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meet 2°. Turbine Electric Drive in Large Yacht The first application of turbine electric propulsion to a pleasure yacht will be made in a 263-foot vessel now being built for George F. Baker, Jr., by the Newport News Shipbuilding & Drydock Company, Newport News, Va. This yacht, to be completed in January 1929, is of the twin-screw type, designed by Theodore D. Wells, naval architect, New York, and will be equipped electrically by the Gen- eral Electric Co. A total of 2600 shaft horsepower will be used to drive the boat. Each propeller will be driven by a direct- connected induction motor of 13800 shaft horsepower at 168 revolutions per minute. Power for these motors will be supplied by two turbine gen- erators. All the machinery will be installed amidships. The auxiliaries at sea will be driven by power furnished from a three-unit, 150-kilowatt motor- generator set consisting of a stand- ard two-unit induction motor genera- tor set and a small turbine. Under ordinary operating conditions the generator will be driven by the motor with power supplied from the main propulsion generating unit but, when the main unit is running so slowly that suitable voltage will not be pro- vided, the small turbine, direct con- nected to the set, will be put in op- eration to provide auxiliary power. A standby auxiliary generator set will also be installed, rated 150 kilo- watts and driven by a direct-connect- ed steam turbine. This will be used principally when the main unit is shut down. The main propeller thrust bearings will be of the General Electric spring type as installed on the four turbine electric coast guard cutters and the diesel electric coast guard cutter NORTHLAND. Standard engine room control will be used with a telegraph system to the pilot house. The control will be so arranged that either or both mo- tors may be driven from either or both generators. Many New England shippers are interested in the war department an- nouncement that no tolls will be charged for passing through the Cape Cod canal. Electric Power Cuts Operating Costs LTHOUGH there were fewer ves- A sels, of less total tonnage, or- dered in the 12 months ending March 31, 1928, than during the preceding year, the application of electricity on board ship has mate- rially increased. An analysis of marine engineering developments dur- ing this period clearly indicates that the economies realized through the use of electrified equipment are be- ing recognized by the owners and operators of vessels of all classes. This statement is supported by the contracts awarded during the last twelve months for the modernization of old vessels. Almost without ex- ception the auxiliary machinery of these ships has been partly or wholly electrified, even in steam _ propelled vessels, while three large freighters will have their steam propulsion ma- chinery replaced by electric drive. This increasing preference of the marine industry for electrical ap- paratus can be illustrated by the following review of Westinghouse in- stallations awarded during the com- pany’s past fiscal year which ended March 31. This review includes new vessels and those reconditioned or converted, grouped according to the type of installation. One of the most important types of diesel electric installation is the equipment of the three large shipping board freighters ‘TRIUMPH, DEFIANCE The author, W. B. Bassett, is propulsion section head for Westinghouse Electric & Mfg. Co. This article is a review of electric ap- plications on shipboard, both for main pro- pelling machinery and for auxiliary drives, during the fiscal year ending March 31, 1928. BY W. B. BASSETT The original 3000 shaft horsepower steam propulsion machinery and _ steam-driven auxil- iaries of these vessels will be re- placed by diesel electric propelling equipment of 4000 shaft horsepower and completely electrified auxiliaries. This type of propulsion was select- ed after careful analysis of condi- tions to be met and results accom- plished which involved an _ increase in speed from 10% to more than and COURAGEOUS. 13 knots and the utilization of a high efficiency low speed propeller. The complete electrical equipment of the TRIUMPH and DEFIANCE will be supplied by Westinghouse. Of almost equal importance, is the diesel electric installation of 3200 shaft horsepower with electric auxil- iaries for a large tanker to be built for the Standard Oil Co. of Cali- fornia. This will be the highest pow- ered diesel electric tanker in the world. The economy of operation of the port load justifies this installa- tion in which power for the cargo pumps is taken from one of the main generators, thereby eliminating the usual auxiliary power set. Reliability in service also strongly influenced the owner in selecting this type of in- stallation. Other Westinghouse installations of this type of propulsion include a ferry for the Florida Ferry Co.; the DOUBLE ARMATURE PROPULSION MOTOR OF 3200 S.H.P. FOR A NEW 13,000-TON DIESEL ELECTRIC TANKER FOR THE STANDARD OIL CO. OF CALIFORNIA MARINE REVIEW—April, 1928 87