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November, 1924 type stern frame with a drop skeg to allow for a new propeller of a large diameter and pitch. No changes were made to the propelling mach’nery ex- cept minor changes made necessary by the increased length and beam. The new passenger deck is covered with composition and is completely enclosed with the exception of the deck forward. Sides and end are fitted with windows for the full length. The after end of this deck is given up to a galley, I:nch counter and a cigar and_ refreshment booth. The remainder of the passnzer deck provides for a purser’s office, lava- tories and rest rooms, and seats to accom- modate 550 passengers. These seats are constructed of Philippine mahogany with — varnish finish and are fitted with leather upholstered cushions. The entire main deck is covered with a 2-inch coating of composition deck cover- ing and with the exception of the engine and boiler casings and_ stairways is given up to accommodation of automobiles, of which 60 may be carried. The meth- od of hauling automobiles is by the in- stallation of two sliding watertight doors at the bow, one hinged watertizht door, port and starboard, approximately 20 feet aft of the bow, and double sliting watertight doors at the stern. Wells are provided at the forward and after ends of the main deck in which are bu lt turntables for turning automobiles in order that they may be unloaded at either the forward or after end of the boat. Officer’s quarters are provided on the boat deck and consist, in. addition to the wheel house, of staterooms for cap- tain, deck officers and steward, chief en- gineer and first engineer. The crew’s quarters are provided in the new port’on of the hull below the main deck and above the four new water tanks. Access to crew’s quarters is by a companionway leading from the main deck and access from the engine to boiler room is by watertight doors between engine and boiler room bulkheads. W. H. Hendricks, general sales engi- neer of the New Jersey Zinc Sales Co., read a paper entitled “Zinc” before the Cooper Union Chemical association and students of the chemical department on Oct. 15. The New Jersey Zinc Co. 3- reel film of “Zinc Oxide for Use in Paint—from Mine to Save the Surface” was used by Mr. Hendricks to illustrate his lecture. The plant of the Seattle Shipbuilding & Drydock Co., Seattle, has been pur- chased by the Lake Union Drydock & Machine Works and has been moved to the latter company’s site on Lake Union. The sale included a 600-ton drydock, machine shop equipment, tools, etc. Lt MARINE REVIEW Designs New Type Valve for Oxygen Manifold ~~ Use of oxyacetylene apparatus for welding and cutting has grown so uni- versal throughout all branches of the steel and allied industries that no ma- rine repair shop or shipyard today can afford to be without such apparatus. Even the larger ships find it most use- ful to carry a small outfit in conjunction with their machine shops. Any im- provements and_ refinements, therefore, OXYGEN MANIFOLD VALVE in any of the parts of the apparatus which insure complete security from danger in its use either through ignor- ance or carelessness, is of direct interest to everyone connected with the construc- tion, repair, or upkeep of ships. On account of the very high pressures which the oxygen manifold must carry, the development of an entirely satisfac- tory valve for such manifolds has al- ways. been a difficult problem. After extensive studyand experiments with several different designs, the Oxweld Acetylene Co., 30 East Forty-second street, New York, has recently suc- ceeded in developing a valve for this purpose that in its experienced opinion meets every requirement. The accompanying illustration shows this new type of valve in cross section, from which the details of its construc- tion and nethod of operation may readily be understood. Referring to the iden- 429 tification numbers on the _ illustration: _The body (1) has a formed seat re- ceiving the stem tip (2). This tip is attached to and carried by the stem (4), by means of a swivel joint. In this way, therefore, the tip is enabled to find its own natural seat in the body. The stem screw by means of which the valve is opened and closed is located in the inner lower end of the stuffing box (6) which is made gas tight into the body by means of the lead gasket (3). To make the stem itself gas tight, a rubber packing ring (5) is compressed between packing rings (7) by means of the hand wheel and nut (8). From the nature of its construction, this new valve is fool proof. Should the operator unscrew the hand wheel (8) all the way, there is still no pos- sibility of the internal parts being blown out by pressure because the stem screws into the stuffing box. .Even if both the stem and the hand wheel were com- pletely unscrewed, the parts could not come out, because the large end of the stem would lodge against the inner end of the stuffing box. Three more consolidations of ship- ping board routes have been com- pleted. Lykes Bros., New Orleans, will operate vessels from New Orleans and Texas ports to Holland and Ger- many, under the trade name of the Southern States’ Lines. The Water- man Steamship Co., Mobile, Ala., will operate from Mobile, Pensacola, Fla, and gulf ports to the United King- dom, Bordeaux and Hamburg, under the trade name of the Mob:le Oceanic Lines. Daniel Ripley & Co., Houston, Tex., will operate from Texas ports to France and Belgium, under the trade name of the Texas Star Lines. Lykes Bros. now operate 20 ships, the Waterman Steamship Co., 11 ana Daniel Ripley & Co, 7. When the Los Angeles Steamship Co.’s liner City or Los Anceres docked at the Wilmington, Cal., terminal recently she established a new time record for the run between Honolulu and Los Angeles and commenced a.new era’ in island passenger trade history. The ves- sel ran from dock to dock in 5 days, 22 hours and 6 minutes, it was reported by Captain Poulsen. : In a paper read at the recent World Power conference at London Sir George Beilby quoted figures to show that less than 69 per cent of the merchant ton- nage of the world in 1923 was entirely dependent on coal, as compared with 89 per cent in 1914. In these nine years the proportion of gross tonnage using oil in furnaces rose from 2.6 per cent