The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

June, 1916 THE MARINE REVIEW MOTOR SHIP LARA steel, vertical columns, there being six cast iron guide columns, which are bolted to the bedplate, and are not con- nected to the cylinders. The upper flange fits between four straps, bolted to the cylinder flange, upon which the thrust of the guides is taken. By this method it is possible to employ light construction, also permitting of ready accessibility to the moving parts. Light, portable plates, fitted between the col- umns, catch the lubricating oil. The crankshaft is divided in two parts, and the cranks are set at 120 degrees. Method of Control At the control station are situated the telegraph lever, a reversing lever for control of the air motor, which shifts the cam shafts, and two air and fuel levers, each giving air or fuel to three cylinders. The latter levers control the eccentric sleeve, upon which the starting air and fuel valves are mounted, as well as the admission of air to the inlet valve, and the admission of fuel to the distribution boxes. A hand wheel, which is placed in the main fuel pipe line, con- trols the amount of fuel admitted to the distribution boxes; it is the only wheel moved when stopping the engine. Another innovation is the arrangement of the central starting air valve directly over the control station, which is gov- erned by means of a chain. The high pressure fuel reservoir, in the upper part of the engine room casing, contains enough fuel to keep the engine working about 20 minutes, in case of a break- down of both the high pressure fuel pumps. The cooling water pump is from a crosshead by means of pump levers. It delivers water to the cylin- der jackets and to the cooler of the compressor, the guides and main bear- ings also being cooled by the water. The exhaust gases from the main en- driven gine are used for firing the donkey boiler when the ship is at sea; when the vessel is in port the boiler is oil- fired. The total fuel consumption of the ship is stated to be 0.3 pounds per in- dicated horsepower per hour, the speed being 8% knots per hour. As is usual with motor tank ships, the officers’ accommodations are _ situated around the engine room, the crew being located forward. The oil cargo tanks eccupy practically the rest of the ship. The cargo pump chamber is arranged between the engine room and the tanks. The various pumps are steam: driven. The new rate of dues at the Suez Canal, representing an advance of 50 centimes per ton became effective April 1. This makes the rate 6.75 francs for loaded vessels, and 4.25 for vessels in ballast. 211 More Wire Drag Work HE United States coast and geo- detic survey, department of com- merce, is about to make a re- survey by the wire-drag method of Massachusetts bay between Nahant and Cape Ann, and of the western part of Cape Cod bay between Plymouth and the Cape Cod canal. This method has been in use for 10 years on the coast of New England.and has had important results in the Maine bays, Boston and Cape Cod bays, Buzzards and Narra- gansett bays, and,East river, New York. It is in use in Alaska with marked suct cess and has been employed in Florida, Porto Rico and Panama. The surveys in the vicinity of Boston last year had such important results that the work is to be continued. <A number of new buoys are in position, several of the old buoys have been shifted and the accepted deep chanel to the Cape Cod canal is over a mile further off shore than previously. The wire drag consists principally of a long wire suspended at known depths below the surface by vertical wire ca- bles, connecting buoys on the surface with suitable sinkers. It is. towed by launches, the purpose’ being to place the wire at the proper depth to catch on all obstructions of less depth, and to pass over all of greater depth. The maximum depth selected for the area to be dragged is 50 feet at mean low water or 58 feet at high water, wherever such depth exists. In Salem and Gloucester harbors the maximum depth will be 33 feet at mean low water. The object of the work is to insure the safety of. all vessels bound to or from the Cape Cod canal, vessels bound