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In order to provide for the 115- volt lighting bus, radio, etc., there are provided two motor-generator sets, each consisting of a 7-kilowatt, 125- volt generator driven by a 14-horse- power, 230-volt motor. Normally one of these sets provides sufficient power, thus leaving one unit for a _ spare. These sets are controlled so that power may be taken from the auxiliary power busses in such a way that the 115-volt circuits may be energized, regardless of the source of power on the auxiliary busses. All of the underdeck auxiliary motors are of the latest drip-proof, self-ven- tilated, marine type. The controllers are both of the magnetic contractor and hand-starting and _ speed-regulating types, all enclosed in marine type, drip-proof cabinets. It has been found that one of the chief advantages of the STEEL EL5C- TRICIAN is the flexibility and positive control available with the full voltage control system operated from the pilot house. This system affords the high- est refinement of control, and at the same time utilizes the simplest ar- rangement of apparatus and of elec- trical circuits. An indication of the refinement of control is shown by the fact that on the STEEL ELECTRICIAN, the speed of the propeller may be varied directly from the pilot house in 50 progressive steps of less than 3 revolutions per minute each from the “stop” position to full speed of 185 revolutions. This range of control is, of course, available, either ahead or astern. The ability to regulate the speed directly from the pilot house in such small increments and over the entire range affords a marked im- provement in operation. This’ will readily show why the STEEL ELEC- TRICIAN during her past season’s oper- ation has made such good time through the canal and other restricted places. The captain of the STEEL ELEC- TRICIAN operates the vessel in a man- ner similar to a driver operating an automobile. There is no guessing or waiting for signals to the engine room to be executed. The fact that the captain controls the vessel himself eliminates most of the hazard of navi- gating the canal locks and restricted places. This feature is an important factor in reducing the chances for damage to both the vessel and the locks. The growing popularity of this type of drive is evidenced by the fact that there are now _ diesel-electric yachts, trawlers, tugs of all kinds, ferryboats, fireboats, sea-going and other types of dredges, sternwheel river boats, tankers, coast guard cut- MAIN CONTROL PANEL ON THE STEEL ELECTRICIAN ters, and ocean-going cargo vessels. Up to the present time, there has been installed (or contracted for) in this country a total of seventy-two diesel-electric propulsion plants, rang- ing in size from 60 to 3200 shaft horsepower, with a total shaft horse- power of 52,105. These figures indi- cate that electricity has quickly be- come an important factor in the field of ship propulsion, as it has in every other field of application when once introduced. Coast Guard Cutters Sealed bids in triplicate will be re- ceived until 2 p. m., June 21, for the construction and equipment of five United States coast guard cutters Nos. 45, 46, 47, 48 and 49, with the following characteristics: Hull of steel construction. Length overall: ft. Main. cecsesu Beam, molded; £6.) Uiiccscsscce 42 0 Displacement at 15 ft. tons....2075 Turbo-electric drive, single screw: Shaft horsepower Three vessels must be completed on or before Oct. 381, 1928. Two _ ves- sels must be completed on or before May 31, 1929. For the first three vessels appro- priations cover the total cost and the shipbuilder may build the vessels as rapidly as he desires. For the last two vessels appropriations cover a total expenditure of about $650,000 during the period July 1, 1927 to June 30, 1928, and the shipbuilder must arrange his building program for these two vessels to limit payment MARINE REVIEW—June, 1927 ‘department, vouchers made within within that total sum. Specifications and drawings for the vessels may be obtained by shipbuild- ing companies from the commandant, United States coast guard, treasury Fourteenth and E. streets, N. W., Washington. D. C. For the first three vessels Westing- house propelling machinery and mis- cellaneous electrical equipment will be furnished by the government. For the last two vessels, contract for the machinery to be furnished by the government will not be awarded until after July 1, 1927. Bidders for the vessels must make a bid for each vessel provided Westinghouse machin- ery and miscellaneous electrical equip- ment is installed in all vessels and an alternative bid for each vessel provided Westinghouse machinery and equipment is installed in the first three vessels and machinery and equip- ment similar but of another man- ufacture is installed in the last two vessels. For ‘all five vessels the boilers, boiler room equipment and other auxiliaries to be furnished by the government will be similar. said period The Prince line motorship JAPANESE PRINCE, which sailed from New York March 22, arrived at Manila May 8, after having made an _ exceptionally fast run to her ports of discharge, from New York to Yokohama, in 33 days, to Kobe, 36 days, to Shang- haid 41 days, to Hong Kong 45 days and to Manila 47 days. There seems te be a constantly growing demand for faster cargo liners and higher rates can be obtained for greater speed. 27