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452 the freight rate drops too low for steamships to make earnings, then the ships must either be laid up as being unprofitable to operate or run at a loss; but one authority has pointed out that in a very few years motorships will dominate the freight rates and by their reduced cost of operation will be able, as they are at the present day, to operate and make profitable returns, while steamships will either be run at a loss or be laid up as being unable to operate profitably, so that shipowners have to consider whether they intend to remain in business and operate ships at a profit(and that is the only known way they can remain for any length of time in business), or take up the ques- tion of equipping the vessels with diesel motors and thereby reduce the cost of operation. | Answers Opposing Arguments One ship- con- further advantage the owners should bear in mind in sidering the question of converting steamships to motorships is the in- creased value of the shipping property fitted with the diesel motor. We are forced to agree that as the number of motor vessels increases the value of the steamer will rapidly decrease. There are several points that are frequently raised against the adoption of the diesel motor, and it is well that we should discuss them here. One point is that we in this country have had little or no experience in building diesel motors, and that it would be safe to wait until a wider knowledge has been assured; also that the econo- mies claimed for the diesel motor are probably overstated and will be found to be disappointing in results; and finally, if we do eventually manage to produce satisfactory motors, and the economy of operation is equally so, we have not the men to put aboard the ships to successfully operate them. Precisely the same statements were made when America started to build high-class automobiles—to some minds it was fantastic; results today re- quire no elaboration. Holding strictly to our marine en- gineering development, we will recall that at every step in the progress of engineering there have been the same identical doubts and fears; when we went from compound to triple, and later to quadruple expansion engines, with the much increased pressures and temperatures, we were warned of the dangers that would develop. Some few of them did develop both in engines and boilers, but they were gradually improved upon; greater attention to metals and changes in conditions under higher temperature of copper, cast iron, etc., were investigated, and in MARINE REVIEW time the triple and quadruple engines were established with their greater flexibility, higher mechanical efficiency and much reduced fuel consumption. These changes became revolutionary; compound engines were obsolete. A parallel case can be established when the direct turbine and later the geared turbine came into use. The turbine, notwithstanding its multiplicity of parts and fine adjustment required, was in a very short time enormously devel- oped, because it was found eminently suitable for a wide range of powers, giving also lessened weight and low- ered fuel consumption per horsepower. While it is an admitted fact that nearly: all of the mechanical develop- ment here enumerated had its in- ception abroad, that has not hindered the construction and development in this country in the remotest degree. In each and every grade and type of power the builders in this country have pushed ahead with an energy and suc- cess that have established a _ high quality of both mechanical accuracy and design. If this has already been done in the developments cited, why should there be any doubt of the ca- pacity of the builders to successfully design and construct the diesel engine? Probably all of the diesel engines now being built in this country at the pres- ent time are being built under foreign patents and very closely following the patentee’s design, which is the only wise thing to do, as thereby the builder and owner in this country get the full benefit of the data and experience already gained elsewhere. The Sun Shipbuilding & Dry Dock Co. is building the Sun-Doxford op- posed piston 2-cycle diesel oil engine closely to the plans and data as fur- . nished by Wm. Doxford & Sons, Ltd., Sunderland, England, out of their long extended experiments and _ research. Description of Engines The motors built and installed by the Sun Shipbuilding & Dry Dock Co., on the MILLER County and BIpWELyr are the usual Sun-Doxford 2-cycle opposed piston type, 4 cylinders, 2234-inch diameter, stroke of each piston 4514 inches, 3060 shaft horsepower at 90 revolutions per minute. Weight of machinery, includ- ing fuel pump, flywheel, thrust shaft and Kingsbury thrust is 370 tons. motors for the CHALLENGER are of the same size and type. This vessel, how- ever, will be fitted with diesel electric auxiliaries. Dealing with the last of the charges or objections urged against the diesel motor—namely, the difficulty of getting capable engineer crews who could effi- ciently and with the necessary patience and care continue to operate diesel The main’ December, 1923 motors with the same degree of success as they now operate steam engines—may I state just quite briefly our experience, As we are builders, not operators, we decided to operate the tankers MILLER County and Bipwetv through the ship- operating department of the Sun Oil Co, Experience With Engineers The Sun Oil Co., appointed the engi- neer for these vessels in the usual way, but at our request the chief engineer and some of his assistants came to our yard about two months before the vessels were completed, so that they should get thor- oughly familiar with the job. The Mitter County arrived at our yard ‘March 30, 1923, and left completed June 26, 1923, or rather less than three months’ time was consumed in removing the old machinery, docking the vessel twice, fit- ting new stern tube and completing the whole installation, including the necessary trial trips. When the vessel left our yard and entered on charter we placed two extra chief engineers on board, also two experienced mechanics. As this was our first ship with this type of power and we wanted to take considerable data, we considered it good judgment to send the extra men. One of the extra chiefs had been observation engineer on one of the Doxford motor ships for six months; the other chief had been responsible for the installation of the machinery. Both chiefs were formerly our guarantee steam engineers. The vessel had then an en- gine room crew as follows for each watch for the first voyage: One chief engineer, one assistant engineer, one oiler, one fire- man, making four men on each watch, with two wipers, also two mechanics on days. The vessel proceeded to Port Ar- thur, Tex, and back, making a voyage of 17 days. At the end of the first voy- age, one of the extra chiefs was re- moved, and on the completion of the second voyage the other chief and extra men were removed, since which time the vessel has continued to operate with the same crew as is required for a similar size and type of steam tanker, with the greatest success. In all, up to date, the MILLer County has made about five to six trips, equal to about 21,000 miles, with most satis- factory results. The enginéers like the ships; there is much less work to do on watch and in port, and it appears to be quite established that when once the men get over the first feeling of strangeness they handle the motors with celerity and confidence, Contract for handling the radio serv- ice on the 535-foot transpacific liners operated from Seattle and San Fran- cisco has been awarded to the Radio Corp. of America. —