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50 ures shows that on the basis of a 15 per cent carrying charge, the operating cost saving amounts to an equivalent investment of approxi- mately $119,000 on the 10-90 basis, and approximately $134,000 on the The saving in operat- 20-80 basis. MARINE REVIEW In other words, the equivalent capital- ization at 15 per cent resulting from the yearly saving in operating costs is 8 times the difference in ma- chinery costs. The item of additional crew cost in the case of the steam fire boat is alone more than sufficient November, 1926 the latter possesses very decided ad- vantages in the way of readiness, con- trol, weight, etc. The saving of even a few minutes in arriving at a fire may result in the prevention of considerable loss of property. The conditions for the comparison FIRE BOAT PORT HOUSTON—AT LEFT—MAIN GENERATING UNIT ON THE PORT SIDE. POWER CAN BE USED FOR PROPUL- SION, FIRE PUMPS OR AUXILIARIES—AT RIGHT—ONE OF THE MAIN FIRE PUMPS ing costs shows a return on the addi- tional investment for the diesel electric of 120 per cent on the 10-90 basis, and 134 per cent on the 20-80 basis, Electric Deck Machinery auxiliaries are the logical equip- ment for the dieselized motor ship. There are innumerable reasons, based not on theory alone but on actual experience and comparative data, why this is so. There is only one argument the manufacturer of this type of equipment must meet when comparison is made with steam, and that is the first cost. This is true of some classes of auxiliaries, but it applies only to the machines proper. In many instances, if con- sidered thoroughly as an overall ex- pense, the steam machines cost so much to install, with steam and ex- haust piping, valves, condenser re- quirements etc., that the other types are cheaper. Reliable manufacturers are striv- ing to bring down costs by standard- izing on parts for various types and have been able to make a favorable showing in the past few years where | eee or hydroelectric deck The author, P. E. Kriebel, is a member of the staff of the American Engineering Co., Philadelphia. to justify the additional expenditure. Aside from the first cost and oper- ating cost analysis which is very fa- vorable to the diesel electric drive, BY P. E. KRIEBEL price is the main factor. This has been possible especially with the steer- ing gear. The nature of the electri- cal requirements for winches and windlasses would seem to _ preclude much more reduction. Economies Effected in Service However, the main consideration should be the economies effected in service and reliability when called upon for instant action. These fea- tures should be given every consid- eration by the ship owner, operator and architect. Figures demonstrating these econ- omies are available, particularly in instances where steam ships have been converted to motor ships. Aside from ordinary anchorage and warping in port, the windlass never is used except in emergency. ‘Chat emergency may arise at any moment, hence steam must be on the line at all times. This is also a requirement where the pipe lines forward are on deck, in order to prevent freezing. made above have been taken con- servatively, the steam fire boat being favored, if anything. The advantage clearly lies with the diesel-electric. Is Efficient This is a waste. The electric wind- lass takes power only when needed and in the interval is absoltely in- ert. When needed it jumps to the work without all the lost motions of draining cylinders etc. Naval architects have realized this fact of late and have used the elec- tric windlass even for turbine or other steamships of their design. Shipbuilders state that it is cheaper to furnish and install electric wind- lasses than steam windlasses in spite of the expensive watertight electrical equipment required. A notable example of the present trend toward the electric windlass is the action of Theodore Ferris, who has placed them on all his recently de- signed steamers, for the Clyde Steam- ship Co., and Clyde Miami, and who contemplates doing the same on the Red D. line. Cargo hoists and capstans should be driven electrically. They are used only in port and the hoists are fre quently awash when at sea. The elec- 1