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68 damage by cargo or exposure to the sea and weather, beneath the platform in the steel enclosed structure below. This will appeal to every practical steamship operator and it is a pro- gressive step in the improvement of cargo handling facilities. The TAMPA has ten winches in all, two for each hatch including the bridge deck hatch where the two winches are se- cured to foundations-on the deck, each winch serving a single boom on sepa- “rate king posts. The booms are of wood of 5-ton capacity except on the bridge where they are of 3-ton capacity. There is also a heavy lift steel boom of 30-ton capacity stepped independently on the raised platform just aft of the foremast. Rooms for Eleven Passengers Accommodations for the crew and officers are new throughout and have _ been laid out with a view to maximum In line with comfort and sanitation. MARINE REVIEW fourth assistant engineer. In the accompanying Table 3 the costs of converting this vessel is itemized. The total of $740,021 and at first glance this seems high. For a private operator on the basis of these costs it would work out as follows: The original steamship, if agreed to convert to diesel drive, could be purchased from the shipping board for between $5 and $7 a dead- weight ton. At the larger figure this would be about $67,000. Adding this to $740,021 the total cost for a complete modern economical cargo vessel of 9120 deadweight capacity would be $807,021 or about $88.50 per deadweight ton. Now that both the engine builder and the shipyard have had the experience, and with savings a private owner might be able to make, it is possible that the conver- sion figure might be cut by $100,000. Further, assuming that the hull could be bought for conversion at $5.00 WINDLASS M. S. TAMPA—ORIGINAL STEAM WINDLASS OF AMERICAN ENGINEER, ING CO. MAKE, REBUILT FOR ®LECTRIC MOTOR DRIVE—45-HORSEPOWER WESTINGHOUSE MOTOR—CUTLER-HAMMER SHOE BRAKE modern practice abroad quarters have been arranged for eleven passengers in well ventilated rooms having metal beds electric fans and running fresh water to basins. Hot and cold fresh water is provided to baths. The en- tire vessel was thoroughly recondi- tioned. The hull was drydocked sealed, chipped and painted. All running gear was freed and put in good working order. The following officers regularly com- missioned operated the M. S. TAMPA during her sea trials: P. P. Taylor, captain; L. H. Hirschy, chief engi- neer; Harry Underwood, steward; Walter Holbaum, first officer; W. C. Dowe, first assistant engineer; W. S. Carroll, second officer; C. H. Coburn, second assistant engineer; W. I. Cox, third officer; A. F. Jones, third as- sistant engineer; W. J. Christiansen, a ton, the total cost for the converted vessel would be $688,000 or. $75.40 per deadweight ton. No data on fuel consumption dur- ing the trial trip is available but the results from the thirty days’ shop trial gave a consumption of 15 tons per day developing the full rated horsepower. The steamship consump- tion was at least 85 tons per day at sea. During the shop test the en- gine ran on ordinary navy bunker oil such as is ordinarily burned under boilers. If the oil regularly used can be of the same grade as boiler oil the savings in fuel per day at sea, over that for a steamship of the same size, for present prices of fuel oil at New York would be about $240 per day. Differentiating between suit- able high grade diesel oil and ordinary bunker oil using the one for the motor December, 1926 vessel and the other for the steamship the saving would be $170 per day. Bids Received For Sale of U.S. Lines On Nov. 8, the shipping board re- ceived bids for the United States lines and the American Merchant lines. Pp. A. S. Franklin in behalf of the Atlantic Transport Co. offered to buy the LEVIATHAN for $4,000,000 guaran- teeing operation for ten years under the American flag. with the provisio that she would receive as much mail as she does at present. J. H. Winchester & Co., operators of the American Merchant lines offered to buy the five ships that they are operating for $200,000 each, or a total of $1,000,000 for the service. An offer was also made to charter the United States lines at the rate of $5000 a month plus 50 per cent of the net operating profits, and to con- struct for operation on this line two new mail passenger express ships at a cost aggregating $30,000,000. The bidder proposed to secure $20,000,000 of the cost of these new vessels from the shipping board construction loan fund. Kermit Roosevelt, president of the Roosevelt Steamship Co. submitted an offer of $252,000 per ship or $1,210,- 000 for the American Merchant line. His bid further offered to operate the United States lines for the ship- ping board, by forming a new corpo- ration of American shipping men in- cluding the firm of Moore and Mc- Cormack, An offer by the Potter Steamship Co. Inc., New York to buy either the PRESIDENT HARDING or the PRESI- DENT ROOSEVELT for $1,505,000 was rejected as the board did not contem- plate selling single vessels. The Bar- ber Steamship Lines Inc. offered in the event that the ships were not dis- posed of on the basis of the bids received, to submit an _ alternative proposal. On Nov. 16, the shipping board voted to give representatives of J. H. Winchester & Co. and William F. Kenney and associates a hearing on their proposal for the purchase of the American Merchant lines and_ the charter of the United States lines. The hearings were to be held on Nov. 17, but up to the time this is written nothing further has been heard. The bidders at that time were to be given an opportunity to explain their pro- posal to the board. The board at the same time voted not to accept or give further consid- eration to the proposal received from Kermit Roosevelt and associates.