Dec. io, 1904.] 
FOREST^ AND. STREAM. 
499 
to the present ball room. The building, which is to 
be of handsome architectural design, will be completed 
in time for the opening of the season. 
F. H. Young. 
Queries on Marine Motors, 
Ween E. W. B.'s question was answered in this 
column'in our issue of Nov. 26, we had in mind The To- 
quet Motor Company, which concern makes a specialty 
of a two-cycle marine engine that can be run in either 
direction and be made to ignite going ahead or backward 
after (he upper center is passed. Under the date of Nov. 
25 we have a letter from The Toquet Motor Company, of 
Saugatuck, Conn., and in part they say "this is a very 
important feature which we make a special point of." 
N. P>. E., Fall River, Mass. — I am told that with the jump spark 
ignition you are liable to receive a severe shock. Is this so? 
What precautions should be taken? 
Ans. — You can get a severe shock from the secondary 
wiring or spark plug. The only precautions to be taken 
are to be sure and not come in contact with the secondary 
wiring or plug when switch is in. The cable should be 
inclosed by or run through ordinary rubber tubing as an 
additional precaution, and should run direct from the coil 
to the engine without coming near any part of the inside 
of the boat. 
F. J. W., Bay Shore, L. I. — Whieh takes the less battery to 
operate, make-and-break or jump spark? 
Ans. — This question is answered in an article published 
this week on "Ignition of Marine Gasolene Engines." 
C. F. W., Pittsburg, Pa. — Where can I buy a good jump spark 
coil, and how much ought one to cost? 
Ans. — Consult our advertising columns for coils. 
Probably $7 to $8; 
Electric Marine Gasolene Engine 
rmtion. 
BY A. E. POTTER. 
In this essential of gasolene engine construction there 
are in reality three types, the "wipe," where the insulated 
electrode wipes or rubs by a fixed insulated one, very 
rarely met with except in engines designed and built some 
years ago, not very plentiful even at that; the very com- 
mon "make-and-break," and the modern "jump spark" 
ignition. 
Marine engines are usually designed to use an "open," 
although occasionally is found an engine operating on a 
"closed," circuit. In the open circuit, contact is only made 
sufficiently long to magnetize the spark coil, while in the 
closed circuit the electrodes are in contact all the time, 
except when the spark is made and a very short time 
thereafter. It will be readily seen that open circuit takes 
decidedly less electrical energy and is more economical. 
When an electrical circuit is completed, there are two 
currents passing in opposite directions, the positive 
through the established circuit toward the negative pole, 
and the negative toward the positive. Just so long as the 
circuit is complete, the two currents pass and waste. From 
this very fact decidedly more attention should be paid to 
the' length of contact if the electrical energy is to be 
economized and our batteries are to last longer as a result. 
Even a damp atmosphere acts as a medium of connection, 
and for that reason the batteries should be kept in a dry 
place. 
When an established electrical circuit is interrupted the 
two currents will leap across the intervening space and 
heat the air to incandescence. This is what causes the 
spark. 
The electrical energy used for ignition may be derived 
from either chemical or mechanical means, or even by a 
combinalion of both. 
Sal ammoniac batteries, either wet or dry, and caustic 
alkaline batteries, such as the Edison or Gordon, are 
chemical entirely, while magnetos and generators (often 
incorrectly called dynamos) are mechanical in their opera- 
tion. The accumulator or frequently called storage bat- 
tery is a combination of both. 
The use of the dry battery has pretty generally super- 
seded (he wet sal ammoniac cell on account of cheap- 
ness, convenience, and cleanliness. The better and higher 
priced alkaline batteries, usually designated as oil bat- 
teries from the use of a sealing of oil to prevent evapora- 
tion and' "crawling" of salts, on account of their long 
life, are very popular among marine engine operators 
because they can be depended on for long, hard usage. 
With proper attention and adjustment of the electrodes 
one set of six cells of the larger type will usually last two 
full seasons without recharging. 
CLOVER HOUSE-BOAT FOR SOUTHERN WATERS. 
Designed and built by the Gas Engine & Power Co. and Charles L. Seabury & Co., Consolidated. 
Accumulators, or storage batteries, have come into use 
latterly quite extensively, and as they become better 
understood will undoubtedly be much more common. The 
mistake that is made by manufacturers of these different 
types is that instruction is not properly given to the 
users and the importance of following out to the letter all 
suggestions tending to lengthening the life of the battery 
and preventing too frequent "battery troubles." 
Some simple rules could be inclosed with each cell sent 
from the factory; for instance, something like the 
following : 
"To avoid trouble and lengthen the life of this battery, 
it is very essential that the switch must not be left closed 
when engine is not running, and the contact of the elec- 
trodes must be just as short as possible. Keep dry and 
always remove from the boat when not in use." 
Magnetos and electrical generators usually give excel- 
lent results. They need careful attention, however, and if 
they refuse to operate or generate a current recourse will 
have to be made to the old reliable battery. Salt water is 
their worst enemy. Magnetos are liable to' have their fixed 
magnets demagnetized and are useless as a result. This 
is their most common trouble. But they will run in 
either direction, and range of speed is usually sufficient 
to run the engine slowhy, although it is usually customary 
to use batteries when slowing down. Batteries are indis- 
pensable for use in starting. Magnetos generate alternat- 
ing electricity, and for that reason are not adapted for 
jump spark. 
There is a form of magneto on the market now which 
instead of the usual rotary motion, oscillates. By its use 
an . engine can be started by hand as slowly as desired, 
without the necessity of a battery. Their price is rather 
high and probably accounts for the few in use. Magnetos 
or generators are almost absolutely necessary in ignition 
on closed circuits, for the amount of energy required 
makes it_ expensive for batteries if used. 
Batteries of all kinds can be used in wipe, make-and- 
break and jump spark work on open circuit. Storage bat- 
teries must never be used on closed circuit. Generators in 
jump spark ignition must have their armatures specially 
wound to operate without ruining the coil. In the selec- 
tion of an induction coil for use in connection with bat- 
teries for_ primary ignition, remember that a heavy 15- 
inch coil is much easier on your batteries than a light 
weight 10-inch coil. 
Changes in Edithia.— Mr. John H. Hanan's Edithia 
is at Morris Heights to have installed two triple expan- 
sion Seabury engines and boilers. The motive power of 
two large kerosene explosive engines proved unsatisfac- 
tory, and the owner being unwilling to use gasolene, the 
change to steam resulted. Edithia was designed by 
Gardner & Cox in 1903. When lengthened she will be 
some 140ft. long over all. 
Houseboat Clovef. 
The Clover is a combination of cruiser and house- 
boat, a new type of boat, but one bound to become 
popular. She was designed by the Gas Engine & Power 
Co. and Charles L. Seabury & Co., Consolidated, for 
a prominent New Yorker, especially for southern 
waters. Her extreme width and shallow draft make 
her commodious, and not especially expensive to run. 
She is 40ft. over all, lift, beam and has a draft of but 
2ft. 4m., and is 14 tons net. Her power equipment is 
a four-cylinder, 4j^in. x sin. Speedway Model A. gas- 
olene engine. 
Boston Letter. 
Boston, Dec. 5. — One of the neatest designs for a 
cruising gasolene launch is that of Tonopah, owned by 
John F. Anderson, of Philadelphia. The lines were 
drawn by Mr. Fred D. Lawley. and the boat was built 
at the Lawley plant at City Point. Although some feet 
shorter, the general appearance of Tonopah is very 
similar to that of steam yachts of the Scout, Mirage 
and Tramp type built by Herreshoff. A dummy smoke- 
stack makes the likeness all the greater. Tonopah is 
70ft. over all, 66ft. waterline, 10ft. beam and 3ft. 6in. 
draft. She is propelled by twin screws, operated by 
motors of 50 horsepower each. These gave her a 
maintained speed on her trial trip of 12.3 knots an hour. 
Each motor has a separate gasolene tank of 200 gal- 
lons, the piping running from the tanks to where it 
again enters the boat to supply the engines. The tank 
capacity gives the boat a cruising radius of about 800 
miles. The owner's quarters are forward, and consist 
of a main saloon, with extension transoms for sleeping ac- 
commodations. There is a large toilet room off the 
main saloon and there is plenty of locker room. Abaft 
the main saloon is the galley, with sufficient accommo- 
dations for comfortable cruising. The greater part of 
the dummy stack takes the odors from the galley and 
also furnishes a most excellent place for the galley 
stove-pipe. The stack also furnishes a draft for the 
engine room, which is just abaft the galley. The crew's 
quarters are in the after part of the boat. The owner's 
quarters are finished in mahogany, the galley in pine, 
and the engine room and crew's quarters in butternut! 
A break in the cabin trunk forms the steering bridge, 
the helmsman standing on the plane of the main deck. A 
signal mast is placed forward of the steering space. 
A number of launches are- being -constructed in the 
Lawley boat shop. One for Mr. Alfred Douglass, of 
the Boston Y. C., has been completed. This boat, 
which was designed by Mr. F. D. Lawley, has a cabin 
trunk, windowed in the forward part and partly open 
aft, to give air to the motor. The cabin trunk is raised 
Fl' HOUSE-BOAT CLOVER OUTBOARD PROFILE. 
Designed and built by the Gas Engine & Power Co, and Charles L. Seabury & Co., Consolidated. 1804. 
