54G 
FOREST AND STREAM. 
[April 2, 1910. 
advice to offer the use of a sample motor and 
to bear the expense of installation in a proper 
hull in the hands of a reliable agent.” 
Scotland a Market for Motor Boats. 
Consul J. N. McCunn, of Glasgow, furnishes 
the following exhaustive report concerning the 
use of motor engines and motor boats in Scot¬ 
land and the opportunities which that market 
offers for American manufacturers: 
“Scotland, with its numerous boat-building 
industries, from the smallest pleasure craft to 
the gigantic trading vessels of all types, offers 
splendid scope for the development of the 
motor boat business. The Firth of Clyde is 
particularly adapted to the use of motor boats 
either for pleasure or for utilitarian purposes, 
and the interest in that line of craft is becom¬ 
ing more marked every year. 
“In the lower reaches of the Clyde, the favorite 
internal combustion engine for pleasure is an 
engine made in England. The only internal 
combustion engines not made in Great Britain 
seem to be supplied from the United States. 
“The Royal National Life Boat auxiliary en¬ 
gine is of 11 horsepower. The custom house 
launch is of the same horsepower. The ordi¬ 
nary range of horsepower for auxiliary engines 
for pleasure use seems to be from 5 to n, but 
for commercial purposes from 5 to 50 horse¬ 
power. 
“The four-stroke cycle and the two-stroke 
cycle appear to be the distinct types of internal 
combustion engines in use. The advantages of 
the two-cycle type seem to be its striking sim¬ 
plicity, absence of valves, and the fact that it 
runs with less vibration than the four-stroke, 
on account of the impulse occurring every revo¬ 
lution. On the other hand, it is not so econom¬ 
ical in fuel as the four-stroke type, and there 
is sometimes trouble in connection with the ex¬ 
hausting of the burnt charge. It also uses twice 
as much electric current for ignition purposes. 
A disadvantage of the four-stroke types seems 
to be that the valves which are necessary to 
control the inlet, compression, and exhaust of 
the petrol vapor, require to be periodically ex¬ 
amined, taken out, and ground to keep the ma¬ 
chine in good working order. 
“Petrol and paraffin are both used. The ad¬ 
vantage of petrol is that no artificial heat is 
required to vaporize; the disadvantages are that 
petrol is extremely explosive and dangerous, 
the gas coming therefrom at quite a low tem¬ 
perature being highly inflammable. The ad¬ 
vantages of paraffin are its cheapness and the 
fact that no inflammable gas comes from it at 
any ordinary temperature, and it is therefore 
safer in use. 
“In the Moray Firth, Zulu sailboats were 
common and in great demand among fishermen 
until they were superseded by the introduction 
of steam drifters several years ago. These sail¬ 
boats cost about $3,500, but since the advent 
of the popular steam drifter they are no longer 
in demand, and consequently may be purchased 
in the market at prices ranging from $1,250 to 
$1,750. 
“The lack of capital at the command of the 
Moray fishermen for such expensive fishing 
craft as the steam drifter led the fishermen to 
turn their attention to the equipping of their 
sailboats with auxiliary motors. 
“An enterprising torpedo boat firm, alive to 
the situation, devised special motors to meet 
the requirements of the fishermen, and success¬ 
ful trials have recently been given with the first 
installation on the boat Sardius. From the 50- 
horsepower motor alone the Sardius has given 
a speed of something over 8 knots per hour 
with a consumption of three gallons of paraffin 
oil, about 24 cents, per hour. The screw pro¬ 
peller is two-bladed, enabling it to be set 
parallel with the sternpost when the boat is 
merely under sail. The motor is fitted into the 
cabin floor and can be worked by one of the 
crew. Magneto ignition is used, and high 
tension has been adopted as offering fewer com¬ 
plications. The Sardius is also equipped with 
a capstan driven by compressed air supplied 
by a motor; the use of a separate steam boiler 
for this purpose is thus dispensed with. 
“Other discarded Zulu sailboats are being 
fitted up in a like manner, and it is confidently 
believed that in the near future the perfection 
of the motor for fishing boat purposes will 
witness a development that will greatly increase 
the utility of the Zulu fishing boats in compari¬ 
son with the steam drifter, owing chiefly to the 
great difference in the. maintaining and work¬ 
ing expenditure. 
It is also pointed out that the cost of replac¬ 
ing a steam drifter’s boiler, which usually lasts 
about five years, would go far toward meeting 
the cost of a motor installation. 
“Up to date there has been no absolutely 
satisfactory motor for auxiliary purposes on 
fishing boats, although the ones recently in¬ 
stalled are a marked improvement on the ones 
formerly experimented with. From Wick, on 
the northeast coast of the Moray Firth, to Ber- 
wick-onTweed, every village or town along that 
extensive coast has its fleet of fishing boats, 
which in the aggregate will number 7,000 to 
10,000. 
“The firm that can put a more thoroughly re¬ 
liable motor engine on the market, adapted for 
all auxiliary purposes, so simple in its working 
and construction that complications will be re¬ 
duced to a minimum, will find along this coast 
a ready demand. The engine will require to be 
run on crude oil, as petrol, gasolene, and other 
expensive fuels are out of the question for com¬ 
mercial purposes. 
“As fishing boats are so frequently required 
to sail against strong head winds and heavy 
seas, the motor should have sufficient power for 
all emergencies, say from 40 to 80 horsepower. 
It should be capable of being run on the lowest 
possible fuel Consumption, and accessories and 
duplicate parts should be available at the prin¬ 
cipal business centers. It is essential that the 
motor should be protected in every way pos¬ 
sible from contingencies arising from lack of 
knowledge of the method of operation and con¬ 
sequent improper handling. 
“I have just learned that two fishing boats are 
being equipped on the Moray Firth with Ameri¬ 
can auxiliary motors, and, further, that others 
are being fitted out by Continental firms, which 
are cutting prices materially.” 
Motor Boating in Singapore Waters. 
Vice-Consul-General George E. Chamber¬ 
lin reports as follows concerning the oppor¬ 
tunity for motor boats in Singapore: 
“Notwithstanding the excellent opportunities 
for motor boating afforded by the waters sur¬ 
rounding Singapore, and the numerous places 
to be visited in the many small islands near by 
and easily reached by small launches, there is 
very little being done in this line in the place. 
Why this is so no one seems to know. Some 
say that kerosene and gasolene launches are 
unreliable and that a breakdown in the Straits 
might result in being carried out into the China 
Sea. Others claim that the initial cost and up¬ 
keep of a motor launch is too great. It is 
claimed also that the waters are too often and 
suddenly rough to allow cruising around in a 
small boat propelled by such a tricky power 
as an internal-combustion engine. Another 
thing complained of in this connection is the 
high cost of benzine, running from 20 cents for 
poor quality to 45 cents for the highly refined 
per gallon. 
“As a matter of fact the waters are not par¬ 
ticularly rough, not as bad at any rate as on 
the Atlantic coast, and good internal-combus¬ 
tion motors properly handled are as reliable as 
many steam launches now in use here. The 
principal drawback is that in Singapore there 
is no place where a motor can be installed in a 
boat or repaired properly, and the work done 
is very expensive; on account of the hot climate 
few have the energy to do the simple work 
themselves. In one instance it cost an Amer¬ 
ican here $98 to have a 3k2-horsepower engine 
installed in a power canoe. The work was done 
by a large local engineering firm. The shaft 
was installed bent, and the whole job was so 
badly done that everything had to be removed 
and reinstalled again by other parties at an ad¬ 
ditional cost of $32. 
“If motors could be properly installed, over¬ 
hauled, and repaired reasonably here, the 
locally made boats, equipped with good im¬ 
ported engines, would be very useful, and many 
more would probably come into use than is the 
case at the present time. The combination, on 
the whole, would be more satisfactory and 
cheaper than imported motor boats complete. 
Teak, chongi, or moranti are the three woods 
of which boats are made hereabouts. All these 
woods are heavier than oak. It is claimed that 
teak thinner than half an inch cannot be used, 
as it breaks in bending. At any rate, all boats 
locally built are considerably heavier than boats 
made in the United States. A 20 by 4 foot hull 
costs at least $110 to $120. A 40 by 6 foot hull 
costs from $400 to $500. Locally made .boats 
are heavier and not so nicely finished, but much 
stronger and more durable than American-made 
boats, as a rule. While the latter are better 
designed and better finished, they warp, rot, and 
go to pieces rapidly in these waters. The cost 
of freight from, say, New York to Singapore, 
and the miscallaneous charges on imported 
boats make the cost, landed here greater than 
that of the locally built boats. 
“What most people are asking for is a light, 
fairly short stroke, kerosene motor, without hot 
ball or plate, that may be started up on ben¬ 
zine and shifted over to running on kerosene, 
of from 5 to 10 horsepower, but nothing of the 
kind has put in an appearance here as yet. 
Solid propellers, with or without reverse gears, 
are preferred to reversible propellers. The pro¬ 
peller usually sent out by American makers is 
fastened to the shaft by set screws or bolts of 
steel, which give great annoyance. Brass or 
bronze should be sent, if any. A propeller af¬ 
fixed to the shaft by a brass or bronze nut that 
screws onto the shaft just aft the propeller, with 
shaft slightly tapered and threaded at end, is 
the way most English and German manufac¬ 
turers send out their propellers and shafts. All 
motors for use here should have salt-water 
fittings.” 
Purchasing Motor Boats. 
The Hollis Burgess Yacht Agency report these 
sales of motor boats: 
Chester W. Bliss, of Springfield, Mass., has 
sold his 35-foot waterline auxiliary yawl Taro- 
linta to John S. Curtis, of Boston. 
The motor boat Blanche M., sold by Louis 
B. Jones, of Providence, to the Cape Cod Con¬ 
struction Co. 
The 40-foot gasolene launch Woggie, sold by 
W. C. Forsaith, of Boston, to W. S. Hibbard, 
of Boston. 
Canoeing . 
A. C. A. Membership. 
NEW members proposed. 
Atlantic Division. — Samuel Holmgren, 1949 
Amsterdam avenue. New York city, by Fred 
W. Baldwin. 
Central Division.—William G. Swift, 724 
Whitney street, Wilkinsburg, Pa., by C. Harry 
Smith. 
Eastern Division.—August W. Riess, 8 Rich¬ 
field avenue, Cranston, R. I., by Wm. A. Heath. 
Northern Division.—Charles W. Fountain, 152 
Walmer Road, Toronto, Ont., Can.; Arthur T. 
Etwell, 360 Wellesley street, Toronto. Ont., Can,, 
and J. Harvey Todd, M.D., 165 College street, 
Toronto, Ont., Can., all by A. McNichol. 
NEW MEMBERS ELECTED. 
Atlantic Division.—5973, Jack E. Gunther, 2980 
Marion avenue, Bedford Park, New York city. 
Central Division.—5972, Francis Hall, 205 Gar¬ 
field avenue, Syracuse, N. Y. 
