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390 2 THE MARINE REVIEW for a vessel of 7,500 tons was no doubt secured by the Greek steamer Spyros VALLIANOS which, although 13 years old, fetched no less than £75,000. A British steamer of about 7,600 tons, built in 1900, which was sold in De- cember, 1911, for £27,000 and in March, 1915, for £40,000, was sold in London in April for £52,500, and the purchasers could get a profit on this figure now. A steamer of 7,250 tons deadweight, built at Greenock two years ago, is in the market for sale at £101,000, another vessel of about the same size, built by Messrs. Gray two years ago, is in the market for £85,- 000, while a steamer of 7,500 tons, built early last year for London own- ers, was six or seven weeks ago in the market for £78,250, but £82,500 would probably have to-be paid at the pres- the life and condition of the vessel. History has shown that sooner or later during a depression the value of tonnage touches the previous low prices, but how long it will take existing prices to touch, say, £5 a ton it is impossible to say, as the present condition of the shipbuilding yards points to there being a dearth of new tonnage for some years, while in the meantime an abnormal wastage is going on. “The vessel referred to for the first nine years was a steamer 360 feet in length by 48 feet in breadth by 30 feet 10 inches in depth, and carried ffom 7,000 to 7,250 tons deadweight on a draft of 24 feet 6 inches. In the later vessels the dimensions were altered to 380 feet by 49 feet by 29 feet and the draft reduced to 23 feet PATHFINDER WILL BE EQUIPPED WITH GAS ENGINE ent time to secure the vessel if free from government charter. “In our opinion, a new steamer of about 7,500 tons would at the present time be worth about £82,500. It is impossible, however, to argue from this what, under the ordinary rules, would be the value of a vessel ten years old, as it is generally consid- ered that from £9 to £10 a ton would have to be paid for such a steamer. Under normal circumstances owners would deduct somewhere about 5 per cent per annum from the market price of a new vessel to ascertain the value of a vessel ten years old. “This rule, however, does not apply at the present time, in so far as pur- chasers look at the earning power of -a vessel under existing circumstances for the next two years rather than § inches. In 1906 the new board of trade rules enabled the freeboard to be reduced, which increased the carry- ing capacity of the vessel referred to by about 60 to 80 tons. In 1910 the introduction of new rules by Lloyds Register resulted in a saving in scant- lings which enabled the vessel to carry a further 150 tons. We have, there- fore, given her capacity as 7,500 tons all through; but, as stated in previous years, it should be borne in mind that the vessel which today carries 7,500 ‘tons would have carried. considerably less 15 years ago. The filled up condition of Englis shipyards is bringing inquiries for ocean boats to this side of the Atlantic. One English company is asking quotations on three vessels and many other ships are out.for figures. October, 1915 Install Gas Engines The San Francisco Bar Pilots Asso- ciation will shortly convert their splen- did fleet of schooners into auxiliaries. This decision was reached after a great deal of discussion among the old sea dogs, who have spent most of their lives on the high seas, piloting ships through the Golden Gate to a_ safe anchorage in San Francisco bay. The action of the association is a strong tribute to the efficiency and general utility of the modern gas engine. The famous schooner PATHFINDER, which is shown in the accompanying illustration, will be the first of the pilot boats to have a gas engine installed. She is probably the best known of the pilot boats, and was built at Benecia, Cal. by Captain Turner in 1900 and is 91 feet 6 inches over all, and 80 feet on the water line with a beam of 24 feet and a depth at hold of 9% feet. PATHFINDER is unusually well equipped to insure the comfort of the pilots who go outside the heads in her and stay there until all aboard have been called into service by vessels requiring pilot- age. There is a boatswain’s locker in the bow. Aft of this are the quarters for the crew, with three berths on the starboard side and two on the port. In the space corresponding to the forward berth on the port side is a lamp and rope locker. The galley stove is amid- ships in the after portion of the crew quarters, with a pantry on the port side and a stateroom on the starboard. Engine Room Immediately aft of this is the engine room, where her new propelling ma- chinery will be installed. This will be a four-cylinder Atlas engine, built in Oakland, Cal., with 10%4-inch bore and 12-inch stroke. This engine will turn a 60-inch two-bladed propeller at 300 revolutions per minute. The new elec- tric lighting plant also will be in the engine room and will consist of a Car- lisle & Finch 3 kilowatt plant. This will furnish lights as well as power. to operate the winch for lifting the anchor. The engine room also will contain sail lockers and wood lockers for the galley stove. Immediately aft of the engine room is the main cabin, with three berths on each side, and aft of the cabin are two. storerooms, toilet and another sail locker. In the after peak is another sail locker. A feature of the new installation will be a new bronze rudder, designed by David Dickie of San Francisco. -This rudder has been cut away to make room for the pro- peller, instead of having it in the well. As soon as PATHFINDER is launched the pilots intend to’ make a similar installa- tion in Gracie S, and AMERICA. : : Fe a ee eee