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March, 1910 TAE MARINE. REVIEW 95 machinery and fuel being much smaller, more cargo can be carried on the same dimensions, or the Same cargo on smaller dimensions, or on less draught of water, as may be preferred. 2, First cost'. is: about 20° per cent less in cost of machinery, and should fall still lower with the de- velopment of large marine gas en- gines. 3. The crew may be smaller, as no firemen are required. 4. From our experience, with one boat in service about four years and another about two years, the cost of fuel is less, as no fuel is used when engines are not run- ning, and the engines are more economical as to the quantity used than steam engines using oil for fuel in steam boilers. 5. The repairs required are quite insignificant, compared to those of a steam plant, and most of: 'them care "of such "a trivial nature that they can be done by the engineers in charge. 6. On our steam vessels we re- quire three days every two months for scaling boilers, which is not necessary on gas-power boats. Our gas boats usually pass their an- nual inspection in one hour. Two considerations have prevented these boats from being used, as yet, in seagoing service. It is difficult at the present time to find engineers of suf- ficient responsibility, familiar with large gas engines, to be trusted with the en- gine room management on sea voyages. It is easy to find men to operate gaso- line engines and it is possible to find a few on the Pacific coast who are trust- worthy and responsible, but at present the supply of capable, seagoing engi- neers, familiar with gas power, is lim- ited and this fact, it is authoritatively stated, is responsible for a large share Tue Gas-Power BarcE Contra Costa. of the hesitation on the part of the owners to place their big gas-driven vessels in the coasting trade. The opin- ion is also held by the best authorities that the reverse gears with which the larger gas-power boats are fitted are not a proper and fit device for sea- going ships. No matter how well these gears are made, or how carefully de- signed, they lack the absolute reliability of a solid coupling between the engine and propeller, and their action, being dependent upon friction, is not positive. To overcome the aversion which ma- rine engineers have for reverse gears transmitting large powers and still se- cure the higher economy of gas en- gines, with the: flexibility of steam en- gines, the gas-electric combination has been suggested. The main engines in this case are directly connected to electric generators and run always in the same direction at constant speed. The propellers are driven by electric mo- tors, which may be stopped, started, re- versed, accelerated or retarded in speed by well known controlling devices. Whatever system may be adopted, it is safe to conclude from the capable service rendered by the two boats de- scribed herein and from their phenom- enal freedom from repairs or break- downs, that the large gas-driven vessel will, within a comparatively short time, be extensively employed in sea-going service. LAUNCHING THE GAs-Power O1L BarcE BENICIA.