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as the original engine at 5 pounds per square inch back pressure. The high pressure turbine on the modern reheat installation does not use super- heated steam. In the marine field we have a number of very successful ships with reciprocating engines on the outboard shafts exhausting into a turbine on the center shaft. An investigation of the field of higher pressures and temperatures as applied to lake vessels would be worthy of the owners’ attention. An installation with steam at moderate- ly high pressures of say, 350 pounds per square inch and a total tempera- ture of 750 degrees Fahr. with the necessary turbine and reduction gear should give us a water rate of less than 8.5 pounds per shaft horsepower or a b.t.u. rate of 12,500 for main propulsion, corresponding to about 14,000 for all purposes if we go to electrification of auxiliaries. The thermal efficiency of such an installation is beyond question and the reliability of geared turbines has been demonstrated. The record of the S. S. Aucic published in the March MARINE REVIEW is interesting in this respect. Use of Powdered Coal The use of powdered fuel for ma- rine work has come to the fore and promises a saving of about 5 per cent owing to better combustion. Its adaptation to scotch boilers has not been quite worked out but it could be used now with water tube boilers, with some alterations to the furnace. While one cannot quarrel with Mr. Penton in his choice of scotch boilers for moderate pressures up to 200 pounds per square inch, it is at the higher pressures that the water tube boiler finds its exclusive field. The use of a scotch boiler with poppet valve reciprocating engines as advo- cated, is only scratching the surface of “fuel savings.” The modern 600- foot lake freighter has a b.t.u. rate of 25,000 per shaft horsepower and a turbine installation such as outlined in the foregoing would show a fuel saving of 44 per cent. The very bad water rates of auxil- iary equipment is mentioned, and, while it is not always desirable to hang all the auxiliaries on the main engine, few engineers will disagree on the economies to be gained by the electrification of auxiliaries. We have electrical drives of proven reliability and economy, both for en- gine room and deck machinery, yet how many vessels do we find on the Lakes so equipped. This seems to be typical of our lack of progress. Owners seem averse to putting any more capital than is necessary into their vessels, but if a good return ean be shown for additional expendi- ture, it would seem to be good busi- ness. This can only be determined after a careful survey of their ves- sels’ trade, taking into account full running time, checked time and har- bor time. ward tendency of the cost of coal which will make fuel saving invest- ments increasingly profitable. To Enter Service in June S. S. Yarmouth Is Nearing Completion ORK on the fine new steamers \ \ YARMOUTH and EVANGELINE building at William Cramp & Sons Ship and Engine Building Co. for the Eastern Steamship Co. is pro- gressing in a_ satisfactory manner. No expense is being spared to make these two ocean passenger vessels for the run’ between Boston and Yar- mouth, N. S., and New York and Yarmouth, truly luxurious and com- fortable in accordance with the high- est standards of shipbuilding and good taste as exemplified by the best along these lines that the country can pro- duce. The §. S. YARMOUTH was launched Novy. 6, 1926, and the Evan- GELINE on Feb. 12,°1927. It is ex- pected that the YARMOUTH will have completed her trials and will be ready 22 to enter service in June. The Evan- GELINE will follow some time later. Every feature of design in these vessels has received careful study by Theodore E. Ferris, who has for years been kept busy at his profession in spite of the poor condition of ship- building, which after all is an indica- tion of the high value in which his skill is held. The lines were worked out and models tested to obtain a shape to give minimum resistance at the speed desired. A through sched- ule of 33 hours from New York to Halifax is possible with the 18-knot speed anticipated. Each vessel will be equipped to carry 751 passengers. The furnish- ings and appointments are laid out on a lavish scale. Public rooms include MARINE REVIEW—June, 1927 Another feature is the up- two social halls, a library, writing room, lounge room, music room, danc- ing saloon, smoking room, veranda cafe and glassed in promenade deck. Accommodations are provided for 589 first-class passengers and there are berths for 162. Couch berths will be fitted in 70 state rooms in addition to the regular lower and upper berths, so that if desired three persons may occupy one stateroom. Other state- rooms have three-quarter width lower berths and a single upper berth. There are ten special suites paneled in ma- hogany and these have private baths and twin beds. These vessels are 379 feet 3 inches in length overall; 365 feet in length between perpendiculars; 55 feet 6 inches in breadth molded; 29 feet 6 inches in depth molded and have a designed draft of 18 feet and a maxi- mum draft of 20 feet. The displace- ment at 18 feet draft is 5905 tons and the gross tonnage is about 4800. They are of three deck superstructure type and have a continuous promenade and boat deck making five decks in all. The stern is of cruiser type and the stem is raked forward. Each ship is equipped with a complete double bottom. Four hatches are served with electric freight elevators through the main and lower deck. There are eight watertight steel bulkheads. The deck houses on the promenade and boat decks are of steel. Particular atten- tion has been given to the cargo space with a view to carrying automobiles. Propulsion By Geared Turbines Any engineer would take delight in looking over the propelling machinery of the YARMOUTH and the EVAN- GELINE. It is without exaggeration probably as good in every detail as can be produced in this country. Cramps have for many years had an excellent reputation as_ shipbuilders and the machinery designed and built by this company has won high recog- nition for quality and dependability both in the naval and merchant serv- ices. Two sets of cross compound single reduction geared turbines of Parson’s type, built by Cramps fur- nish the propulsive power. The single reduction gears for each set of tur- bines in both ships were designed and built by the De Laval Steam Turbine Co. The success which this type of gear has shown in a number of im- portant marine installations deter- mined the choice in this case. About 3800 shaft horsepower is transmitted from each turbine to each screw. Steam is furnished by six scotch type, single ended, four-furnace boilers of 16 feet 4 inches in diameter by 11 feet