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12 such equipment for nothing, and the day is not yet here when the re- ciprocating large unit bulky Diesel engine or multiple smaller units will replace machinery of the type on the Coamo. There is no doubt that among unbiased engineers of wide experience and vision a most impor- tant place is accorded the Diesel en- gine for marine propulsion, due to its low fuel consumption. To cut the MARINE REVIEW fuel bill to 40 per cent of what it would be with the most efficient steam installation cannot be ignored. And for low powers from 100 up to 5000 horsepower, a range suitable for the smallest work boat up to the eco- nomical large fast long distance freighter, the Diesel engine has an overwhelming advantage. But for higher powers and fast passenger liners the question of the wisdom of February, 1926 its adoption has not been proven. The experience which will come in the operation of larger European passenger vessels already equipped with Diesel engines, and others un- der construction, will be watched with the keenest interest. Vibration, flexi- bility, ease of operation, working con- ditions of the operating staff and crew, upkeep and first cost will all be taken into consideration. Naval Court of Inquiry Holds S-51 Not at Fault court of inquiry, appointed by Secretary of the Navy Wilbur, place practically the entire blame for the collision between the S. S. City oF Rog, of the Ocean Steamship Co., Savannah, Ga., and the navy sub- marine S-51 on the night of Sept. 25, last, on officers and men of the mer- chant vessel. The collision occurred off Block Island, Rhode Island, as the City oF RoME was bound for Boston from Savannah. The submarine was sunk, resulting in the loss of six officers and 27 men. The verdict of the court, composed entirely of naval and marine corps officers, was not entirely surprising, and is said in Washington to be a deci- sion that might have been expected in a review by a naval court of a wreck between a naval and a merchant ves- sel. That the merchant vessel would get the bulk of the blame in the navy’s record of the case was the out- come that had been indicated to those who had been interested in the in- vestigation. () ci ct findings of the naval No official comment is obtainable in Washington aside from the naval court’s verdict, but it has been stated unofficially that a further sifting of evidence may show that the evidence was not entirely one-sided. Further evidence has been submit- ted in Boston at the hearing started there under direction of the steamboat inspection service of the bureau of navigation, which is no part of the naval inquiry. Charges were preferred against Capt. John H. Diehl, of the City oF ROME, and the hearing was begun in Boston early in January but was discontinued after a few days of sessions until late in the month. The hearing of the steamboat in- spection service may get closer to the actual cause of the wreck, it is stat- ed in some quarters, than the in- vestigation conducted by the navy de- partment. It also is pointed out that this hearing may contain less of bias than many believe the verdict of the naval court developed. No merchant marine representation was accorded in the naval court’s in- quiry. The naval court consisted of More To Be Said It is not fair to come to any hasty conclusions in so serious a matter as the sinking of the sub- marine S-51 by the City of Rome. The findings of the naval court places all the blame on the mer- chant vessel. This verdict will not be accepted by American merchant officers and steamship companies without concurrence after a thorough investigation (now under way) by the steam- ship inspection service. Whitewashing of either’ the navy or merchant marine person- nel concerned in this disaster will serve no good purpose. ‘The ab- solute truth of the matter should be fixed with impartial justice so that a similar accident cannot happen again. the following: Capt. O. P. Jackson, U.S.N. (who has died since the court convened); Capt. Walter M. Hunt, U.S.N., and Capt. David A. Weaver, U.S.N. Lieut. Commander Charles A. Lockwood, U.S.N. was judge advocate, and he was assisted by Capt. Leo F. S. Horan, United States marine corps. Captain Jackson was president of the court. Serious charges were made against the City oF Rome. It was contended in the official findings of the court that the merchant vessel violated the rules of the road in three or four ‘instances, and that the City or RoME left the scene without placing a mark- er over the wreck or sending out S.0.S. ealls. It was admitted, how- ever, that the City oF ROME blew two groups of signal whistles, and that the merchant vessel rescued the three survivors. It was charged, however, that the merchant vessel failed to maintain an adequate lookout, but it was admitted in the findings that the S-51 was first sighted by the lookout of the merchant vessel when the sub- marine was several miles from the CITY OF ROME. In case Captain Diehl is found guilty of responsibility of the colli- sion, he may appeal his case to the district supervising inspector of the steamboat’ inspection service in dis- trict No. 5, at Boston and an appeal from the district supervising inspec- tor’s decision can be taken to Super- vising Inspector General Dickerson N. Hoover, at Washington. Mr. Hoover will not comment upon the case, as he ultimately may be called upon to ren- der an opinion, in case of continued appeal. The entire record of the naval court of inquiry has been forwarded to At- torney General Sargent for action, to- gether with recommendations from the navy department, which have not been made _ public. The S-51 had left the submarine base at New London, Conn., to engage in engineering exercises, and was fully equipped and manned, with additional student officers from the New London submarine school on _ board. After the collision, Captain Diehl lowered a life boat and put over life buoys, thus saving three of the sub- marine’s crew. Attempts to raise the submarine had to be discontinued be- cause of unfavorable weather condi- tions prevailing in that territory. Work will be resumed in the spring, it is announced. The naval court of inquiry convened at the navy yard in Boston on Oct. 15, and the findings were completed early in January.