FOREST AND STREAM. 
865 
Nov. 27, 1909.] 
Society of Naval Architects Meeting. 
At the annual meeting of the Society of 
Naval Architects and Marine Engineers, held 
last week at the Engineering Societies’ Build¬ 
ing, Stephen Taylor was elected president. The 
vice-presidents elected by the Council were: 
For term expiring Dec. 31, 1915, Jacob W. 
Miller, vice-president, Cape Cod Canal Con¬ 
struction Co., 23 Nassau street, N. Y.; George 
W. Melville, Read Admiral, U. S. N. retired, 
ex-Engineer-in-Chief, U. S. Navy, 532 Walnut 
street, Philadelphia. 
The society by its ballots, elected as Members 
of Council (for term expiring Dec. 31, 1912)— 
William J. Baxter, Naval Constructor, U. S. N., 
Navy Yard, New York; George W. Dickie, 
naval architect and engineer, 24 California 
street, San Frdancisco, Cal.; W. D. Forbes, 
president, W. D. Forbes Co., New London, 
Conn.; Andrew Fletcher, president, North River 
Iron Works, Hoboken, N. J.; Henry A. 
Magoun, vice-president, New York Shipbuild¬ 
ing Co., Camden, N. J.; Lewis Nixon, No. 30 
Church street, N. Y. 
Associate Members of Council (for term ex¬ 
piring Dec. 31, 1912)—John S: Hyde, president, 
Bath Iron Works, Bath, Me..; Calvin B. Orcutt, 
president, Newport News Shipbuilding and Dry 
Dock Co., 30 Church street, N. Y. 
The society, according to the report of Sec¬ 
retary-Treasurer William J. -Baxter, has 79s 
members, which is an increase of thirty for the 
year. These are divided as follows: Members 
470, associates 236, juniors 76 , life members 5, 
life associates 4, honorary members 1, honorary 
associates 3. 
One of the papers read at the meeting which 
will be of more than ordinary interest to yachts¬ 
men was “The Producer Gas Boat Marenging,” 
by_H. L. Aldrich, a member of the Council. 
This was as follows: 
During the past ten or twelve years I have 
received at frequent intervals letters asking 
what kind of motors could be used on boats 
that would be efficient and economical from a 
commercial point of view, and be free from the 
dangers that accompany the careless handling 
of gasolene. 
At one time it did seem as though the 
kerosene or crude oil engine might fulfil the re¬ 
quirements, but neither of them has reached the 
economy of producer gas plants. 
When producer gas came to the fore for 
marine purposes I endeavored to persuade dif¬ 
ferent builders of boats, as well as engine build¬ 
ers, and builders of stationary producer gas 
plants to make a test of it. For some reason, 
due to a great extent to the indifference of 
builders of producer gas plants, no one would 
undertake to experiment, so it was left for me 
either to do the experimenting myself, or drop 
the matter. As a result. I brought out the 
motor boat Marenging, which was put into the 
water in May, 1909. 
The boat was built to develop a principle, and 
many refinements were neglected which, per¬ 
haps, ought to have been regarded. For in¬ 
stance, the engine ought to have been designed 
for tjie specific purpose of using gas twenty- 
five to thirty per cent, leaner than that pro¬ 
duced from gasolene. But, by using a stock 
engine, I had in mind benefits which might 
accrue to owners of fishing boats, oyster boats, 
arge motor boats and other such craft which 
dready were propelled by internal combustion 
mgines, and .which could be changed to use 
producer gas in case it were demonstrated that 
his gas was a commercial success. 
I used a heavy duty four-cylinder, four-cycle 
•ngine, such as is sold in the regular market. 
Ihe cylinders have 5^-inch bore and 6-inch 
stroke. Following are some of the changes 
lecessitated because of using producer gas in- 
dead of gasolene. 
Compression was increased to about 90 
>ounds per square inch. 
A receptacle, or enlarged pipe, was provided 
-s near as possible to the mixture control 
a ves as a reservoir for gas. This receptacle 
'?s a volume equal to at least twice the piston 
isplacement of any one cylinder. 
The ignition was changed to the low tension, 
make-and-break. 
A small pump was provided for supplying the 
cooling and scrubbing water for the producer. 
This pump has a capacity of 7 j 4 gallons a 
minute at a pressure of about 25 pounds per 
square inch. 
The valves were made 2 inches in diameter 
and have a lift of from J^-inch to J^-inch. The 
inlet pipes were made 2 inches in diameter and 
lead into a 3-inch Y. 
For convenience’s sake, as well as to econo¬ 
mize space in the engineroom, the scrubber was 
put. on the top.of the cabin. This necessitated 
a little more lift of water on the part of the 
pump to scrub and cool the gas. On the other 
hand, it gave an advantage in a gravity dis¬ 
charge of water. 
The principal dimensions of the boat are as 
follows: 
Length— 
Over all . 40ft. 
On waterline . 38ft. 6in. 
Beam . 9 ft. 
Draft, mean . 3ft. 6in. 
Freeboard at lowest point of sheer. .. . 2ft. pin. 
Sheer . 6in. 
The forward part of the boat is taken up 
entirely by the main cabin, the design of which 
is a. compromise between the old-style full glass 
cabin and the newer type of hunting cabin. 
The trunk of the cabin, which extends a 
moderate height above the deck, is composed 
entirely of heavy pl^te-glass sashes, which can 
be dropped down for the purposes of ventila¬ 
tion. These sashes are water-tight. The boat 
loses nothing in seaworthiness by this arrange¬ 
ment, whereas the additional comforts of plenty 
of light and good ventilation are secured. The 
main cabin, including an extension of 2 feet 
below the forward deck, to afford two full sleep¬ 
ing length, is 13 feet long. Wide seats, suitable 
for bunks, are built on each side of the cabin, 
with lockers underneath, accessible by means 
of lids on the top and hinged doors on the side. 
Both the interior and exterior of the cabin 
are finished in Honduras mahogany, the interior 
being built up of panel work cut from the solid 
wood. 
Aft of the main cabin are the engineroom. 
galley, and toilet. The engineroom and galley 
are 9 feet long and toilet 5 feet long. Full- 
length wardrobes are built into the forward 
engineroom bulkhead. Besides the power plant, 
the engineroom contains the necessary lockers, 
etc., for tools, oil cans and accessories. The 
galley is fitted with a stand for a stove, and 
the space on top of the stand and behind it is 
sheathed with copper. Below the stand there 
are commodious cupboards for stores. Aft of 
the engineroom is the cockpit, which includes 
the bridge 8 feet 6 inches long. The floor of the 
cockpit is raised to a height above the water¬ 
line to permit self-bailing. It is slightly 
crowned and pitched to drain through scupper 
holes in forward corners. The floor is sup¬ 
ported by stanchions to make it thoroughly 
rigid and solid. Underneath it considerable 
storage room. A cushioned locker extends 
across the after end of the cockpit, while the 
bridge is located just aft the house. 
Power is furnished by a producer gas plant, 
consisting of a single-section gas generator and 
the engine already briefly described. 
The producer is 24 inches in diameter and 
4 feet high. The shell it made of truck steel 
and is. lined with firebrick lining, at the bottom 
of which is attached a shaking grate, available 
through a cleaning and ash-pit door for the in¬ 
spection of the fire and the removal of ashes. 
The fuel is charged into the producer through 
an automatic vestibuled charging hopper, so 
arranged as to preclude the possibility of the 
admission of air to the upper zone of the pro¬ 
ducer. The hot gas is taken off at the top of 
the producer through a special three-way valve, 
having one common connection with the pro¬ 
ducer, joined on one side with a purge stack 
and on the other side with a connection leading 
to the Monel metal gas scrubber, on the deck¬ 
house over the engineroom. This scrubber is 
ARTHUR BINNEY£ 
(Formerly Stbwart & Binnbt) 
Nivsl Architect end Yacht Broker 
Mason Building, Kilby Street, BOSTON, MASS. 
Cable Address, “Designer," Boston 
COX (El STEVENS 
Yacht Brokers and Naval Architects 
IS William Street, - -New York 
Telephones 1375 and 1376 Broad 
Canoe and Boat Building. 
A Complete Manual for Amateurs. Containing plain 
and comprehensive directions for the construction of 
canoes, rowing and sailing boats and hunting craft. Bv 
W P. Stephens. Cloth. Seventh and enlarged edition 7 
M pages. Numerous illustrations and fifty platea in 
envelope. Price, $2.00. 3 v 
FOREST AND STREAM PUBLISHING CO. 
Hints and Points for Sportsmen. 
COn p P Hce d $ b i y 5o ' SeneCa '’' C1 ° th ' IIlustrated ' 244 pag^ 
helps, kinks, wrinkles, points and suggestions for the 
shooter, the fisherman, the dog owner, the yachtsman, 
the canoeist, the camper, the outer; in short, for the 
s P ort sman in all the varied phases of his activity. 
.. V? ts an< l P° ints has proved one of the most prac- 
library USeful works of reference in the sportsman’s 
FOREST AND STREAM PUBLISHING CO. 
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