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35 feet; beam overall, 36 feet; depth molded 6 feet; sheer forward and aft, 1 foot 6 inches and 6 inches respec- tively; draft aft, 4 feet 38 inches; draft forward with fuel tanks full 4 feet 8 inches. The hull has a modified scow bow, long rake aft and is of unusually heavy.«construction much in excess of the American Bureau of Shipping re- quirements. Five longitudinal trusses and bulkheads provide excessive stiff- ness without the usual system of hog chains so common on Western river steamers. There are six water tight compartments. In four fuel oil tanks the total capacity is 20,000 gallons or enough for 400 hours continuous op- eration at full power, including aux- iliaries and galley range. The main deck house 27 feet wide by 117 feet long is of steel construc- tion in two units separated by an open gangway 12 feet wide just aft of the engine room. The machinery space is 86 feet long and houses the entire power equipment. Forward of the machinery space are two rooms for general stores and a large locker for engineer’s stores. Aft of the main gangway are quarters for a double crew, bathroom, linen locker, mess room, large galley, refrigerator and cold storage. The gear and tiller com- partment are aft of the mess room and galley. A large. deck house on the upper deck has staterooms for the captain and radio operator with connecting bath. In this space are also luxurious quarters for the owner. The pilot house, of steel, 12 feet by 18 feet, is located above the engine room and contains the regulation power and hand steering levers and pilot wheel, engine room telegraphs, searchlight controls, switches, tell-tale boards and boards and last, but not least the beloved burnside stove—a. necessary adjunct to all well regulated pilot houses, even though steam heated. A steel bridge on each side gives ac- cess to the pilot house and a secure anchorage for boat cranes of 3000 pounds capacity. Propulsive power is supplied by two Fairbanks-Morse, six-cylinder, full diesel, solid injection, two cycle en- gines each developing 360 brake horse- power at 250 revolutions per minute. These engines are fitted with air oil operated clutches and are coupled di- rect to the reduction gears through line shafts 6 inches in diameter. The operation of the engine is so smooth and positive that the clutches are only used for warming up. All auxiliaries, capstans and _ steer- ing gear are electrically driven. Cur- rent is supplied by two four cylinder, 28 Hill diesel engines each direct con- nected to 18-kilowatt generators. A single cylinder diesel engine, belted to a 3-kilowatt generator, is used for stand-by service. Storage batteries of sufficient capacity to operate the steer- ing gear in an emergency also pro- vide current for lighting, water serv- ice, and refrigeration when the boat is in port. Hot and cold water is supplied by duplicate Fairbanks-Morse automatic service pumps. A Hyde electric steering gear is mounted on deck with limit switches located in the tiller room. Air and fresh water tanks of ample capacity are located below decks. There are two stern wheels each 18 feet in diameter with 15 buckets. The wheels can be operatd indpend- ently in either direction, which gives unusual maneuvering ability when han- dling the boat in restricted waters. With the right combination of wheels and rudders the boat can be moved sidewise without forward or astern motion. However, under’ operating conditions the wheels should revolve as a unit in the same direction and at equal speeds. Within one hour after the engines were tuned up a series of continuous full power, dock and dynamometer, tests were run. There was not the slightest indication of trouble or stress in bearings, gearing or engines. The wheel design is from model experi- ments conducted at the experimental model basin in Washington. Operating costs are low for boats with diesel engines and properly de- signed hulls, either stern wheel or serew tunnel. As an instance of this low cost the twin screw diesel tow- boat, Geo. T. Price, built by the Charles Ward Engineering Works and fitted with diesel engines of 720 shaft horsepower has a record of 10,000 revenue producing ton-miles per bar- rel of fuel oil consumed as compared with 3200 ton-miles per barrel of oil burned on twin screw, triple ex- pansion, condensing steamers of ap- proximately the same shaft horse- power and in the same service. This information is taken from the operat- ing costs of the Federal Barge line during the period that the Geo. T. Price was chartered by this line. There is also the further saving of the wages and meals of at least two men not required on the diesel boat. There are now under consideration three die- sel river boats over 1000 horsepower. OrderEightLargeDiesels Board Places $2,290,300 in Contracts | HE award of contracts for the | construction of eight diesel en- gines for installation in shipping board cargo vessels was announced, Sept. 19, by Chairman T. V. O’Connor, of the board. Contracts for the construction of these engines have been awarded to four different com- panies and the time which will be required ‘for completion of the. en- gines will be approximately 185 days. , The ships to be converted to motor ships under this program have not been selected, but action to this end will be taken at some time prior to completion of the engines. The con- tracts which have been awarded are as follows: 1. With the Busch-Sulzer Bros. Diesel Engine Co. St. Louis, for two 3950 brake horsepower, 2-cycle, single- acting, internal combustion engines, with two Elliot scavenging blowers, for the price of $584,600 for both engines. 2. With The Hooven, Owens, Rent- schler Co., Hamilton, O., for two 4000 brake horsepower, 2-cycle, double-act- ing, internal combustion engines, with two A. B. & B. corporation scaveng- ing blowers, for the price of $592,000 MARINE REVIEW—October, 1927 for both engines. 38. With McIntosh & Seymour Corp., Auburn, N. Y., for two 3900 brake horsepower, 4-cycle, double-acting, in- ternal combustion engines, with “long- est piston and most piston rings”, for the price of $577,200 for both engines. 4, With the Worthington Pump & Machinery Corp. New York, for two 3625 brake horsepower, 2-cycle, double- ‘a¢ting, internal combustion engines, with two Elliot scavenging blowers, for the price of $536,500 for both engines. Ch canal Steel Barge New York and Hastings Steamboat Co., a subsidiary of the Anaconda Copper Co., has under construction by Midland Barge Co. at Salisbury, Md., its second deck barge built under the Ellis channel system of steel hull construction. The dead- weight capacity will be 900 tons. Channels of 12-inch section will be used as in the first Ellis steel barge built for this owner. Steel is being fabricated at Midland, Pa. The di- mensions are—length, 115 feet, width, 54 feet; depth, 9 feet 11 inches amid- ships.