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March, 1921 diesel engines. The 4-cycle, the straight 2-cycle, the double-acting and the op- posed piston types have all received its attention. Although the German company was prevented by the war from bringing all these practical tests to a conclusion, it nevertheless gained, I believe, a wider and more exact knowledge of the various types than any other company possesses even at this day. It is to be expected; there: fore, that American shipping through our association with the Hamburg- American line will benefit from these experiments. Lately the Hamburg- American company in conjunction with the Allgemeine Elektricitats Gesell- schaft of Berlin, formed a large com- MARINE REVIEW ' cubic feet and a fuel capacity of 1475 tons. They will have a cruising radius of 24,000 nautical miles and will con- sume approximately 15 1-3 tons of fuel a day. The engine speed will be 115 revolutions per minute, giving 3600 shaft horsepower or 4500 indicat- ed lorsepower. The engine space in these vessels will measure but 55 feet 6 inches in length. The Cramp yard built Burmeister & Wain 4-cycle type diesel engines for these vessels. For auxiliary power, including generating electrical power for the deck winches, four 100 brake horsepower diesel engines will be in- stalled. There will be fourteen 5-ton 127 one of the principal factors in our present problem is the early construc- tion of diesel engines of American manufacture as good or better than those which have beer built abroad, and in as high power, or even in larger units. "I see no reason why American shipyards and engine works can not together turn out motorships equal in design, construction and operating re- liability to anything yet built on the other side of the Atlantic." The fact can not. be escaped that European influence and experience have an important bearing upon the suc- cessful upbuilding of the American merchant marine. Mr. Harriman went pany for building motorships under electric winches and two 30-ton abroad approximately a year ago to 24°0'LifeBoat 24'O"'L/feBoat \| Caprains hace > wireless BO Pisin' eA Le aN C2 yy =| 24°0'L/feBoar /6-O"WorkBoat Ka eee Navy t ! ' Lngineers deck Brigge el. g = d IAI) ae) a--f ie 9 rie Pee the oe eee al g ee ee H-=-jL-----4---- | ot A O/lers and Firemen DECK AND ACCOMMODATION PLANS OF SWIFTSURE TYPE TANKER BUILT AT PORTLAND, OREG. Burmeister & Wain diesel license in Germany." According to reports, the German steamship company plans to build two large motorships for 'the passenger trade. Mr. Harriman was not in a position to confirm this. On the other hand, it is to be remembered that the Cramp yard, now associated with the Harriman interests, has obtained the right to build diesel engines in the United States under the Burmeis- ter & Wain license and has already made a start by constructing some engines after this design for two freight vessels building for the Amer- ican-Hawaiian line. . The Harriman motorships are to be 11,200 deadweight tons with a speed of 11% knots. They will measure 461 feet 10 inches in length over all, 59 fzet 8 inches beam, and 39 feet molded depth. The mean load draft wili be 28 feet 6 inches. These ships will have a total capacity of 587,200 winches working at 150-200 feet per minute. "In my. opinion,' Mr. Harriman said, "everything that can make the operation of ships more economical must be adopted by our American companies, large and small, if the great merchant shipping fleet of this country is to hold its own in com- petition with the numerous economical motorships now in service or build- ing abroad. The latest Lloyd's report gives a clear idea of the rapid strides that this type of vessel has made in Great Britain and in continental Eur- ope. America Has Lagged "America has lost much valuable time and much will have to be done during the next few years to catch up in design and construction. There can be no further doubt of the many economies to be gained by the use. of internal-combustion, oil engines for propelling and auxiliary power, but x study the situation and came _ back with an agency contract with the Hamburg-American line, a prize that many large steamship companies had been trying to capture. T'he second im- portant trip on the part of the Harri- man organization was that of Mr. Robinson to Germany and other Eur- opean shipbuilding centers. As a prac- tical shipbuilder Mr. Robinson, who at this. writing is booked to sail for home in a few days, is expected to bring back some valuable, intangible if not 'tangible, benefits to the ship- building organization which has been created by Mr. Harriman. Further insight into the shipbuilding plans of the Harriman marine inter- ests can be had only from a review of Mr. Harriman's ship operation pro- jects. The dovetailing of these phases of shipping is a result of this young man's organizing ability. In an inter- view which will be published in the MartNE Review next month, Mr. Harri- man discusses these plans.