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Fe the square of the speed of advance. The models were all tested at a speed of advance of 100 feet per minute, while the full-sized wheels moved at a velocity of about 2,000 feet per minute. The model wheels were practically 1 1—YOKE FORGING COMPLETED FIG, foot in diameter, while the full-sized wheels were from 25 feet to 30 feet in diameter. According to the law of com- parison the corresponding speed for the full-sized wheels would be about 100V30, or about 550 feet per minute. The full-sized wheels were advancing at speeds which were three to four times the corresponding speed. With these three unknown conditions —namely, the variation of thrust with speed of advance, the variation of true dip from the observed dip at rest, and the variation of true slip from the apparent slip—it can be readily seen that there are a large number of rela- tion factors which might be derived, de- pending upon the assumptions made re- garding one or all of the unknowns. It is obvious that the variation in dip is affected by the size of wave formed by the boat, and the size of the wave will vary with the speed-length ratio and the displacement-length ratio. The efficiency obtained by using the ap- parent dip may differ quite widely from the actual efficiency. In the hollow of the wave there is a loss of dip of about 35 per cent, while in the crest there is a gain of about 60 per cent. A small portion of this loss and gain makes allowance for the fact that we have assumed the true slip to be equal to the apparent slip, whereas actually it is less in the hollow and more in the crest. The assumption that -the thrust varies as the 1.75 power of the speed of THE MARINE REVIEW advance seems to give a_ reasonable variation of the dip along the wave. For purposes of design either the slip factor curve or the dip factor curve could be used. The different points which determine the curves lie as nearly in a fair curve as could be expected. Big Unloading Yoke The rapid development of the self- unloading type of freighter on the Great Lakes has necessitated the use of un- loading facilities of larger and larger capacity. The magnitude of the equip- ment now used is strikingly illustrated by a 12-ton yoke forging manufactured by the Delaney Forge & Iron Co., Buffalo, N. Y., for the self-unloading freighter W. F. Wuire, which was launched last year by the American Ship Building Coy at ite orain, O.,° yards. W. F. WuiteE is 550 feet long, with a cargo capacity of 10,000 tons. The unloader is designed to deliver cargo at the rate of about 1,700 tons per hour on any dock within 150 feet of the vessel’s center line. The yoke forging is used to carry the boom, the hopper and the machinery operating the main carrier belt, which is driven by an 11-inch shaft extending upright through the forging’s center hole, the boom being carried on milled trunnions. The yoke is 42 feet long, 48 inches at its widest part, and 10% inches thick at its center. Fig. 2 shows it immediately after forging. All slot- January, 1917 Death of W. C. Cuntz William Cooper Cuntz, general man- ager and a director of the Goldschmidt Thermit Co., New York, died recently at Auburndale, Mass., where he had gone to benefit his health, which had been impaired by an operation for appendicitis a year before. Mr. Cuntz was born at Hoboken, N. J., in 1871. After graduating from the Stevens Institute of Technology, in 1892, he became associated with the Pennsyl- vania Steel Co., Steelton, Pa. He was first in the bridge and construction de- partment, later entering the sales depart- ment, where he served as assistant gen- eral manager of sales in Philadelphia, and later as district sales manager at Steelton. In 1910 he became a director and the general manager of the Gold- schmidt Thermit Co. Under his man- agement the business of the company has largely increased. Trip Made in Twelve Days The New York barge canal trip is de- scribed by Capt. Louis King, of the steam consort RED JACKET, who with a tow of four other boats has made his third trip on the newly opened Cham- plain canal. Capt. King runs his fleet between Port Henry, N. Y., and Eliza- bethport, N. J., carrying cargoes of iron ore from Port Henry to New Jersey. Capt. King said: “The round trip takes me 12 days, although I have made it in 11, carrying FIG. 2—TWELVE-TON YOKE FOR SELF-UNLOADING LAKE FREIGHTER. IMMEDIATELY ting, planing, boring and milling were finished before the yoke was bent. Fig. 1 shows the yoke ready to ship. Major Edward H. Schulz, of the United States engineering corps, sta- tioned at New Orleans, has filed a report with the secretary of the Alabama state harbor board, announcing that, despite the storm, Mobile’s harbor and bar have not shoaled. According to this report, the least depth found on the bar was 27 feet at mean low water, while along the ship channel, the least depth was 26 feet at mean low water. AFTER FORGING approximately 700 tons of iron ore and running on a 5-foot 6-inch draft. This could easily be reduced to 10 days if it was desired to run at night, and it is a very easy matter to do this because of the splendid buoy system.” For next season Capt. King intends to place four more fleets in operation on this waterway. The type of barge that will probably be adopted will con- sist of a steam or motor-driven barge and a consort, each being approximately 300 feet in length and having a width and draft that will enable each to carry 1,500 tons of produce, or 3,000 tons in all.