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54 Low Lake Levels (Continued from Page 26) paratively short distances. On the Great Lakes a general average of 11% miles per hour is perhaps the most economical. But it sometimes happens that someone gets the idea that a mile or so more would be a great advantage. What is likely to happen? The absorbing power at the terminals, and occasionally the sup- ply at the other end, get out of step with the result of accompanying de- lays that more than offset the gain in speed. The extra coal consumed is quite a considerable item of expense when it is remembered that the power increases as about the cube of the speed, or 10 per cent more speed means 30 per cent more coal. Recip- rocating engines and Scotch boilers with forced draft are capable of a certain flexibility with respect to occasional overloading; but to make a regular practice of forcing the machinery to a power much above its normal rating, is simply running the risk of somewhat expensive re- pairs sooner or later. Such has actually been the case in some ves- sels recently. Sometimes it also happens that in the mad race, we shave the spectacle of vessels lying © at the docks toward the latter part of the year for lack of cargoes, and it is a little difficult to see what ‘has been gained by rushing things earlier in the season. Possible Savings Large in Aggregate Adding up all of the above pos- sibilities, there is no doubt that savings can be made which will certainly help to bridge the gap that at present exists between the loads earried today and those possi- ble on deeper drafts. _ With existing vessels and their pres- -ent equipment, perhaps only minor savings can be accomplished, but it may be well to look ahead to the time when future vessels are to be built. That somewhat superior be- ‘ing, who can run off all kinds of figures to show how far marine engi- ‘neers are behind the modern land pow- er plant station, will probably cause some moments of uneasiness, but cold ‘facts as observed from a critical ‘analysis of ledgers may help to re- store confidence. I realize that the above suggestions may bring down on my head all kinds of criticism, from being “fundamen- talist” to a “back number.” I think I am as conversant with modern de- velopments in marine and even land practice as many others, even to the extent of diesel engines, electric pro- pulsion, geared turbines, and paddle MARINE REVIEW wheel types, each of which has its proper place in the marine world today. But—please note, I said pro- per place: and conditions of service, methods of operation, cargo to be carried, proper speed, possible limita- ‘tions of draft and, hence, propellor design, handling of vessels, necessity for continuous and reliable service over a few months of the year, to mention only a few of the require- ments, are things that should be given grave consideration before adopt- ing methods or devices that may have proved successful under entire- ly different conditions. In addition to the above, the main question before lake shipping men to- day is the urgent necessity of the regulation of lake levels and the pre- vention of any developments that tend to lower the same. At present it would seem inevitable that freights must gradually increase, but should more draft be available in the future, not only no harm, but possibly great benefits, can come from a thorough invesigation of things as they exist today Four Carferries Pending The Ann Arbor railroad is in the market for a new carferry taking 3000 tons of steel, probably similar tothe ANN ArzBor No 7 completed last year at Manitowoc Shipbuilding Corp. This ferry is 360 feet long by 56 feet beam and is engined with two reciprocating steam engines and has four Scotch boilers. The Wabash railroad is in the mar- ket for four carferries taking about 8000 tons of steel. It is likely that these ferries will be somewhat simi- lar to the carferry recently completed for the same company by the Manito- woc Shipbuilding Corp. This ferry is 370 feet long by 67 feet beam and is 21 feet 6 inches deep. Four recip- rocating steam engines drive four propellers, two at.each end. Steam is furnished by 6 Scotch marine boilers 18 feet 9 inches in diameter by 11 feet 6 inches long at 160 pounds per square inch. R. H. Reynolds, marine superintendent of the Ann Arbor rail- road supervised the construction. Federal Shipbuilding Co. The Federal Shipbuilding & Dry Co. on June 1 announced the removal of its sales office to the general offices and works of the company at Lincoln highway, Kearney, N. J. Its former mailing address for inquiries and all mail has been changed to Kearney, i BAF July, 1926 Authorize Nine Ships for Coast Guard One of the most important happen- ings for American shipbuilders recent- ly, was the passing by the house and the senate and the signing by Presi- dent Coolidge of a bill appropriating $9,000,000 for the building of ten new vessels for the United States coast guard. Naturally the keenest competition will be developed when bids are asked for, but it will mean some much needed business for the shipyards. Cramps Awarded Contract The navy department announced on June 7 that a contract had been awarded William Cramp & Sons Ship & Engine Building Co. for the build- ing of one light cruiser. Bids were opened for the building of this scout cruiser to be known as Saut LAKE City on April 1. A sister vessel to be named PENSACOLA is to be built at the Brooklyn navy yard. The ma- chinery for the latter vessel also will be built in a private yard. Cramp’s bid was as follows: - For one ship complete and engines for both ships, contractor’s design of machinery, $10,900,000. For one ship complete, and engines for both ships, with navy design machinery, $10,- 580,000. Bids Asked for Barges The Inland Waterways Corp., a government corporation, under the ecntrol of the United States army, will receive bids on July 16 at the offices of Cox and Stevens naval archi- tects and marine engineers, 341 Madi- son avenue, New York City, for three steel towboats. and for 15. steel barges. These boats are all wanted, it is understood, for use on the upper Mississippi river. New Ferryboats Late in May, the Southern Pacific Co., 65 Market street, San Francisco, asked for bids on, it is understood, five ferryboats somewhat similar to the KitAMAaTH. The new ferries are to be of the diesel electric type and are to be powered with four 400 brake horsepower diesel engine gen- erating sets supplying current to a 1250 shaft horsepower electric motor. The dimensions of the new ferry- boats will be 256 feet over all; 234 feet between perpendicular; 44 feet 10 inches in breadth; and 68 feet 6 inches in breadth over guards; and 19 feet 4 inches in depth.