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

Diesel Conversion (Continued from Page 12) This vessel is now engaged on a voy- age around the world. Equally good reports have been received of the per- formances of the other vessels con- verted. The performance to date of those vessels already converted indicates that there is ‘a definite practical field cf usefulness for this type of vessel and the shipping board has therefore, authorized the conversion of 12 addi- tional vessels. Under the direction of Captain Gatewood specifications have been prepared for the main diesel units necessary to continue this program. With the view of somewhat improving speed, greater power will be asked for in the 12 additional engines, bids for which will shortly be out. It will probably be two years at least from this time before the com- pletion of the board’s present program of 24 diesel vessels converted from steam. Chairman O’Connor and the shipping board commissioners deserve the thanks of every American ship- ping man for the vision and courage they exhibited, in the face of much criticism, in going ahead with this program so that our engine builders could get the experience to build effi- cient diesel engines and our operators first-hand direct knowledge of the working of diesel ships. REATER New York. City, CG eressea and re-crossed by many waterways, has been forced to depend upon marine transportation to an extent that cannot, perhaps, be realized by inland dwellers. The use of lighterage has always been essen- tial in bringing the necessities of life into the city, inasmuch as it has been impossible to provide adequate rail- road facilities within the greater city. As a consequence, a system of marine transportation, tremendous in its scope, has been developed on the rivers and sounds which surround and cross the city. One important cog in this great sys- tem is found on Staten Island, N. Y., at Tottenville, in the Stephen H. Cos- sey Shipyards. The name of Cossey for eighty-five years has been connected with construction of wooden craft for water transportation and it has earned a reputation for integrity. The Cossey business was founded on 50 An Old New York Shipyard To bak Three Ships To Diesel Electric The shipping board on July 8 au- thorized Commissioner Wm. S. Benson to employ Gibbs Brothers, Inc., of New York, and Rear Admiral D. W. Taylor, United States navy, retired, jointly, to prepare plans and specifications un- der which bids will be sought for al- teration and installation of diesel- electric equipment on one or more of three large steel cargo steamers now laid up in the shipping board inactive fleet. Admiral Taylor and William Fran- cis Gibbs, of Gibbs Brothers, have been working together on experiments relative to the possibilities of increas- ing the speed of ships by alteration of the hull lines. They have submitted a report in which it is stated that their investigations indicate that certain changes in the design of the vessels -eonsidered will increase their speed. The ships under consideration are the COURAGEOUS, DEFIANCE and TRIUMPH, each of which is 11,773 tons dead- weight. Up to the present time the ships converted to diesel propulsion have been for operation on direct diesel drive. The plan for these three ships will call for diesel-electric drive. Lake Champlain in 1842 by Henry Cossey, Second, father of Harry Cos- sey, and grandfather of the present Stephen H. Cossey. Henry Cossey came to New York in the early eighties and established a plant at the old Brooklyn saw mill yard at Fif- teenth street and Hamilton avenue, where he constructed what is believed to be the first decked, or as it was then known, ballast scow used in New York harbor. In 1892, Harry Cossey, father of Stephen H. Cossey, became engaged in general wood marine con- struction in Brooklyn, N. Y., and his plant was located at Twenty-fifth street and Gowanus canal. By 1905 the volume of business had increased to such an extent that it became nec- essary to move to larger quarters; consequently, a shipbuilding plant cov- ering approximately twenty acres, and having a frontage of twelve hundred feet on Staten Island sound was es- tablished at Tottenville, N. Y. MARINE REVIEW—August, 1927 Stephen H. Cossey, the present rep- resentative of the family in this line of business, became associated with his father, Harry Cossey, in 1894; and, since that time, forty-one floating dry- docks and eleven hundred forty-nine barges, scows, lighters, carfloats, and bottom dumping scows, all at present in service in the New York harbor trade, have been constructed—a _ re- markable record of accomplishment. This shipyard, which has produced wood harbor craft for the most im- portant railroads having terminals in the vicinity of Greater New York, and also for the larger marine transporta- tion companies, is now turning from the traditional wood craft to steel barges for harbor and canal. It is evident that there will be an increase in steel construction. PVUVTTUUUTTRTUTATUUGTTUUTHUUATALUERLLGULHUCLLLE LUC UCO ECR UCER COLO William G. Coxe 1868-1997 TUDLUDEDUUQUQNNNUOOUTENEAUOUUOOLOEOERSUOUDUOUOTOOSTUOOU LUA OUEUN OOOO TTTTHUUU LE William Griscom Coxe, president of the Pusey & Jones Corp., with a ship- building plant’ at Wilmington, Del., died at his home in Bellevue, Del., July 4 in his fifty-ninth year. Death was unexpected although he had been ill for some time. Mr. Coxe was a nephew of William Griscom, famous as a ship owner, and served an apprenticeship as a marine engineer with the J. & W. Thompson Co. of Clyde Bank, Scotland, follow- ing his graduation from the Royal Technical college in Berlin. Later he was with the North German Lloyd line at Bremerhaven, Germany, and from 1894 to 1904 was foreign rep- resentative and general superintendent of the William Cramp & Sons Ship and Engine Building Co., Philadelphia. Then Mr. Coxe was elected president of the Harlan & Hollingsworth Corp. After 13 years he became general manager of the Pusey & Jones plants at Gloucester, N. J. At the same time he served as consulting engineer of the Merchants’ Shipbuilding Corp., with plants at Chester and Bristol, Pa. During the World War he was district manager of the United States Emer- gency Fleet Corp. in the Delaware river district. From 1917 to 1920 Mr. Coxe was president of the Atlantic Coast Shipbuilders association. _ He was also president of the Reading Paper Mills Co., Reading, Pa. During the Spanish-American war he served in the navy as an engineer, with the rank of lieutenant, and lost the sight of an eye when a boiler tube exploded.