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clipper ships when steel came into use and hulls could be built longer. Following up the ideas outlined above the author suggests that fitting a diesel engine or preferably diesel- electric drive of moderate power to these easy driven ships will add reg- ularity to their speed. In the design prepared the power necessary to give a speed of 8% knots in fine weather is 450 shaft horsepower, and full en- gine power will be used only when the speed under sail alone is 10 knots or less. On runs from England to Australia on the basis of the logs of several clippers the full engine power would be used for about one- half of the passage time while during the other half an average of only one- fifth of the total power is needed. The mean engine power during the whole voyage would thus be 270 shaft horsepower which amounts to 1% tons of fuel per day for propulsive engine power at an approximate cost of $29.10. On the proposed vessel electrical power would be available for work- ing sails, weighing anchor, loading or unloading, pumping and trimming the ship, refrigeration, heating, ventilat- ing, distilling and coking purposes. The technical improvements which are now so widely used in other types of ships should be applied to the many details in ship and rigging so that a motor sailing ship of this type could be worked with a comparatively small crew. Before returning from a south- ern voyage necessary drydocking ex- pense could be saved and still the bottom of the ship could be cleaned by having a suitable pumping ar- rangement and by the use of wing ballast tanks, by heeling the ship when light over 50 degrees which would bring the greater part of the bottom above the water. The propel- ler and rudder could also be inspected and necessary repairs be effected with- out the expense of docking the ship. For the particular ship proposed the carrying of passengers would be an important feature. Plans worked out show that it is possible, in a ship of dimensions suitable for good sail- ing qualities and handiness and which satisfied all the above conditions, to arrange spacious and well ventilated accommodations for the most exact- ing first-class traveller, at the same time allowing clear room on deck for working the sails and as a promenade for passengers. Fifty separate and roomy outside cabins for first-class passengers are provided for in the Taken from a paper, by Capt. Chr. Blom, read at the spring meeting of the sixty-eighth session of the Institution of Naval Architects at London, April 7, 1927. The author is a member. 12 design. Each cabin is intended for one person but can be arranged for two when desired. The ship’s com- pany of officers, doctor, seamen, engi- neers, cooks, stewards and appren- tices amounts to 58, twenty-five of whom are apprentices. The dead- weight to the subdivision load line (freeboard to margin line 8 feet) is about 1500 tons. To put into such a ship new ideas in design of hull, machinery, rigging, equipment and in pumping and flood- ing arrangements will be expensive. The outfitting and upkeep must be of the customary high quality associated with a first-class passenger steamer in order to attract the proper class of travellers. Though the first cost and working expense will be high it is probable that ships of this type would become popular on account of their speed performances and _ that no difficulty would be experienced in obtaining profitable passenger rates. The author does not suggest that such ships will be numerous but that the primary reason for their con- struction would be to realize in prac- tice what sailing qualities and im- provements are possible at the present time and thereby open away for the most suitable commercial motor sail- ing ship. However, a vessel as pro- posed would, while paying her own way, also fulfill the mission of a splendid training ship and would help to revive the interest in ocean racing of the clipper ship era. An approximate financial estimate for a motor sailing ship as outlined has been made by the author. The period taken is one year. Six voy- ages are assumed as completed with- in this period; first voyage, Plymouth, Eng., to Melbourne, 55 days at sea; second voyage, Melbourne via Rio de Janerio, Azores Islands to Plymouth, 70 days at sea, 14 days in harbor; third voyage, Plymouth to New York, 25 days at sea; fourth voyage, New York to Plymouth, 18 days at sea; fifth voyage, Plymouth, sailing in Scandinavian waters and back to Plymouth, 25 days at sea and 11 days in port; sixth voyage, Plymouth sail- ing in the Mediterranean and back to Plymouth, 25 days at sea, 11 days in harbor. On the basis of this itin- erary the estimated operating ex- penses and receipts for a year are as follows: Estimated Operating Expenses Per Year 1. Diesel motor oil. At sea 218 days @ 2 tons a’ day equals 436 tons @ $19.40 In harbor 147 days @ % ton a day equals tons. @:> $19;40 ..ccccchevces 1,425.90 soe. 9,884.3 2. Lubricating oil for 865 days, : ' $2.74 per day (average) ccc $ 1,333.75 MARINE REVIEW—June, 1927 8. Provisions for the crew (58 men) 865 days, and 65 passen- PELE. BHA GAYS creerscccccsesssovasssvsesvorrnces 43,650.00 4. Wages of crew 38,800.00 5. Repairs and renewals ...ccserseeeeeee 24,250.00 6. Tonnage dues: pilotage, har- HOE TE DCUBCH Sie csicsissassvoceuscasuosstwincscss 14,550.00 Operating expenses, total ........ $132,468.05 7. Management, advertising, etc..... 16,975.00 8. Insurance and depreciation............ 48,500.00 Total. EXPENSES sescisccccactvoseescaccseveg $197,943.05 Estimated Receipts Per Year Trip 1—35 passenger in sin- gle cabins @...... $727.50 $ 25,462.50 30 passengers in dou- ble cabins @...... 654.75 19,642.50 600 tons of general CAL QLO a ivecisccassvansels cneesesnae 4,365.00 Trip 2—35 passengers’ in : single cabins @ 945.75 33,101.25 80 passengers in double cabins @ 848.75 25,462.50 600 tons of general EATS seco varcesceursnaberscacsssecets 4,365.00 Trip 8—35 passengers in sin- gle cabins @.... 218.25 7,638.75 80 passengers in double cabins @ 194.00 5,820.00 400 tons of general CAL LO. cissccchatecessscsees eaerersace 1,455.00 Trip 4—35 passenger’ in single cabins @ 218.25 7,638.75 80 passengers’ in double cabins @ 194.00 5,820.00 600 tons of general CAL LO: iisvcccccccsvscetove® - jonsesesces 2,425.00 Trip 5—35 passengers in single cabins @ 557.75 19,521.25 80 passengers in double cabins @ 509.25 15,277.50 Trip 6—35 passengers in single cabins @ 557.75 19,521.25 80 passengers in double cabins @ 509.25 15,277.50 Restaurant and_ catering : PLOFIE ccrrrccccrcecerserce — seceoeeoee 7,275.00 Receipts, total .....ccceseeseses $220,068.75 The author in conclusion expresses the hope that the opinions advocated will revive to some extent interest in the motor sailing ship since this type of ship is at the beginning of its possible structural, aerodynamic, and engine improvement, that wireless telegraphy in connection with modern meteorology is likely to insure fast and regular passages, that much valu- able data for securing better designs for economical propulsion can now be acquired in experimental tank in- vestigations, and because we are rap- idly losing our skill in designing and handling sailing vessels—skill that was the result of hundreds of years of experience and that always de- manded the highest ability of naval architects and sailors. The Hamburg American line is to name its new steamer BOSTON, and will add her to the service between Hamburg and Boston. The shipping board on May 38 de- cided to make no change in the pres- ent operation of the American Mer- chant lines. This action followed hearings held on a proposal to con- solidate the five passenger-cargo ships of the lines with the United States lines and to assign the Southgate Marine Corp. of Norfolk, Va., as op- erators for the five cargo vessels now operated in conjunction with the others by J. H. Winchester & Co. Inc.