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ful these ships must be operated by officers of courage and intelligence who know their business. An approach to the problem has already been made by Admiral Cone in sending out a list of questions intended to develop worthwhile opin- ion as to the best methods of going about the training of young men as officers of our mer- chant marine. Though the time is brief the matter will probably be discussed at the com- ing fourth national conference on the merchant marine to be held in Washington, Jan. 21 and 22. What other nations do in training officers for their merchant marine may not be what we want to do, but their methods might be studied with profit. There should be a com- bination of courses of technical study and practical experience including a period of time at sea in a sail rigged vessel. The selection of applicants for training as merchant marine officers should be on such a high plane that it will appeal to vigorous and alert youngsters of good character looking for a real career. In any case the purpose of the shipping board’s investigation is excellent and it is to be hoped that some practical measures may be devel- oped and action taken to put them into effect as soon as possible. Save Diesel Exhaust Heat TTENTION has recently been called to A the waste heat recovery possible in die- sel engine ships. An article on this sub- ject published in Marine Review for June, 1930, related the saving possible in several specific instances as follows: In a vessel with a diesel engine of 2000 horsepower a waste heat boiler evaporated .84 pound of water per hour per brake horsepower from water at 60 degrees Fahr. to steam at 100 pounds pressure without any auxiliary firing. Another practical example is a vessel with a 1600-horsepower engine in which the exhaust gas boiler generated steam at 90 pounds with which a 1214-kilowatt dynamo was operated continuously during the voyage; also as and when required other auxiliaries in the shape of fuel transfer pump, compressor, purifier, distiller and evaporator. In still another case of a diesel ship with two 2500-horsepower en- gines, two waste heat boilers, each generated 1000 pounds of steam per hour with exhaust gases not exceeding 500 degrees Fahr., the working pressure of the boilers being 100 pounds. A thousand pounds of steam per hour at 65 pounds pressure was developed on a diesel vessel with two engines totaling 3300 horsepower. The working pressure was 65 pounds and the gas temperature was in the neighborhood of 360 degrees Fahr.; higher pressures of course -being obtainable with higher gas temperatures. The steam so gen- erated is always useful. The dynamos can be driven and then the exhaust steam from them can be used in evaporators, for heating or for turbine blowers, if these are installed. These specific examples of, the great useful- ness and increased economy possible in diesel ships when proper means are taken to turn the waste heat of the engine exhaust into power clearly show that this feature should be given serious attention in all future de- signs. It is quite possible that an intelligent consideration of this problem will add great- ly to the advantage of the diesel drive even to the extent of its becoming a determining fac- tor in the selection of this type of main drive. New Legislation Proposed LL of the recommendations presented by Ae shipping board to congress and in- cluded in its fourteenth annual report are intended to remove existing handicaps in the competition of American steamship com- panies with foreign flag ships. One of these calls for a clarification of the present law so that any purchaser of a shipping board line will be assured of a mail contract. This should be done as it is evidently the intent in spirit of the Jones-White law. It is unfair that there should be any discrimination between those who have bought shipping board lines and re- ceived mail contracts and prospective future purchasers of remaining lines. Also it would have, it is believed, a favorable effect in the sale to private owners of those lines still oper- ated for the board. Mail pay for vessels in excess of 24 knots speed should be increased to offset the differ- ence in cost of operation. The board is now studying the operating costs of high speed ves- sels and will be able to advise congress on equitable rates of pay. It is hopeless to figure on the building and operation of super liners of greater speed than the BREMEN and EUROPA and of a speed equal to that of the new Cun- arder being laid down unless an adequate re- vision is made of present rates. Other recommendations of importance to the welfare of the merchant marine are contained in the report with all of which we are in agree- ment with the single exception of the proposal that American lines which operate foreign flag ships in competition with American vessels MARINE REVIEW—January, 1931 1S: