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310 voirs, is usually sufficient. This main compressor and is driven direct off the main en- gine in the ordinary manner. The dynamo for the ship's lighting, etc., is driven direct by a four-cycle Die- sel engine, this dynamo also provid- ing the electric power for one or two motors, the ballast pump, the oil pump for the main engine, and that for the boiler, all being electrically. operated. Two air reservoirs are provided, one of about 80 cu. ft. ca- pacity for a pressure of about 290 Ib. to 300 lb. per sq. in. and the other of about 200 cu. ft. capacity for a pressure of 100 lb. per sq. in. For the sake of economy, and to avoid running the donkey boiler more than necessary, the steering engine is oper- ated by compressed air when the ship is at sea, but is driven by steam 'when ncar land, whilst there is a larger oil pump, also steam driven, this only being occasionally required. Bea British Owned Diesel Engined Ship , Messrs. Furness, Withy & Co.'s new. Diesel-engined ship Eavestone has carried out her preliminary trials, and, judging from results attained, the builders and engineers, Messrs. 'Richardson, Westgarth & Co. Mid- -dlesborough, have turned out in her 'ia bie success. The Eavestone is: a ~-wessel of 3,600 tons dead weight car- inyame capacity, and is -2/6° ft. in 'length by 40° ft. 6 in. molded beam. 'She is the first really large British- .owhed Diesel ship to be built, and -accordingly a vessel to which the greatest interest is attached. engines take the form of a four- «cylinder two-stroke set made by the -well known Middlesborough firm un- der. license from: Messrs. 'Freres, of Ghent. The service speed 'of the engines is only 115 R. P. M., which allows of splendid propeller efficiency and at this speed over 850 B. HH. P. is 'developed:)"*fhis' Carels engine of the Eavestone is practically -a duplicate of the 850-H. P. Carels 'engine just completed by the Clyde 'Shipbuilding & Engineering Co., Port Glasgow, for the American Lakes -vessel Fordoriian, which they recently 'launched, and is an engine of simple -construction and not at all unlike -the usual steam reciprocating instal- 'lation. In 'the Carels Diesel engine 'there is the open crank pit, the box 'columns giving support to the cylin- ders, and the -open .crossheads work- 'ing the air scavenging pumps in 'similar fashion 'to the air pumps on -a steam -engine. "During the trials .of the 'Eavestone -the engines were is of the Reavell type,. Her Carels- THE MARINE REVIEW kept running at full load for over nine hours, during which time no trouble of any kind was experienced, the fuel used being heavy residue oil. No type of oil engine is command- ing more attention in Britain for big ship propulsion than the Carels; in- deed, at the present time the major- ity of motor ocean-going vessels un- der construction are to be so fitted. As compared with a sister ship driven by steam engines, the extra space avavilable for cargo on a 30 days' trip amounts to no less than 400 tons. lt 1s 'hoped that, in' due course, a special trip will be arranged when those interested in the advent of the first British-owned oil-engined ship will have an opportunity of inspect- ing in London the latest design of Diesel marine engine. The Eavestone took a cargo of coal from West Hartlepool, England, to Antwerp on her maiden trip. Dur- ing the run of 37% hours no trouble © developed; there were no stops and no Meat in "the engine room: Tlie Eavestone returned to West Hartle- pool light against heavy head winds and without a stop. The governor wae sect tor So RK. P:" M;, and when the propeller was thrown out of the water the maximum speed was 92 revolutions, coming back to 86 revo- lutions in less than five seconds. Carels-Diesel Ship for Great Lakes Considerable interest was evinced in the launch on July 3 from the yard of the Clyde Shipbuilding & Engineer- ing Co., Port Glasgow, of the motor- driven ship Fordonian, intended for passenger and cargo service on _ the Great Lakes of America. This packet- freight steamer, which is the first of her type to be constructed in the Green- ock district, is of the following di- mensions: Length, 250 ft.; breadth, 42 ft. 8 in.; depth molded, 16 ft. 10 in. to the main deck, and 26 ft. 6 in. to the awning deck. She is thus an ordinary type of vessel, but her engines are, however, very interesting, and on this particular point she is a vessel of no small importance. Unlike the twin- screw motor liner --Jutlandia, © built and engined by Messrs. Barclay, Curle & Co., Whiteinch, the Fordonian is a single screw ship, and is not fitted with four-cycle engines, as was the case with the Whiteinch vessel, but has an 800 B. H. P. four-cylinder Carels- Diesel two-cycle set. Each of the 8- cylinder twin Burmeister and Wain en- gines of the Jutlandia developed 1,270 H. P., or about 160 horsepower per cylinder. The Fordonian's engines, September, 1912 however, are designed. for 200 B. H. P. per cylinder, and will no doubt give more, and are, therefore, built up of the highest-powered units yet seen in the British marine heavy oil engine. In some quarters it was said that the en- gines of the Fordonian were being built by Messrs. Carels Freres at Ghent. This is not the case, and all the credit goes to the Port Glasgow firm as with the exception of the cylinders, which were cast and bored at Messrs, Carels' works, the machinery was turned out complete by the Clyde company. The Fordonian has been built under Lloyd's survey. A noticeable feature of the design of oil motor-driven vessels is that the machinery space is only about one-third of that which is neces- sary for steam engines, and the absence of boilers and boiler casings leaves a large amount of hold space for the cargo, and for more deck space for the use of passengers than would be pos- sible with steam engines. A motor ship has also considerable advantages over the equivalent steamship; there is more economy in fuel in the former type of vessel, while she requires no stokers or coaling, and there are no stand-by .losses when not under way, and no discharge of ashes, and an im- portant matter for passengers and cargo is the absence of heat.- A most im- portant fact is that the Fordonian will have a radius of navigation on the same bunker capacity of at least four times that of steam and she will be able to effect an immediate starting against a 24 to 30 hours' delay in get- ting up steam. Large Carels Marine Diesel Engine Editor Marine ReEvieEw:--On_ Satur- day, July 29, the writer visited the works of the Reiherstieg Schiffswerfte und Maschinenfabrik, Hamburg. I saw the six-cylinder [1,800 H. P. Car- els marine setting on frame work and not at all bolted. This engine had been idle for several days when the writer witnessed their opening the valves, preparing the lubricating and circulating systems, and by a small turn' of the hand on the operating lever, this massive engine started and went to its full speed in less than 5 seconds. The operator, still standing in the same position, reversed the engine from full speed ahead to full speed astern in 9 seconds, he, then, by still handling the same lever maneuvered the engine for a wide range of speeds with great ease. The engine is self-contained, the in- jection air compressor is connected to the fore-end of the engine, where the scavenging air cylinders, the cir-