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August, 1926 into British repairing slips, and a large amount of this work is lost to continental ports, especially Holland. On the other hand, an important ship- repairing contract has been placed with the Grangemouth Dockyard Co. which is to carry out extensive repairs to the steamer Porthcawl, of 1504 tons, which ran ashore on the Island of Incheolm last February. Lloyd’s Shows Temporary Setback Lloyd’s Register of shipbuilding re- turns show that for the quarter ended June 30 the tonnage under construc- tion in Great Britain and Ireland was 841,338 tons, only 1732 tons less than at the end of March, but about 252,- 000 tons less than the tonnage build- ing twelve months ago. The tonnage on which work was suspended at the end of June amounted to nearly 78.- 000 tons, which is about the same as at the end of June, 1925. The present totals are the lowest recorded since September, 1909 and are 1,049,000 tons below the average tonnage build- ing during the twelve months imme- diately preceding the war which was 1,890,000 tons. An appreciable de- crease is shown in the tonnage com- menced during the quarter, namely 168,483 tons, as compared with 193,- 121 tons during the first quarter of the year. The tonnage launched dur- ing the second quarter was 171,725 tons, or 18,980 tons lower than that for the previous three months. There are, at the present time, under con- struction in Great Britain and Ireland 13 vessels of between 10,000 and 20,- 000 tons each, and three over 20,00) tons. The tonnage of motorships build- ing at the end of June in Great Britain and Ireland was 293,544 tons, amounting to 53.8 per cent of the steam tonnage under construction, as compared with 52.7 per cent at the end of the previous quarter. Trials are to be effected with a new Parsons turbine and the results are being awaited with keen interest as it is claimed that the new steam plant will be cheaper and lighter than diesel engines and that, in many cases, it will not cost more in fuel which can be either coal or oil. The turbines will be supplied with steam of 500-pound pressure, superheated to 700 degrees Fahrenheit produced by water-tube boilers having an efficiency of from 80 to 85 per cent. Among recent de- velopments in motor shipbuilding it is of interest to note that two 21,000- ton motor passenger liners ordered by the Shaw, Savill and Albion Co. will be quadruple-screw vessels. Certain advantages have been recognized in this system since the construction of the AORANGI. The largest motor-liner MARINE REVIEW on the stocks, the 30,000-ton AuGustus now building in Italy, will be fitted with four screws. The adoption of superchargers also is extending, par- ticularly in Italy. On May 381 the S. S. NERISSA was handed over to her owners, the New York, Newfoundland and Halifax Steamship Co. by William 27 Hamilton & Co., Port Glasgow. The contract was signed on Nov. 38, 1925. The keel was laid in seven days and the vessel was launched in 148 days. On the trials the vessel attained a speed of 15% knots, which was over contract. This shows what can be done in a British shipyard. Deep Loaded Sea Trial M. S. Lio En Route San Pedro to Seattle, May 12, 1926 'HE results obtained from the trial show: 1. The engine developed at normal speed of 85 revolutions per minute the guaranteed 2800 shaft horsepower, and is capable of delivering over 3000 shaft horsepower. 2. The normal revolutions of 85 revolutions per minute were obtained without exceeding 90 pounds per square inch mean indicated pressure. The engine is capable of increasing the revy- olutions to 90 revolutions per minute and over. 3. The fuel oil consumption being 0.419-pound per shaft horse- power hour, was well below the guaranteed consumption of 0.44- pound. 4. Although no fair test could be made of the vessel’s speed, due to rough weather and deeper draft than normal, it is expected a sea speed of 10% knots will . obtained. General Characteristics and Trial Data Length overall Length, B. Beam—Molded Depth—Molded Draft—Normal Block Coefficient D. W. T. Normal, Actual loaded draft—Trials ye Actual Loaded D. W. T.—Trials Perpendiculars Duration of trials Average Average Average Average S. 2900 Average Fuel. Cons. Lbs/Shp/Hr........ 0. rte oe Oil Gravity—Baume B.T.U. per pound Sea Speed—knots Diclaet Manutacture in a New Way REDGES in use at present are D assemblies of the fabricated _parts made by several manu- facturers. They have been purchased from manufacturers, who _ furnish either the dipper, the lower unit or the hull, and who contracts with others to furnish that part of the dredge which he is unable himself to manufacture. The American Brown Boveri Elec- tric Corp., New York City, believing economy, speed in delivery and more efficient equipment can be furnished in a machine constructed completely at one plant and under one responsibili- ty, has formed a new department to design and build dredges in their en- tirety. Since it is obvious that a dredge is primarily a marine job, the company feels especially well equipped as it has organized the large plant and ways of the New York Shipbuilding Corp., (now American Brown Boveri Electric Corp.,) at Camden, New Jersey, to give this specialized service. The designs and manufacturing rights of A. W. Robinson, a specialist in the design and construction of dredges throughout the world, have been acquired and Lieut. Col. R. W. Berdeau, for many years with the dredging division during the construc- tion of the Panama canal, has been placed in charge of the department. Dredges, as a rule, must be built under special plans, but many are susceptible to standardized designs and where possible such plans. will be developed and resulting economy for the buyer obtained. Deviations, of course, will be made from these standards as required by the purchaser’s special operating prob- lem, but where standardized sizes can be used, the company recommends the 5, 7% and 10-cubic yard types for dipper dredges and the 16, 24 and 30- inch sizes for suction dredges. In addition, the dredge and harbor department is prepared to furnish promptly smaller craft for harbor improvement such as, drill boats, car floats, barges, scows, floating pile drivers, pipe-line pontoons, tugs, ferries and floating cranes and any other special types.