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Diesel Electric Ship Works Fine Owners of Tanker Van Dyke After Trial Trip Are Enthusiastic—Several Inde- pendent Generating Units Insure Reliability—Bridge Control Gives Accuracy [ee installation of a Diesel elec- tric drive in the 7500-ton tank vessel J. W. VAN DYKE, owned by the Atlantic Refining Co., is of particular interest at this time when shipowners throughout the world are turning their attention to the internal combustion engine as a substitute for steam in the propulsion of cargo and passenger vessels. Departing from the direct diesel drive, the diesel electric combination was selected for this vessel with the object of pro- viding independent multiple units for generating electric power to operate an electric motor direct-connected to which they may be spread over the comparatively large installations found in passenger vessels, it is to be expected that this method of pro- pulsion will find favor for any type of vessel. Highly successful application of the diesel electric principle to a number of smaller vessels, particularly tug boats, where the necessity of absolute control for rapid maneuvering and extreme flexibility of drive are of prime importance, has demonstrated, beyond a doubt, the desirability of this type of drive for vessels destined for use in river and harbor work. After N. Y., under the direction of L. M. Goldsmith, of the Atlantic Refining Co. Development of the plans for converting the VAN DyYKE, and the carrying out of the various steps in the installation, were facilitated by the co-operation of the officers of the shipping board, who have made every effort to assist in bringing the work to a successful conclusion. Of approved tanker type the hull has 11 cargo tanks and eight sum- mer tanks, with pump room amidships and propelling machinery aft; the Isherwood system of longitudinal framing is used throughout. The THE TANKER VAN DYKE RECENTLY CONVERTED FROM STEAM TO OIL ENGINE ELECTRIC DRIVE STARTS ON MAIDEN VOYAGE FULLY LOADED—SAID TO HAVE THE the propellor shaft. With its light- weight units as compared to the heavy direct diesel, this arrangement is par- ticularly adaptable to the conversion of vessels now equipped with steam- driven propelling machinery, and with its economical features of installation and operation, should prove a value- able element in the development of our merchant marine to meet the keen competition of foreign shipping. Completion of the sea trials of this vessel, which is the largest in point of tonnage yet converted to the diesel electric drive, bears out the judgment of the designers and thus marks an important step in establishing this type of drive in the field of large ceean carriers. In view of the ele- ment of reliability introduced by the multiple units, and the ease with LARGEST INSTALLATION OF THIS TYPE OF PROPULSIVE POWER IN A MERCHANT SHIP experience with this type of ves- sel, Mr. J. W. Van Dyke has reached the conclusion that the principle is fundamentally correct in fulfilling the requirements of ships. General Particulars of the Ship The M.S.J.W. VAN Dykks, formerly the S. S. ALLANTOWN, was purchased from the United States shipping board, to whom she was. delivered from the yards of Pusey & Jones, Gloucester, N. J., in 1918. She was originally laid down for the Cunard company, but was taken over by the shipping board during the war period. The work of reconditioning the hull and installing the diesel electric pro- pelling machinery and auxiliaries was carried out at the yards of the Staten Island Shipbuilding Co., Staten Island, 259 principal details are as_ follows: Length over all, 380 feet; length be- tween perpendicular, 365 feet; mold- ed beam, 50 feet, 9 inches; molded depth, 31 feet, 3 inches; block co- efficient, 794; capacity, 60,000 barrels; speed, 11 knots. It is interesting to note that the capacity was increased by 5400 barrels as a result of the new machinery installation. Originally the propelling machinery consisted of a General Electric turbine of 2400 shaft horsepower, driving a single screw through a set of double reduction gears. Steam for propulsion and auxiliaries was sup- plied by three water tube boilers. With the removal of this equipment, the screen bulkhead between the boiler and engine room was cut out, giving a single compartment for the