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138 is tastefully decorated in enamelled white. The ladies' deck cabin is im- mediately above and is generally fitted and furnished in a similar manner. The accommodation for the third- class passengers and cattle dealers is fitted up aft on the lower, main and poop decks, and consists of large open cabins for the third-class and separate rooms for the dealers. <A _ third-class smoking room is provided in the deck house on the poop deck. The sleep- ing cabins are fitted up with portable berths, wash basins and all the usual fittings. Special attention has been paid to the ventilation and heating arrange- thents throughout the ship. The pas- senger accommodation is provided with a system of trunks and louvres connected to thermo tanks which reg- ulate the temperature as required and are capable of completely changing the air in the passenger compart- ments, either by supply or exhaust at the rate of six times an hour. Elec- trically-driven fans are fitted in the trunks leading to all the cattle spaces. The vessel is lighted throughout by electricity. The Parsons turbine machinery con- sists of one high-pressure turbine on the center shaft and one low-pressure turbine on each of the wing shafts. The power developed is sufficient to give the vessel a speed of 21 knots. For maneuvering purposes the tur- bines are so arranged that the center turbine may be used for going ahead while the wing turbins are being oper- ated. The center propeller is right handed and the. wing propellers out- ward turning. The astern turbines are of sufficient power to bring the vessel from full speed ahead to dead stop in three times her own length. All the turbines are easily and quickly accessible for overhauling. The steam generating plant consists of five Babcock & Wilcox marine-type water-tube boilers of which any four have sufficient capacity to supply steam for the requisite speed under service conditions. The Greenore is the first vessel in the Irish channel _ to be equipped with water-tube boilers though several of the English channel steamers have boilers of the Babcock & Wilcox type. For the facts incor- porated in this article we are indebted to the Shp Builder, Newcastle-on- 'Tyne. The Newport News Ship Building & Dry Dock Co. has been awarded the contract for building the battle- ship Pennsylvania on its bid of $7,- 260,000, exclusive of armor and arma- nent. The machinery will be of the Carter turbine type with gearing. THE MARINE REVIEW Some Diesel Engine Data Some interesting figures are now ob- tainable in relation to the working of the oil tanker which was built by the New London Ship & Engine Co., New London, Conn., for the Standard Oil Co., equipped with Diesel engines, re- garding the completion of the tenth voyage from New York to East Provi- dence. The following figures are fur- nished by the builders: Fuel: In tanks on arrival at the Em- pire yard, Nov. 22, 1912, 990 gallons; total consumption, 392 gallons; in tanks on arrival at Providence, Nov. 23, 598 gallons. Time: Total time on ~ voyage, 25 hours 45 minutes; total running time, 25 hours 30: minutes; no stoppages at sea. Revolutions: Average per minute, 320; total number of revolutions, 484,- 000. Distance: Total distance run by ship, 168 khots. Speed: Average. speed per hour by ship, 6.7 knots. Horsepower: Estimated . b. - h. <p. main engine, 300. Consumption: Total consumption, main engine, 392 gallons; average consump- tion per >. hp... hour 4 Ib-<-no 'con- sumption in port. Pressures: Air injection storage bot- tle 1,000 lb.; first' stage compressor, 100 Ib.; scavenge pump, 8.5 lb.; forced lubrication, ~25 1b, Temperature: Circulating &3; lubricating oil, 66. discharge, Auxiliary. set: -Running for charging air flasks, six hours, pressure in air flasks before charging, none; pressure in air flasks after charging, 900 Ib. Draught: Leaving. 'port. 12: ft 'for- ward, 14 ft. aft; arriving at unloading port, same draught. Stores used: Engine oil,. 3 gallons; waste, 2 lb. It will be noticed that the average fuel consumption per brake horespower per hour was 0.4 lb., and that the esti- mated b. h. p. developed was 300, the engine turning af 320 rp. m. . But on the test-bed trials this engine developed 374 b. h. p. at 300 revolutions for 200 hours, so that it will be seen that fuel consumption may be lower than the figures given, it being roughly 1 gal- lon per horsepower for 25 hours run- ning. A point of economy in connec- tion with this report which should be carefully noted by shipowners is the Sentence 'no consumption. in port." With a steamship there is always a certain amout of fuel consumption and attendance charges for the main engine boilers when the vessel is being loaded or discharging her cargo. Taking the cost of fuel-at 2 cents a gallon, the fuel bill for the 168 knots was only April, 1913. $7.84, and no stand-by charges for the main engine. It would be impossible to find a coal or oil-burning steamship that could have accomplished the voyage at anywhere near this low fuel cost. It is possible that there is some slight error in the fuel consumption figures given, as, unless the oil used was of a light specific gravity, the consumption would be 0.46 Ib. per b. h. p. hour with the engine developing 300 b. h. p, and as it is practically certain that this engine is capable of developing more than this at the speed quoted, the acty- al consumption as given above would be lower than that of any Diesel en- gine of this type. On the other hand, it may be that the propeller is not suit- able, and that at 320 r. p. m. the engine was not giving its full rated power, The New London Ship & Engine Co, has established its Pacific coast branch office at 24 Colman Dock, Seattle, under the management of Arthur Fuller, and contemplates building a plant there for the construction of both marine and stationary Diesel oil engines. Crude Oil as Fucl Crude oil, as fuel for the navy, will be available from the fields of the United States, particularly the UCali- fornia field,* for at: least a generation, according. to a letter written by Sec- retary Lane of the interior to Secre- tary Daniels of the navy in response to inquiries by the latter concerning oil resources. Belief was expressed by Secretary Lane. that the navy. could rely on the reserves already existing for an oil supply for a period greater than the life of any battleship to be constructed within the next decade. "Twenty years hence,' says Secretary Lane, "the price of fuel oil, which then, -- as now, will be produced chiefly in Cali- fornia,: will be much higher than at present, and the production will proba- bly have declined seriously. The failure of the oil supplies of the United States will not take place suddenly. The de- cline will be gradual and will tend constantly to be checked by rising prices. "No relief can be expected in the price of fuel oil at Atlantic ports for commercial uses. Relief to the navy from increasing commercial prices cam probably be secured only by the devel- opment of its own reserves, where it should be possible to produce oils at approximately the present cost of pfo- duction--50 cents or less per - bartel, plus transportation to the point of use." The torpedo boat destroyer, Benham, named after Andrew E. K. Benham, retired, was launched from Cramps; Philadelphia, March 22. She is de- signed for a speed of 29% knots.