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348 use power, not even to propel his boat to or from the grounds, the tonger, who works in 18 ft. of water or less, has found the gasoline motor to be a great s THE Marine REVIEW She was 91.6 ft. over all, 21.6-ft. beam and 5.6-ft. depth, driven by a 60-h. p. White & Middleton engine. About the same time, at Crisfield, AUXILIARY "BUGEYE"' EMMa. boon. Not only does the power aid the tonger in reaching the "rocks" and putting him and his "jag" of oysters along side of the buy boat, but it saves him hours of valuable time, en- abling him to reach the "rocks" earlier and remain longer, thus materially in- creasing his chances for a good catch. The followers of the water on the Chesapeake have but little idle time. The oyster season lasts from Sept. 15 to April 30. Then follows the fish and crabs that fill in the summer until about the first of August. The first motor propelled work boat was a little buckeye' named the No Name, owned by Henry Wickert, of Bodkin Creek, Md., who, in 1894, in- stalled a four-h. p. White & Middleton motor. He was the pioneer in the em- ployment of the internal combustion en- gine in commerce on the Chesapeake and he used her to run produce from his farm to Baltimore, making his trips with such regularity that his example was speedily followed. The No Name was but 35 ft. over all, but the second vessel to enter the bus- iness created considerable talk, for she was not only the first motor barge to be built on the Chesapeake, but she was the largest that had ever been built. any- where and was powered with the largest and most powerful marine motor to that time. This barge was the Elizabeth, built by C. Durm & Son, at Baltimore, for Robert Turner, of Betterton, Md. there was being fitted out a big side- wheel gasoline craft, the Bertie E. Tull, Ptah net September, 1910 motors of the stationary type, she was a commercial failure and for a number of years she was laid up. About four years ago, she changed owners, was equipped with a 60-h. p. Globe motor driving a propeller, and she is now suc- cessful, running a route between Balti- more and the Sassafras river. One of the best examples of a gen- eral passenger and freight boat is the Princess, 113 tons, which was built at Cambridge in 1907 and which plies along the western shore of Maryland. She is owned by Capt. John Reed, who has a fleet of several motor craft, and she is a familiar sight on the Patapsco. She is 110 ft. over all, 23.3-ft. beam and 6.7- ft. depth, driven by a 125-h. p. Harris motor. A type that has. many counterparts is the Leader, a sturdy representative of the '"down-the-bay" shipyard, having been built at Madison, Md., in 1904. She is of 39-ton register, 70 ft. over all, 18.6-ft. beam and 3.4-ft. depth, driv- en by a 35-h. p. Globe motor. The Lauretta Curran, 23 tons, is also a product of Madison and a feature about her is the sail she carries. This canvas is not calculated to be used save when the wind is following, but then, in a good breeze, it helps wonderfully. Besides the mast is useful as a derrick for loading and discharging. The Cur- ran is 60 ft. over all, 18.3-ft. beam and PRINCESS. 163 tons, which is still in commission and which is the largest of the liquid fuel boats on the bay. The Tull is 125.4 ft. over all, 30-ft. beam over guards, and 6.1-ft. depth. As a side- wheeler, operated with a pair of 60-h. p. 3.8-ft. depth, driven by a 30-h. p. Globe motor. Another motor barge that carries a sail is the Nettie A. Ruark, which hails from Crisfield and which was built at Fishing Creek, Md., in 1906. She is