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206 Converted Into Oil Tanks Perhaps no better illustration of the demand for oil tankers on the Pacific can be cited than the recent conver- sion of the splendid four-masted American bark Erskine M. Phelps into a bulk carrier. Unlike several other sailing vessels which in recent years have been turned. into oil carriers, the Phelps still retains her lofty spars and graceful yards and is still capable of using the ocean winds as a means of propulsion. The Phelps is the first full-rigged sailing ship to be im- pressed into the oil-carrying business on the north Pacific. The ambitious plans of the new owners are being followed with some interest as the advisability of using a large full-rigged ship like the Phelps in the coastwise oil trade is largely experimental. Although 15 years old, having been launched at Bath, Me., in 1898, the Phelps was kept in such splendid con- dition that she brought an unusually high price when the Union Oil Co. of California purchased her early this year. Of course the Phelps is one of the finest steel ships of her type ever built at an American yard, inci- dentally being one of the first steel - sailers launched in the United States. Originally it was intended to take down the vessel's yards, topgallant and topmasts, but after careful considera- tion it was determined in view of her excellent average as a sailer to keep her rigged as a full-rigged ship. It was figured that she might make from eight to ten round trips annually from Californian oil ports to the Hawaiian Islands and thus save the expense of towage. On her first voyage from Port San Luis to Honolulu and re- turn, the vessel, under her own sail, made the distance out and back in 43 days under conditions not the best for sailing. The Phelps is now mak- ing several coastwise voyages from California to Puget Sound under tow, but later she will operate under her own sail. It is yet too early to know whether the Phelps will be an entire success, but therg is every indication that she will justify the expectations of her new owners. The Phelps is a four-masted sky- sail bark of 2,682 net tons, of the following dimensions: Length, 312 ft.; beam, 45 ft.; depth, 28 ft. Her masts are unusually lofty and her yards of great length. The ship is so well molded that she has been handled in port without ballast. This, however, caused some worry, as it was feared that when carrying oil she would be so stiff as to cause uneasiness for her rigging. To overcome these fears she was heeled and the continuous ex- pansion trunks considerably widened THE MARINE REVIEW so as to leave a large free surface on the oil cargo to ease the rolling of the ship. The work was done by the Union Iron Works, San_ Francisco, in what is considered record time. So rapidly was the overhauling done that the Phelps was delivered 20 days in ad- vance, the contractors earning a bonus of $2,000 thereby. Several 'steel athwartships oil-tight bulkheads and one longitudinal bulkhead, at center line, were built in the 'tween decks, with oil-tight trunks extending up through the main deck from each tank. The frames were cut and brack- eted at the lower deck. Under the severe hydrostatic tests of the bulk- heads very few leaks were developed and the contract was done to the great satisfaction of the owners. The vessel's total oil capacity is 28,500 barrels. A complete pumping and machinery outfit was installed. In the 'tween decks, immediately forward of the break of the poop, two single furnace Scotch boilers, 8 ft. 6 in. in diameter, and 10 ft. 6 in. long, were placed. The ship's donkey boiler was overhauled and connected with the steam pipes throughout. In the boiler room was fitted a condenser with combined air and circulating pump. The Dahl sys- tem of oil burners was installed in the boilers and also under the donkey boiler. The main cargo pump is a Worthington duplex outside packed piston pump, 14 in. by 18 in. by 20 in., drawing from a 10-in. suction line with connections to each tank and the forehold. This pump is located in the after hold with the bilge pump. An 8-in. line with reducers for connect- ing 6-in. hose was installed for the discharge line. So as not to interfere with the working of the ship on deck the discharge pipe was run fore and aft through the tanks with risers fore, aft and amidships. For ship's use, oil fuel is carried in a large rectangular tank built into the square of the main hatch and standing 6 ft. above the main deck, Its capacity is 210 barrels. The en- tire system of oil burning, piping, pumping and spraying was found to work economically and _ satisfactorily. The ship's mooring facilities were in- creased by sectirely bolting to the deck nine, heavy 14-in. bollards. In installing the Marconi wireless, the aerial was led from the main mast past the mizzen to the jigger and thence down the back stays to the wireless room on the poop. A large house was built over one of the old cargo hatches and fitted for the dou- ble purpose of messroom and smoking May, 1914 room for the men. The galley was also overhauled. The deck officers were berthed aft in. the cabin while the engineers and petty officers are now housed in the midships house. The ship's old main pumps at the main mast were discarded and the fresh water tanks installed near the boilers after being moved aft. Alto- gether the Phelps is admirably adapt- ed for carrying oil in bulk. There are several: hulks employed on this coast in the oil trade as well as a number of barges, but the Phelps is the only bulk carrier still under her own sail. During her 15 years as a cargo carrier to all parts of the world the Phelps has proudly maintained the Stars and Stripes and kept her repu- tation as one of the smartest sailers afloat. She has made several runs from Honolulu and the north Pacific to Delaware. breakwater in from 104 to 110 days, once having sailed from Kahului to Philadelphia in 98 days, and again from Honolulu to Philadel- phia in 100 days. Again she made a world's record of 58 days from Java to Taltal. Other notable sailing feats credited to this fine ship are: Norfolk to Honolulu, 97 days; Phila- delphia to Manila, 102 days; Manila to Honolulu, 64 days against strong northeast monsoon; Manila to Hono- lulu, 42 days, also a world's record; Seattle to Norfolk, 104 days; San Francisco to Kahului, 13 days. These are but a few of the splendid sailing records held by this vessel which hereafter will operate in the Pacific oil trade. Heating Qualities of Sugar According to Sir Ernest Shackelton, who certainly should be authority on everything connected with cold weath- er, sugar is far better than alcohol to keep the frost away. In a recent interview, he said, "There was an oc- casion when we marched 321 miles, drawing laden sledges, in 14% days. Every two hours, we took two or three lumps of sugar each. Within ten minutes of eating this we could feel the heat going through our bodies. The highest temperature of that march was 62 degrees below zero." Every one knows, of course, that sugar 1s rich in calories, that is, heat units. But that it acts so very promptly in heating up the body--so much like wood in a _ stove--will be news, we fancy, to the laity of the temperate regions. A. A. Raven, president of the At- lantic Mutual Insurance Co.,_ sailed from New York on April 15 on a Med- iterranean cruise.