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26 Diesel Electric Engine Name of Engine—Ingersoll-Rand; Year—1930 Builder—Rathbun-Jones Eng. Co.; Type—PR Cycle—4; No. of Cylinders—6; B.H.P.—500 Action—Single acting; Injection—Solid direct Bore—15 in.; Stroke—20 in.; R.P.M.—270 Piston Speed—900 feet per minute Pressure Ind.—81.4 lbs.; Pres. Brake—69.1 Ibs. B.H.P. per Cyl.—83%,; Mech. Efficiency—85 % Stroke to Bore—1.33; Wkg. Stkes. per Rev.—3 Leth. O.A.—28 ft. 1 in.; Hgth. O.A.—10 ft. 7 in. Width O.A.—4 ft. 9 in.; Wght. Eng.— 81,000 lbs. Pounds per B.H.P.— 162 Reversing—No, direct connected to generator Air Compressors—For starting air only Vessel Name—Cleveland; Also sister vessels Rochester, Olean, and Scranton i Type—Ocean and harbor tug Owner—HErie Railroad Builder—Pusey & Jones Corp. Completed—1 0/23/30 Main Drive—Single screw diesel electric Length B.P.—96 feet; Beam—Molded 26 feet Depth—13 ft. 9 in.; Draft—12 ft. 6% in. aft Speed—14 miles p.h.; No. of Propellers—One Fuel Capacity—9915 gallons diesel oil Bevipirys dh : i Drive in Tug Cleveland and Class Two Engines—Each 500 B.H.P. tage DESCRIPTION Propulsive power is: delivered to one pro- peller by one double armature direct cur- rent 800 shaft horse- power, 500 volts, elec- tric motor. The electric current is generated by two generators each of 330 k.w., 250 volts, di- rect connected to six- cylinder four-cycle, solid injection oil en- gines of 500 brake horsepower at 270 revolutions per minute. Each generator is also direct connected to one 30-k.w. 120 volts ex- citer. Fuel Consumption—Lbs. per b.h.p. per hr.—0.41 Radius Without Refueling—2500 miles Remarks These large powerful railroad tugs exemplify modern marine engineering. There is a vast dif- ference between the customary harbor towboat with coal burning scotch boiler delivering steam to a compound or triple expansion steam engine and the power plant on the CLEVELAND and sister vessels where the motive power is supplied by two compact self-contained oil engines direct connected to generators which in turn supply current to an electric motor directly connected to the propeller. Variation of propeller speed is possible for a wide range under exact control from the lowest to the highest speeds. Fkerfect maneuverability under all conditions is therefore assured, and so is full power at definite revolutions. With pilot- house control, the captain, from his vantage point has complete control of the motive power. No delay or dependence on signals to worry him in an emergency. Ee has instantaneous control in his own hands. So powerful are these tugs that they have been dubbed “locomotives of the sea.’’ Another impor- tant feature of these towboats is the fire-fighting equipment consisting of a three-stage fire pump with 500 gallons capacity. MARINE REVIEW—November, 1931