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28 criticisms of the last speaker with a good deal of interest, as the problem has presented itself to us in a similar form. The carrying of gasoline in- side of any vessel is. undoubtedly at- tended with great danger. The carry- ing of gasoline in launches and on deck is permitted by the insurance companies, without any increased premium rate, and that is evidence of the fact they do not consider it dan- gerous. The method prescribed in carrying gasoline at sea is that it shall be carried on deck in steel drums, and the boat may carry in their own bunk- ers what.is necessary for running, but the minute gasoline is put below decks, the insurance is at once viti- ated. That reduces the probability of 'damage, and avoids an increase of danger, in case of fire occurring on the vessel. Of course, gasoline in a steel drum will explode just as any other liquid in a steel drum will explode, provided you heat it hot enough, and these drums have been so arranged that in case of some accident they, can be immediately rolled overboard, and the boats -containing the: gasoline can be put overboard and put out of danger of making trouble. What the writer of the paper has said about the gasoline engine I think needs some further enthusiastic comment. The gasoline engine is one of the hardiest pieces of machinery I have ever had anything to do with. In the first place, it is a single acting engine, the wearing of the main jour- nals can go on to an extent where there is fully a quarter of an inch play, without the engine being put out of service. There are only two delicate features, the carburation and the igni- tion, and these features in the hands of a man familiar with them are very easily taken care of and troubles recti- fied. The great objection we find in the use on yachts of gasoline launches is the fact that no one on board seems to know how to manage them, and we have to carny an extra man to take care of these two features, and that is a thing, I think, which is sim- ply a matter of education and the time will come when the engineer will feel that sort of thing is of sufficient in- terest to him to understand it. I think that will be one of the greatest diffi- culties which any government ship or merchant ship would have in the use of such launches. W. F. Palmer: It so happens that I have a fleet of vessels, using 15 of those naphtha boats. I designed them all. They are 28-ft. boats, and have engines of various makes up to 10 or 12 horsepower. I at first thought THe Marine Review these boats were very dangerous and refused to have naphtha carried either in the tanks or drums, but in a period of seven years we lrave never had a single accident. We have carried naph- tha in cargoes and brought in as much as 4,000 tons, 19,000 barrels, and I think the foreign governments which supervised the handling of naphtha, have an idea more than any one else that the naphtha is dangerous. We ' have found from first to last not a single trouble from one of the boats or engines, except this--that the mate goes ashore and the boat always gets out of kilter, so he cannot return, but the next morning the boat runs beau- tifully. We carry these supplies of naphtha and drums on deck, and make the tanks to carry about 54 gallons, and we buy the gasoline in 51 gallon barrels, at the barrel prices, and we get the gasoline at the cheapest pos- sible cost. I think so far as these big coast- wise vessels are concerned, the next ten years will show, not only every vessel with one good big naphtha launch, but with a second one also. We had one experience of taking a crew off a stranded vessel, when small streamers could barely live in the sea, and these boats rode the waves beautifully. That is our experience as to naphtha boats. R. H. Watt: As some doubt seems to have arisen with regard to the use of gasoline engines, as to the re- liability of gasoline engines, I will say that within a week I rode from Norfolk to the Jamestown exposition with Mr. Adams in his automobile at speed from 30 to 38 miles an hour, and there is absolutely no question as to his belief in the reliability of gasoline en- gines. As to the matter of speed, I would prefer to drive with Mr. Adams at a speed of 38 miles an hour than with an amateur at speeds of eight or ten miles an hour. cee The president: The thanks of: the society are due to Mr. Adams for this paper, and I hereby tender them to him. : The chair will remark in connection with what Mr. DeBosque said regard- ing the reading of the papers all at one time "and discussing them en bloc, that involves editorial difficulties which are insuperable. It is to be 'regretted that neither the author of the paper, non the naval officers who have com- mented on this paper, have given us any information as to the probable ad- dition to the fighting efficiency which cn eh by the use of gaso- ae whether the use of ee : es coe one : o the unquestion- able enormous risk in time of action of carrying gasoline in the battleships or gasoline vessels. COMMUNICATED DISCUSSION. Com. Wm. P. White, United States navy: The motor boat seems admir- ably adapfed to fill our need for a speedier and more seaworthy craft for picket duty than our present steam launch; but we should not take the risks involved in stowing and _ han- dling so dangerous and inflammable material as gasoline on shipboard, but use at once denatured alcohol even in engines designed for gasoline, notwith- standing the loss of efficiency. Recent experiment with carbide in connec- tion, with alcohol vapor has demon- strated that the motor is as reliable as when using gasoline, and a lower grade and less expensive spirit may be used. For starting motors, compressed air is used in the latest models of motor cars, and may be used in motor boats. Compressed air will be needed for the whistle. It is not des'rable to install motors in cutters, whaleboats, and smaller craft. When these boats are used, their crews should receive the benefits of the physical exercise and practice in handling oars. The one exception is the captain's gig, which, having to be used for visits of ceremony, is apt to be needed during drill periods when it is not convenient to spare the crew. In the design of the boats certain changes are desirable in the accepted arrangement for standard steam boats. (a) The steering station should be abaft . the engine compartment; the coxswain so placed to see all around the horizon, at all times his head above the canopies. He will be better protected in rough weather than with the wheel forward, where now he is frequently drenched, and where a can- opy effectually shuts off all view abaft the beam. (b) The tiller and wheel ropes should be above the deck, for the bet- ten support of the rudder, that the wheel ropes may be always under ob- servation, and that the stern compart- ment of the boat be made water tight. (c) The ladder, if one be needed, should be in the after end of the stern sheets; ingress and egress be made from the after end of the boat, as this may the easier be held alongside a gangway or float-in rough weather. The canopy for the stern sheets should 'always be open aft. (d) Washboards about all openings should be amply high to keep out the wash in rough weather. (e) Fuel tanks should. be two in