The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

The total indicated horsepower of oil engines, for use in motor vessels at the end of December was 1,210,908, as compared with 1,281,728 at the end of September. The aggregate for Great Britain and Ireland advanced from 367,490 to 377;248; while that for Ger- many declined from 190,905 to 185,980. Denmark’s figure fell from 171,840 to 113,600; and Switzerland’s total in- creased from 76,670 to 96,080. Sweden gained slightly, her figure moving from 85,683 to 87,285. For all other countries combined, there was a drop from 388,590 to 360,765. For steam turbines, the returns show that the world aggregate de- clined from 345,500 shaft horsepower in the September quarter to 328,290 in the December one. These figures exclude Germany, for which country no returns are available. Great Brit- ain and Ireland’s total dropped from 257,400 to 232,700; but that for the other countries combined rose from 88,100 to 95,590. On steam reciprocating engines, the advance for the world was from 414,- 001 to 485,360. Great Britain and Ireland’s figure rose from 221,256 to 284,195, and for all other countries from 192,745 to 201,165. There were only two changes in the relative ranking of the various shipbuilding countries as to construc- tion during the quarter ended Dec. 31, Lloyd’s shows the comparative con- struction figures for the last two quar- ters in the following gross tonnage Dec. 31, ’28 Sept. 30, ’28 Great Britain and Ireland 1,242,794 1,089,760 382,422 Germany 2 eae. 42 423,375 ROWAN veiscsscicvicce casos tenaversss 182,229 191,290 France 161,566 138,362 118,580 99,257 99,244 110,182 98,048 108,428 93,316 132,789 82,780 64,923 47,949 64,572 At the beginning of 1928, the total of world shipping construction was just half a million tons greater than the 2,618,000 tons figure of today, but the current activity is greater. Large Diesel Trawler Enters Service HEN fishing became a great \ V industry it was inevitable that power should be applied to the units of the fleet in order to multiply the effectiveness of the fishermen and to remove as _ nearly as possible the uncertainties of de- lays in getting out to the banks and in getting back to markets. For many years steam has been applied with successful results and_ the “steam trawler” made a famous name for itself during the war. Though the advantages of the diesel engine over the steam engine, in the powers involved, are evident it has taken some time for the fishermen to turn from steam to diesel drive. But it has now been done in a number of instances and the results have been even more satisfactory than antici- pated. The latest and largest ex- i : 3 the) . PEE cee 2 BS MY a ce f ample of diesel drive in a trawler is the CORMORANT, 150 feet in length overall and 25 feet wide, recently completed at the shops of the New London Ship & Engine Co. The trial trip on this, said to be, the largest diesel trawler in the world was made out of New London, Conn., on Jan. 2. The CORMORANT left the yard of the builder at 12 noon and returned to the yard four hours later after entirely successful trials. Acceptance by the owner, the Ocean Trawling Co., Boston, followed immediately. It is interesting to note that the CORMORANT’S net fish capacity is 400,000 pounds and that a_ steam trawler of the same size can only earry 250,000 pounds of fish due to the additional space occupied by steam engine, boiler and coal bunkers. This Diesel Trawler Cormorant, 150 feet long. 40 MARINE REVIEW—February, 1929 vessel’s fish capacity is therefore in- creased 60 per cent by the use of a compact diesel engine, and in capacity she is larger than any other trawler in the United States. The galley is located on the main deck aft and it is equipped in a modern way throughout. Crew’s quarters are located forward and can accommodate 16 men. The accommo- dations for mate, chief engineer, two assistant engineers and a cook are located aft. There are two metallic lifeboats with a capacity of 25 per- sons each. The estimated fuel and operating costs in the case of the CORMORANT with her 500-horsepower diesel en- gine will be from $18,000 to $20,000 less per year than for an_ equal powered steam vessel. Her service speed is about 10% knots. Engined and Rebuilt by New London Ship & Engine Co.