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April, 1919 Conveying Equipment Makers Organize Manufacturers of metal handling machinery have formed an association and will give particular attention to sy port and terminal problems. aa The general lines of work will parallel those of other trade asso- ciations, but it is said that the na- ture of the problems involved will require more extensive technical com- mittee work than is customary in such bodies. The active conduct of the asso- ciation’s work will be in the hands of Zenas W. Carter, secretary and manager. The officers of the asso- ciation are: President, Calvin. Tom- kins, formerly commissioner of docks, Say soe ce bes WNERS of vessels operated on QO oil fuel have shown consider- able interest in the report that oil has been discovered in England. They hope that this wili hasten the return to normal oil prices, inasmuch as during the war the cost of oil for these ships has advanced at a much greater rate than the cost of any otner fuel. The cheaper oil today is purchased in the United States, where the price is from $2.75 to $3 a barrel. At Hull, England, however, oil is re- ported to be selling at $5 a barrel. The cost of coal at Atlantic ports 1s $7.50 a ton whereas coal is much more expensive in Europe. Today the American ship operators appear to have the advantage over foreigners insofar as the price of fuel is con- cerned. The cost of oil for ships, neverthe- less, is today more than the cost of coal. But even though it is costing more for fuel to operate an oil-burn- ing ship a mile, many American ship operators insist there is economy in burning oil. The figures presented by one experienced ship operator show that a 12,000 deadweight-ton boat with a reciprocating engine and_ oil-fired boilers, speeding at the rate of 10 knots, will consume one barrel of oil a mile. For the same speed and the same distance a ship will consume four barrels of oil to one ton of coal. Figuring the cost of bunkering coal at 60 cents per ton, there being no similar cost against oil, it will cost $8.10 to fuel a coal-burning ship against a unit cost of $11 for the oil- burner. Operating at a speed of 10 knots there is an excess of approximately $2.90 in oil fuel cost every four miles. Even though this makes it appear Lysis New York City; vice president, J. A. Shepard; treasurer, Lucian C. Brown; directors, Mr. Shepard, Mr. Brown, R:. W. Scott;: F. -W: Hall,” William Clark, J. C.- Walter,. C. “M. Watson and Fred Stadelman. Four additional directors are to be chosen when the membership is completed. Members are: Watson Elevator Co. Edward F. Terry Mfg. Co., International Con- veyor Corp., Rownson, Drew & Clydesdale, Inc., New Jersey Foundry & Machine Co., Hayward Co., Elwell- Parker Electric Co., Sprague Elec- tric Works, Otis Elevator Co., Man- ning, Maxwell & Moore, Inc., Robins Conveying Belt Co., Michener Stow- age Co., all of New York; Shepard Electric Crane & Hoist Co., Mon- tour -Falls,: N.: -Y.;° Brown Portable that tke oil-burning ship costs more to propel, some ship operators insist that the oil-burner is the more eco- noimical owing to the crew in the engineroom being smaller, to a greater efficiency in the boilers, to a smaller up-keep cost in an oil-burner, and to a considerable saving in bunker space. With the prospective reduction in the cost of oil itis anticipated ‘that a much greater economy will result. Since the signing of the armistice ship operators have been giving con- siderable study to the econoiny of operation and they have about con- cluded that the extra fast ship is not desirable. The faith of many in oil fuel, however, has remained unshaken, and they are inclined to believe that with the use of the diesel engine still greater economy will be effected. The diesel efigine is said to be a low fuel consumer. With the ordinary oil- burner or the coal-burning engine the economical speed is declared to he around 10 knots an hour. Speedy cargo boats were especially desirable during the war not only because they could race through the submarine zone and quickly escape danger, but because during the war charter rates were high and the quicker a_ ship could be made to complete a voyage the more rapidly would the freights accrue. A body of English shipping experts, it has been pointed out, have reported after a careful survey that the 10-knot engines are the most economical. For special trades, a faster boat ‘may prove more advantageous. The boats of the United Fruit Co., for in- stance, which are refrigerator boats bringing fruits from the _ tropical regions, should run fast in order to protect their perishable cargoes. These THE MARINE REVIEW 195 Conveying Machinery Co., Chicago; Karry-Lode Industrial Truck Co., Long Island City, N. Y.; Whiting Foundry Equipment Co., Harvey, ‘Til; Wellman-Seaver-Morgan Co., Cleveland; Alliance Machine Co., Al- lianee, O.; Alfred Box & Ga.; Inc., Philadelphia; Mead-Morrison Mfg. Co., East Boston, Mass.; Alvey-Fer- guson Co., Cincinnati; Heyl & Patter- son, Inc., Pittsburgh; American Hoist & Derrick Co., St. Paul; Cleveland Crane & Engineering Co., Wickliffe, O.; Clyde Iron Works, Duluth; Ohio Locomotive Crane Co., Bucyrus, O.; Northern Engineering Co., Electric. Controller -& Mig. — Co., Cleveland. Offices have been opened at 35 West Thirty-ninth street, New York. 1es boats make from 15 to 16 knots. But for the sugar trade and other general lines the 10-knot boats have been decreed the most economical. This has been shown in some practical demonstrations. For instance, a boat of medium size burning coal con- sumed approximately 50 tons of coal on a certain voyage when she was speeded not in excess of 10% knots. When it was attempted to speed this same boat to 14 knots over the same voyage, she burned 100 tons of coal to make the distance. In this instance the boat burned 100 per cent more coal when her speed was increased about 3% knots per hour. An oil burner increasing her speed from 10 knots to 15 knots will consume an approximately like increased amount of fuel, but the ratio of this increase is said to be not as grea‘ as for coal. The ratio in the increase in fuei consumption for. greater speeds en- tirely offsets the saving in wages and boat hire for the time saved on the voyage. Ship operators therefore have. no intention of experimenting with speeds in excess of 10 knots unless the diesel engine is develcped, or some similar low fuel consumption engine is | designed, which can be made of prac- tical use in the larger cargo vessels. While the text of the report made to the shipping board by the committee of experts on peace-time ship design has not yet been made public, it is understood that some of these cost factors will be included for the benefit of the board. As is generally known the report will advise the disposal of many of the smaller cargo boats built during © the war as being vessels which can- not be economically operated under the American flag during peace times. ESET Se eee Cee DM SCE RMT aE! SERNA Te Ml UE ES Detroit. % ; | Se es SORA AN nS SPER IS GY Re STORIE RES, eM SE RT EIS ORE