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capable of a greater sustained horse- power should navigational difficulties require. Each engine is fully equipped with all units necessary for its operation “built-in.’’ The units on each engine are cross-connected with each other and with similar auxiliary units. Mounted on a continuation of the en- gine bedplates are Kingsbury thrust bearings and sailing clutches. The sailing clutches are operated by means of compressed air jacks from the control station. Each clutch is ad- justed to a point just beyond the maximum power requirement and thereby becomes a slip” or ‘‘loose coupling” between the engines and the propellers. The propelling engines are operated and controlled by means of a new and novel single lever hydro-pneumatic control originated by the engine build- er. The control lever has a straight line action and in addition to regulat- ing the engine speeds and reversing, it also actuates the braking mechan- ism engaging the flywheel. The propellers are four-bladed, solid wheels, of semi-steel furnished by F. Ferguson & Son. They are six feet in diameter with a pitch of sixty- three inches and turn inboard at the top when operating in an ahead di- under the flanged heads of the rudders to permit of their sinking out of harm’s way in the event of striking obstructions and thereby preclude the possibility of damage to the hull and propellers. Two extra rudders, one steering type and one flanking type, are included as spare gear. For con- venience in making replacements of rudders and propellers, the under- water parts have been accurately ma- chined to plug and sleeve gages which were provided as part of the vessel’s equipment. The electrical generating equipment consists of two three cylinder, 41% by 6 inch, direct driven, 124 kilowatts generator-compressor sets self con- One of the two Atlas Imperial diesel engines in the William Dickinson rection. Two extra propellers one right and one left, are carried as spares. The stern bearing, tube and strut assembly, is extra heavy to withstand hard service. The tubes are flooded with oil from a gravity-pressure sys- tem. Tall shafts are 8% inches in diameter and the line shafting 8 inches in diameter. The intermediate bearings are of the “SKF” type. The rudders are made of cast iron. They are secured to the nickel steel rudder stocks by means of flanged heads. Breaking necks are provided tained on a common bedplate. The air compressors are Ingersoll-Rand, 5 by 2% inch by 4 inch in size, driven through friction clutches from the engine generator shafts. Two, 19-inch brass case Carlisle and Finch Co. searchlights fitted with Bausch & Lomb mirrors, electrically controlled from the pilot house are installed on the forward upper deck. There is complete, inter-communicat- ing telephone system as supplied by the S. H. Couch Telephone Co. Radio receiving apparatus is in- stalled in the mess room, engine room MARINE REVIEw—January, 1931 and pilot house. The vessel thus re- ceives information broadcast from Cincinnati, regarding the river stages and the weather. The steering gear pressure pumps and fire and bilge pump are of Gould type, triplex plunger pumps, driven through Morse silent chains. The fuel oil transfer and lubricating oil pumps are of Viking type, motor driven, through gears. The fuel and lubricating oil purifiers are DeLaval. The raw water and filtered water service pumps -are Crane, motor driven and automatically controlled. All plumbing fixtures were furnish- ed by the Standard Mfg. Co. Lava- tories are provided in each stateroom. Engine room of twin screw diesel river towboat William Dickinson In the crew’s wash room the floor is laid with non-slip ceramic tile and the walls “porcelain” metal tile. The galley floor and walls are treated in the same manner, both in colors cor- responding to the owner’s trade con- tainers. The refrigerating apparatus con- sists of a white porcelain steel refrig- erator wieh a capacity of 80 cubic feet, and a Frigidaire refrigerating unit. Drinking water is supplied by a self-contained Frigidaire unit. The steel deck in way of the crew’s quarters is covered with battleship linoleum laid over special insulating foundation sheets of a type made by the Pittsburgh Porcelain Tile Co. Both the sheets and the linoleum are laid up with waterproof cement. The air siren is of the “tyfon” type. The engine telegraphs by Cory Co: and the bells and ventilators by W. J. Tiebout. There is an 18-foot yawl equipped with a 16-horsepower out- board motor. All standard and special air and water valves and the bilge manifolds, were furnished by the Crane Co. All oil and bilge piping is of copper. This vessel was constructed under 35