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Re AOE ET ET Te LR ee 4 January, 1913 and starting, in negotiating the canal locks and reaches. In the electric work we had the en- thusiastic co-operation of H. A. Mavor, of Glasgow, whose pioneer work in the adoption of electric equipment to marine purposes ranks in the United Kingdom with that of Mr. Emmet in the United States... Mr. Mavor real- ized the scope which the peculiar con- ditions in -Canadian canal work of- fered to the introduction of his sys- tem and made several inspection trips with us to Canada to investigate the situation for himself on the spot. Our first completed proposal was a Cana- dian canal type of oil carrier for the Standard Oil Co. This was to have three Diesel generating units of Z50 H. P. each with a single screw motor turning at 80 revolutions. Though approved of by the engineers of the Standard Oil Co. and ordered to be built, the prejudices of their English advisers were sufficient to condemn the project. and a steamer: of the same type, the Iacomo, was built in- stead. Nothing daunted, Mr. Mavor and ourselves, with other associates, formed the Electric Marine Propul- sion Co., Ltd., of Glasgow, to try out the Mavor system on a large scale. It was agreed that the Canadian lake type offered the best means for this purpose and the Tynemount was or- dered from Messrs. Swan & Hunter, whose chairman, G. B. Hunter, had evinced great interest in these devel- opments. The hull was designed to be closely similar to a steamer, the Keystorm, which was built two years ago to my designs and specifications, the intention being to arrange an ac- curate comparison between her and the new vessel. Subsequently, the Tynemount was sold to the Montreal Transportation Co. on my _ represen- tations, and is now building under the supervision of my firm. We nat- urally claim to have been the movy- ing spirits in this new departure in Canadian lake and canal work while acknowledging the active interest and co-operation of the builders of the hull and the machinery. : Joun_ ReEIp. New York, Dec. 18. Diesel Engined Ship Eavestone Editor Marine Review, Sir: -- The Diesel-engined ship Eavestone after having made the initial trip to Sweden and Russia, followed with a trip from West Hartlepool to Barcelona, then taking on a cargo of ore at Pomeron for Savannah, Ga., has recently ar- rived at the latter port, her passage working out as follows: Pomeron to Savannah, Ga., 3,701 knots. THE MARINE REVIEW Cruising time.18 days, 18 hrs., 14 min. AVGlage speed ITU ai a! 8.2 knots. Average daily fuel con- SumMptton 20 3 tons 18 ewt. Oil consumed for the entire, passage' ..77.% 37 tons 10 cwt. This is the' first' two-cycle Diesel- engined ship to cross the Atlantic ocean. The trip was made without a stop or difficulty with the machinery in any way whatever. Most of the passage was during very severe gales in which the characteristics of the marine Diesel engine were particu- larly brought out in its perfect con- trol of speed, eliminating any tend- ency to race. When it is taken into consideration that this Diesel-engined ship could take into her double bottoms enough oil as fuel cargo to make a trip around the world without necessitating a stop for hew supply of fuel, one. of the great advantageous features of the Diesel engine is brought out thereby. This 'means 4° oreat advent: in 'the shipping world, for now those who have stood back and waited to see someone else make the trial of Diesel ' ships in actual service, can be shown that it is practical and successful. W... oR, Haynie: New. York, Dec: 30, The Sperry Gyroscope Editor MARINE Review, Sir:--In the proceedings of the Society of Naval Architects and Naval Engineers, at their recent meeting, a paper was read by Mr. Sperry on the gyroscope for marine purposes. The~ writer has been interested in this device for some time and has devoted consider- able effort as well as time to get this matter before the public. A vessel fitted with the gyroscope will be im- mune from most ills that ships are heir. to: That. 4s 'they will. be. sta- bilized in a manner to prevent any and all rolling motion, which feature is desired for all classes of vessels, but on none more so than on car- ferries. Lastly, but not by any means least, a ship can be made to roll any angle desired. This feature is particularly desirable for vessels engaged in win- ter navigation as the vessel cannot become stuck in any kind of ice. The motion imparted by the gyro is the motion most desired, namely the to and fro motion applied to a_ brad awl, this motion being pendulic con- forming to the ship's natural period of rolling. The general adoption of this appar- atus will make the lakes as navigable in winter as at any other time of af year. It will mean much for the river and gulf of St. Lawrence, for the Baltic and other waters where ice is an obstacle. B. T. HAAGENSON. Ashtabula, Dec. 6, Reversible Oil Engine Editor Marine Review, Sir: --The accompanying photograph represents a new development in the internal combustion engine for tug boats as well as good size freight or passenger boats. The picture was taken trom a tug boat 53. it. long by 12 ft..6 im. beam by about 5 ft. 6 in. depth, equipped with a four-cylinder Mietz & Weiss reversible oil engine. This en- gine is well known throughout the - world as one of the leading internal combustion engines, and the first in the field using heavy oils. The marine line was developed some TUG. 'EQUIPPED: WITH .MEITZ On ENGINE years ago when the stationary en- gines of this type had already been sold in large. quantities. This is °a two-cycle engine in which the prelim- inary air compression for scavenging . takes place in the crank case, which is the simplest method in use, and the builders have put out units of 200 H..P. im cylinders' of. 14 x. 18i4 and units of 100 H. P. single-cylinder engines of 18 x 27 at a speed of 180 Tope my A ny It is well known that the reversing gear which has brought about the ap- plication of the small internal combus- tion engines to thousands of boats, is not suitable for the large sizes be- cause the output of the engine in- creases at the square of the diameter of the pistons, while the requirements for the clutch go up in direct ratio of the horsepower, which means that we do not have to go up very high in horsepower before the clutch be- comes higher than the engine. But, apart from this there is naturally a tendency, and particularly for marine work, to simplify the mechanism to increase its reliability. The two-cycle engine is particularly desirable with