umm U. OF 1. VF3MA-f%A%?A18N 
12 inches in diameter and 6 feet long, weighing 
6o pounds. In the scrubber the gas is passed 
through numerous sprays of water, which cool 
it and cleanse it of all dirt and soot, and pre¬ 
pare it for its proper use in the engine, I he 
gas leaves the scrubber at the alter end 
through a lower connection, and passes directly 
to a gas and air-mixing valve which is substi¬ 
tuted for the ordinary carburetter. This valve 
is arranged for the proper control of the mix¬ 
ture of gas and air, and also acts as a throttle 
in order to give the desired speed to the 
The operation of the plant is, briefly, as fol¬ 
lows: A fire is kindled on the grate, and coal 
is charged into the top of the producer until the 
fire is of a proper depth for correct gas making. 
When hurried starting is desired, a fan, which 
is located in the locker on the starboard side 
of the boat, is operated by hand. The air leav¬ 
ing this fan enters the producer underneath the 
grate, passes up through the fire, and the pro¬ 
ducts escape through the purge pipe until the 
fuel is heated to the proper gas-making temper¬ 
ature, when the purge valve is closed and com¬ 
munication made with the gas scrubber. A 
small vent pipe near the engine is then opened 
to the atmosphere, and the fan turned until 
gas appears at this vent. This fan is only usee 
in starting the producer, and as soon as the 
eneine is under way the operation of the fan 
The fuel used is anthracite coal of pea or 
buckwheat size, although either charcoal, or 
coke could be used. During operating periods 
the fuel is charged into the producer, and the 
grate is agitated in order to shake down the 
ashes at intervals of from one to two hours. 
After the boat is docked, or has been moored, 
and the engine is shut down, the purge valve 
is put into communication with the purge pipe, 
the grate is shaken, and the ashes, after being 
wet down, are removed from the ash-pit. The 
producer is then replenished with fuel, and the 
fire left in a stand-by condition for an indefinite 
period. After a twenty-four hour shut-down, 
only fifteen minutes or so blasting with the fan 
is necessary to bring the fire up to the proper 
gas-making temperature for operating the 
engine. 
The gas generated is uniform in character, 
and there has been no trouble with preignitions. 
The temperatures obtained in the cylinders are 
not so high as with gasolene. 
During the season just past the boat made a 
little over 3,000 miles. In making this mileage 
there has never been, to my knowledge, a single 
instance where the gas producer has fallen down 
on its duty. The engine has worked along hour 
after hour, and day after day, keeping up from 
400 to 425 revolutions, and there has been no 
trouble in keeping up the supply of gas. After 
making about 2,500 miles, the engine was taken 
apart and carefully examined to see if it was 
worn, and also to see if there was a deposit of 
any kind in the cylinders or the pipes, but no 
MOTOR BOAT MARENGING. 
deposit of any kind whatever was found, show¬ 
ing that the scrubber thoroughly cleansed the 
gas. Many long runs were made to test the 
working powers of the plant, and care was taken 
in weighing all the coal used, so that there 
should be no mistake as to the main question 
at issue—that of economy. Making allowance 
for frequent stops and for banking the fires 
over night and for a period of several days, it 
was demonstrated that this boat could cover 
nearly 900 miles on a ton of anthracite coal at 
a speed of about 8 miles an hour. 
Probably the best test given the boat was 
when a no-stop run was made from the foot 
of West 92d street, New York city, to Albany 
and return, a distance of 275 miles. The time 
consumed in making this trip was considerably 
more than it should have been, owing to diffi¬ 
culties in navigating at night and tangling up 
the propeller on several occasions with eel 
grass and other weeds. Many hours were lost 
in hunting for the channel during the night 
and in removing the weeds which fouled the 
propeller several times. As a matter of fact, 
the engine was stopped once on this trip, but 
that was simply to see if the slow speed was 
caused by the propeller or the engine. 
Following is a summary of the trip: 
July 9, 4:48 p. M. —Started from the foot of 
West 92d street. 
July 10, 3:30 p. m. —Arrived at first bridge, 
Albany. 
July 11, 10:15 A - N-—Arrived at the foot of 
West 92d street. 
Total mileage . 
Pounds coal burned to Albany. 
Pounds coal burned to New York. 
Total pounds coal burned for trip. 
Time to Albany ... 
Time to New York . 
Time for entire trip.. • .. 
Pounds of coal burned per mile to Albany.. 
Pounds of coal burned per mile to New York 
Pounds of coal burned per mile entire trip- 
Pounds of coal burned per hour to Albany... 
Pounds of coal burned per hour to New York 
Pounds of coal burned per hour entire trip.. 
. 275 
. 351 
. 285 
. 636 
22h. 44m. 
18h. 43m. 
41b. 25m. 
.... 2.55 
.... 2.07 
.... 2.31 
.... 15.45 
.... 15.20 
.... 15.32 
Because of its steadily increasing cost, gaso¬ 
lene is out of the question for large boats used 
commercially, and as regards the danger of 
gasolene I will say nothing. On the other 
hand, it seems as though producer gas is a 
power that can be used on either commercial 
or pleasure craft which have plants up to per¬ 
haps 500 horsepower, and give not only great 
efficiency and economy, but assure safety. 
Gasolene can seldom be purchased at as low 
a price as 15 cents a gallon, yet at that price 
it costs nearly ten times as much as producer 
gas does per given horsepower. 
Probably steam costs two or three times as 
much as producer would cost in the average 
small tugboat. 
The engine, complete with clutch, shaft, pro¬ 
peller and fittings, weighs about 1,650 pounds. 
The gas-generating plant, complete with pro¬ 
ducer, scrubber, fan, purge valve, pipe, fire 
tools and fittings, weighs about 1,000 pounds, a 
total of 2,650 pounds. 
Pacific Coast Yachting. 
San Francisco, Cal., Nov. 12 .—Editor Forest 
and Stream: The yachting season on San Fran¬ 
cisco Bay has closed for this year, and with but 
few exceptions the racers are now anchored in 
their winter quarters, where they will remain 
for the next four or five months. The closing 
days of the season were marked with the usuai 
ceremonies and festivities. A week ago the 
yachtsmen enjoyed the final cruise of the sea¬ 
son in the channel, and just recently the Cor¬ 
inthian Club held its final sail, and the bridgt 
which connects Tiburon and Belvidere was 
opened and the boats towed in and anchored 
At the final cruise of this club the class flags 
for the annual regatta were distributed. This 
season this event was held in conjunction wit! 
the race for the Hammersmith trophy. Yanke< 
was awarded the flag for the 44-foot class, be 
ing the only boat that was entered. Prestt 
took first prize and Meteor second in the 36 
foot class. Freda won the first honors in th< 
30-foot class, with Neptune second. Ruby tool 
first honors in the 20-foot class, with Pront< 
second. In the 25-foot class there were n< 
entries. While the season just closed has bee: 
a very successful one, it has not been as acti\ 
as some in past years. Many of the mos 
important races were scheduled for days tha 
are holidays, and on these days, when usuall 
several days can be had together for cruisin; 
purposes, many yachtsmen wished to make ex 
tended cruises, and the races were postponec 
This detracted from the interest of the race 
when they were finally held. The Farallo 
race did not materialize at all. There was n 
wind on the day set for the race, and it wa 
postponed until a later date, and there wer 
then so many events coming on to attract at 
tendon that the race for the F. G. Phillips cu 
was not sailed. Several new yachts have bee 
added to the fleets late this season, and ne> 
year’s programme is expected to be a live! 
one. There is a prospect of a race between th 
port and Hawaii, the owners of the yacht th. 
raced from San Pedro to the islands a ye: 
ago having signified a desire to arrange for 
similar event with the local clubs. The Sa 
Francisco Y. C. has commenced its usual wint< 
programme of meeting in a social way once 
month, and dances and card tournaments w 
be regular features. 
St. Petersburg Y. C. 
The St. Petersburg (Fla.) Y. C. is interest! 
in the improvement of the waterfront, now th 
the bond money has become available and reai 
to be spent. At the next meeting of the count 
a committee from the yacht club will ask th 
improvements be made with the city dredg 
The club was formed only a few weeks ago, > 
now incorporated, has its own flag, has adopt: 
rules and regulations for governing its met- 
bers, and will devote much time to the disci- 
sion of the waterfront of the city, as this is oi 
of its most important missions. 
