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CHIEF ENGINEER’S OFFICE AND STATEROOM ON THE S. S. HARRY COULBY of the guests’ quarters without hav- ing to go outside. Throughout the guests’ accommoda- tions all of the furniture was de- signed and built for its particular place. Also all hangings’ carpets and other fittings were selected and made to fit into the general color scheme. All of the living rooms in the for- ward quarters are artificially venti- lated with cooled and filtered air. MOTORSHIP propelled by A diesel engines requires’ only one-half to one-third of the fuel consumed by comparable steam _ ves- sels. During the last fifteen years marine diesel engines have been rap- idly adopted in place of steam _ pro- pelling equipment for vessels through- out the world, until today, according to Lloyd’s latest report, the tonnage of motorships under construction (in- cluding conversions) exceeds that of steam vessels. Throughout the world there are at present under construction 297 motor- ships totaling 1,860,000 gross tons (including conversions); 28 well- known foreign ship owners have fleets totaling 312 vessels (completed or on order) of which 279 are motor- ships—18 of these 28 firms operat- ing motorships exclusively and 12 operating fleets of between 10 and 25 motorships. Motorship, published in London, issue of July, 1927, gives full information on the foregoing. After giving effect to the present 22 An intake is fitted through the side of the pilot house through which fresh air is drawn down through an air filter, passed through a Thermo-fan and then distributed to the various rooms. The Thermo-fan is fitted with coils through which cooling water is circulated. A gangway door is fitted on each side at the after end of the fore- castle. These doors are provided with A Program to Get the Government Out of the new diesel engine conversion program, the shipping board, with upward of 700 vessels, will have only between 25 and 80 motorships in 1928. An adequate privately owned mer- chant marine is absolutely necessary for the country’s welfare. More than any other nation of the world, the United States with its higher stand- ard of living and higher capital cost of ships, must seek lowest operating cost of vessels in order to compete with foreign shipping. Gain in Economy by Dieselization A fleet of at least 250 economical motorships would be the strongest sup- port which could be given to our struggling American merchant ma- rine. The government has done much in building up our ocean trade routes to Africa, South America, Australia and the Orient; it has also contributed some hardship to private owners by being in the business and subjecting such private owners to the competi- tion of governmental operation at loss. MARINE REVIEW—October, 1927 ash gratings and are hinged at the bottom so that they fold outboard and thus become platforms. Stanchions and hand ropes are provided and also telescoping gangways with rub- ber treads, hand ropes and stanchions, extending from each platform down to the deck. 'These gangways are sup- ported by bridles and davits. It is thus possible for the owner’s guests to come on board, enter the lobby and have access to staterooms, dining room, living room and sun room with- out the necessity of going out on deck. The guest accommodations are there- fore isolated from other quarters. The S. S. Harry CouLBy at the time of this writing had already com- pleted her round trip maiden voyage from Lorain, O. to the head of Lake Superior with coal ‘and return with 13,731 tons of ore for Conneaut, O. On this initial trip she had as the first occupants of these fine quarters, Mr. Harry Coulby and guests. William A. Reed, one of the lead- ing captains of the large Inter-lake fleet is master and one of the oldest engineers in point of service, James Brand is her chief engineer. W. G. Stewart, general superintendent of the company, has been throughout directly responsible to the owner for planning and supervising the construction of this newest, largest and most elabo- rately appointed lake freighter. Shipping Business In order for the government to get out of the shipping business it must dispose of its present large fleet of ships. It has been unable to dispose of a large number of these hulls as steamers. It is not reasonable to scrap this fleet of ships—many of which are well built and have never been to sea—although it is true these one- purpose war-built vessels do not meet present day exact requirements of private owners for various special ship purposes, trades, and services. If 250 of the best shipping board vessels, with respect to type and con- dition, were converted, over a period of several years, to economical motor- ships, it is submitted that the follow- ing would be accomplished: (1) Ultimately provide for sale to private owners modernized economical motorships that could be successfully operated in competition with European motorships; (2) Reduce the operating losses of the shipping board for a further period of governmental operation, during the development of long trade routes te Africa, South America, Australia, and