Dec 3, 1904.] 
FOREST AND STREAM. 
4iB 
«9'P*. TWIN - SCREW- ELECTRIC- LAUFCtt- 
• DESIGNERS- V JIDSLDEBS ' 
THE- ELECTBIC- LAUNCH-CO. 
IAYONNK- CITY 
OUTBOARD PROFILE AND CABIN PLAN OF 63FT. TWIN-SCREW ELECTRIC LAUNCH. 
Designed and Built by The Electric Launch Co., of Bayonne City, N. J. 
under the lee of the land we made good weather of it. 
Off Jaquish, the main sheet horse gave way, and instead 
of one man handling the sheet it now required two to 
manage it, but in a few minutes we were able to ease her 
off, and home was in sight. 
About 250 miles was . the distance covered in a leisurely 
way, and so thoroughly enjoyed that we expect to repeat 
the trip again. 
To women who contemplate roughing it in this way, 
I should advise, above all things, to go light with the 
baggage. A set of slickers for wet weather (slicker skirts 
are now obtainable), a white drilling jacky shirt such as 
the jackies wear on men-o'-war slipped over the shirt- 
waist for protection from the soil of cooking and a little 
extra warmth, and a sweater, are all the extra outside 
clothing I have ever needed in four years' cruising. The 
jacky shirt can be thrown aside easily every time an 
anchorage is made and one wants to go ashore. 
Queries on Marine Motors. 
R. M. H., Phila., Pa. — My two-cycle motor seems to "stick" 
vhen piston is ascending and insulated electrode is removed. 
Disconnecting the shaft does not help matters. Can you tell 
me the cause? 
Ans.— If the engine showed this trouble when new, it 
would indicate that the upper part of the cylinder was 
either smaller than the lower , part or was out of round. 
It frequently occurs when . the, cylinder is strapped 'for- 
boring on a lathe that it is held at; each end by three ad- 
j usting screws. The tendency is to slightly distort the 
cylinder and on removing from the lathe the bore will 
sometimes be a trifle irregular. In your case, supposing 
the trouble to be of recent appearance, we should say that 
the lower piston ring catches in the exhaust or inlet port. 
It may be broken or the parting may have shifted Until 
the ends catch in the port openings. This could be readily 
determined by removing the piston and examining the 
condition of the inside of the cylinder, the piston and the 
rings. The piston rod may be bent, but in that case it 
would stick only in one direction, as when going ahead, 
and be perfectly free on the reverse. 
J. J. B., Dubuque, la. — We are much interested in your motor 
boat articles. Nearly every one here who loves the water has 
a launch. We all have the usual troubles which help make the 
sport so fascinating. Would it i be' practical to have two ex- 
plosions for each charge, one at the last of the compression, and 
the other at the end of the stroke to explode the balance of the 
gas (if there be any) before it passes out of the exhaust? 
2 — Which do you think the better for marine- work, the jump 
spark or make and brake? 
Ans. — In order to get the maximum power from an 
explosive mixture, it is necessary to ignite it considerably 
before the end of the compression stroke." If the mixture 
is poor in gasolene vapor the flame remains the whole 
length of the power stroke, combustion being" slow. It 
the mixture is in the proper proportion, there is no ex-' 
plosive gas left at the end of the stroke. Many attempts 
have been made to compound the explosive type of en- 
gine, but not particularly successfully. In no case could 
"compounding" be assisted by a subsequent spark. It is 
imperative that the back pressure on the exhaust be as 
low as possible, to rid the combustion chamber of the 
products of perfect combustion which are carbon dioxide, 
nitrogen, and watery vapor, as any volume of these re- 
maining in the cylinder under pressure after the exhaust 
closes reduces the volume of the incoming charge. The 
principal loss of gas in two-cycle engines is from poorly 
designed and proportioned exhaust and inlet ports and 
incorrect "baffle" plates, which are used to deflect the 
incoming charge to free the cylinder of burned gases. 
2. Both systems of ignition have their good and bad 
points. We have used both with excellent results. The 
jump spark -is almost universally used in automobile 
work, and in the past year or two has been used exten- 
sively in marine. If the coil can be kept dry, the 
secondary wiring is sufficiently well insulated, and the 
installation is intelligently made, just at present the jump 
spark system seems to have first call. The cost of opera- 
tion is probably less, and jump spark troubles can usually 
be located easier than make-and-break. It will be a long 
time, howeyer, before either system is abandoned entirely. 
• E. B. B., Syracuse, N. Y. — Can you tell me what advantage a 
double form of ignition could be in a marine gasolene engine, in 
which the jump spark is used only to start the engine, and the 
make and break is used after 'engine is started? 
Ans. — There is one make of French engine that uses 
jump spark ignition for starting and then runs on a closed 
circuit, with break of contact caused by a pin on the head 
of the piston, similar to that formerly used when the 
"Empire" first adopted electric ignition. The only ad- 
vantages to this double iginition would appear to be, by 
its use, being able to start the engine without danger of 
back kicks, and igniting the charge much earlier. In this 
particular case noted, the current for the jump spark was 
from a storage battery, while the make-and-break was 
from a magneto. 
R. J. H., Providence, R. I.— What will it probably cost to 
change my make and break two-cycle single-cylinder engine to 
jump spark? 
Ans. — A good jump spark coil will cost about $8. A 
timer can be bought for $3 to $5. or can be made for con- 
siderably less. Secondary wiring will cost about 5 cents 
per foot. Plugs from 35 cents to $1.50 each. Four cells 
of dry battery will usually be found sufficient to operate 
jump spark ignition. (We expect to give full directions 
for making a timer and installing jump spark either in 
connection with, or in place of, the make-and-break.) 
W. J. B., Bensonhurst, N. Y. — Why does my double-cylinder 
four-cycle engine start harder, now that I have equipped it with 
positive acting inlet valves? 
Ans. — When your inlet valves had light springs on 
them, they Would readily lift from their seats. Now it 
sometimes takes quite a little vacuum to lift on the "off" 
down stroke. For instance, in attempting to start with 
the forward piston on the upper center and after one on 
the lower, the forward piston descends and draws in a 
charge of gas through the mechanically operated inlet valve, 
while the exhaust valve on the after cylinder is open. The 
,next stroke upward in the forward cylinder compresses 
. that charge partly and draws the charge into the after 
cylinder also through a mechanically operated inlet valve. 
The next down stroke forward is a power stroke, but if 
for any reason the charge does not ignite, additional gas 
is taken into the cylinder to replace that which has passed 
through the compression relief, and this has to come- 
through the inlet valve held to its seat by a much heavier 
..spring. You will probably notice that it is harder turn- 
ing the flywheel to ignite on the after than the forward 
cylinder, and this is the reason. 
E. J. M., Chicago, 111.— Do you know of any two-cycle engine 
in which the inlet of gas is controlled by the piston closing and 
opening a port in the cylinder wall that can be started readily 
without recourse to "priming" with gasolene? 
Ans. — The bother of "priming" a "ported" two-cycle 
engine with gasolene is the chief disadvantage of this 
modern construction. Some manufacturers claim "prim- 
ing" in their particular engines is unnecessary, but we 
do not see how it can be avoided without turning the en- 
gine over very rapidly when starting. When , the bear- 
ings become worn and leaks develop, you will usually not 
attempt to start without "priming." 
Cruising Electric Launch. 
We are reproducing this week the lines of an electric 
cabin launch designed by the Electric Launch Co., Bay- 
onne, N. J., for a prominent New York yachtsman, who 
already owns a 42-footer of the same type. Dimen- 
sions as follows: 63ft. long, 9ft. 2in. beam, 2ft. 2in. 
freeboard and 3ft. 3m. draft. Planking is of cedar, 
copper fastened. Interior finish is of mahogany through- 
out. In the cabin are four folding Pullman car type 
berths. The motive power consists of two 15 h. p. 
motors and 176 porcelain insulated marine type ac- 
cumulators. The motors will be direct connected with 
two controllers, effecting five speeds ahead and re- 
verse. Storage capacity is estimated to be sufficient 
for 140 miles at a speed of 10 miles, with a maximum of 
12 miles. By a special arrangement, it is not necessary 
to use the direct current for recharging, as any electric 
light circuit can be utilized , economically, or even a 
trolley circuit. This boat is particularly designed for 
Long Island Sound use, ' -•■>-<• 
Log of the Launch Clara* 
(.Concluded from page 456.) 
ST. LOUIS, MAY 31. 
After breakfast we visited the World's Fair, and were 
much disappointed at the condition of things. The 
grounds and buildings are far from completed. 
ST. LOUIS, MO., JUNE I-7. 
During this period Clara remained at her moorings, and 
we made frequent visits to the Exposition. The whole 
affair is laid out on such a magnificent scale that it was 
rather too large to appreciate it fully even after a pro- 
tracted stay. We were glad to see Forest and Stream 
exhibit in the Forestry Building. On the whole, the 
weather was pleasant, and our stay proved an agreeable 
one. 
ST. LOUIS, MO., JUNE 8. 
Warm and sultry. Ashore early to do our marketing, 
then bade farewell to St. Louis. We cast off about 10 :30. 
heading for the Illinois River. We ran on about 20 miles, 
where we anchored for night. Could not find the floating 
light off Piasa Island in the Mississippi River, which 
bothered us a little, as we were afraid of getting on the 
dike. However, we got through safely. The scenery on 
the river at this point is very beautiful, the cliffs below 
Grafton being particularly magnificent. We found the 
Illinois River well lighted and a beautiful river, al- 
though it seems to be full of fish nets. About midnight 
a steamer passed going north. 
ILLINOIS RIVER, JUNE 9. 
Cold and foggy. After breakfast we proceeded up the 
river, reaching Kampsville Lock about 9 A. M. We 
learned that the superintendent was away, and as we 
were not registered, we could not lock through after 8 
A. M. and before 5 P. M. Being unwilling to wait until 
5 P. M., we went over the dam and touched lightly, al- 
though the lock keeper or his assistant had assured us 
we would find 5 feet over the dam, and that the steamer 
Bald Eagle had gone over the dam at midnight. The 
Kampsville Lock is a State lock, and toll is charged. La 
Grange, the next lock, is a Government property and free. 
The latter we made about 3:30, and the superintendent 
proved to be very nice and obliging. A dredge was work- 
ing in the lock, but he offered to take it out and lock us 
through. Rather than put them to that inconvenience, we 
waited two hours for the dredge to finish. The superin- 
tendent gave us considerable information about our 
course, and presented, us with two big frogs, which were 
very palatable. Finally we locked through and went on 
up to Beardstown, where we tied up for the night. This 
is a nice town, with good, clean stores. 
BEARDSTOWN, ILL., JUNE IO. 
Left about 8:30 A. M., and reached Havana about 1:30 
P. M. Went ashore to get acquainted, and found the 
place clean and thrifty. Then we cast off and took in tow 
for seven miles a skiff with an old man and his two boys. 
Arriving at Copperas Creek Lock, we stopped a few 
minutes. The superintendent told us we could go over 
the dam all right, which we did. This is a State lock and 
toll is charged if you lock through. Found no difficulty 
in navigating to Pekin, where we tied up for the night; 
86 miles made to-day. Found very few lights. 
PEKIN, ILL., JUNE II. 
A wideawake, hustling town is Pekin. Left about 9 
A. M., and made Peoria without trouble, where we 
stopped for information, as we had been told the river 
from Peoria up was dangerous and impossible to navigate 
without a pilot. As we had sailed from Florida to Peoria 
without a pilot, we thought we could navigate the Illinois 
River, although we could not get charts, and had to rely 
upon the little information that was picked up along the 
river and our own judgment. The captain of the launch 
Islander very kindly gave us instructions how to leave the 
lights, etc., but notwithstanding this we were very much 
puzzled. We passed the first light. Waterworks, giving 
it a good berth, and made little Detroit all right. This 
place is in the bend and hard to pick up until you are 
