306 
FOREST AND STREAM. 
[Feb. 19, ^o- 
a passage running aft and connecting with the 
companionway leading to the upper deck on the 
starboard side. Between this companionway 
and the stateroom on the starboard side of the 
vessel is a linen locker and storeroom. At the 
after end of this passage, and at the foot of the 
stairs, the door opens aft into another state¬ 
room just described. In the extreme after end 
of the vessel is the saloon, having a separate 
companionway leading to the after deck. 
An unusually long deck house has been pro¬ 
vided for. the dining saloon being at the for¬ 
ward end and being 12 feet in length, so that 
at least fourteen people can be accommodated 
with ease. This room has a large sideboard# 
of colonial design, and has received especial 
care in the paneling and trim, so as to produce 
the best possible effect. The after portion of 
this house is used as a galley. On the star¬ 
board side, opposite the pantry, is the entrance 
to the dining room by means of a landing. 
From this landing, in addition to the door to 
the dining room, there is a staircase going 
down to the owner’s quarters below. These 
consist of a double stateroom 9 feet in lengt'h, 
the full width of the boat, having a built-in 
berth on each side with drawers underneath, and 
bureau with plate glass mirror, two seats 
arranged as lockers, and two large wardrobes. 
This room has connecting with it a bathroom 
on the port side. 
The equipment of the boat will be unusually 
complete in every detail; all the upholstery and 
furnishings will be very rich and handsome, and 
the boat will be lighted throughout with elec¬ 
tricity. this plant including a searchlight at the 
forward end of the house and an illuminating 
belt extending around the vessel. A sufficiently 
large plant has been installed to provide electric 
heaters for the staterooms, also electric fans. 
The boat will carry a motor tender, 17 feet 
in length, and a 14-foot dinghy for ordinary 
purposes. 
A large ventilating stack is placed directly 
over the machinery, through which the engines 
will exhaust, and to which the smoke pipe from 
the galley range will run, as well as the exhaust 
from the independent gasolene engine, which 
will be fitted to run the generator for electric 
light. 
Between the after end of the house and the 
stack is the bridge extending the full width of 
the house, and the space below has been 
utilized for a large ice-box, making a very con¬ 
venient arrangement on account of its prox¬ 
imity to the galley. 
One of the most interesting features in com 
nection with this boat is the fact that notwith¬ 
standing her large dimensions, she will only 
require a crew of seven men to operate her 
successfully, which is about one-half the num¬ 
ber that the average steam yacht of her speed 
and accommodations would require. 
The crew’s quarters are at forward end of 
vessel, the captain and engineer having sepa¬ 
rate staterooms, and forecastle will be fitted 
with necessary pipe berths. 
To Study Propulsion. 
Prof. Cecil H. Peabody, of the Massachu¬ 
setts Institute of Technology, has designed a 
40-foot launch which is being built by Stearns 
& McKay at Marblehead. This launch is for 
the study of propulsion, and the funds for its 
maintenance have been provided by Dr. Charles 
Weld, of Boston, who is a well-known yachts¬ 
man. 
In order that the investigations may be of a 
practical nature, says the Boston Globe, directly- 
connected with the actual conditions of ship 
propulsion, the model is being patterned after 
the United States steamship Manning and will 
"be on a one-fifth scale. The choice of the Man¬ 
ning as a prototype for the experiments is 
made because of a series of progressive speed 
trials made under Prof. Peabody’s direction 
■ever the measured mile course at Southport, 
Me. These trials on the Manning w'ere author¬ 
ized by Capt. C. F. Shoemaker, chief of the 
division revenue service, and were reported to 
the Society of Naval Architectures and Marine 
Engineers. 
After the relations between the actual trials 
of the ship and those of the navigable model 
have been established, a certain basis of deter¬ 
mination will be furnished by which it will be 
possible to determine what may be expected of 
a full-sized ship. 
The department has been promised the co-op¬ 
eration of the model basin at the Washington 
Navy Yard and preliminary tests are to be 
made there very soon on a 20-foot model with 
a propeller 16 inches in diameter. 
The model to be used is being built at Mar¬ 
blehead and the propulsion machinery has al¬ 
ready been designed. The latter will consist of 
?. gasolene electric generating set and a motor 
geared for experimental work, so that the con¬ 
ditions may be controlled over a range and the 
measurements of power may be simple and 
accurate. The machinery can also be easily 
transferred to other hulls as the work pro¬ 
gresses. 
Upon the completion of the experiments with 
the model built and engined to correspond with 
the prototype various forms of locations to pro¬ 
pellers will be experimented upon, including 
twin and triple screw propellers, especially of 
the type used at present with marine turbines. 
Hulls of various other models of ships also 
will be built to extend the range of the experi¬ 
ments. 
According to Prof. Peabody the problem of 
propulsion is divided into three distinct parts: 
First, the resistance of the ship to the force 
required to maintain the given speed; second, 
the power applied to and delivered by the pro¬ 
peller, and third, the effectiveness of the com¬ 
bination of propeller and ship. 
The particular problem chosen by the authori¬ 
ties for investigation is the complex effect pro¬ 
duced by placing the propeller at the stern of 
the ship. Placed in this position, both from 
necessity and choice, the propeller takes advan¬ 
tage of the wake, but it also disturbs the nat¬ 
ural flow of water and considerably increases 
the resistance considerably above what the pull 
on a tow rope would be. 
Another important problem to be investi¬ 
gated will be the steering and maneuvering, 
including practical work in rough and stormy 
seas. As this field has, received but little atten¬ 
tion in the past, much new and valuable infor¬ 
mation will be acquired. 
This proposed method of investigation has 
the advantage that a proposed design may be 
tried on a small and inexpensive scale simulat¬ 
ing all the conditions of actual service, includ¬ 
ing the performance of the ship under adverse 
weather conditions. After satisfactory condi¬ 
tions have been attained by use of the model, 
the dimensions and conditions can be deter¬ 
mined for the full-sized ship by the theory of 
mechanical similitude. 
It is planned by Prof. Peabody and his col¬ 
leagues to use the equipment for original re¬ 
search during the coming spring and summer. 
Increasing Use in Manchurian Waters 
In reply to an inquiry, Vice-Consul Gordon 
Paddock, of Harbin, writes as follows: 
“A demand for motor boats seems to be be¬ 
ginning in this district, though it is still very 
small. The Chinese imperial maritime customs 
has lately opened several stations on the Sungari 
and Amur rivers, and is using several motor boats 
in connection with its service. The recent de¬ 
velopment of the export trade of this region 
has stimulated in some measure the carrying 
trade on the rivers, so that it is not unreason¬ 
able to expect that a demand for gas engines 
may be developed in course of time.” 
Canoeing. 
Flood Running. 
The recent high floods came prematurely— 
that is, so far as most of the open canoe men 
were concerned. For myself, I was away shoot¬ 
ing at the beginning, but managed to snap a 
couple of days’ flood running before the water 
got too steadily “within its banks,” says Nau¬ 
tilus in the Field. 
There can be no doubt, from all one hears 
from boat builders, that flood running in open 
canoes is steadily growing as a winter sport. 
This is not surprising to anyone who has actu¬ 
ally tried it in a really staunch and stable canoe 
with an able companion. There is no need of 
great strength in the crew; quick and faultless 
ability to handle the craft in difficult places is 
the main requirement, coupled infallibly with a 
canoe of great stability. There are times in 
dangerous waters, in swirling, rushing currents, 
when you must stand up in the canoe to view 
and pick a possible outlet from a difficult place. 
How, then, can it be done in the usual cranky 
Canadian canoe? Well, she is better left in the 
boathouse; use the Indian model. 
A crew of two is decidedly to be preferred 
in that many portages may have to be made 
over bits of land, often absolutely islands cut 
off from mainland and men, hedges, etc., often 
barring any going round; also in tricky places 
two can handle better than one, to say nothing 
of the pleasure of company. There is one les¬ 
son that only a risky experience will teach, but 
it may well be in mind from mere reading. 
When the canoe is being swept by the current 
into danger, such as under low or submerged 
tree boughs or toward a snag, it is no use to 
paddle ahead and try to steer out; back paddle 
at once, with her stern pointed out towards the 
clear track. A vigilant waterman, however, will 
rarely get into one of such sucks. Another 
memorandum is never to risk running in fading 
light. 
Flood running is not, as some have called it, 
dangerous; no doubt it is exciting, and it is 
not always easy. It requires steady nerve and 
able watermanship, and those who cannot bring 
such qualities on to the rushing river had bet¬ 
ter not attempt to run the main stream. It is 
by no means uncommon for a sport to get a 
bad name when a fatal accident occurs and 
remains unexplained. The fatal accident on 
the Eden last month, a short report of which 
appeared in the Field of Oct. 30, is exactly a 
case in point. The report gives no technical 
details of any use in trying to elucidate the 
cause of the accident.- The Field has many 
times given the warning that the Eden in some 
states of water is a perfectly easy river, while 
in other states it is dangerous to any but the 
finest expert canoeist. It is a pity more details 
of the state of the river and the exact nature 
of the accident were not forthcoming, as it 
would be some consolation to know that the 
fatal event to one may be a useful lesson to sev¬ 
eral others; and, indeed, possibly prevent loss 
of life. 
A. C. A. Membership. 
NEW MEMBERS PROPOSED. 
Central Division.—Fred R. Lear, 419 East 
Castle street, Syracuse, N. Y.; Ernest N. 
Pattee, 402 Euclid avenue, Syracuse, N. Y., both 
by C. H. Mattison; Tileston Chickering, 244 
South Highland avenue, Pittsburg, Pa.; H. I. 
Crocker, 123 Negley avenue, Pittsburg, Pa.; H. 
T. Gayley, Westinghouse Elec. & Mfg. Co., 
East Pittsburg, Pa.; Charles Bradley Gibson, 
800 Penn avenue, Wilkinsburg, Pa.; Frank 
Shute, 424 Emerson street, Pittsburg, Pa., all 
by F. D. Newbury. 
Eastern Division.—Shirley S. Bruce, 666 
Broad street. Providence, R. I., by Geo. H. 
Berry; John Martin, 64 Crescent street, Provi¬ 
dence, R. I., by Wm. A. Heath. 
NEW MEMBERS ELECTED. 
Atlantic Division.—5938, R. Robbins Ander¬ 
son, care of Maddocks Sons Co., Trenton, N. J. 
Central Division.—5939, Edward S. Dawson, 
Jr., 134 Green street, Syracuse, N. Y.; 5940, 
William McCaulley, Syracuse, N. Y.; 5941, C. 
H. Savage, 116 E. Fayette street, Syracuse. 
Eastern Division.—5937, Raymond A. West- 
gate, 143 Draper street, Dorchester, Mass. 
NEW LIFE MEMBERS. 
No. 88 (N. 5857), John McKay, 61 Sydenham 
street, Kingston, Ont., Can. 
