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September, 1912 culating water. pumps, the _ bilge pumps and an air cylinder, which will develop air for maneuvering the ship, are. all connected to back of the. én- gine frame and operate by levers from the connecting rods. This makes -a compact arrangement and works very successfully. This simplicity of the water pumps and air pumps I con- sider a great attainment in the appli- cation of the Diesel engine' to marine service. The temperature created by the operation of the engines is* hardly perceptible on the outside of the en- gine, as they circulate the necessary volume of water to keep all parts, including valve cages, perfectly cool. They have a mechanism of pumps at- tached to each piston which circu- lates through the inside of the piston to kéep it cool. This is' a piston pump positive in its action and hav- ing no flexible joints or parts liable to get out of working order. The' lubricating of "the engine very positive and successful. - The reversing of the engine is sim- ple and all on the outside is subject to a minute imspection at any time when the engine is in operation. When in operation, this 1,800 H. P. engine creates so little noise in the engine room that it can be considered almost silent, as the operators can talk to each other in a normal tone without any difficulty. The writer was surprised at the lack of vibration in this engine when operating under various loads and reversing; as stated above, the en- gine was not anchored to the foun- dation or solid matter that would tend to eliminate the vibration, but its bed-plate was simply resting on I-beams, lying on the shop _ floor. The design of the engine is exactly that of a standard marine steam en- gine with large cast iron columns is resting on a heavy base, the shaft and main bearings, the connecting rods with both crank and piston bear- ings are exactly marine practice. "In fact in the same shop there was be- ing assembled a large quadruple ex- parision steam engine, which to the layman would appear to be the same in every respect as the large Diesel engine with the exception of the working of the valves and rods. - The object of the builders' appears to have been to build a marine Diesel engine as near like a marine steam engine as possible, and they have cer- tainly succeeded well. This two-cycle marine type Carels engine is far superior to the four- "cycle type marine engine, especially in the feature that it is an open frame, simple in design as compared THE MARINE REVIEW with the other being a closed case with many complications in the work- ing parts subject to getting out of working order. This engine is seriously worth all consideration by all builders of ships at this time. The engine has been developed in a range of sizes and can be made in 4,6 and 8 cylinders as desired. W. R. Haynie. Steamer Thompson Leaves for Coast The steamer Robert M. Thompson, the first of three ships building by the Great Lakes Engineering Works, of Detroit, Mich., from designs by and under the supervision of Theodore E. Ferris, naval architect and engineer, of New York, for the American Trans- portation. Co., J... W. Elwell & Co.,, agents, left for the coast. during' the past month after completing a series Ofc trials . omveiLake % Stu). Clair. 20 the satisfaction of both builders and owners. Her sister ships, the A., A. Raven and Ruby, will follow in a month or six weeks. The vessels are the most modern of freight carriers, having a double bottom, 'tween decks, cargo ports with excellent cargo hand- ling facilities. Their dimensions are 261 ft. over all; 241 ft. keel; 43 ft. 6 in. beam, and 29 ft. deep, having car- tying capacity for 4,000 tons on deep sea draught. The engines are triple- 'expansion 21%, 35%, 58 in. cylinder diameters by 42 in. stroke, supplied with, steam from two Scotch boilers 14 ft. 2 in. diameter and 12 ft. long, fitted with forced draught. The Thompson was given quite an ovation as she proceeded to the coast and she was royally received upon her arrival at' New "ork. The South Brooklyn piers were decorated in her honor and a banquet' was' given aboard her, which was presided over by D. H. E. Jones, who was directly responsible for the organization of the new company. - 'Mr. Jones: related that he had always been keen to own | an American- built vessel to engage ia It is the intention to. .~ operate the new fleet under the Amer-. foreign. trade. ican flag to Mediterranean ports. J. W. Elwell & Co. have long operated vessels in the foreign trade under for- eign flags. However, the Thompson is the first to fly the Stars and Stripes. said Mr. Jones, "that steamers flying the American flag can compete with foreign carriers to foreign ports at a profit. tinue for some time. scarcity of tonnage, both here and abroad, and English as well as Ger- I expect this condition to con- | There is a gréat Sit man shipyards are crowded with ord- ers. The coming year will witness an immense increase in America's little merchant marine. "When the Robt. Thompson sails in September for the Mediterranean, she will be the first American ship to enter that trade route for 35 years, when foreign competition drove us away. The ships we have operated since, have been French vessels with French officers and crew. Those we have built on the Great Lakes will fly the Stars and Stripes and will be commanded by American captains and manned by an American crew." Another Unloading Record Unloading records are following fast upon each .other at Conneaut. One is no sooner established than it gives place to another. The records made on the Palmer and Morgan as chronicled in the August issue of THE MarINE Review, were broken by the steamer P. A. B. Widener on Aug. 8, when 10,636 gross tons of Pioneer ore were discharged in two hours and 50 minutes. It is significant also that the entire cargo of the Widener was loaded into cars. It can be ap- preciated from this that very efficient car service is necessary to prevent delays at the unloaders when the ore is being lifted from the hold of a vessel at such a rate. The Widener began unloading at 2:20 P. M. and finished at 5:10, P. M., the elapsed time being 2 hours and 50 minutes. The details of the unloading follow: ee Tons per : hour. For nine machines (gross ves. time). (3,754 For nine machines (gross mach. time) 3,847 For nine machines (net. mach. time) . 4,937 5,229 tons were unloaded by four Hulett steam machines. For one machine, gross time........ 482 For four machines, gross: time....... 1,927 For one machine, net time........ ee 508 For four machines, net time......... 2,034 3,538 tons were unloaded by four Brown electric machines. : For one. machine, gross time......... 315 For four machines, gross time..... woe 1,260 For one machine, net. time....... ce 336 ebor four' machines, net times. .7.0... 1,344: ~~ 1,869 tons were unloaded by Hulett ~ o electric machines, as follows :-- OSGTOSS HIME. ha Cua ie et cae 660 CoNety timer ee eee Ase aia een es 660 § e . ° ° Lake Ship Building Capt. John Mitchell has placed an order with the American Ship Build- ing Co. 'for a bulk» freighter to re- place the James Gayley which . was sunk in collision, with the steamer "The freight market is 'so good," Rensselaer 43 . miles east of Manitou Island, Lake Superior, during a dense fog on Aug. 7.° The Gayley was struck immediately "abaft -- the forward deck house and sank in fifteen min- "utes in 600 ft. of water. The new steamer eee will be somewhat larger than the Gayley, being 4