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November, 1926 MARINE Franklin D. Mooney (Continued from Page 62) S. A. (New York and Tampico); Cuban American Ter- minal Co., Cuban Navigation Co., International Shipping Corp., New York & Porto Rico Steamship Co. (of Maine), The New York & Porto Rico Steamship (of New York), San Antonio Co., San Antonio Docking Co., Santiago Ter- minal Co., United States & Porto Rico Navigation Co., New York & Cuba Mail Steamship Co. Mr. Mooney is a great believer in good terminals, con- veniently located and fitted with facilities which permit the loading and unloading of cargo with the least expendi- ture of time and expense. The company’s terminals at Charleston, Jacksonville, Tampa, Key West, Miami, San Juan, Porto Rico, Havana and Santiago have recently been rebuilt, and greatly improved. He also consistently favors the building of vessels of the highest type for both freight and passenger traffic, paying particular atten- tion to every modern development for promoting the safety and comfort of passengers. In promoting foreign trade routes he believes that Amer- ican shipping will profit most by developing within itself REVIEW 71 the highest basis of efficiency, and that within the industry the companies which invest money in men of highest intelligence are entitled to success. A steady, well-balanced disposition characterizes Mr. Mooney’s conduct generally. His associates attribute to him the qualities of patience, tact and understanding. He is even-tempered and is able to get things done without friction. He has a genial personality, colored by a keen sense of humor. A hard and thorough worker himself, he expects the same kind of co-operation from his asso- ciates and receives it. He is known for the recognition he extends to those who show merit in the company’s employ. He displays a caution founded on complete preparation for anything he has to say or do. Mr. Mooney has his residence at Garden City, Long Island. His principal recreation is golf. He is an en- thusiast over this sport and does most of his playing at the Cherry Valley Golf club. He is also a member of the New York Yacht club and the Whitehall club. He takes methodical care of his health. He spends much time in ‘reading. He is a home-lover and takes part in the activities and interests of his family, consisting of his wife, son and daughter. Cut Fuel Bill on Great Lakes Freighters By Using Turbines, High Pressure Steam and Powdered Coal BY EDWIN B. SADTLER Edward J. Berwind-—Franklin Steamship Co. RESENT great Lakes bulk freighters of the E. J. Ber- wind type make 12 statute miles knots. 15 per cent, they would be able to make a speed of 18 miles or 11% The time for the round UHUDENLATENOOYQOQAUAQUUUOUOTLUUOEEETOVOUULLAO STUNG Cutting down the fuel bill without sacrifice of other essential factors is what every ship operator wants. The author with a thorough understanding of ships and their machinery bred of long practical experience in their design and construction sug- gests in the accompanying brief analysis certain depar- tures from common practice on the Great Lakes. His conclusions are that slightly more cargo could be carried in the same time at a saving of over 1900 tons of fuel in one season for a ship of this type. LM these ships to be using 1.66 pounds of coal per indicated horsepower or 8300 tons for the per hour or 10.4 knots on 2350 in- dicated horsepower, carrying 11,- 000 tons of cargo, and making the round trip of 1650 miles in seven days. These ships apparently have the extremely full block coefficient of 0.875. Their usual run gives them 30 trips per season. Were ships of this type reduced to a block coefficient of 0.83 and their power increased to 2700 horse- power or an increase of less than trip would then be six days, or 35 trips in the same period of time. The cargo carried in present ships per vessel would be 11,000 x 80 = 330,000 tons. For the pro- posed ships it would be 9500 X 35 = 832,500 tons. The finer modeled ship would be much safer in bad weather and when running light one way as is frequently done would be much more efficient. While the data at hand shows season, this could be greatly im- proved by using higher steam pressures with turbines and powdered coal fuel which would bring down the fuel consumption to at most one pound per shaft horsepower or 0.9 pound per in- dicated horsepower per hour, giv- ing a total of 6870 tons for the season, thereby showing a saving of 1930 tons while at the same time carrying a total of 332,500 tons of cargo.