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

Waterway Transportation (Continued from Page 28) Everyone is affected directly or in- directly by the cost of shipping freight because of the fact that the price of goods is determined in some measure by the cost of moving them from the producer to the consumer. Where the shipment of freight moves partly by rail and partly by water, the shipper realizes a saving of 20 per cent for the distance the waterway is used. This figure of 20 per cent has been arbitrarily set by the Interstate Commerce commission which governs the rates for joint rail- water shipment. The 20 per cent is said to reflect the saving on water shipments after the expense of trans- shipment which must be borne by the water carrier has been deducted. As a concrete example of the saving re- alized when goods are shipped part of any given distance by water, we will assume that the all-rail rate be- tween St. Louis and New Orleans is $5. Deducting the 20 per cent al- lowed for water shipment, the rate between the same two points would automatically become $4. This 20 per cent saving applies in cases where freight moves part of its distance by water. An example of this would be a shipper at Indianapolis who desires to ship his goods by rail to Cincinnati and from there by water to New Or- leans. The saving he would realize shipping by water would amount to 20 per cent of the all-rail rate from Cincinnati to New Orleans. In other cases, where the movement is alto- gether by water, the boat lines estab- lish their own rates, which result in savings considerably more than 20 per cent of the all-rail rate. In some in- stances these savings are even as great as 50 per cent of the all-rail rate. (Refer to Table IV, Page 28.) A striking instance of the savings in moving freight the entire distance by water is presented in the follow- ing. The cost of shipping farm im- plements by rail the entire distance from Moline, Ill., to the Pacific coast is $1.86 per hundred pounds. By rail from Moline to Baltimore and thence by water to the Pacific coast, the rate becomes $1.18 per hundred pounds. By shipping the entire distance by water, that is from Moline, Ill., down the Mississippi to New Orleans and then by intercoastal carrier to the west coast, the rate for the same hun- dred pounds amounts to only $0.75 which is less than half the cost of the all-rail movement. The freight savings noted due to water transportation are actual fig- ures from current every day opera- tion. The inland waterway provides a natural and economic mode of transportation and as such this av- enue of commerce should be developed in the same manner in which other 56 natural resources are developed for the prosperity and advancement of the country. As brought out in the first part of this article in the April issue, the cost of improving water- ways has been largely absorbed by savings in freight rates. From a study made by the board of engineers for rivers and harbors, it was learned that an annual saving of approxi- mately $3,900,000 on the lower Mis- sissippi river, $5,300,000 on the Ohio, and $16,000,000, on the Monongahela are realized in the transportation of freight. Grain and farm products, etc., pro- duced in states westward of the Mis- sissippi river, can travel to a point on the Mississippi for loading into barges for shipment down the Mis- sissippi to New Orleans, to be trans- ferred there to intercoastal steamship for delivery in west coast markets; or they can be carried by river boat up the Mississippi and Ohio to Pitts- burgh whence they can be moved by rail to cities on the lower lakes or eastern seaboard; or they can be car- ried up the Mississippi to Lockport, or Moline, Ill., to travel to large cen- ters on the upper lakes. When the Illinois waterway is completed and the improvement project on the Mis- souri river will permit, great car- goes will be carried on river barges between points on the upper Missouri lower Mississippi rivers and Lake Michigan. With completion of the proposed waterway connecting the Ohio river and Lake Erie, -points and interests between the two will be able to ship and receive freight direct by water. Every manufacturing interest in the country can reap the benefits of low transportation costs made possible by the inland waterways, by shipping raw materials and finished products at least a part of the way by water, thereby enjoying the advantages of joint-rail-water freight rates. Whether freight moves east, west, north or south, it can be moved a part of the distance by boat. (Part III Will Appear in June Issue) New Club Elects Officers At the first dinner meeting of the Propeller club, Port of Miami, held on March 18, R. I. Vervoort was elect- ed president; H. V. Perry and S. F. LeCain, vice presidents; Raymond Dillon, secretary; Henry Warren, treasurer, and F. H. Henning, J. Avery Guyton, A. H. Pullen, R. W. Parker, L. F. Craig and Charles Al- bury, governors. The club was or- ganized on Dec. 23, 1930 and is af- filiated with the Propeller club of the United States and headquarters in New York. The port membership is composed of licensed officers of steam vessels and marine men. MARINE REVIEW—May, 1931 M. S. Warwick Castle (Continued from Page 21) considerably in excess of this figure. The engines are of the builder’s stand- ard design. Main controls and fuel pumps are arranged at the center of each engine at engine room floor level, Fuel valve lift control mechanism js provided and the engines are mechan- ically lubricated. Exhaust heat is recovered by means of a Clarkson silencer boiler unit of 500 square feet heating surface for each main engine. The boilers are 12 feet high by 5 feet 6 inches in diame- ter and are arranged to take all of the exhaust gases from the main engines, Each boiler under normal conditions will generate 8000 pounds of steam per hour at a working pressure of 100 pounds per square inch. The boiler in each case is mounted on an oil- fired combustion chamber 6 feet high by 5 feet 6 inches in diameter fitted with low pressure oil burners, designed for an evaporation, on oil firing, of 8000 pounds of steam per hour. The auxiliary diesel engines exhaust through a Clarkson thimble-tube si- lencer boiler of 250 square feet heat- ing surface. This boiler is 7 feet 10 inches high by 4 feet 1 inch in di- ameter and can evaporate 1200 pounds of steam per hour. The steam gener- ated in these waste heat boilers is used for heating, cooking and other duties. An interesting feature in connection with the main engines is the fresh- water cooled jackets and covers and oil cooled pistons. There are two sets of main circulating fresh-water pumps of horizontal duplex type. Each pump can circulate 225 tons of water per hour against a head of 60 feet and is driven by an electric motor of 23% horsepower at 1300 revolutions per minute. The auxiliary diesel engines are of Harland & Wolff 4-stroke cycle trunk piston type. The engines have six cylinders and operate on the air injec- tion principle. The normal revolutions per minute is about 150. These en- gines are also arranged for fresh- water cooling of covers and jackets. Individual motor driven pumps are provided for these engines. Four Sharples purifiers are installed for purifying the lubricating oil for the main engines. Each purifier is driven by a 214-horsepower electric motor. Lubricating oil for the auxiliary diesel engines is purified in two simi- lar machines. Special kind of strain- ers are fitted in each main engine lu- bricating system between the forced lubrication pumps and coolers. Strain- ers of similar type are also fitted in the. fuel lines between the daily supply tanks and the engine fuel pumps. At a luncheon on board the WAR- WIcK Caster, shortly before her maid- en voyage to South Africa on Jan. 30, R. F. Gibb, director, presided. 3 eT MT ee Pap ae A ee ib Die eae a