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February, 1917 the time of voyages by at least 33 per. Cent When launched, the City or Port- LAND was the largest vessel of her class in the world, although SANTINO, recently launched, while of the same length, 290 feet, has 4 feet more beam and 2 feet greater depth of hold than City oF PorTLaNnp, the latter’s beam being 44 feet and depth 22 feet. Curry OF PorTLAND has two 4-cylinder Bolin- der semi-diesel engines. Each engine is rated at 320 horsepower, swinging a 4-foot blade. Under auxiliary power alone she can make eight knots. The accompanying drawings give an idea of the outlines of this vessel whose performance on her first voyage is being followed with absorbing inter- est. In an effort to help the lumbermen of the Pacific coast solve the prob- changing their shape. Speaking of motive power, Mr. Erismann Says: “The advent of the oil engine as a cheap motive power for sailing ves- sels has been extensively tried out in Europe, and long service has shown that it is economical and satisfactory, and leaves no doubt as to its adapta- bility to the requirements of the lum- ber carrying trade.” Mr. Erismann points out that his design conforms to the general prac- tice of the Pacific coast for vessels in the lumber trade with such im- provements as experience dictates, such as the addition of auxiliary. ma- chinery. He adds: “Expense has been saved in rigging and the simplest sail spread has been provided for, which would be entirely handled from the deck. The crew, which will be berthed forward, will INTERIOR VIEW OF PACIFIC COAST SCHOONER SHOWING HEAVY BOW TIMBERS USED lem of how to move. their products to foreign markets, Martin C. Eris- mann, of Seattle, a marine architect, some time ago drew up plans for an auxiliary- powered, five -masted schooner, adapted for the lumber trade. The accompanying sketches show the designs of Mr. Erismann. In a report, Mr. Erismann demon- strated how it would be advantageous for the lumber mills to own or con- trol tonnage of this class. He ad- vised vessels of about 1,125 tons net and with a carrying capacity for 1,400,000 feet. It is worthy of note that a number of auxiliary power schooners now building on this coast have been designed along the general lines suggested by Mr. Erismann. He advises against the building of very large wooden vessels because of the structural difficulties in the way of keeping them from hogging and consist of eight seamen. In the poop will be housed the officers and engi- neers. There will be a saloon and cabin for the master with a _ ward- room, pantry and officers’ quarters grouped around the engine room cas- ing. The speed of the vessel under sail will be, in a fresh breeze, about eight knots per hour and in lighter airs, with her engines, she will be able to maintain a very fair schedule.” The dimensions of the vessel de- signed by Mr. Erismann call for the following: Length (custom house)......... 225 ft. O in. Breadth aye penis oe ace pak Oa 42 ft. 61 in. Depth an aca sere cmtenipar ates Ueeto eee Es 18 ft. Oin Gross; tonnage; cabout- <8 eacecs 1,250 Net= tonnage: abouts ies eens 1,125 Speed, knots, loaded (engine).. 7 Lumber capacity, F. B. 1,400,000 Machinery, 2 oil motors, 160 horsepower each Mr. Erismann’s estimate of cost of this vessel, based on conditions sevy- eral months ago was as follows: Cost THE MARINE REVIEW 65 complete, wood construction, $98,000; machinery and installation, $24,000; all auxiliary machinery, $10,000; cost com- plete, $132,000. To this add cost of design, contracts, supervision, etc., 5 per cent, or $7,920. This figures out about $112 per gross ton. However, it is doubtful whether such a contract could be placed on the Pacific coast today for less than $200,000. Con- servative estimates of present costs are $140 per ton, and builders have recently been asking as high as $167 per ton. Prior to the war, vessels of this class could have been built on the Pacific coast at about $70 per ton, and $112 was a-conservative figure a year ago. However, the costs of all materials used in ship building have advanced so rapidly that the cost of new tonnage is easily 40 per cent VIEW OF WOODEN AUXILIARY SCHOONER more than a year ago. In some in- stances it is still higher. Some large auxiliary powered schooners are un- der construction at coast yards at as low as $105 per gross ton, but it is no secret that the yards may lose money on them. A contract was late- ly awarded for a 1,000-ton schooner at $150 per ton, without engines. To- day asking prices range from $147 to $167 per ton. The price at which several large auxiliary power schoon- ers were sold several months ago to Norwegian buyers figures out $160 per ton, which is not now considered exorbitant considering price increases since then. All building materials have rapidly advanced in price. Ship building lum- ber, formerly bought at $18 to $20 per thousand feet, is now between $27 and $30. Yarn has advanced from $2.50 per hundred-weight to $4 and $5;