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280 originally installed by the builders of -- the vessel. The vessel sailed from this port on May 25 in our regular passenger ser- vice between New York and New Or- leans, and arrived at South Pass, mouth of Mississippi river, at 7:58 p. m., May 29; 6 hours ahead of sched- ule. On the return trip the vessel sailed. from New Orleans on June 1 at 10:10 a. m. and arrived in New Tors at 3 p. m., June 5; 16. hours ahead of schedule and breaking all north bound records between the two ports. The run south bound, bar to bar, was made in 103 hrs. 15 min., de- spite the fact that the vessel lost 2 hrs. 45 min. between Scotland Light and Diamond Shoal on account of be- ing operated at -.reduced speed in dense fog. The run north bound, bar to bar, was made in 92 hrs. 20 min. The average speed cover the bottom, bar to bar both ways, was 16.55 knots per hour. The vessel's new machinery equip- ment consists of two vertical, inverted, direct-acting, triple-expansion, surface- condensing engines with cylinders 2734, 4614, and 79-in. diameter by 42-in. stroke, designed for 95 revolutions at 16 knots. The vessel's boiler equipment is the same as originally installed, i. e.: ten Babcock & Wilcox large tube type marine boilers carrying a .working pressure of 210 lbs. above atmosphere with 50 degrees Fahr. superheat. The vessel was operated with the usual complement of men in the deck and engine departments taken from our regular service. A. S. HEsBLE, Superintending Engineer. 'REMOVING SCALE BY PIECE- WORK. Editor Marine Review: -- We are much interested in an article in your issue of June, 1910, page 222, on re- moving scale under the piece-work system. oe . There is one point in this article, however, which is not clearly set forth, and that is, how the berths for piece-workers are laid out on the side of the ship. Of course, we understand that a berth amidships comprises a _ consid- erably greater area per longitudinal foot than a berth at the bow or stern. We would be glad to know the method, therefore, by which. these berths are laid out, and would greatly appreciate any information you could give on this point. . Suip Buiter. ~ °Philadelphia, June 20, 1910. TAE MnaRINE REVIEW The author of the article supplies the following information: When scaling by piece work was first undertaken the berths for the men were laid off by long battens and chalk lines run in. Later on, however, this was abandoned for it was found that for all practical purposes the fol- lowing more simple method was sat- isfactory. For work on the outside hull, the staging tackles are hung 18 ft. apart starting at the bow, thus di- viding the body of the ship into 18- ft. divisions. Each workman is given a section and all try to complete their sections down to the staging at about the same time in order that the whole staging may be lowered at once. As the time consumed in handling the staging comes out of the workmen's pockets it can readily be seen that it is to their advantage to have all lines ready to lower the staging together. Each:man retains his section down to the keel. Whenever two workmen de- sire to work together in partnership and take the two adjacent sections, this is allowed, the earnings being di- vided. At 8 a. m. each day the work of the previous day is carefully mea- sured up by means of a tape and the work that has been accomplished is lined off with blue paint. The date is placed in the space together with the workman's initials. In this way any of the work which fails to pass inspection can be readily traced to the proper workman. On interior work the men nearly al- ways work in pairs and divide their earnings so that there will be two men available to handle the staging. PLANNING NEW TONNAGE. Editor Martne Review:--The vessel owner who lets a contract for the construction of new tonnage without properly prepared plans is to be com- pared to the mariner who starts on a voyage without chart or compass. He may reach his contemplated des- tination, but it will be after circuitous wanderings and many anxious and ex- pensive delays. As a study of, or a glance at the chart may show the navigator that his ultimate destina- tion is not where he expected or pos- sibly does not exist at all, so carefully prepared plans often develop hidden defects in proposed schemes that are in fact impracticable from a commer- cially successful point of view. Every new vessel should be an improvement on former ones, and it is the duty of the enterprising and painstaking con- sulting naval architect to profit by the experience of himself and others in what is already afloat, and thereby July, 1910 improve on his "ship on paper," elim- inating all of the undesirable features of design and construction that he has knowledge of in former vessels. In no manner or place is this so well done as on the drawing board in the drafting room. Working out ideas on steel hulls and on wood in cabins is an expensive operation, and it is so much easier and cheaper to draw and erase lines, and work out details on paper by the naval archi- tect, than it is to employ gangs of fitters and platers, changing structural steel work, and joiners tearing down and changing woodwork after it has been erected, fitted and found unsat- isfactory. A good set of plans shows the owner precisely what he wants, and enables him to get a close esti- mate on probable cost of vessel. They also show the intelligent artisan how to arrange the scantling and assemble the various component parts in the strongest and most economical man- ner, resulting in the maximum of strength with the minimum weight. The naval architect in submitting a proposition to prospective vessel own- ers to make plans and specifications for their new tonnage, is frequently met with the remark that the builder or contractor will furnish the plans free. The owner who expects to save money on plans does not realize that although the builders maintain a per- manent staff of draftsmen, that they are not in business for their health or pleasure and must meet that annual expense some way. Their usual: practice is to embody in the estimates before submitting bid for new work, a sum in amount equal to from 5 to 7 per cent of total cost of vessel for plans. But apart from the consideration of the owner paying the bill and not knowing it, there are certain distinct disadvantages which we will notice in order. In the first place, he is paying more for the plans than he should, if he engaged a consulting naval architect, who would also superintend the work on his behalf. Further, the plans pre- pared in ship yards are got out by young men of little experience under the direction of the contractors' chief draftsman. The latter gentleman, though frequently a very competent man in his line, has to divide his time and attention to several different class- es or designs of vessels under way at the same time and may not be posted on the complete and perfect require- ments of any one of them. Whereas, the vessel owner's consulting naval architect makes a special study of the requirements of the trade and route of each vessel he designs, sometimes