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How Oil Burning Ships Are Bunkered on the Lakes oil and diesel engine oil on th? Great Lakes, although expand- ing, has not yet attained the propor- tions where supplies are available in the same manner and to the same extent as coal. It is the rule that vessel owners buy through brokers and take delivery in tank cars, pumping direct from cars to vessels. At this time the annual consumption of bunker fuel oil on vessels oper- ating out of Chicago is about 4,000,- 000 gallons, and of diesel oil about 500,000 gallons. The principal source of supply is the Smackover field. The bunker fuel is of the 18-22 gravity grade, while the diesel oil consumed runs from 24 to 32 gravity. The cost, aboard vessel, of bunker fuel is from 4.8 cents to 5 cents per gallon, and of diesel fuel 5% cents to 8 cents. The largest user of bunker fuel is the Rutland-Lake Michigan Transit Co., managed by D. Sullivan & Co., Chicago, whose package freighters Back Bay, BURLINGTON and BENNING- TON are oil burners. In the season of 1925 these vessels loaded 35,550 barrels of oil at Chicago and 2225 at Sarnia, Ont., a total of about 1,- 585,000 gallons. Each vessel will load five to six tank cars, or 50,000 to 60,000 gallons, at a time. In the spring and fall months it takes three hours to fuel, and in summer two hours. The oil is pumped direct from the cars into the vessel tanks. Oaaes of bunker fuel Oil Burning Passenger Ships The NortH AMERICAN and SouTH AMERICAN, passenger steamers oper- ated by the Chicago, Duluth & Geor- gian Bay Transit Co., have a capacity of 100,000 gallons each. They are fueled at Chicago and usually take on about 60,000 gallons, ample for the round trip from Chicago to Buffalo. In the course of a season this fleet consumed about 1,000,000 gallons. Loading also is direct from tank cars ‘to vessel. The Chicago & South Haven Steam- ‘ship Co., Chicago, requires about 400,- ‘000 gallons per season for its pas- senger steamer Iroquois, operating -out. of Chicago to West Michigan ports. The contents of three tank -cars suffice for one fueling. The Great Lakes Dredge & Dock BY E. C. BARRINGER Co. burns oil under the boilers of the tugs ANDREW H. GREEN and JAmrs H. Cassipy at Chicago. Its annual con- sumption approximates 1,000,000 gal- lons. The smallness of the tanks of these tugs has made it advisable for the company to install tanks at its fuel docks rather than to fuel direct from tank cars. The Construction Materials Co., Chi- cago, has a diesel electric propelled steamer in its SANDMASTER. Working about 9 months of the year, this vessel requires about one car or 10,- 000 gallons per week. A line is run direct from the tank car to the vessel’s tanks. On a 9-month schedule this interest would require upward of 350,000 gallons of diesel oil. Facilities Will Improve with Demand The Great Lakes Dredge & Dock Co. has four tugs, Mary C., MartHa C., Bapcrer STATE and Hoostex STATE fitted with diesel engines. As is the experience of this company with bunker fuel, it is more economical to discharge tank cars into tanks at its fuel docks and fuel the tugs from these tanks. This company has diesel engines on several dredges and on June 12 launched the diesel propelled tug, Wittiam A. Lypon, 108 feet long, 26 feet beam and 14 feet deep, at Manitowoc, Wis. The Great Lakes company now consumes 150,000 gal- lons of diesel fuel per year but will increase this figure. Efforts of some retailers of domes- tic fuel and other oils at Chicago to obtain vessel business have not been successful thus far. been sufficiently broad to warrant the installation of tanks and pumping facilities on thé waterfront, and bro- kers can supply the tank car trade as economically. At least one re- tailer has made a thorough study of the situation and cannot see business sufficient to justify the expenditure. Most of the bunker oil taken aboard at Chicago comes out of tank cars consigned to the Randolph street dock and frequently vessel owners accomo- date each other and trade supplies. It calls for some detail to keep tank ears rolling from Texas into Chicago to meet the vessel schedules. The Standard Oil Co., of Indiana is not a factor in this lake trade in bunker and diesel oils. Its stand is 31 Demand has not that it is more economic to refine crude oil. At its numerous Great Lakes stations, where it markets lu- bricating oil, gasoline, kerosene and similar products, it has for sale a distillate that commands about 8c a gallon. It has many customers in the owners of small craft having diesel engines or burning bunker oil, but its price does not attract the large business. The Standard com- pany has not sought the domestic oil trade, either. Its two Great Lakes tankers, Wintiam P. Cowan and RENOWN, are oil burners, using waste from the company’s Whiting, Ind., re- finery. It is quite evident that fuel oil and diesel engine oil is not a factor in the bulk freight trade of the Great Lakes. However, there are two large bulk freighters, the Henry Forp and BENSON Forp fitted with diesel engines using an estimated total of 2,500,000 gallons a year for both. The Twin Cities and Twin Ports small diesel electric cargo vessels of the Minnesota- Atlantic Transit Co. will probably use at an estimate about 400,000 gallons a year for both. Number of Diesel Ships Another fleet of growing importance using diesel engines for motive power is that of the Isthmian steamship lines with the STEELMOTOR and STEEL- VENDOR already in operation two years and the Street ELEcTRICIAN (diesel electric) and STEEL CHEMIST starting this summer. The four vessels it is estimated will require about 1,- 000,000 gallons of diesel engine fuel per year. These vessels carry news print from Canadian ports on the St. Lawrence to Chicago and _ steel products from Lorain to Montreal. Bunkers are generally taken on at Sarnia, Ont. supplied by the Imperial Oil Co. The rates have been 7 to 7.3 cents per imperial gallon which is equivalent to 5.6 to 5.8 cents per U. S. gallon. : The Standard Oil Co. of Ohio through not actively engaged in the ship bunkering business is prepared to take care of any customers that apply. Vessels may bunker from tank cars at Cleveland and direct from the re- finery at Toledo. Ports from Con- neaut to Toledo are served at sea- board prices plus le to 1%c freight. Grows