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March, 1912 14, underwent her trials. This vessel has been built by Messrs. Barclay, Curle & Co. Ltd. on the Clyde, ana this firm are at present completing a sister ship, the Jutlandia. The Se- landia is fitted with two 2,500 h. p. Burmeister & Wain Diesel engines, driving twin screws, and the propelling machinery is now officially reported to have worked to the entire satisfac- tion of all concerned. She did 13 knots through the thin ice on the Baltic, and was in every way' found to be a fine, seaworthy vessel. Representatives of the shipping world from many countries in Europe, including England, were aboard. All agreed that the ship will effect a complete revolution in navigation. One of the most remarkable things to be noticed is that the Selandia created no vibration whatsoever, her running be- ing very steady throughout, although she had to force herself part of the way through loose ice. Licensed to Build Engines Many British ship building and en- gineering firms have taken out licenses for the manufacture of one or other of the continental Diesel engines. The Clyde Ship Building & Engineering Co. have gone for the Carel engine, and are building at present a vessel for the great lakes of America, to be fitted) with a Carel engine of 1,000 hi p. Messrs J. I. Thornycroft, South- ampton and London, and Messrs Rich- ardson, Westgarth & Co., Middles- 'borough, are also building under li- cense. from Carels Freres, Ghent. The set of engines which the latter firm is at present building at Middles- brough are of 1,000 h. p. and of the Carels-Westgarth two-stroke Diesel miarine type. The engines will be fitted into a 3,150-ton cargo boat, under construction by Sir Raylton Dixon & Co., to the order of Messrs. Furness, Withy & Co. She is ex- pected to be ready for sea this spring, and is intended for the Atlantic trade. Messrs. J. S. White & Co., Ltd., of Cowes, have taken a license from the M. AUN. Go. of Nuremberg, Ger: many, and have no fewer than five small engines of this type building. A firm, however, which has not taken up the manufacture of foreign engines, and one which is prominent in the oil engine world, is Messrs. William Beardmore & Co., of Dal- muir, Scotland. Messrs. Beardmore were amongst the pioneers of the ma- rine producer gas installation, and they deserve success, for no firm has spent more money on experimenting with internal combustion engines. Since the Beardmore semi-Diesel en- gine was put on the market some THE MARINE REVIEW two years ago, it has been fitted to different types of commercial vessels around the coast with marked suc- cess, with the result that there are nearing completion at present in the works at Dalmuir about 20 crude oil engines of this class for coasting craft and as auxiliary power to trading sailing vessels. In the matter of Diesel engines proper, Messrs Beard- more have just secured an order which cannot but have great bearing on the coaster of the future. The contract is for two engines of 160 b. h. p. to be installed in two coasting vessels of 350 tons d. w. carrying capacity, about to be laid down for the Glasgow Motor Coasting Co. Messrs. Scott & Co., of Greenock, are also building a British submarine which will be fitted with Italian Diesel engines. A 14,000 ton Vessel with Deisel The German-American Petroleum Co. have building to their order at Messrs. Krupp's Germaniawer{ft, Kiel, a vessel which, when completed, will be the larg- est bulk-oil carrying ship in existence. The leading dimensions of this vessel, as given in the Ship Builder, are:-- Length B.. P.; 525 ft.; breadth molded, 06 ity<34in.; depth molded, 41> ft. 3.11, and she will have a deadweight-carrying capacity of about 14,000 tons. The ship is being built to the highest class of Lloyd's Register on the Isherwood sys- tem, and is of the shelter-deck 'type, having three decks running from stem to stern, as will be seen from the gen- eral arrangement reproduced herewith. As the shelter "tween decks are not included in the tonnage measurement, the vessel will. have a very favorable net tonnage in relation to the dead- weight capacity. The oil tanks occupy about two-° thirds the length of the ship, and are divided by transverse bulkheads into 11 spaces, which in turn are di- vided by a longitudinal oil-tight bulk- head into 22 tanks. The oil tanks ex- tend right across the ship up to the main deck. Between the main and up- per decks is a continuous expansion trunk of the usual type, to limit the free surface of the oil. Alongside the expansion trunk are arranged so-called summer tanks, which provide extra cap- acity when lighter oils are earried or when the vessel is loaded to her deepest marks. Considerations of trim will not permit the filling of the two foremost tanks with oil of the same density as in the remaining compartments, but these forward tanks can be used for lighter oils or for liquid fuel bunkers. A third cofferdam is, therefore, placed between tanks Nos. 2 and 3 to separate the two kinds of oil, in addition to the usual 85 cofferdams at the forward and after ends of the tanks. The pump room is situated between tanks Nos. 5 and 6. The pumps have cylinders, 15 in. and 12% in. diameter, respectively, with a stroke of 18% in., and are arranged to discharge from any tank overboard or to any other tank, and also to fill the tanks from the shore. A steam - driven' ventilating fan will be connected to the suctions, so. that dangerous vapors can. be drawn away from the bottom of the tanks and fresh air afterwards blown in. Vapor-discharge pipes are also led from all the tanks to a _ considerable height up the masts. The most inter- esting feature of the vessel, however, is that she will be propelled by two single- acting two-cycle Diesel engines of the Germaniawerft's own design. These en- gines will develop about 3,500 b. h. p. at 125 r. p. m., and will give the ship a sea speed of about 10 knots per hour. A small dinkey boiler is provided for supplying steam to the auxiliary ma- chinery, some of which can be alter- nated by compressed air. Ship Painting Ship painting is discussed in a paper by Naval Constructor Henry Williams in the proceedings of- the United States Naval Institute. He _ believes that a considerable part of the an- nual expenditure of $1,000,000 for painting our naval vessels could be saved by using less expensive ma- terials, because most of the paint on > ships is painted over before it has perished. Ample proof of this is the thickness of the paint on various parts of old ships and the scaling of old paint that goes on continually on men-of-war. Granting, for the sake of argument, that the new paint materi- als, such as turpentine substitutes. iinseed oil substitutes, the inert fillers. etc., have not the durability of the materials heretofore used, it would even then be reasonable to use them. When a house on shore is painted, the owner expects the paint to last at least two years and would not con- sider cheaper materials if he felt that it would shorten the life of the paint -- appreciably. The labor cost of paint- ing is too high. He does not expect to repaint until the -paint film has disin- tegrated and the wood or metal begins to show through. Ships are repainted, however, for other reasons, and it is rare that any part of the ship that is visible goes more than. one year without repainting, most of it being painted three or four times a year. The steamer Old Colony of the. Maine Steamship Co.'s fleet has gone to the yard of the W. & A. Fletcher Co.,... Hoboken, N....J.,-, 40r.., copes,