Dec. 3, 1910.J 
FOREST AND STREAM. 
905 
always more or less bilge water in the bottom, 
unless watertight bulkheads are fitted there is a 
film of gasolene floating on the bilge the en¬ 
tire length of the boat, and this, if ignited, will 
spread fire all over instantly. 
Some years ago a firm constructed launches 
having the tank in the bow with a watertight 
bulkhead back of it; holes were bored in the 
planking on each side of the tank just below 
the waterline, allowing free circulation of water 
around the tank, the feed pipes came out of 
the bottom and ran. along the keel to the en¬ 
gine, which was at the aft end. Forward of the 
engine was a watertight bulkhead extending 
above the waterline, and the entire engine com¬ 
partment was lined with brass. If there was a 
cabin on the launch it ended forward of the en¬ 
gine, which was left in the open, so that no 
vapor got inside of the boat at all. This was 
the safest possible construction. 
The tank and the engine should both be in 
watertight compartments, even though the bulk¬ 
heads, at each end of the engine, only come up 
to the floor boards—and the feed pipe should 
be run outside the hull. This will prevent leak¬ 
ing gasolene and oils from flowing the entire 
length of the boat. All cabin boats should have 
ventilators to carry off the vapor. Many motor 
boats are owned by business men who use them 
only on. week ends, so they remain locked up 
tight from Sunday or Monday until the follow¬ 
ing Saturday. If any gasolene is escaping the 
entire cabin becomes filled with a highly ex¬ 
plosive vapor which may blow the boat to 
pieces. Many persons have been killed from 
this cause, to say nothing of the loss of the 
boats. Fires are frequently caused by gasolene 
cook stoves. Only such stoves as have been 
approved by the Board of Fire Underwriters 
should be installed, and the woodwork around 
should be protected and no curtains should be 
hung near them. The main tank on the boat 
and the tank from the stove should be filled by 
daylight only and away from a flame of any 
kind. 
The problem of extinguishing fires on motor 
boats is a difficult one, as entire dependence has 
to be placed on extinguishers. If the draperies 
or woodwork catch fire, the average approved 
extinguisher can handle it. but of the gasolene 
on the bilge water is ignited, and there are no 
bulkheads, the entire boat will instantly be in 
flames, and if there is any quantity of gasolene 
it is doubtful if any motor boat carries sufficient 
equipment to extinguish it. This year Con¬ 
gress passed a bill in relation to motor boats— 
one of the provisions being that every motor 
boat should “carry ready for immediate use the 
means of promptly and effectually extinguishing 
burning gasolene.” The act does not specify 
what will do this, but on June 9, 1910, the De¬ 
partment of Commerce and Labor issued a cir¬ 
cular in reference to the act addressed to “Col¬ 
lectors of Customs and Others Concerned,” and 
signed by Benj. S. Cable, Acting Secretary, 
which contains the following paragraph: 
“No specific means of promptly and effect¬ 
ually extinguishing burning gasolene floating 
on bilge water. The motor-boat departments of 
several insurance companies held a test at the 
Buffalo Y. C., Buffalo, N. Y., on Sept. 1, to 
determine the efficiency of the different makes 
of extinguishers. A flat-bottomed punt 16 feet 
long by 4 feet wide was procured, side boards 
were nailed on and a floor was put in 6 inches 
above the bottom in which a hole 2 feet square was 
cut to represent the opening around the engine. 
The punt was hauled out on shore; for each 
test 2 inches of water was put in the bottom 
and a gallon of gasolene p'oured on it and 
ignited. Fourteen trials were held, the ex¬ 
tinguishers being operated by a fireman detailed 
by the fire department, and in every instance 
when the extinguisher was exhausted the gaso¬ 
lene was still blazing. Later three extinguishers 
used simultaneously failed to extinguish it. In 
a fire of this kind it is the area and not the 
amount of gasolene that is the determining 
factor. All this test has demonstrated is that 
64 square feet of burning gasolene is too large 
an area for an extinguisher to handle. 
According to the latest report of the Com¬ 
mission of Navigation, there are over 100,000 
motor boats in the United States, so that the 
successful manufacturer will no doubt be amply 
repaid. 
BOATS WITHOUT POWER. 
The hazard due to means of heating and light¬ 
ing require the same attention on this class as 
on other classes of boats, but the two princi¬ 
pal dangers are fires originating in the cargo 
and exposure fires. When there is a donkey 
boiler, steam fire pumps should be fitted, and a 
hand-pump connected to hose on each end of 
the boat should always be installed. There 
should be a liberal supply of buckets with draw 
lines attached, so that they can be dropped over¬ 
board and refilled. Boats of this class are used 
largely as lighters or transfers; they are 
moored alongside docks, warehouses or large 
steamers being loaded or unloaded, and often 
so surrounded by similar craft that they can¬ 
not be moved until the others have first been 
taken out of the way. They are exposed to 
any fire that may start around them, and are 
helpless. 
Yachting in the Pacific. 
San Francisco, Cal., Nov. 18 .—Editor Forest 
and Stream: The yachting season on San Fran¬ 
cisco Bay is now at an end for the present year 
and a number of small events have been can¬ 
celed, owing to the unfavorable weather that 
has prevailed for the past three weeks. None 
of these events were official ones, but short 
cruises that owners hid planned to take kfter 
the regular club season was at an end. Prac¬ 
tically all of the clubs have held their closing 
exercises for the season, and many have already 
moored their boats in winter quarters, although 
a few will be kept in commission during the 
winter months. The past season has been a 
very successful one, and the membership of the 
various clubs has been greatly increased. An¬ 
other thriving club has been added to the list, 
and the prospects are that the season of 1911 
will be an extremely lively one. In order to 
keep up interest in the club organizations winter 
meetings are being held by most of the clubs, 
some of them meeting once a month to enjoy 
the entertainments that are prepared. Plans 
are now being drawn for a number of fine club 
houses, and as soon as the rainy season is at 
an end, work will be rushed on these new struc¬ 
tures. No less than three will be erected in the 
vicinity of San Francisco before the opening 
of the new season, if present plans are followed 
out. When the programs for next season are 
announced, it will be found that a number of 
changes have been made in the dates of some 
of the prominent races of the season. Races 
that require considerable wind to make them 
successfnl, such as the Farallone race, will be 
held early in the season, when there is less of 
a chance of there being a calm. The season 
may also open earlier in order to accommodate 
all of the events that are now on the list and 
allow time for the regular cruises that are such 
a feature with bay yachtsmen. Already the 
local enthusiasts are planning on some great 
events for 1915, when it is hoped that the 
Panama-Pacific International Exposition will be 
held here. While plans are not yet complete, 
it is the intention to hold an international re¬ 
gatta with races for valuable trophies. 
A. P. B. 
Foreign Notes. 
The steam yacht Niagara, owned by Howard 
Gould, which has been lying at the Southampton 
floating docks, is to be overhauled. The work 
to be done includes re-covering the whole of 
the shade deck and deck house deck in new 
canvas, reconstructing the forecastle mess room 
and store rooms. Work has been commenced 
on the Valhalla, owned by W. Gould Brokaw, 
it is said, which at present lies in the stream 
at Cowes. A large flying bridge and two deck 
houses are to be built, and the yacht is to be 
equipped with a wireless plant. H. G. Squires’ 
yacht Invincible, which is at Cowes, is having 
some work done, but is not fitting out yet. 
ARTHUR BINNEY 
(Formerly Stewart k. Binhey) 
Naval Architect and Yacht Broker 
Hum Building, Kllbv Street. BOSTON. MASS. 
Cable Address, * Desifier,” Boetoa 
COX (8JL STEVENS 
Yacht Brokers and Naval Architects 
IS William Street, - New York 
Telephones 1375 and 1376 Broad 
G1ELOW <& ORR 
Naval Architects, Engineers and Yacht Brokers 
Plans, Specifications and Estimates furnished for Constructioa 
Aiteration and Repairs. Large list of Yachts for Sale. 
Charter or Exchange: also Commercial Vessels. 
52 BROADWAY Telephone 4673 Broad NEW YORK 
Canoe Handling and Sailing. 
The Canoe: History, Uses, Limitations and Varieties, 
Practical Management and Care, and Relative Facts. 
By C. Bowyer \ aux (“Dot”). Illustrated. Cloth, 163 
pages. Price, $1.00. New and revised edition, with 
additional matter. 
A complete manual for the management of the canoe. 
Everything is made intelligible to the veriest novice, and 
Mr. Vaux proves himself one of those successful in¬ 
structors who communicate their own enthusiasm to 
their pupils. 
FOREST AND STREAM PUBLISHING CO. 
My Friend The Partridge. 
S. T. Hammond. A delightful reminder of crisp 
autumnal days in the covers. It tells of sport with the 
noblest of game birds, the habits and habitat of the 
ruffed grouse, with just the right touch of reminiscence 
and personal experience. Cloth. Illustrated, 150 pages. 
Postpaid, $1.00. 
FOREST AND STREAM PUBLISHING CO. 
CORRESPONDENCE. 
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the subjects to which its pages are devoted. Anonymous 
communications will not be regarded. The editors are 
not responsible for the views of correspondents. 
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