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May, 1910 most large ports at a cost of 5 cents per gallon when purchased in bulk. It has a calorific value of about 19,000 B. Th. Ul per 1b. and leaves no -de- posit of any kind in the Griffin en- gine, the. results, it, is stated, being in €very TESpect as Sood 4s tloce obtained where refined petroleum is the fuel used. The makers guarantee that the consumption shall not exceed five-eighths of a pint per brake horse- power per hour, equivalent to a cost of less than half a cent per brake horsepower per hour. The working charge for the engine is passed into a vaporizer, which is essentially the same as fitted to Mr. Griffin's earlier crude-oil engines. It consists of a jacketed cylinder, into which the charge is sprayed by air compressed by a pump driven by the engine itself, whilst the products of combination pass through the jacket. In the present case provision is made for by-passing, at will, some propor- tion of the exhaust gases direct to the discharge pipe, so that the tem- perature of the vaporizer can be ad- justed to that best suited to the fuel available. The engine is fitted with the new Griffin patent "Cata-Thermic" ignition. It is "timed," an ignition valve being fitted which is opened mechanically and causes the firing of the charge to be delayed until the crank is some distance past its cen- ter. This results in eliminating the peak' of the: diagram, thus getting much the same result as by the addi- tion of water to the charge. As com- pared with the latter, the makers claim that the new system shows 4 fuel economy of 15 per cent to 20 per cent. The engine is by throttling the charge and not by "hit and miss." Very regular run- ning is thus obtained, making the engine suitable for direct coupling to every kind of high-speed machine. Some details of the ignition and gov- ernor gear are for the present re- served, pending the completion of certain foreign patents. The engine is started by means of compressed air, which, in the case of the plant illustrated, is provided by a small combined oil engine and compressor. This engine is of the enclosed type, and is tated at 5 brake horsepower. It drives. two. air compressors, one furnishing a supply of air at 100 Ib. per sq. in. for the starting of the main engine, and 'the other a supply at 22 lb., which serves to spfay the oil used in heating up the vaporizer of the main engine preparatory to The time needed for this a stark : bout 12 minutes, the auxil- process is a governed: "TAE Marine REVIEW iary having then stopped. The start- ing valve, through which 'the air is admitted to the engine, is fitted to one cylinder: only... This valve is held against its seat by an external spring sufficient to resist an air pressure of 100 "Ib. Its: actuated. by..a. lever turning on a spring-mounted ful- crum, and this lever is operated by when starting up this cam causes the valve to open at the com- mencement of a power stroke, thus admitting air into the cylinder - so long as the pressure inside the latter does not exceed 100 Ib. per Sq. in. When at length the cylinder draws in and fires a charge, the internal pressure rises above 100 fb. per sq. in., and in consequence the spring- mounted fulcrum of the lever yields instead of the valve opening. Once the engine is fairly under way, the fulcrum. is raised. by. hand so that the lever stands clear of the cam. It must be added that the engine can be stopped for an hour and a half and then restarted without re- heating the "vaporizer. .-Ehis is 4 feature of some importance, as there is thus::no. trouble:in starting. up again after the dinner-hour stop. ae Cali, NEW BIBBY LINER LEICESTER- SHIRE. The steamship Leicestershire, built by Messrs. Harland & Wolff, Ltd. to the order of Messrs. Bibby Bros. & Co. of Liverpool, for their eastern trade, is now in commission. ; The Bibby liners, as is well known, trade between Liverpool, London and Burmah, with intermediate calls in Mediterranean and other ports; and the Leicestershire is, like all the other vessels of the line, a passenger steamer of the highest class. The Bibby line, like other leading steamship companies, is constantly building up and renewing its fleet, and the vessels built at Bel- fast -for these owners always repre- sent the latest achievements in the art of ship building, the general de- sign and some of the special features of the vessel having the personal su- pervision of Arthur Bibby, the chair- man of the line. It is 'interesting to recall that the first ships constructed at Messrs. Har- land & Wolff's yard about 50 years ago were for this famous line. They were named the Venetian, Cicilian and Syrian, and their yard numbers were respectively Nos. 1, 2 and 3, They were extremely handsome vessels with the old clipper bow, which in later vessels has been discarded for the more utilitarian straight stem. The Leicestershire is Ag? ft. O° im. -out, 'oak, 193 long by 54 ft. 414 in. beam by 35. ft. 6 in. deep, with a gross tonnage of about 8,000 tons. The machinery has also been constructed by Messrs. Har- land & Wolff, Ltd., the vessel having two sets of quadrupie-expansion en- gines arranged on the balanced princi- ple. The auxiliary machinery for working the ship and cargo is of the latest design, and the steering gear is on the firm's latest model, embody- ing the most recent engineerifig devel- opments in connection with this gear, the importance of which as an element of safety in the ship is generally recog- nized. In this gear by an arrangenent of springs in the quadrant the rudder is relieved of the teavy shocks to which a ship's rudder is liable at sea. As in the other vessels of the line, the passenger accommodation has _ re- ceived the most careful consideration by owners and builders alike, and in the staterooms and public rooms all the arrangements tend to insure the comfort and enjoyment of the passen- gers. The ventilation--so important in the trade--has been carefully thought 'and much. skill and ingenuity brought to bear in the provision of the most ample ventilation, both natural and mechanical. In this vessel, as in others of the line, a number of the staterooms have been arranged om Arthur Bibby's patent tandem principle, which is a very popular arrangement, doing away with inner rooms, every stateroom in the ship having a port, thus giving natural light and ventila- tion to all, : The passengers' entrance on 'the bridge deck is panelled and framed in, oak, with dado also in oak, and the ceiling finighed white. The saloon is situated on the upper deck and extends the whole width of the ship. It will seat 181 passengers. The saloon is panelled and framed in richly carved; upholstery mo- quette, and fittings gold plated. The ceiling is white, and a handsome grand piano is placed at the after end. The sidelights are arranged in pairs both at the sides and at the forward end. The saloon has small. rectangular tables, and a well with skylight over the center.' This,' as- also the other rooms, are well supplied with electric fans. The drawing room is on the boat deck, and is a very luxurious apart- ment; panel'ed and framed in satin- wood, enriched with carving, with mahogany dado and furniture; ceiling white; upholstery moquette, red Wil- ton carpet completely covering the floor. Large windows arranged in pairs, with jalousie and stained glass