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Diesel Geared Drive Fitted in Tugboat Dandy NE of the functions of gear O as well as electrical transmis- sion of power from the main propelling unit to the propeller shaft is to allow both the engine designer and the propeller designer a free hand in arriving at maximum effi- ciency. The speeds of the propeller and of the engine, in such cases, may be selected for best results. In converting the former steam tug Danpy into diesel drive, the Townsend Petroleum Transportation Co., Bayonne, N. J., through its pres- ident, Capt. J. H. Townsend, selected a four-cycle, six-cylinder, solid in- jection, single acting Cooper-Bes- semer diesel engine developing 360 brake horsepower at 360 revolutions. In order to give lower revolutions to the propeller without sacrifice of appreciable power, it was decided to install a Farrell-Birmingham reduc- tion gear having a ratio of 1.8 to 1. The engine and the gear are incor- porated as an integral unit on a spe- cially fabricated steel frame in order to insure perfect alignment. Though the engine turns at 360 revolutions per minute to develop its full horse- power of 360, practically all of this power is delivered to the propeller shaft at 200 revolutions per minute. Hawser Pull Is Increased By this arrangement a hawser pull and maneuverability equal to that obtained with a much larger engine is possible. Trials of the completed vessel were entirely successful and indicate the -special suitability of geared diesel drive for a commercial towboat when the application is care- fully worked out along correct en- gineering lines. This arrangement combined the advantages of the large comparative- ly slow turning propeller of the old style steam tug with the economy of diesel operation. In this respect it may be said to approximate diesel electric tug performance with a con- siderably lower first cost and some- what greater simplicity of operation. This recent installation is therefore of considerable significance to the commercial tug owner. The Danpy is a fine lined iron- hulled tug for harbor and coastwise hauling of oil barges and _ general towing work. In the conversion the old stack was removed and the pilot house was lowered to permit passage under canal bridges. The vessel has a length between perpendiculars, 92 feet, 10 inches; a beam of 20 feet; and a depth of 9 feet, 7 inches. The 38 Gross tonnage is 115 and net tonnage, 57. Speed in knots after conversion is 10. The fuel ca- pacity is 4500 gallons in three tanks. The weight of the fuel is 18 tons. Fuel consumption is 0.40 pound per brake horsepower per hour, and the consumption in tons per day is 1.73. This tug has a radius of operation of 2500 nautical miles without refuel- ing. The four-cycle, six-cylinder main engine was designed and built by the Cooper-Bessemer Corp. and is that company’s model JT-6. The bore is 11% inches and the stroke 15 inches. Mechanical efficiency is rated at 85 per cent. The length overall of the engine proper is 16 feet, 2%4 inches, while the length of the reduction gear is 5 feet, 4% inches; making the total length overall of engine and reduction gear 21 feet, 6% inches. The overall height of the engine from the centerline of the shaft is 8 feet, 11144 inches, and the width overall is 3 feet, 6% inches. Weight of the engine alone is 35,200 pounds; and the weight of the engine and reduction gear combined is 41,- 600 pounds, which makes the weight per brake horsepower 115 pounds. The engine is directly reversible. There is one belt-driven Gardner- Denver 60-cubice-foot capacity com- pressor; and also one independent compressor, model FD 4, Cooper- Bessemer combined gasoline engine unit. draft is 8 feet. Tugboat Dandy converted from steam drive to diesel-geared drive with Cooper- Bessemer engine MARINE REVIEW—January, 1934 (Continued from Page 37) built for use on the Great Lakes, be- cause of treaty provisions with Can- ada in regard to naval vessels on these waters. In part, the resolution stated: “We believe that the two services are en- tirely different in their requirements and practice; naval officers do not lend themselves to the requirements of the coast guard in the matter of handling and controlling shipping in congested channels. Life saving serv- ice would be a new field for naval officers and it is not believed that the officers themselves would relish the North Atlantic iceberg service; the Behring Sea seal service; or the po- licing of our coasts in the search of ‘rum runners and other law violators.” Sells Foreign Ships Toward the end of November it was established that the International Mer- cantile Marine—Roosevelt Steamship Co. had disposed of its Leyland line’s services from England to the West Indies, Mexico and the Gulf to the Harrison line, Liverpool. The seven vessels included in this sale aggregate 45,130 gross tons and are the ATLAN- TIAN, DAKARIAN, DARIAN, DAVISIAN, DAYTONIAN, DELILIAN and DORELIAN. These vessels are all of about 6500 gross tons, and were built in Great Britain between 1921 and 1928. In confirming the report of the sale, Pp. A. S. Franklin, president of the International Mercantile Marine said: “In disposing of the Leyland line services and part of its fleet of British flag cargo ships, we are continuing the policy inaugurated several years ago to divest ourselves of all foreign flag shipping in order to concentrate on the development of American ship- ping in the transatlantic and other trades. We plan to dispose of the re- mainder of the Leyland line fleet and a few other foreign ships that we have on our hands just as soon as we can possibly do so.” French Line Appointment Henry Morin de Linclays, resident general manager of the French Line, New York, recently announced the ap- pointment of Marcel Castelnau as as- sistant marine superintendent jin New York, succeeding Robert Estachy, re- cently made the company’s southern representative, for the Gulf. Castelnau was born in France April 13, 1898, and is a graduate of the Lycee Corneille in Rouen, the College Chaptal in Paris and the French Na- tional School of Navigation in St. Malo and Le Havre where he attained his master’s license permitting him to command a vessel in any waters the world over.