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that were completed within the cal- endar year and the second, those that were contracted for or were under construction in any stage without be- ing completed in that year. This list- ing, giving the name of the vessel or the hull number, the name of the shipyard, the owner, the principal dimensions and type of machinery and service, gives a definite picture of merchant shipbuilding in the United States. From those vessels which were completed during this period, have been selected 25 of the, most dis- tinctive and representative, which due to sister ships include a total of 48. The vessels so selected and called distinctive ships are illustrated and described in detail, one to a page. In this way there is presented a striking gallery of new ship con- struction, showing by actual exam- ples just what the trend has been in type and power. An analysis of the complete list of steel powered vessels of over 100 gross tons or 100 feet in length that were under construction in any stage in Ameri- ean shipyards during 1930 bring out some interesting results as shown in the accom- panying tables. In all, 130 vessels of ap- proximately 520,313 gross tons are _ in- cluded in this list as compared with 145 vessels of ap- proximately 427,000 tons for the year 1929 and 92 vessels for the year 1928, 105 for 1927 and 121 for 1926. The number, it will be noted, has fallen off from the year 1929, but the gross tonnage is considerably great- er, showing an increase of approxi- mately 22 per cent. The listing of vessels under construction is of course not complete, but it is less, not more than the actual. The list- ing is as accurate and complete as possible, by returns from all ship- yards of any size and from _ prac- tically all of the smaller yards. Every other available authoritative source has been carefully scrutinized for in- formation. Totals As in other years an analysis. by actual count has been made of types of vessels and the power used, The table on page 13 segrates all of the 130 vessels into classes and types of power giving the number of each. No less than 23 ocean going vessels carrying passengers are listed; 16 ocean going tankers; 16 coastwise tankers; 16 towboats for harbors; 19 towboats for rivers; 10 special types for ocean service, etc. No yachts and no naval ships are included. Govy- ernment vessels of merchant type, such as coast guard cutters, light- ships, however, are included. It is interesting to note that of the 130 vessels listed, 20 are powered with 14 Type of Power Turbine Electric. Turbine Gears... Reciprocating... Diesel Electric... Diesel Direct... . steam reciprocating engines and coal burning boilers; 16 with steam reciprocating engines and oil burn- ing boilers; 15 with steam turbine geared drives and oil burning boil- ers; 40 with diesel engines direct connected; 20 with diesel electric drive; 19, steam turbine electric drive, 18 of which have oil burning boilers and one coal burning boiler mechanically stoker fired. In the table on page 12 the motive power of the 130 vessels is com- pared in number and percentage with the vessels in the same category un- der construction during 1929. This comparison of all vessels from the smallest river boats and tugs to the large ocean liners, taken as individ- ual units regardless of the size of the proplusion machinery, brings out some interesting facts. For the time being the decline in the use of steam reciprocating engines has come to a halt. Going back to the year 1925, over half of all the vessels listed or 52.4 per cent were fitted with steam Analysis of Power and Gross Tonnage of Vessels Listed on Pages 64-65-66 Number of Total Total Vessels 137,186 188,340 200,858 204,270 50,966 50,947 10,234 10,165 121,069 54,330 520,313 508,052 reciprocating engines. For 1926 the percentage was 41.3; for 1927 it was 40 per cent; for 1928, it was 28.2 per cent; for 1929 only 22.7 per cent ‘and for 1930, an increase to 27.7 per cent, only slightly less than for the year 1928. No permanent comeback for the steam reciprocating engine as an important factor in ship propul- sion is looked for. It should be emphasized that the comparisons given are based on units of individual vessels from the smallest to the largest and in so do- ing the power and importance of the main propulsion installations are not considered. For this reason, in the accompanying table on page 14 is presented an analysis of the power and gross tonnage of the vessels list- ed on pages 64, 65 and 66. This analysis shows that for the year 1930 there were 19 turbine electric vessels of 137,186 gross tons of a total horsepower of 188,340 as compared with 16 vessels in this category of a total of 110,553 gross tons and a total horsepower of 151,280 for 1929. Both the average gross tonnage and the average horsepower for 1930 is somewhat greater. The biggest dif- ference, however, is in vessels pow- ered with turbine gears. In 1930 there are 15 such vessels of 200,858 gross tons and 204,270 total horse- power giving an average gross tonnage of 13,391 and an ay- MARINE REview—April, 1931 Average Gross Tons Horsepower Gross Tons Horsepower erage horsepower of 13,618 as compared with 16 turbine geareg vessels listed for 1929 of an ayer. age gross tonnage of 7745 and an average horsepower per vyeggel of 7290, The turbine electric in ayer. age size is pulled down consider- ably by a few installations of small power whereas the turbine gears are boosted up by including the two 30,- 000-ton transatlantic liners. The average size of vessel and average horsepower per vessel for re- ciprocating steam engine compares fairly closely with 1929 especially in average horsepower which for 1929 was 1480 as compared with 1415 for 1930. The average gross tonnage per vessel with reciprocating steam engines in 1929 was 2055 as com- pared with 1416 for 1930. The most interesting comparison is the standing of the diesel engine di- rect connected as power. For 1929 there were 52 vessels in this eate- gory with a total gross tonnage of 108,139 and a total horsepower of 53,014 giving an ay- erage gross tonnage per vessel of 2080 and average horsepower per vessel of 1020. Progress in the use of the internal com- bustion engine for marine propulsion is indicated by Lloyds reports that the total tonnage for 1930 of vessels fitted with this power exceeded by over 330,000 tons the world’s output of steam tonnage. In spite of this world showing our analysis shows that in total gross tons and total horsepower, the diesel engine plays no such part in new construction in the United States. The proportion of units so fitted in 1929 was shown to be 55.2 per cent but according to our present analy- sis this has dropped to 46.2 per cent for 1930. Of the total gross tonnage of 520,313 for the 130 vessels listed as shown in the table on page 14 only 131,303 gross tons are fitted with diesel drive which represents 25.1 per cent. Of the total horse- power for the 130 vessels listed in the same table, 508,052, only 64,499 horsepower is in diesel engines. Nothing could more clearly demon- strate the position of the diesel en- gine in marine propulsion for larger vessels in the present shipbuilding program of the United States. But this significant fact must be con- sidered, that not a_ single ocean freight ship is included in the ship- building now going on in the United States and that on the other hand many larger ocean going passenger vessels are under construction and that for this type the proportion of diesel engines shown in Lloyds re- turns for world construction would not hold even in Europe. Average