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ENGINE ROOM M. S. SEMINOLE—AT LEFT—TOP OF CYLINDERS MAIN’ ENGINE, LOOKING FORWARD—AT RIGHT—LOOKING: AFT ON PORT SIDE SHOWING TWO OF THE THREE 75 K. W. DIESEL ENGINE GENERATING SETS tion in the SEMINOLE, was completed and given its official 30 day test. Records of this test have already been described. Prominent engineers have expressed amazement at the success attained in this first highly specialized product in an entirely new field. To the nontechnical observer on the trial test of the SEMINOLE two things must have been apparent. TABLE II Oil Consumption and Speed M. S. Seminole Propeller: Re Pio Ma vecccicciccssceeccccccscoess 107.49 Main engine B. H. P. Main engine I. H. P. Mechanical efficiency Fuel consumption per hour in OI GR ss lee sata al oS 1549.98 Fuel per B. H. P. per hour........ 0.437 Average oil temperature, F°........ 79 Checked mileage by engine one [NS chan aot San fe ior apron an Spec aE eed Miles by ship Slip TIETJEN & LANG PLANT, OF THE TODD SHIPYARDS WHERE THE SEMINOLE WAS CONVERTED TO DIESEL DRIVE 26 25 ea: ° . ae enc een __—_—_—— First, the extreme freedom from vi- bration at full speed, and second, the compactness of the engine itself and the general order and roominess in the engine room. Shallow Water For Tria!s Although the day was perfect from the standpoint of the guests, the haze interfered some with observations and the water for the test was too shallow for best operation of the vessel. This was the first trial under the government’s dieselized vessel pro- gram to be made out of New York harbor and the handicap of shallow water had not been appreciated. It was found impossible within the lim- its of one day to reach water in ex- cess of 80 feet in depth for the test run and part of the trial run was conducted at a 40-foot depth. Making due allowance for these two handi- caps the test was highly successful. CORP., HOBOKEN, N. J., MARINE REVIEW—December, 1927 The SEMINOLE was built in 1920 by the Oscar Daniels Co., Tampa, Fla., and was originally powered with triple expansion steam engine and. water tube boilers burning fuel oil. Her estimated speed with this equip- ment was 10% knots. By the conver- sion’ to diesel engine drive it is. TABLE II Temperatures and Pressures During Tria!s of M. S. Seminole Temperature of sea, F° occ 59 Temperature outlet from cooler ......... 64.8 Tempearture of water from engine EOe COOLER. Hs ccvaveraccccsiscussteucctesestaee casero 84.4 Temperature of water from cooler to ONIN Eo oscar cocunatvssseotenchcattavsresishekscenedercans 65.8 Temperature of main exhaust pipe 195.8 Temperature of jacket cooling dis- MONAT EOL acu Arial isch Pak aie Re 105 Exhaust temperature—cylinder 1.... 288 Exhaust temperature—cylinder 2.... 265 Exhaust temperature—cylinder 3.... 283 Exhaust temperature—cylinder 4.... 284 Oj) “femperature: <s.2cccossevtecatstae es 79 Temperature of first stage outlet.... 265.8 Temperature of second stage inlet.... 85.8 Temperature of second stage outlet.. 332 Temperature of third stage inlet... 82 Temperature of third stage outlet.... 375.6 Pressure of starting air, lbs. per sq. in. Pressure of scavenging air, lbs«... Pressure h.p. injection air, lbs Pore rr err rr errr rrr irrirer err ititr rrr eri Ty estimated that the speed has been in- creased by about two knots. The oil consumption for all purposes aver- aged well in comparison with other previously commissioned dieselized ships in this same program. The fuel oil gage reading at the start of »# full speed test at 11 o’clock in the morning was 2283 gallons. At 11:80 it was 2192. At 12 it was 2058, and at one o’clock it was 1834. This gives an oil consumption of 224 gallons per hour. The official average for the test was 218 gallons per hour of 1549.98 pounds. The oil was considered a little light by the trial officials. It