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

the sale of certain vessels and has arranged for selling certain lines as follows: Suies SALE IN OcrTosER—On Aug. 16 the shipping board deferred until October the ad- vertisement of the American France line and American West African line. Prior to this meeting the board had decided to postpone advertising the sale of the American Palmetto line until after May 31, 1928. . This action was taken so that maximum service to cotton shippers should not be interrupted. The form of advertisement for sales of the American Seantic line operating between New York, Norway, Sweden, and the Baltic was approved by the board on Aug. 9, and the statement made that the line would be advertised for sale without delay. There are six vessels on the line aggregating 45,525 deadweight tons. A guarantee of continued operation for five years is required. This line is now operated out of New York by Moore & McCormack Inc. On Aug. 2, the board authorized a separation of the American Premier line and the American Dixie line, both cargo services operated out of Gulfport by the United Gulf Steamship Co. These lines are to be allocated to two inde- pendent operators made up out of the per- sonnell of the original operating company. The operators serving the Texas ports will be known as the Texas Oceanic Steamship Co. Ine. and the New Orleans operators will be known as the Dixie Steamship Co. PHILADELPHIA TERMINAL LEASE—The board on Aug. 9, authorized the Fleet corporation to sign a re-draft of the lease for the board’s piers at Philadelphia to the Merchants Ware house Co. of that city for a period of five years. The shipping board will receive 25 per cent of the gross operating receipts from the terminals or a minimum of $125,000 a year. In addition the board received $10,000 annually on account of improvements made to the lum- ber concentration yard adjoining the property. CoaLINGA—The United States shipping board on Aug. 2 authorized the Union Steamship Co., Los Angeles, owners of this vessel, to transfer her American registry to Italian registry so that she may be sold to Ditta Luigi Pittaluga Vapori, Genoa, Italy. The vessel in question is a steam tanker. Authority to make this transfer is made with the stipulation that she will not be used for trade with Con- tinental United States after her first outward voyage and also that the Union Steamship Co. shall execute an agreement with the shipping board making a definite commitment that a new tanker of not less than 12,000 deadweight tons of the most up-to-date and modern type be constructed in an American shipyard. WimLuIAM PENN—The board on Aug. 2 re- jected an offer of the Hawaiian Steamship Co. to purchase the 12,358 deadweight tons freight ‘motor ship, WILLIAM PENN for the sum of $494,320. The vessel is now in operation be- tween New York and Australian ports, on the Atlantic Australian line. The offer was re- jected because the price is not adequate and because the ship is needed for the requirements of the fleet. EASTERN TEMPLE—Steel cargo vessel of 5540 deadweight tons, at the time laid up at Nor- folk, Va., sold to the High Seas Transportation Co., New York for the sum of $95,000. Pay- ment to be 10 per cent cash and the balance in ten equal annual installments. EASTERN Victor—Steel cargo vessel of 8460 deadweight tons, at the time laid up at Nor- folk, Va., sold to R. W. Malone, Washington, for $186,000. wm connection with all sales of ships the board stipulated the terms of payment on sales of vessels which have been broken out and have had repairs shall be 25 per cent cash payment while those taken from the laid up fleet shall be sold on the basis of 10 per cent cash payment. WESTERN GLENN AND WESTMEAD—Steel cargo vessels of 8645 and 8541 deadweight tons re- spectively, laid up at the time at New York, sold to the Oregon Steamship Corp., Portland, Oreg., for $285,000 under the usual terms. PotomMaAc—An ex-enemy passenger vessel of about 11,000 deadweight tons, equipped with two quadruple engines of 5600 indicated horse- power and five Scotch boilers designed to steam approximately 13% knots on 103 tons of coal a day; with accommodations for about 350 first and 850 second class passenger as well as "Tine shipping board has approved 52 a large number of third class and steerage; at the time in lay up at New York; sold to Phillip Edward Ittmann, 1 Madison avenue, New York City for $50,000 in cash ‘‘as is and where is.” CHARTER OF VESSEL—On Aug. 16 the board approved the charter of a vessel, to the Daughs Ship Crane Co., upon which this com- pany will install three patent cranes for ex- perimental purposes. World Markets BELLAS—Single deck steamship, 4100 dead- weight tons, 2570 gross tons, for about £22,000 to Abbey Line, Ltd., Cardiff. — AcastA—Single deck steamship, 8000 dead- weight tons, 5259 gross tons, for about £60,- 000 with 10 years’ time charter, to Norwegian buyers. ADNA—Single deck steamship, 7830 dead- weight tons, 5197 gross tons, for about £60,000 with 10 years’ time charter, to Norwegian buyers. BuccINUM—Single deck steamship, 8075 dead- weight tons, 5237 gross tons, for about £60,000 with 10 years’ time charter, to Norwegian buyers. Moore and McCormack Buy Garland Ships About the middle of August the Garland Steamship line sold to the Moore and McCormack Co. its en- tire fleet of six freighters. Neither the price nor the future operation of the ships were disclosed. The names of the vessels are: ALBERT JEFFRESS, CAROLINIAN, EDGAR BOWL- ING, GEORGE ALLEN, JAMES B. DUKE, WILLIAM CAMPION and _ WILLIAM PERKINS, aggregating a total of 38,637 gross. tons. The ALBERT JEFFRESS, in New York at the time of the sale, was taken over imme- diately by the new owners and the remaining five will be delivered as they arrive in New York. These vessels are now engaged in_ inter- coastal trade. With the addition of these’ six freighters Moore and McCormack’s fleet of American vessels now num- bers fifteen. The company also has under charter an average of forty freighters largely American. Diesel-Electric Tanker The Atlantic Refining Co. who has been the leader in the application of diesel electric propulsion for tankers and who has had two years or more practical experience with this type is to build three additional diesel electric tankers abroad. They will be sister ships of the one now building at the Scott ship- yard, Greenock. This tanker is 12,- 500 tons deadweight and her engines will be of the Carels-Ingersoll-Rand type. HE motor ship City oF DAL- HART, recently converted from a steamship under the shipping board diesel conversion program, passed a successful trial trip off the Virginia capes July 25. The vessel maintained an average speed of 13.35 miles an hour during her six-hour speed test and tests of her equipment showed her to be ready for imme- diate service. The ship left Newport News this morning for New York where she will load cargo destined for Australia. She will be operated on the Atlantic Aus- tralia line by the Roosevelt S. S. Co. The trial was witnessed by a num- ber of prominent people, among whom were Senator Hawes of Missouri, Com- missioners Benson and Hill of the shipping board and Drummond Jones, vice president of Busch-Sulzer Co. Capt. R. Rose will command the vessel and the chief engineer is Geo. Brown. The ship has been converted from an oil-burning steamer of 10 knots to a motorship of the speed shown on MARINE REVIEW—September, 1927 City of Dalhart Trials her sea trials. She is equipped with a Busch-Sulzer 2-cycle single acting engine of 3000 horsepower and Worth- ington auxiliary diesel engines. In the main engine there are six cylin- ders each 30 inches in diameter and the piston has a stroke of 52 inches. The speed of the engine is 90 revolu- tions per minute. The length of the ship is 416 feet. She is strictly a cargo ship but in connection with installing the diesel equipment accommodations for 15 passengers in well ventilated rooms having metal beds, electric fans and running fresh water, have been pro- vided. These rooms are designed pri- marily to fill the needs of shippers desiring to send representatives to accompany large shipments of goods. The main engine was constructed by the Busch-Sulzer Bros. of St. Louis, and the auxiliaries were built by the Worthington Pump & Machinery Co. Installation was done by the Newport News shipbuilding company. The total cost of conversion was $829,750.