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ing steam engineers expect a further reduction to about 0.56 pound, but that even the latter fig- ure is about 50 per cent higher than that for cor- responding marine diesel plants. As a business man the shipowner cannot af- ford to have any prejudice for or against any type of power. His ability will be reflected in basing decisions on fact. He shouldn’t have to wait until the overwhelming preponderance of evidence clearly demonstrates the superiority of one type of drive over another. Actual operat- ing data on diesel vessels such as given in the paper referred to, ought to be readily procurable and easily checked for accuracy. Admitting equally careful design, material and construction, the question as to the choice of power would then depend upon the circum- stances surrounding each case. Even if no en- gineer can be found who is entirely unbiased, the decision as to choice would rest with the owner who is primarily interested in financial returns. Under such circumstances, depending upon conditions of service, diesel or steam would be selected as each clearly had the advantage. For American operators to ignore the diesel, is a short-sighted policy. History sometimes has a way of repeating itself. When England first started using steam, Americans were slow to fol- low, clinging to their belief in the economy and superiority of sail. Had the American shipown- ers of that day taken steam more seriously we may never have reached the low state of insig- nificance as a merchant marine power. The les- son is clear. Be open-minded to all facts in regard to improved methods of propulsion and consider carefully what Britain and other mari- time powers are doing with the diesel engine. Annual Lifeboat Races HEN all practical analysis is done, the \Y/ is remains that man cannot live on bread alone. The spirit must get some nourishment, even for effectiveness in material things. '*New York is a great international port. Men of all races who follow the sea meet here on common ground. It is therefore, appropriate that the annual lifeboat race should be held here. Competition is keen. The crack ships and crews of all lines are to be found here. Preliminary arrangements for the fifth an- nual lifeboat race to be held on Labor day are now being drawn up by Capt. John F. Milliken of the Neptune association which sponsorg these races. The tentative rules are the same ag last year. lLifeboats must be at least 26 feet in length overall and 7 feet beam. The crew will consist of eight men and coxswain and the course will be two miles long on the Hudson river. One lifeboat may be entered from each ship of any steamship company. The prize to be contested for is known as the Commodore William H. lifebos Todd, international t racing trophy, A company must win the race three times be- fore retaining permanent ownership. The Linea Sud Americana has been successful in two previous races. The Cunard line and the Nor- wegian American line, each have won one race, Let the best crew win and may this annual race be continued in building up good will and a bet- ter understanding between nations represented. Playing Fair with Your Stevedore F A ship operator is to approach even a passing mark of profit in ordinary times, not to speak of unusually poor times, every detail of his operations must be watched with care and intel- ligence. One of the most important of these operations is the turnaround in port and in this turnaround, stevedoring is one of the chief items of expense. The shipowner and operator who studies the problems of his stevedore with in- telligence, will save expense. The stevedore is in a peculiar position, as he must deal directly with the officers on the ship he is loading or discharging and also with the steamship company by whom he is employed. It is easy to fall into the wrong attitude of con- sidering the stevedore a necessary evil, to tol- erate and, not infrequently to quarrel with. The able ship operator realizes that a competent and financially responsible stevedore is an important factor in successful steamship operations. The steamship owner and operator is dependent on the stevedore for the correct stowage of cargo at minimum cost. Driving too hard a bargain with your stevedore may be costly. With understanding of all the difficulties in- volved, close co-operation will produce the best results. A competent stevedore will be quick to appreciate such an attitude and will meet the ship operator in the same spirit by improving his gear and methods of operation. Such im- provement will be based on his skill and prac- tical experience in cargo handling and safe stow- age. There are many instances of the discovery of better ways to do things than the customary or usual way when this close co-operation exists between all parties concerned. Criticism and fault-finding can only do harm unless based on a practical understanding of the problem. Everyone is worthy of his hire, not excepting the stevedore. To subject him to unfair compe- tition in determining compensation is not a sound policy. Though temporarily it may seem to save something in the cost, the quality of the work is bound to suffer and any apparent savings will not only be wiped out, but greatly exceeded by the losses due to claims for dam- age and the additional cost on the other end due to improper stowage. Even the safety of the ship may be endangered by hurried and careless work on the part of the stevedore working un- der the handicap of unfair rates of pay. 14 MARINE REvIEw—July, 1931