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428 other advantages that might be men- tioned. So the young man who thinks of undertaking either branch of the pro- fession of marine engineering and ship building will find he has to have a good, broad education and a good general knowledge of the many branches of engineering. I have always contended that the finished marine engineer could, with a little preparation, undertake most of the other branches such as civil, hydraulic, electric and others, because of the elasticity of mind required to meet the diversified problems that come up in many years' experience in the ship yard and shops. The opportunities in this country for the marine engineer are many. If he wishes to follow the profession of a designer he will find ship yards of more or less importance on nearly all the rivers and lakes from Maine to California. If he wishes to follow the sea, there was probably never a great- er demand for young men of educa- tion than now. On our own lakes good men are needed. The old type Of engitieér "is "fast becoming a thing of the past and our big steam- ship companies are looking for men of engineering education. They find it pays to have their investment in the hands of men who understand the theory of At all; as: well as the practical end. Some of them have established winter classes for the bet- terment of their men. The remuneration for this type of men is very good and exceeds the average office man by far. In conclusion, let me emphasize the importance of having at least most of the qualifications that have been spoken of in this article. _Un- less you are a born engineer, you are not likely to be a success as I have been taught to measure success. Producer Gas Freight Boat The accompanying photograph is of the freight boat Smyrna, loaded with 75 tons of freight. This boat has been in active service night and day for an entire season. She is 65 ft. long and 19 ft. beam and runs be- tween Smyrna, Del., and Philadelphia, Pa., and other neighboring ports. Her power equipment consists of a 65-h. p. Wolverine engine and a ma- rine gas producer, manufactured by A. L. Galusha & Co., of Boston, Mass. The fuel used is not kerosene or gasoline, but coal made into gas by the gas producer. The coal con- sumption is absurdly small, being not over one-quarter what the same pow- ered steam engine would require. THE MARINE REVIEW The following general information is furnished by Engineer Laurie L. Wever: "On keeping track of several of our regular runs from Smyrna, Del., to Philadelphia, Pa. I found that I could make the trip on 432 Ibs. of coal, including lay-over to load and unload freight. The trip is 62 miles, and with a fair tide I could go in five hours and ten minutes, but with a head tide it took much longer, so I found that the average was 6%4 hours, considering everything, with a _ coal consumption of 432 Ilbs., which is less than 1 lb. per horsepower hour. December, 1913 Air Pump Temperature Regulator An interesting addition to _ the science of steam engineering is an air pump temperature regulator which has been fitted to the type of con- denser known as the "Contraflo", made by the Messrs. Richardsons, Westgarth & Co., of Middlesbrough, Eng. In order to perceive the value of this development a few remarks on the theory of condensing as ap- plied to marine practice may be ad- visable. Except in passenger boats of large power the standard practice on a steamship fitted with recipro- cating engines is to withdraw air and THE FISHING TUG SMYRNA PROPELLED BY PRODUCER GAS "This engine is a 65-h. p. and turns 240 r. p. m. when loaded down and 280 -r. p.m. when 'light. Iwas also able to run with about 1,300 degrees temperature and maintain that reg- ularly. I was never troubled with any. popping' .of .any. kind = (back- firing or misfiring of any kind), and it never occurred that the main gas ell on top of the gas producer got too hot to put my hand on it." The coal used costs from $4 to $5 per ton, or the very. small sum. of about $1 per trip carrying 75 tons of freight 62 miles. The results check up closely with the results obtained by several fish boats and tow boats where fuel cost of producer gas is but one-tenth or even one-twelfth that of gasoline. Charles N. Crowell, naval architect, Cambridge, Md., has been appointed general manager of the Prince Rupert ship repair and ship building plant of the Grand Trunk Pacific Railway Co. at Prince Rupert, B. C. water from the main condenser by a single air pump driven by levers from the main engines. In order to re- move air from a condensér by an or- dinary reciprocating air pump of the barrel and bucket type, it is funda- mentally necessary for the tempera- ture within the barrel to be less than the temperature within the condenser. This will be seen when it is re- membered that the temperature at which the water boils depends on the pressure to which it is exposed. At atmospheric pressure the boiling point is 212 deg. and at 28 in. vacuum it is 101 deg. and so on. If water at .101 degrees Fahr. were taken into an air pump it would be impossibkle to produce a greater vacuum than 28 in., as any attempt to do so will make the water boil and the barrel would fill with steam. Therefore, in such a case, the vacuum in the condenser must be less than 28: in, or air would flow from the condenser to the air pump. When the con- denser and the air pump are equally hot the withdrawal of air is impos- else no