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é 4 applications. For powers ranging from 10,000 brake horsepower downward, the oil engine at present still holds a prominent position. Finally, attention should be called to the misuse of the name Diesel. Akroyd Stuart had a cold-starting compressorless engine run- ning in England about two years before Diesel took out his patent. Dr. Diesel him- self was not the inventor of combustion by high com- pression, and there is noth- ing on record to show that he made any such claim. No one will deny that it was mainly due to Diesel’s work ‘that the oil engine gained such prominence, but his name can only be associated with air injection engines. As soon as the compressor is eliminated, it is no longer a Diesel engine, and airless injection is now common. Largest Fiat, 6000 B. H. P. Four to Go in Cosulich Liner Now Building tions and living accommodation and there was no danger of the ship be- ing held up by desertion of the lower ratings. For cross channel and other services where the actual running time is insignificant, stand-by losses are almost entirely eliminated and large economies effected. There were also great advantages from the operating engineers point of view. He could maintain a con- stant speed since there were no boil- ers to fall off in steaming efficiency due to choking up with ash. The troublesome stokers were eliminated and he had the whole of the pro- pelling machinery directly under his eye. There was no tedious prelimi- nary warming up and getting up steam that generally required some twelve hours, and after making port he could be off duty in a few min- utes. Oil fired boilers have of course, brought many of these conveniences to the steam engineers but only in the case of vessels of large power so that for the bulk of tonnage, the oil engine still enjoys an enviable posi- tion. Despite the fact that the first cost of the motor vessel was undoubtedly higher than steam tonnage it was ee ie MARINE REvIEw—September, 1931 HE author of this article, D. M. Shannon, has been identified with oil engine de- sign for 25 years. He de- signed and built the first direct reversing heavy oil engine of British origin at William Beardmore’s, Dalmuir in 1919. For two years he was tech- nical advisor and oil engine expert at the Fairfield Shipbuilding & Engineering Co., Ltd., during which time he spent six months with the M.A.N. company. The next three years he was in the submarine department of Vickers Ltd.; and then for eleven years he was chief engineer of the oil engine department of Cammell Laird’s. For the next five years he was British manager of Fiat’s heavy oil engine section, and is now consulting engineer inLondon. Mr. Shannon is a member of both the Institute of Mechan- ical Engineers and the Institu- tion of Naval Architects. Editor's Note able to show improved operating re- sults and dividend earning capacity, and was almost exclusively adopted by several large ship owning con- cerns. Their success was primarily due to the careful selection of the engine room staff and there are cases on record where the same make of engine has given such widely differ- ing results in different fleets as to cause its further adoption in one fleet and its abandonment in an- other. At one period, about 1923, of its career it was thought it would oust steam completely, a thought that was strengthened by the large num- ber of first class vessels that lay crippled all over the world due to failures of their double reduction geared turbines which were being rapidly introduced in an endeavor to meet the devastating attack of the oil engine. In one year no less than eighty could be counted and the re- sult was reflected in the increased activity at the oil engine building establishments, and the rush of large marine engineering firms to take out manufacturing licenses for well-- known makes of oil engines. Fuel economy played a more im- portant part in the progress of the- oil engine than increased carrying capacity. The former is a very defi-- nite saving that goes on for the life 25.