186 
FOREST AND STREAM. 
[Feb. 4, 1911. 
rating as adopted by the American Power Boat 
Association for ign, are to be followed with the 
exceptions as noted below: 
“The midship section of a vessel to be ex¬ 
pressed in square feet and obtained as follows: 
With the boat in the same trim as when meas¬ 
ured for load waterline length, divide the load 
waterline length into five equal parts or stations. 
\t each of these points obtain the area of the 
section in the following manner: 
‘Divide the beam (B) into five equal, parts or 
stations, and at the first inboard station from 
either end measure the perpendicular from the 
water surface down to the under side of the 
boat’s planking (C). Then C and D multiplied 
will give the area of the section. . 
“Integrate the areas thus obtained by tump- 
son’s rule obtaining the volume of displacement 
(in cubic feet!. This result multiplied by 64 for 
salt water will give the displacement of the boat 
in pounds. Then the (arbitrary) midship sec¬ 
tion shall be ascertained by multiplying the dis¬ 
placement in pounds by a constant, and dividing 
the product by the load waterline length in feet. 
The constant for salt water shall be .0284. 
Boston Motor Boat Show. 
The annual exhibition of motor boats, marine 
engines and accessories was opened in Boston 
last Saturday, and in a measure it gave some 
idea of what might be seen in the annual exhi¬ 
bition which will open here in the Madison 
Square Garden on Feb. 21. 
It is the fourth annual exhibition that has 
been held in Boston, and it has grown wonder¬ 
fully in popularity in that time. This indicates, 
too, how popular the motor boat has become 
with those who are fond of living on the water 
as much as possible during the summer. i he 
marine engine and the motor boat has, however, 
outgrown the stage where it is used only for 
pleasure, and now both are used for commercial 
purposes and are fast driving the old-time sailing 
craft and the small steamer out of existence 
From a general inspection of the Boston show 
it appears to be the largest and most complete 
collection of power boats, engines and all the 
thousand and one component exhibition of power 
craft ever gathered together in one building. 
In 1908, the first year of the independent power 
boat show, that is,'the first time it was divorced 
from the automobile show, there was. a total of 
101 separate exhibitors. In 1909 this was in¬ 
creased to nearly 180, last year it was 220, but 
this show has a number in excess of that figure, 
judging from the official program. This shows 
best how great has been the increase in engine 
and power boat manufacturing in the last three 
or four vears. Again as in the last three.years 
the space given over to the exhibitions is the 
north hall, balconies and basement. 
The engine exhibit shows a greater variety of 
types and designs than ever before. Accessories 
as usual is correspondingly large; in fact, every¬ 
thing that helps to make an engine “mote ’ is on 
display. Both evidence of the growth of the 
trade, while scrutiny of the goods gives ample 
evidence of the great strides being made toward 
perfection of the combustion engine. 
The Western boat manufacturers, who take 
large space, showing stock designs—that is, one 
boat or a number of different types of boats, 
from the molds of which any number of craft 
can be constructed at a moderate price—pay a 
high compliment to the New England market. 
This is a line of the trade the local manufac¬ 
turers and yards, with the exception of one or 
two concerns, have not taken up, preferring to 
have a separate design for each boat built. 
As to the cost of power boats, there are boats 
shown this vear that will fit a'most every pocket 
book. This’ sport is not for the wealthy sports¬ 
man alone, but is largely taken up by men and 
women of moderate means who find that they 
can eniov power boating quite' as much as the 
wealthy, though on a much more moderate scale. 
Thus the trend in the last few years has been 
toward popular prices, and a great number of 
the exhibits show this class of boat. Thus any 
man who has $75 or more to spare for a powei 
boat can enjoy the sport to his heart’s content. 
Development of the Marine Gas Engine. 
Coincident with the development and perfec¬ 
tion of the automobile for commercial service, 
the same strides have been made in the adapta¬ 
tion of the marine gas engine to a similar service 
on almost all of the principal waterways of this 
country as well as many of the South American 
and European countries and in the far East. 
Whereas only a few years ago the marine gas 
engine was considered largely as a toy to be 
used by the wealthier class of pleasure seekers, 
it has developed to such an extent that it is now 
a “money maker” instead of a money spender 
for a very large class of people both in poor 
and moderate circumstances, who depend upon 
the sea for their living, engaged in various occu¬ 
pations such as fishing, freighting, passenger ser¬ 
vice, towing and the like. . 
On a trip through Europe and various other 
foreign countries the tourist is surprised to note 
the extent to which the American-made marine 
gas engine has been put for commercial service. 
On the canals of Holland, Belgium, Germany and 
France are seen hundreds of canal boats' pro¬ 
pelled by heavy duty American-made motors, 
where a few years ago a very familiar sight, to 
be seen at these same points was a combination 
team of a woman, a horse, and a dog as a slow 
and decidedly inhumane means of propelling the 
heavy canal boats. 
In the harbor of the ancient town of Mouni- 
chia, Greece, near Pineus, seaport of Athens, and 
lying in the shadow of Mt. Hymettus, famous 
for its honey, the traveler may see launches and 
vessels of various kinds and of no mean pro¬ 
portions equipped with American-made internal 
combustion engines. . 
In Denmark, American motors are found in 
use in various types of boats employed in the 
Government service—notwithstanding legislation 
favoring home products—such as revenue cut¬ 
ters, pilot boats, custom, house boats, and in har¬ 
bor service as well as in private passenger and . 
freight boats. . 
They are used not only for trips of short dis¬ 
tances, but in making long continuous runs, 
where absolute dependence upon the power, in¬ 
stalled is of paramount importance. It is a 
thing of regular practice to use such a motor 
for making the run between Rangoon, India and 
the Nicobar Islands, which is a distance of a 
thousand miles, mostly in the open sea. 
Coming nearer home, to Central and South 
America, the tourist opens .his eyes in wonder 
at the large numbers of American motors in¬ 
stalled in heavy duty boats and lighters plying 
between the steamers in the outlying harbors 
and the banana plantations located up the. rivers. 
One might question the reason for this con¬ 
tinual and increasing supplanting of the steam¬ 
boat, once monarch of the. seas, by the gas en¬ 
gine boat. The reason is not far sought— 
economy. Economy in the use of fuel and in 
the amount of labor necessary to be employed. 
In a steam engine it is necessary to fire up some 
five to six hours before the start is made, which 
means a consumption of fuel while the boat is 
lying positively idle. In the gas engine the fuel 
is turned on at the moment of starting, and all 
fuel consumption is positively cut off at the 
moment of stopping and on laying up for the 
night. With a steam engine it is necessary to 
carry a licensed crew; with a gas engine two 
men and a boy, with ordinary intelligence, can 
handle a good-sized boat successfully. 
A few years ago gasolene was the only fuel 
used in this type of engine. To-day they have 
been so perfected and deve^ped that some of 
the American-made motors will use without diffi- 
fulty, developing their full power, gasolene, kero¬ 
sene, alcohol and even some of the very crude 
oils particularly such as are found on the. Pacific 
coast to be bought at a price of five or six cents 
per gallon. 
In very recent years some considerable suc¬ 
cess has been obtained with producer gas in 
connection with the marine gas engine; in fact, 
some of the American-made motors will use this 
fuel with the same degree of satisfaction as 
with any of the other mentioned fuels. On the 
canals of Belgium there are a number of hulls 
in sizes up to 1,400 tons dead weight equipped 
with producer gas engines, operating with per¬ 
fect satisfaction. __ 
Work at Luder’s Yard. 
Port Chester is the scene of considerable ac¬ 
tivity at this time in the motor boat line. I he 
Luders Marine Construction Company of that 
place is rushing work on a number of boats 
for extreme early spring delivery. The 69-tooter 
Kathmar II. is now planked and having the 
joiner work installed. This craft is being built 
for Robert T. Fowler, of the New Rochelle Y. 
C. The boat is powered with a 6-cylinder 20th 
Century engine that will drive the boat about 
thirteen miles per hour, and the gasolene capa¬ 
city is sufficient for a continuous run of not 
less than 500 miles. . 
Ample accommodation is provided for tour 
or five persons in addition to a crew of two. 
The crew, engine and gasolene are entirely iso¬ 
lated from the owners’ quarters. All conveni¬ 
ences possible will be installed, such as bath tub, 
electric lights, call bells, etc. 
The 45-foot 21-mile shelter cabin boat recently 
designed and built for Schuyler Schieffelin, of 
New York, by this firm, powered with a 100 
horsepower Jencick motor, is being oveihauled 
and a few alterations made. 
Alterations have been completed on Augustus 
G. Chesebrough’s Wistaria, greatly increasing 
the comforts of the boat. 
Albert Chesebrough, of Northport, has just 
placed an order for a 32-foot 30-mile runabout 
to be equipped with a 100 horsepower Sterling 
motor. , 
The 106-footer building for John H. Flagler 
is now being pushed to secure an early comple- 
tion. This boat with a clipper bow and counter 
stern, with two funnels, schooner rigged, with 
a speed of sixteen miles, with a 300 horsepower 
Standard engine, will present quite a unique ap¬ 
pearance among gasolene craft. 
Two 36-foot raised deck cruisers are now near- 
the the finishing touches preparatory to launch¬ 
ing as soon as the river is clear of ice. 
Canoeing. 
A. C. A. Membership. 
NEW MEMBERS PROPOSED. 
Atlantic Division.—Douglass Cummings, 73 
South Clinton street, East Orange, N. J., by 
George P. Douglass; George G. Richards, 
Sixth and Chestnut streets, Philadelphia, Pa., 
by Frank T. Wilson; Daniel J. Finn, 2174 Am¬ 
sterdam avenue, New York City, Henry R. 
Berning, Jr., Marble Hill, Kingsbridge, New 
York City, Alexander Wright, Jr., 3404 Barker 
avenue Williamsbridge, New York City, and 
Peter H. Morgan, 1263 Washington avenue, 
New York City, all by Fred W. Baldwin; 
William A. Rogers, 1317 H street, Washington, 
D. C., by Henry D. James; Charles R. Swart, 
2026 Ruscomb street, Germantown, Philadel¬ 
phia, Pa., Albert E. Svenson, 2637 West Lehigh 
avenue, Philadelphia, Pa., Edward S. Duffey, 
4619 Germantown avenue, Philadelphia, Pa., 
Victor D. Abel, 608 North 13th street, Philadel¬ 
phia Pa., and H. Le Roy Walker, 1704 Tioga 
street, Philadelphia, Pa., all by E. R. Coleman. 
Central Division.—W. Edward Davis, 5^35 
Rippey street, Pittsburg, Pa., and F. H. La 
Baume, 922 Commerce street, Roanoke, Va., 
both by H. D. James. 
Western Division.—Bruce Rutherford, Peoria, 
Ill., Albert W. Mackley, 1920 Fourth avenue, 
Peoria, Ill., Clair Horstman, Peoria, Ill., all 
by Henry C. Morse. 
NEW MEMBERS ELECTED. 
Atlantic Division.—6131, John V. Phelan, Box 
402, New York City. 
Western Division.—6132, Newton M. Love, 
301 Ellis street, Peoria, Ill.; 6133. Hugh P. 
Miller 33Q South Adams street, Peoria, Ill.; 
6134, Homer H. Dewey, 143 North Elmwood, 
Peoria, Ill.; 6135. Joseph L. Furst, 513 Sixth 
avenue, Peoria, Ill. 
