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250 helmsman then starboarded the helm to 32 degrees, and swung the vessel the complete -circle of 360 degrees in 6 minutes and 7 seconds, while the pro- peller made 570 revolutions. The turn- ing test was completed by 11:46 and the vessel proceeded down the Delaware. At 12:10 Ship John was sighted abeam, and the vessel turned and started on her - homeward journey. On the return the wind had slightly freshened up. It was blowing about 20 miles an hour and was against the course of the ship. The tide, however, was still with her. Notwithstanding, on the return, the vessel averaged 12.06 knots per hour. Reedy island was sighted at 1:25, and she docked at Hog Island shortly after 5 p. m. On the homeward trip a stop was made while -- the anchors were tested. The anchors have 135 fathoms of chain and are run by a steam windlass. She dropped 130 fathoms as a test. During the whole of the run the rudder, which is 17 feet long, was ap- proximately one foot out of the water, due to the light condition of the vessel. There was a noticeable 'lack of vibra- tion and the vessel was in complete control at all times. All the provisions of the American navigation laws have been complied with in the equipment of the ship. The crew quarters, placed in the stern on the main deck, are commodious. The galley is equipped with all possible necessary devices for cooking and preparing of food. The mess-rooms are models of cleanliness and are commodious. In the boiler-room has been placed an instru- ment which is called a heelometer, by - which that part of the crew stationed there can tell instantly any list to the vessel. Should a list be developed it can be corrected almost immediately by shifting the bunkers, the oil in the settling tanks, or by some similar means, _ and this can be accomplished by prac- tically nothing more than the turning of a valve. The crew carried on a vessel of the ' type of the Sacaporack is no larger than the crew carried on one of the cargo vessels, 3500 deadweight tons, built on the Great Lakes. The crew of the SacaporacK numbers 38 men. It requires but two men in the boiler- room and two in the engine room. The vessel carries a wireless operator, a supercargo and a guaranty engineer. The last named is a new _ position _treated by the shipping board. The guaranty engineer is a man from the turbine shops of the factory making the turbines for the vessel. The ship is equipped with two dyna- mos of 15-kilowatt capacity each. These are for lighting and for operating the THE MARINE REVIEW "Draft leaving, ventilating equipment only. All power, including that for , hoisting, - is from steam. In every way the vessel is self- sustaining. | The Quistconck was the first vessel of this type produced at Hog Island. The second ship produced was_ the SaccaRAppA, which was launched on Aug. 24, 1918, and delivered on Dec. 30. She sailed from Newport News with a cargo of coal for Rio de Janeiro, ar- riving March 1, 1919. She then loaded at the Brazilian port cargo for New 'Orleans. The Sac Crry was the third boat. Launched Sept. 30, 1918, she was de- livered on Jan. 4, 1919, and loaded coal at Norfolk for Montevideo, Uruguay. She arrived at that port on Feb. 28. The SACANDAGA, launched . Oct. 29, 1918, delivered Jan. 22, 1919, loaded with _general cargd at New York City for South America. She reached Lima, Peru, on Feb. 27. The Sacaucue, launched Nov. 1918, delivered Jan. 29, 1919, loaded with coal at Norfolk and sailed for Chile. She arrived at Antofogasta, Chile; on Feb. 28. The Prusa, launched Dec. 23, 1918, delivered Feb. 27, 1919, loaded with a cargo of packing house products at Philadelphia 'and sailed for Sweden on March 10. The Sapinero, the seventh ship pro- duced at Hog Island, was launched on Nov. 22, 1918, and delivered on March 4, 1919. She loaded 350,000 bushels of rye grain at the Girard Point elevators, Philadelphia, and sailed on March 11 for Belgium. 'The SAGAPORACK proceeded to Port Richmond, Philadelphia, and loaded food supplies for the Swiss relief service. Chains Were Satisfactory The QuistconcK has been criticized because Lloyd's withheld the equipment rating on account of her cables. As a matter of fact the American Bureau. of Shipping passed the ship, and the Emer- gency Fleet corporation was. satisfied with the anchor chains despite the ob- jection af Llovd's: to 'the smallness of the diameter of two links. On a test in the Delaware river, the order was given to let go the starboard anchor, and the vessel was backed up. The ship then let go the port anchor and tried to pull up both anchors together. The chains held until one chain was slacked off and the other taken in. This was considered a severe test and completely satisfied the shipping board's representa- tive. In the case of the Sac Crry a report was obtained from Chief Engineer Osmun from. Montevideo. His signed Statement contained the following items. inlet Ze, May, 1919 forward 21 feet 9 inches, aft 24 feet, 10 inches, mean draft 23 feet 4 inches. Total distance run from Trinidad to Montevideo, 4729 knots. Running time, bar to bar, 20 days 5 hours and 43 minutes. Average speed, 9.7 knots; total distance by en- gine, 4988 knots; average revolutions per minute, 75.7; average fuel oil con- 'sumed, 27.1 tons daily by meter average. Temperature of turbine bearings forward 135 degrees, after 134. degrees; average lubricating oil temperature at cooler 102 degrees, outlet 92 degrees, Both oil coolers in use throughout trip. Main thrust bearing perfectly throughout voyage. at any time. draft. age. "Following is result of 24-hour full speed trial run on Feb. 23, after 14 days at sea: Distance run, 270 knots, Average speed, 11.1 knots. Average revolutions per minute, 81.08. Turbine bearing temperature forward: 138 de- grees, after 137 degrees. Lubricating oil temperature at cooler, inlet 106 de- grees, outlet 96 degrees. Sea 83 degrees, air 82 degrees. On orders from captain, stopped three times to repair indicator, Total time lost, 30 minutes. Consider- able trouble with telemotor caused by - hot oil in pipes where some passes through engine room. Unable to pump oil both ways in system. Changed oil pit in glycerine, working better, time lost 2 hours, "All machinery working fine. trouble whatever. Ample fresh water for boilers and drinking Weather favorable during all of the voyage. Run 24-hour trial with two boilers, natural draft, making 75 revolutions. Plenty of steam on, economy, only three nozzles in use. Actual economy, 40 gallons in 24 hours. Favor two boilers. Draft on arrival, forward 19 feet 4 inches, aft 26 feet 6 inches. "Condition of gears after examination at Montevideo: Low speed gears show slight pitting, not dangerous. Inter- mittent gears fine condition, no pitting. High speed pinion in' fine condition, no pitting. No wire edges on any gears. All gears' and pinions showed a fine film of oil arid all are in seaworthy condition." cool Blowers not in use Steaming fine ,on natural Hull in good condition, no leak- No The Downey Shipbuilding Corp., Staten Island, N. Y., recently launched the 7800-ton steel steamship DocuHet. This vessel is "the fifth built by the company for the Emergency Fleet cor- poration. When the vessel took. the water she was nearly complete. Ship riveting was 99 per cent, steel hull con- struction 95.39 per cent, machinery and piping 78.62 per cent and outfitting 15 per cent, complete.