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May, 1925 with four grades of the equivalent amount of coal, from the highest grade of United States navy standard coal to the poorer grades obtainable at United States Atlantic and Gulf ports. While the curves shown were actually plotted for only four coals, the range or space between the highest and lowest grade coals represented on the chart, embrace practically all of the coals that are like- ly to be offered at the ports mentioned or, at ports supplied with coals from the eastern part of the United States. In the absence of any data as to the character and quality of available coals the four curves may be considered to- gether as a broad band, or the middle line taken as an average, for pur- poses of calculation. In plotting the curves on the chart, oil was given a value of 18,250 b.t.u. per pound. The highest grade coal 14,250 b.t.u. with the other coals at 14,000 b.t.u., 13,500 b.t.u. and 13,000 b.t.u. respectively, from the highest to the lowest grades. The two higher grade coals are known to stow in 45 cubic feet to the ton and the lower grade coals in 48 cubic feet, which is the customary experience with these eastern United States coals. Ten per cent less efficiency in firing coal was allowed and all of these factors worked out to a basis ‘of 4.74 barrels and 4.66 barrels of oil per ton of coal for the two higher grades and 4.49 barrels and 4.33 barrels per ton for the two lower rade coals. To make use of the chart on page 182; knowing the number of barrels of oil re- quired for a given ship and voyage, say 5000, read up the five thousand line vertically to its intersection with the curve representing the kind of coal available, say high grade navy standard, then from this intersection with the curve, follow the horizontal line to the left and read off the number of tons of coal equivalent to that amount of oil, in this case 1050 tons. Then going back to the same vertical, or oil line, fol- low it down to intersection with oil curve, where the intersecting horizon- tal line will show, at the left the dead- weight tons equivalent to the number MAKINE REVIEW Cubic Feet in Thousands i Thousands o 183 NL: Fa ae ONS Gu ce 8 one ae lao Barrels of Fuel Oil CUBIC FEET OF BUNKER SPACE NECESSARY TO STOW THE AMOUNT OF COAL EQUIVALENT TO A KNOWN AMOUNT OF FUEL OIL—HIGH GRADE COALS STOW 45 CUBIC FEET PER TON—LOW GRADE COALS STOW 48 CUBIC’FEET PER TON of barrels of oil. In this example 5,000 barrels is found to weigh 750 tons. The difference, or loss in freight capacity on a deadweight basis, is therefore 1050 tons minus 750 or 300 tons which, when multiplied by the rate of freight, shows any loss in rev- enue to be charged to coal. (This chart is to be used where the full dead- weight capacity is utilized. In trades where the full deadweight capacity is not used and cargo is ‘measured by the cubic foot the prob- lem is somewhat altered. To cover this, the chart on page 183 has been prepared showing the: number of cubic feet of bunker space required to stow the same four grades of coal represented om the large chart which would be equivalent to a given number of bar- rels of oil. This chart is used in the same manner as the other chart except that no curve has been plotted for oil, since it is assumed, that this would be stored in the double bottoms or tanks. As an illustration of the use of the chart, on page 183 it will be found that 5000 barrels of oil are equivalent to 47,000 cubic feet of bunker coal of the highest grade shown or 56,000 cubic feet of the poorest grade shown. In other words, that much space must be deducted from cargo, to make room for bunker coal and unless this is dead space not being utilized for revenue freight, its value to be charged in with the operating cost on coal in making a proper comparison with oil. Ship Owners Urge New Deal in Laws FTER a long period of careful A study by informed and conscien- tious members, serving as a com- mittee on the revision of the United States navigation laws, the American Steamship Owners association early in April issued a report of its findings. This committee recommended first, as of fundamental importance, that all existing laws concerning the design, con- struction and operation of vessels should be repealed, and that the department of commerce be authorized to prepare an entirely new set of laws and regulations. Included in this would be the admeasure- ment of vessels and the construction and inspection of hulls, boilers, machinery and equipment. These are matters of techincal nature, and the existing statutes are now antiquated and unsatisfactory. It would have the present rules remain in effect until the new code has been completed. Another subject of a technical char- acter, not at present incorporated in law, is that of a loadline, recommended that the enactment of legislation authorizing the establishment of a load line and that the conditions affecting this procedure should be determined by regulations to