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March, 1915 415 revolutions. Coal ‘consumption averages 190 to 200 kilos (418 to 440 pounds) per day of 12 hours running, and 12 hours standing over. We pay for this coal here approximately Frs. 20 ($4.00) to Frs. 22 ($4.40) per ton,’ which makes an average consumption per day of Frs. 4.20 (84 cents) against Frs. 25 ($5.00) per 12 hours run on low-grade oil, or $10 on gasoline. We are exceedingly pleased with this out- fit.”” About two years ago the Clooney Construction & Towing Co., of West- lake, La., fitted out their tow boat Dart (Fig. 10), with a 50-horsepower producer; one year later they bought a 100-horsepower producer on_ the strength of the other’s performance, this second plant going into their Dawn, used for towing lumber. We learn that results have resulted in an- other order for a 100-horsepower pro- ducer for a duplicate of Dawn. Here is the work that has been done. The owners wrote in °: July of last year regarding the Dart: “This boat is equipped with a Galusha gas producer and a Wolverine engine. The vessel burns approximately 50 pounds of coal per hour, and on gaso- line approximately 15 gallons. Coal costs us $8.25 per ton and gasoline 12 cents per gallon. Thus it will be seen that to run the boat one hour on producer gas costs us in round figures 25 cents, whereas the run of one hour on gasoline means a fuel cost of $1.80. A striking illustration of the difference in fuel cost was made by this tug in towing barges to Port Arthur, Tex., from our plant at West- lake, on the Calcasieu river, which in part is an open sea tow. Before the installation of the producer-gas ma- chine in this boat, we made the tow of one barge 130 feet x 30 feet x 9 feet, light. It took us 20 hours to make the trip of 90 miles, hence we burned 300 gallons of gasoline, for which at the time we were paying 15 cents per gallon, or a total fuel cost of $45. Immediately after the return of Dart we placed the producer gas plant in her (the same engine being used) and three weeks after the first tow: we made the same tow exactly, taking over a duplicate of the first barge; it took us 21 hours to make the run. We burned 1,050 pounds’ of coal, which at $8.25 per ton means a total fuel cost of $4.33, a difference in favor of the coal and the gas producer ever gasoline as fuel of $40.67 in a 20-hour run.” : The beautifully built and equipped private yacht of Geo..L. Friar, is a fair example of the application of pro- ducer gas to this type of craft. Safety, with insurance rates but half as great THE MARINE REVIEW as is’ the case where gasoline is used, is very desirable. It is found that coal, coke, or charcoal, can usually be procured even in out of the way places, where one can not procure gasoline and other oils. To sum up: Marine producer gas power plants, built by experienced American marine producer people, are giving excellent results in freight boats, passenger boats, fish boats, tow boats, auxiliary sailing boats, yachts, and shallow draft barges. Operation is just as satisfactory in stormy weather at Cape Hatteras or along the dangerous coasts of the Gulf of Mex- ico, as it is on the perfectly calm waters of our inland waterways and on the canals of Europe. The producer meets well the de- mands of 24-hour full power service and the constantly changing demands of the tow boat which is manipulating in the midst of crowded shipping. It, at “present, should be looked up by any one requiring power in units of from 25 or 50 horsepower up to 500 horsepower. Passenger Steamer Sioux The inland passenger steamer Sioux operating from Seattle ran aground dur- ing a dense fog remaining hard and fast for six days until she was released by the efforts of two immense dredges. The accompanying photograph shows the Sioux lying on Dungeness Spit in the Strait of Juan de Fuca and to her stern is seen the hawser on which three tugs had ‘pulled in an unsuccessful effort to pull her off. The tugs labored three days but without avail, each succeeding tide carrying the vessel farther . inland where she was held fast in the shifting sands. The picture shows her high and dry at low tide. Finally it was feared she would be a total loss but eventually carefully 101] the dredges went to work. One of the clam shell variety dug a channel on the seaward side while a suction dredge labored on the inshore side. At last a deep channel was dug and the Sioux was floated into deep water. Examination proved that she was undamaged by her week’s stay on dry land. The Sioux was built in Seattle two years ago and is one of the fastest and best equipped vessels of her kind in these waters. Until her present mishap she had been operating regularly without an accident of any kind. Charles Lamy & Sons’ Store Last season the Lake Carriers’ Associ- ation started a campaign in behalf of cleanliness in handling food products in- tended for consumption aboard ship, Practically all the supply “houses along the whole chain of lakes were advised of this purpose and during the year personal visits were paid to them by some of the commissioners of the Lake Carriers’ Association. There was a noted improvement all along the line and in certain instances there was little left to be desired in the way in which the stores were kept. This was especially noticeable in the store of Charles Lamy & Sons, Buffalo. The store of this firm is about as orderly as a grocery store can possibly be. The campaign carried on by the Lake Carriers’ Association had definite results as there was a sensible reduction in the number of cases of illness aboard ship. Considerable vigilance was also displayed over the drinking tanks which undoubtédly had a great deal to do with the results achieved. The Western Cedar & Lumber Co., Alpena, Mich., is making repairs on its steamer Helen C., making new hatch covers and putting on a new main mast. A new foremast was put in early last fall. ey |: tT) STEAMSHIP SIOUX ' , SUAS ASHORE ON DUNGENESS SPIT