the wire will cause it to make 
and break its circuit. One very common trouble is 
the loosening of the connecting between the batteries. 
On examination a casual look will show everything in 
good condition, but if care is taken to try each binding- 
post, the owner will often be surprised to find a number 
of connections broken. 
Hempstead Bay Y. C. Meeting.— At a meeting of the 
Hempstead Bay Y. C, held at Freeport, L. I., a few days 
ago, the following officers were elected: Com., Floyd 
Weekes; Vice-Corn., Isaac R. De Nyse; Rear-Corn. 
Joseph Rollins; Meas., William R. Clowes; Sec'y, E. J. 
Mortimer; Treas., Carman R. Lush; Governors— John A. 
White, Rowland H. Mayland, Isaac N. Carman, Israel W. 
Williams. The following committees were appointed for 
the year: Regatta, De Witt C. Titus, Robert W. Nix, 
George A. Weekes ; House, Alanson Abrams, De Witt C. 
Titus, James Dean ; Finance, Bergen R, Carman, Seaman 
L. Pettitt, M. H. Tracy. _ . . . 
The Pads Sailing Club. 
Cercle de la Voile, de Paris. 
BY A. GLANDAZ, BOARD OF DIRECTORS, CERCLE DE LA VI0LE DE 
PARIS. 
Paris is one of the most active of the French yachting 
centers. The Seine and its tributaries, the Marne and 
the Oise rivers, both above and below the capital, are 
admirably adapted for small boat sailing and motor boat 
racing. Ever since yachting has gained a foothold in 
France, these rivers have become the favorite sailing 
grounds for Parisians. 
There are a number of yacht clubs in the vicinity of 
Paris, but the most active and influential, as well as the 
oldest, is the Cercle de la Voile de Paris. The Cercle was 
founded in 1867. Its by-laws were drafted in 1868. 
About eighty gentlemen acted as charter members, and 
its Paris home, which was first established at No. 4 
Rue des Petits-Champs, was afterward removed to No. 
4 Impasse d' Amsterdam. 
In 1875 the Cercle de la Voile assumed its final name, 
which it has kept up since and became the Cercle de la 
Voile de Paris. It called itself, "Societe de Navigation 
de Plaisance a la Voile, Fluviale et Maritime" (Society 
of Pleasure Sailing on Rivers and the Sea). In 1876 
it broadened its scope and added a branch for power- 
driven yachts. Then the Cercle numbered 110 mem- 
bers. In 1877 a new standard tonnage rule was estab- 
lished. Yachts over six tons were accepted in the large 
class, under six tons in the medium class and under 
four tons in the small class. A measurement formula 
was also adopted, which was as follows: 
T = L XB VLX B 
L, for length; B, for breadth. 
A very complete racing signal system was also 
adopted in 1879. In that year the two-ton class was 
created, and 1880 the class under two tons was added. 
Owing to the persevering efforts of its officers and 
the spirit of responsibility inspiring its members, the 
club established more convenient quarters at No. 11 
Rue St. Lazare. 
In order to bring together the members during the 
long evenings of winter, when the bad weather kept 
them indoors, lectures were started. These were very 
successful and consisted of technical courses and anec- 
dotical talks. A library was started, and this grew so 
much, that to-day it contains many maritime works of 
the greatest value. 
At the Paris Exhibition of 1878 the Cercle was 
awarded a bronze medal. It was the only nautical 
society so honored, and the medal was an acknowledg- 
ment of its activity and a recognition of the success of 
its fall regattas, which had been well attended in that 
memorable year, when twenty-six sailing vessels and 
eleven steamers contested in the races of October 6, 
the day of the great Nautical Festival. 
In 1881 the Secretary of the Navy conferred a new 
distinction on the Cercle, by registering the pennants 
of its yachts in the International Signal Code and rec- 
ognizing its club flag. Many boats were added to the 
club fleet. The three-ton class and the five-ton class 
made their appearance. In 1890 the Cercle created the 
30-metre sail area class. Among the successful boats 
built for this class were Buffalo, Darling and Moucheron, 
In 1892 a new measurement rule was adopted. 
The Argenteuil Basin, where the club's first failures 
and first successes had taken place, had to be abandoned. 
The building of a railway bridge made it useless as a 
sailing place, and the Cercle emigrated to Meulan, in 
the Mureaux community, in the Department of Seine- 
et-Oise, some distance further down the Seine. 
The Meulan Basin was better adapted to the club's 
requirements than was the Argenteuil Basin. It covers 
8 kilometers, is 300 meters long and 350 meters wide. 
In 1874 a piece of land was bought on the shore and 
a club house was built. This building was opened on 
May 14, 1894, Admiral Baron Lage, President of the 
French Yachting Union, presiding, and the inaugura- 
tion was properly celebrated. 
Shipyards have been established near the club house 
at Meulan comprising every facility for the building, 
equipment and maintenance of yachts. The plant 
answers every requirement, so much so, that Meulan 
has not only become the regular meeting point for the 
members, but the river regattas are also held there. 
It is at present the anchorage for a great number of 
yachts, and many of them lay up for the winter there 
in the little arm of the river. 
While the Society holds its spring and fall regattas 
at Meulan, it has established for the summer several 
racing days at Trouville, on the coast. Cash prizes and 
medals are given in these regattas. Large subventions 
by the Yacht Club of France contribute to the number 
and value of the prizes, though the regular resources 
of the Society are amply sufficient, particularly when 
supplemented by gifts from certain members. Fine 
cups have been offered, and competition for these is 
very keen. The International Cup for one-tonners is 
the most important of the trophies, and it was first 
contested for in 1898. The cup was first raced for in the 
waters of Meulan in 1899. Belouga beat Vectis, the 
champion of the Island Sailing Club, and Sidi-Fekkar 
won out in 1900, beating Scotia, of the Royal Temple 
Y. C. InTgoi, a challenge was received from the Ital- 
ians. They sent the Dai-Dai III., but the English 
Scotia II. was victorious this time, and she took the 
cup across the channel. In 1902 the first attempt of the 
Cercle to win the cup back was unsuccessful, and 
August was beaten at Cowes by the English champion. 
In 1902 through the victory of Chocolat at Seaview 
the cup was brought back to France. 
The Cercle takes the greatest interest in international 
contests. In 1902 the club sent Meulan to Kiel, which 
boat contested in the Sonderklasse (special class) for 
the cup presented by. the German Emperor, and dis- 
tinguished herself by coming out at the head of the 
foreign racers. , ., , . 
The Cercle was charged with the organization of the 
river regattas in the Exhibition of 1900, and it gave 
four days' racing, in which 55.000 francs were distributed. 
in prizes. Sixty-seven boats were divided in six classes, 
and a race of honor for the prize of the President of 
the Republic *was included. This was won by the Eng- 
lish yacht, Soctia. The second class, for yachts of 
Vz to 1 ton was for the International Exhibition Cup, 
and Scotia took this prize also. The purpose of the 
races was fully attained. The yachts bore that inter- 
national character which the commissioners had in view. 
Yachts of every nationality — English, German, Ameri- 
can^ Dutch — participated and mixed with those from 
Paris and France. 
The Society is now prosperous. The number of mem- 
bers grows continually; the club has more than 200 
active members. The number of yachts flying the 
club's pennant is about 150, with a total tonnage of 
several thousand. 
The club's flag is white with red angles, and a blue 
star in the center. Blue or white points distinguish the 
pennants of the president and board of directors, hon- 
orary or active. 
The officers of the Cercle follow: President, Mr. G. 
Pottier; Vice-Presidents, Mr. E. Laverne, Mr. J. 
Valton; Secretary, Mr. Jacques Baudrier; Racing Sec- 
retary, • Mr. Le Bret; Treasurer, Mr. Doucet; Board 
of Directors— Messrs. Chariot, Dubois, Glandaz, Jean- 
Fontaine, Jouet-Pastre, Marcel Meran, Paul Meurgey, 
H. Monnot, Potheau, Jacques Thierry, Susse, Vilamit- 
jana. 
The Cercle gives three events each year, spring and 
fall races at Meulan (with weekly regattas as well), 
and it holds several days' racing at Trouville in August. 
The anniversary of the Cercle is celebrated in May. 
The measurement rule now in force is the one adopted 
by the Congress of Nautical Societies in 1899. The 
formula follows: 
T = 
1000 y-jyj: 
P, perimeter; L, length; S, sail area; M, surface of 
the under water body. 
The measurement rule has given satisfaction, and 
the influence of the C. V. P. as a nautical society can 
best be judged by the fact that its rules have been 
adopted almost universally by the river societies. 
The Cercle has recently created two new one-design 
and restricted classes which are independent of the 
general classes. 
We have spoken of the International Cup, and have 
mentioned the successive victors. As to regulations it 
may be well to state that the challenges can only be 
taken by foreign societies of standing and of another 
nationality than the holder of the cup. Only one chal- 
lenge from each nation and only one challenger from 
each society are allowed. The racing rules are those 
of the Cercle. The contests can be raced only at 
Meulan, Cowes, Antwerp. Amsterdam, Copenhagen, 
Barcelona, Lisbon, Genoa, Geneva, Pola, Kiel, Stock- 
holm and St. Petersburg. Any club wishing to race for 
the cup, but whose nationality does not correspond to 
any of the cities named, will have to determine the 
place of contest by previous agreement. 
The cup belongs to the i-tonner class, and from 1904 
on it will be raced for by yachts entering in the new 
restricted class. The crew must be composed ex- 
clusively of three amateurs. The course must be about 
10 to 12 miles. Challenges must be issued before Nov. 
30 for the races to take place the following year from 
May 1 to Sept. 1. 
Among the other important cups mention may be 
made of the National Cup of the River Societies, also 
reserved to the i-tonners of French build; the Pierre 
Nottin Cup for yachts of any tonnage, of French socie- 
ties and named by amateurs only; the R. Linzeler Cup, 
which is raced for at Trouville by yachts from 1 to 
3 tons; the Ed. Mantois Cup, for the class of 1 to 2 J/2 
tons, belonging to members of the Cercle; the Andree 
International Cup, open to yachts from 1 to 5 tons, 
providing the helmsman is an amateur; the Steamer 
Cup is now set aside for automobile boats; finally the 
Coupe des Adherents, recently created. 
The Cercle has played a most important part in the 
evolution of yachting in France, owing to the number 
of its members, who have always shown interest in the 
progress of racing yacht building and who have not 
only built yachts, but very often designed their boats. 
A painter of talent, M. Caillebotte, was one of the 
first French amateurs to design yachts; he had several 
built and gained considerable experience. 
At the same time and later another member of 
the Cercle, M. Gindicelli, designed several excellent 
boats that proved to be light weather craft. He visited 
the United States several times, getting information 
regarding the designs of American yachts, which ideas 
he embodied in the boats designed for river sailing. 
Among the present members of the Cercle is Mr. 
Godinet, an amateur designer, who turned out the boat 
which beat in 1903 at Sea View her English contestant, 
Iris, that was designed by the late Arthur Payne. Mr. 
Godinet has also designed a number of yachts, notably 
two champions for the Coupe de France. 
We must also mention the vice-president of the 
Cercle, Mr. E. Laverne, whose boat, the Sidi-Fekkar, 
built on the American scow model, beat in 1900 
Linton Hope's celebrated yacht, Scotia I. 
Among these amateur naval architects is Mr. M. 
Meran, who in 1899 had adopted by the Congress of 
Nautical Societies of France a measuring system con- 
ceived by him, which has become the French standard. 
By taking into the formula the factor covering the 
displacement of yachts, he made the first step in the direc- 
tion which has since been followed by the New York 
Y. C. in its present formula. 
We have given above a short summary of the past 
and present, the work and the traditions, the influence 
and the prosperity of the Cercle de la Voile de Paris. 
For the future we may look to_ the esprit de corps 
which pervades the Cercle; this is the thorough spirit 
of progress, work, emulation and solidarity. 
All communications intended for Forest and Stkkam should 
always be addressed to the Forest and Stream Publishing Co., 
New York, and not to any individual connect** wfcfc the paper. 
