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S Ss. PRESIDENT HOOVER consumption would be considerably under the guaranteed figure. Although somewhat delayed by the fog the vessel arrived in Rockland harbor practically on schedule time and was anchored off the breakwater by 6:45 p.m. Wednesday, June eh: The anchor was weighed before daybreak the following morning, June 18, and the ves- sel left the harbor at 4:00 a.m. proceeding to the United States navy measured mile trial course off Monroe island for standardization. The trial was conducted in practically all re- spects like a United States Navy official stand- ardization trial. A series of runs were made over the course at each of five speeds from about 15.5 knots to 20.5 knots. These were followed by five runs at maximum power. The averages for the five high speed runs were A Pap eRe Ds ii. ANDERSON ap- pointed master of the S.S. President Hoover. During his service with the Dollar line he has commanded vessels of the round-the-world line coming from the Presi- dent Wilson to his pres- ent berth. His new com- mand places him in the first rank of American ship masters 21.56 knots, at 141.5 revolutions per minute and 31,050 shaft horsepower. The final run of the series at maximum power was concluded at 2:20 p.m.; the vessel then made a brief stop to pick up the photo- graphic crew, and proceeded to sea for the eight hour economy run at rated horsepower. Economy Run at Rated Horsepower HIS run was started at 4:00 p. m. and contin- ued without unusual occurrence until its schedule completion at 12 midnight. The aver- age shaft horsepower on this trial was 26,495 and the average revolutions per minute were 134.4, corresponding to a speed from the stand- ardization curve of 20.83 knots. The fuel con- sumption for all purposes for the eight hours corrected for a thermal value of 18,500 British thermal units per pound was .669 per shaft horsepower of the main propulsion motors. The same accurately calibrated measuring tanks were used on the PRESIDENT HOOVER as had been used on the penalty trials of the United States cruisers HOUSTON and AuGusTa. Sam- ples of the oil were taken throughout the run in order to determine the average calorific value and specific gravity. The fuel oil per shaft horsepower compares favorably with the trial and service records of the most modern steamships, particularly when the conservative boiler pressure and tempera- ture are taken into account, and also the fact that the boiler plant in particular involves no unusual refinements or complications. The utmost care was taken in determining the shaft horsepower developed throughout the trials. In addition to the indicating watt meters and watt hour meters, voltmeters and ammeters regularly fitted on the control boards, special precision instruments especially calibrated for the trial were installed. Fuel Economy Proves Satisfactory FTER the eight-hour run the vessel pro- A ceeded toward Newport News, Va., at about 20.5 knots. The following morning, June 19, the port generator and the after fire- room were secured and the ship proceeded for several hours using only half of her machinery plant and making a speed of over 16.5 knots. The fuel economy under this condition was very satisfactory, being about 0.78 pounds per shaft horsepower per hour. The single generator trials were concluded at 2:15 p. m. and the vessel continued on her course at about 20 knots until about 4:00 p. m. when she was in the vicinity of Fenwick Is- land light vessel. The customary anchor windlass and steering trials were then satis- factorily completed and the vessel proceeded towards Winter Quarter light vessel at about 20 knots. Winter Quarter light vessel was passed at 7:57 p. m. and Chesapeake light vessel was passed at 11:22 p. m., June 19. This run and the similar run on the way to Rockland, Me., were made as a comparison of the _ vessel’s speed in shallow water with the results of the standardization trial held in deep water. After passing Chesapeake light vessel the ship pro- ceeded to anchorage in Lynnhaven roads, drop- ping: anchor at 12:52 a. m., June 20: The anchor was weighed at 5:55 a. m., Sat- urday morning, June 20, and the vessel re- turned to the shipyard, docking at 7:30 a. m. Certain additional equipment of engineer- ing interest was installed especially for the trial including a Bailey steam meter in the steam line for checking the turbine steam rate and special thermometers, mercury columns and an air meter to check the performance of the main condensing plant. A Kempf log for determining speed, based on the principle of tension, was also rigged and tried out. Frank Littlefield, long in the service of the Dollar line, has been appointed chief engineer. 26 MARINE REvIEw—August, 1931