The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

90 average 60 to 70 hours on one quart of oil in the forced feed lubricators. Recent examination of the rods, rings and cylin- der liners of these superheated tugs showed them all to be in excellent condition. Comparative performances of the Lehigh tugs on saturated and on _ superheated steam are shown in the accompanying table. The fire tube superheater, as installed in these Lehigh Valley tugs, consists of three pairs of collector castings or head- ers, located at the uptake end of the boiler, each pair of headers being connect- ed to a group or nest of superheater unit pipes, which run in and out of the boiler smoke tubes. Of each pair of headers, one takes the saturated steam as it comes from the boiler and transfers it to the superheater units; the other receives the superheated steam after it has passed through the units on its. way to the en- gines. In this superheater, there is a total of 80 units, arranged in three groups, cor- responding to the number of pairs of headers. These groups, each made up of MARINE REVIEW a saturated and a superheated header, with a system of units, are independent in their action, being separated from each . other by valves, which can be closed if neces- sary. The degree of superheat obtained can be governed by a mixing pipe, which keeps the superheated steam at any desired tem- perature by admitting the proper amount of saturated steam to the main steam pipe. The average steam temperature ob- tained with this superheater is about 565 degrees, which, with a steam pressure of 180 pounds, is equivalent to 185 degrees of superheat. A maximum steam tem- perature of 620 degrees, corresponding to 240 degrees of superheat, has been suc- cessfully maintained. High degree superheat and fire tube superheaters have been employed exten- sively in European marine service for many years. It is interesting to note that the first American shipowner to equip a vessel with fire tube superheaters. was an American railroad on which high tempera- ture superheat and superheaters had come to be regarded as essential to efficient, economical locomotive operation. Saving the Ship Money Chief Officer Has Many Opportunities To Cut Down Expenses —Shore Executives Can Win Loyal Service from Mates BY CAPT. E. ARMITAGE McCANN O SANE man would ever accept the position of chief officer or mate of a vessel unless it was the stepping stone to the position of master. The mate is the hardest worked man on tthe ship, with the greatest re- sponsibility for details, that make for the welfare and smooth running of the vessel. The master has, of course, the ulti- mate responsibility for everything aboard, including the navigation, which is after all the greatest, and the mate can always turn to him in time of trouble, but the master works on a big- ger scale from a higher level, which Means less work and less worry. ‘On the other hand, the mate has an infinity of detail to watch constituting the supervision of the entire deck de- partment and the handling of the crew so that their work shall be efficient and their welfare assured. He has to see that everything on ‘deck is ship- shape, his gear in good working order, that the vessel is kept clean and painted within and without, and that many vex- atious rules as to fire protection, ‘boats and the like are complied with. He has to order the deck stores and ‘keep a wary eye on them, that they are in good order and used economically. He has to attend to all cargo out and in, see that it comes aboard in good condition, is properly stowed and handled with care, is not broached. He has to sign the receipts. To a large extent rests upon him the quick dis- patch of a vessel and the turning out of a good cargo. The fresh water and ballast tanks require regular attention. On top of this he has tto keep his watch and do some navigation, fre- quently quite a lot, especially if the master is a bit shaky on this. He must also be able to make long weather fore- casts, as this is invaluable for the deck work. He is supposed to get some sleep and at the voyage end present a small overtime bill. This overtime is always question; not so much his own, as if he were to put down one half the overtime he works, ‘he would promptly have to look for another company. _It is the men’s overtime about which any trouble usually arises. Ships have to be shifted out of working hours, ‘be- cause the cargo was not finished or the tugs did not arrive on time or for one reason or another. Stores arrive in the lunch hour and have to be got out of the rain, or essential work has to be done for the good of the ship. This overtime will increase as time a vexed February, 1922 goes on, with the more efficient hand- ling of the ships so that they get a quicker turn-round. Of course, the mate can usually ap- ply to the master before doing any- thing, but then the man who knows his job dislikes to be always running to “the old man” and equally dislikes the captain always interfering. To insure things running smoothly with the chief officer taking an inter- est in this work, the captain would be wise to leave the mate alone, as long as things are going right. The cap- tain should never interfere with the men and, of course, never criticize his officers in front of them. He would also tbe wise not to make a: great fuss about small matters. I was once with a master who would go roaming around until he found, per- haps, a loose rope-yarn. The chief officer would be called from whatever he was doing; a consultation called; the bo’sun sent for and the offending yarn duly removed. He would also vary the work the mate had laid out. He ‘took such an active and contrary interest in his ship that before very long the mate got disgusted and just kept his watch. ‘Can one blame him? Granted, the chief officer gets good wages, but with the right man it is not altogether a matter of money. ‘This type would work just as well for $100 as for $400. Good money, however, attracts good men to the profession and keeps up the standard. It is the judicious use of construc- tive criticism and of appreciation that gets the best results from any man. Some will react more to the one than the other, but as a general rule it is the latter that has the greatest effect. All men and women are amenable to flattery, and whereas cross words from the ‘marine superintendent will rankle in the mate’s mind during the voyage, giving rise to self pity and lack of in- terest, a few commendatory remarks will bring about a cheerful frame of mind, which is health giving and pro- duces energy and keener interest in the work. Which brings us to the thought that it: would be better if more frequent and freer intercourse took place be- tween the officers and the _ superin- tendent. Tt ‘would ‘be an excellent ‘plan, if the owner or managing director would go aboard occasionally, not to make state visits, but just to drop aboard and have an informal chat with his executives. They will all work the bet- ter for knowing the man for whom they are doing it. Iit is so neces- sary that all should pull together, especially in this latter era, when there are no more fabulous freights and economy is necessary.