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to her maximum capacity of 3000 tons her draft is 12 feet 6 inches. This draft, however, is too great to allow passage through the barge canal and consequently on this trip she was loaded only to 1750 tons which gave her a draft of 9 feet 6 inches. The overall dimensions of this barge are practically the maximum that will al- low passage through the barge canal and under the bridges. The accom- panying illustration showing the BuCKEYE STATE tied up at her wharf in Chicago brings out clearly the squat construction employed. Lowering the Superstructure In negotiating the canals all of the superstructure is taken down to per- mit passage under the lowest bridges. The exhaust stacks are hinged so that they can be folded back and the ventilators are removable. The two masts are of telescoping type and are provided with a rack by means of which they can be lowered a section at a time down into the hull. The rack and gear are motor driven so that no manual effort is required for this operation. Stripped down in this fashion the clearance from the top of the pilot house under the low- .est bridges is approximately 30 inches. This absence of superstruc- ture also has the advantage of mak- ing the craft more manageable in the open sea by reduction of side wind resistance. The main propelling equipment consists of two Fairbanks-Morse mod- el 35-B, 6-cylinder marine diesel en- gines. These engines are rated at 400 horsepower each at 250 revolutions per minute and drive through two propellers 82 inches in diameter by 50 inches pitch giving the barge a speed, in open water, of approximate- ly 9% knots. There are two water washed exhaust stacks provided, one for each main engine, which also serve the auxiliary generating units. There are three of these, the first one being a Fairbanks-Morse model 41-C, o-cylinder diesel engine generating unit of 60 kilowatts capacity. The second is a 4-cylinder model 40, 40- kilowatt unit and the third a 2-cyl- inder model 40, 20-kilowatts unit. All are equipped with direct current gen- erators which supply current at 125 volts for the operation of all auxiliary equipment, lights and deck winches. Auxiliary equipment includes a Fairbanks-Morse 2-stage, 50-cubic foot air compressor direct connected to a 20-horsepower, 150-volt direct current motor of marine type provided with Manual starter, as well as a 2-stage, air compressor direct connected to a 3-horsepower engine. There are also two built-in, single stage, air com- pressors on the main engines. Pumping equipment includes two centrifugal pumps driven by 20-horse- power, compound wound motors op- erating at 1150 revolutions per min- ute. Each has a capacity of 1250 gal- lons per minute against a 40-foot head. The bilge pump is a 5 by 6 power unit which is fully brass fitted for handling sea water. It has a ¢a- pacity of 147 gallons per minute against a 35-foot head and is driven by a 74%-horsepower motor. Sanitary and fresh water pumps include two 2- inch centrifugal units having a ¢a- pacity of 80 gallons per mniute each, against a 40-foot head each driven by a 2-horsepower, 750-revolutions per minute motor. Additional equipment includes elec- tric tachometers, exhaust pyrometers, oil strainers, oil centrifuge and two on the following day. There she bunk- ered fuel and left again at 5:15 on the same day for her trip to Chicago arriving at her destination at 5:35 a. m. on the morning of July 5 after passage up the Hudson, through the New York State barge canal system into Lake Ontario and through both the old and the new Welland Canal into Lake Erie, Lake Huron, and Lake Michigan. Practically one full day was consumed in going through the Welland canal. When the new canal is completed throughout, this time can be reduced 10 to 12 hours. Diesel Barge Buckeye State Docked at Chicago 10 Days Out of Philadelphia— Unloading a Cargo of Sugar—Via Hudson River and Barge Canal inches duplex enclosed, self oiling engine room signals—one for each main engine. This dual signalling system from the pilot house permits of manipulation of either the port or starboard engine to facilitate maneuv- ering at close quarters. . The fuel oil capacity of the Buck- EYE STATE is 17,400 gallons. On her trip from New York city the fuel con- sumption over a distance of about 1500 miles was 10,119 gallons includ- ing all auxiliaries. This would indi- cate a cruising radius of about 2500 miles without refueling. Inasmuch as the barge, including her hull and all of her equipment, is built to Lloyd’s seagoing specifica- tions she is able to negotiate open sea without tug escort as is usually necessary with canal barges. In de- tail her schedule from Philadelphia is as follows—She left Philadelphia on the morning of June 25 at 10:15 a. m. proceeded down Delaware bay into the Atlantic, thence north to New York arriving there at 3:40 p. m. MARINE REviEw—September, 1930 Both Captain Peterson and Chief Engineer Pierson, who have had pre- vious experience with motor barges, were enthusiastic with the perform- ance of their latest charge and ex- pressed the belief that barge trans- portation between the Great Lakes and the seaboard will increase very rap- idly within the next few years and will eventually take a great deal of certain kinds of tonnage how being handled by rail. Locate Pinthis Wreck The wreck of the tanker PINTHIS, sunk on June 10 in collision with the Merchants & Miners liner FArRFrax, has been located about 400 yards north northwest of No. 4 gas buoy off Scituate, Mass. She is lying on her port side on a sandy bottom in about 96 feet of water. Her tanks had ap- parently not exploded. The speed in- dicator on the bridge was found set at half speed. 41