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50 W. E.Thau Made Manager (Continued from Page 34) until 1915 when he transferred to the work of the application of electrical equipment to naval and merchant ves- sels, a work that was largely of a pioneer nature and the development of a new field. Mr. Thau continued in this capacity until his promo- tion to the position of manager of marine engineering. During his work with the Wes- tinghouse company Mr. Thau assisted in designing the electrical propelling equipment for the United States bat- tleships TENNESSEE, COLORADO, WASH- INGTON, INDIANA, SoutTH DAKOTA, NorTH CAROLINA, and MONTANA, and the battle-cruisers RANGER and CON- STELLATION. He has also carried out a great deal of development work on the diesel-electric drive for merchant ships and the use of electric power for operating ships’ auxiliaries, such as pumps, winches, capstans, wind- lasses, and steering gears. Mr. Thau is a member of the So- ciety of Naval Architects and Ma- rine Engineers, and also the Amer- ican Institute of Electrical Engineers. He has delivered papers before these societies and has prepared articles for many of the marine publications. Full Form Uneconomical (Continued from Page 25) of Naval Architects in 1919, there are records of models of two vessels 400 feet in length and having 0.755 and 0.775 block coefficients. The C values were taken and applied to present vessels for indicated horse- power, assuming this at twice esti- mated horsepower and the results in Table 4 may be compared with table 3 when it will be seen that there is close agreement, although _ slightly MARINE REVIEW lowing tables; the vessels being as- sumed to steam at a constant speed of 10 knots, and loaded to marks out and home on all voyages, with varying lengths of voyages rang- TABLE 3 Fine vessel “‘B’’ Full vessel *‘A”’ Speed Con- Con- I.H.P. sumption I.H.P. sumption 9 knots....+ 1,250 22 250 221 LO: knots 32 --1;750 3107201625 30.5 11 knots.... 2,400 425) 32350 41.5 ing from 2000 to 8000 miles each way. Table 5 gives the various com- ponent weights on board each voy- age, and is used to find the actual TABLE 4 Full vessel Fine vessel Speed on- on- J.H.P. sumption I.H.P. sumption 9 knots.... 1,255 2225 210 21.4 10 knots.... 1,750 31.0 ~ -1,700 30.1 11 knots.... 2,460 43.5 2,350 41.5 weight of cargo which can be car- ried each voyage. Table 6 gives the number of days taken to complete one round voyage December, 1926 cupied in overhaul. Table 8 gives the total number of round voyages per year, the total weight of cargo carried, and the total weight of bunker coal consumed, and it shows that the fine vessel carries more cargo per year than the full vessel and burns less coal. The comparative running costs of the two vessels may now be con- sidered, and these are based on the following assumptions: 1. Depreciation is taken at 5 per cent of first cost, and no allowance is made for interest on capital, but if this is included at 5 per cent there would be £100 debit against the fine vessel. 2. Insurance is taken at 8% per |- cent of first cost, allowing 6% per cent for hull and machinery, 1% per cent for freight, and % per cent for protection. 3. Office charges and management are taken at 1d per ton of cargo carried, plus 2 per cent of first cost. 4. Repairs are taken at 3d _ per mile run, plus £500 per year. TABLE 5 F300" 900 8,000 2,000 4,000° 6.000. 8,000 i MER ine Moc eaae 2,000 4,000 6,000 8, 2. ‘ ‘ ; EW at Pisses So B36 OF a) WOO. 198). G8 GES IO 193 Feed at 2 tons per day per I.H.P......... 58 87 e NG 28 58 87 ee Storessat2 tonsiper day... osc Gee oe 53 50 66 16 33 50 oe Equipment and sundries say..........-++ a a Uy i ae ae toe Ne : ae Coal consumption on voyage..........+. ae ee ra a Cae Coalsfor2idayasparejocccs cola secure 36 34 32 40 Bo 2246 34 7,153 6,793 6,434 7,917 7,560 7,204 6,848 out and home, and assumes that the cargo can be loaded and _ unloaded at the rate of 500 tons per hatch per day, giving a total of 2000 tons of cargo per day handled in port. Tables 7 gives the total number of days at sea per year and the total number of days in port as deter- mined from Table 6 and allowing for twenty-one days each year being oc- TABLE 2 Moulded dimensions Load d more favorable to the fine vessel; but actual figures in Table 3 have been adhered to in results. given in the present paper. The results of the detailed cal- culations made to determine an eco- nomic comparison between vessels “A” and “B” on the basis of one year’s trading are shown in the fol- Full vessel “A” 400’ x 53’ x 28’ 9” 23’ 6” 11,000 tons SLED 3,000 tons Fine vessel ‘‘B”’ 410’ x oF ee x 29! 6 11,500 tons \ .750 3,100 tons 8,400 tons 3,150 tons £87,000 70” by 48’ stroke S. E. N. D. 15’ 6’ x ‘11’ at 180 Ibs. Coal for port use: 5 tons per day......... 8 Margo deadweight: oa sas. aie ne oes 7,515 Wotaledeadwetehts)<¢:22. 605 vas oa ee via ihe 8,000 8,000 8,000 8,000 8,000 8,000 8,000 8,000 5. Stores for deck and _ engine room are taken at 3d per mile run, plus £500 per year. 6. Wages include for British scale officers and crew and_ victualling. The officers’ wage bill is £1900 per years plus 38s per day for vic- tualing, or say, £2450 in all. The crew are taken at £10 per month for thirty men, plus 8s per day victualling, and they are assumed to be paid off in home ports. 7. Harbor charges are taken at 1s per register ton each end, and no canal dues are allowed for. 8. Stevedoring charges assume 1s per ton for discharging cargo and 1s per ton for loading, plus additional charges for bunkering. (Continued on Page 60) TABLE 6 Full vessel Fi 4,00 0 8,000 2.000 4,000. oO OF 322-3206. 3: 78 Sia SG ee 16.66 ce Boe 33% 3,