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Recently completed twin screw Danish carferry Korsor, for the Great Belt Service sel Drive Used in Carferry New Twin Screw Danish Ferry Korsor Between Zealand end Fyen— Largest Combined Passenger, Rail Car and Automobile Ferry HE recently completed Danish twin screw’ diesel carferry Korsor successfully passed her trial trip on May 7. This unique ferry shown in accompanying illus- trations was built by the Elsinore Shipbuilding Co. and engined by Bur- meister & Wain, Copenhagen. On the trials careful observations were made of revolutions, horsepower and speed, The results are plotted in the dia- gram below. At the greatest speed which was 15.51 knots the main en- gines developed about 5100 indicated horsepower at 191 revolutions per minute. After the trial trip a return was made to the shipyard at Elsinore for a few final touches. The Korsor left Elsinore to enter service on May 13. On the way a trial was held to determine the fuel con- sumption. It was found that with the two main engines developing a total of 3620 indicated horsepower, the POWER REVOLUTIONS AND SPEED CURVE DIESEL CARFERRY KORSOR 22 MARINE REVIEW—July, 1927 consumption per indicated horsepower per hour was .312 pounds (141.5 grams) of fuel oil. This trial lasted for four hours. The speed of the en- gines was then increased and for two hours the vessel was run with the main engines developing a _ total of 4160 indicated horsepower with a fuel consumption of .814 pounds (142.1 grams) per indicated horsepower per hour. The necessary maneuvering in and out of the jetties demonstrated the complete flexibility of the two direct connected diesel engines which provide the motive power. Vibration Has Been Eliminated There is no doubt that the builders of the engines were much pleased at the chance to furnish this type of power for a vessel of such unique and special service. A good deal of skepticism existed in the minds of the designers, owners and_ shipbuild- ers regarding the suitability of in- ternal combustion engines for a vessel in this service not only on account of the question of maneuvering but also because passengers are carried during day and night and also sleep- ing cars. It was feared that vibration might be of annoying proportions. These conditions were accepted and every precaution was taken in de- signing the hull and machinery to prevent vibration. Calculations of the most thorough nature were carried out by the technical staff of the engine builder. It was found that the struc- ture of the engines had to coincide