The daily Alaskan., 1922-10-05


 Large Motor Ship.
 A voyage around the world In 197 days, covering 2S,5OO miles; no expen- dltures for repairs and saving in fuel alone of $7O,OOO are the out standing features of the maiden jour ney of the shipping board motor ship William Penn.
 The performance of the William Penn has been watched with unusual interest by shipping men as an out standing test of the value of the Die sel, or Internal combustion, engine, compared with the steam power now generally In use on ocean vessels throughout the world,
 As a result of the voyage Cramp en- gineers predict a more rapid growth of motor ship tonnage. It Is pointed out that, as a result of greater econo- mles, practically all of the motor ships ln various countries, regardless Of age, are In active Use, while a large proportion of the steamships are now idle.
 The Diesel motor still Is In process of development and is in use chiefly on l freight vessels up to l2 knots speed 1 and l2,OOO tons. Experiments on fast CT and larger ships are in cOntempla. ton.
 First Large Motor Ship. The William Penn has the dlstinc- ton of being the first large American motor ship suitable for deep-sea cargo trade. She Is operated by the Barber 1 Steamship lines for the shipping board and recently returned to New York. Mr. Metten describes her voyage as l follows:
 "The Penn is 455 feet over all, with a draft of 2S feet loaded, Of 12,375 tons deadwelght carrying capacity. l She Is propelled by two Cramp-Bur- meister & Vain type six-cyllnder Diesel engines, having cylinders of 29Is inch diameter and 45A-inch ! stroke. each engine directly connected to a propeller through shaftlng, the vessel being twln-screw. The engines are designed to develop together 4,5OO ! Indicated horsepower when turning at | Il5 revolutions per minute. There are, In addition, three auxiliary Diesel en- l zines, each directly connected to 85-k. ". generators.
 "There are several sister hulls equipped with either steam turbines or ' reclprocatlng engines. which have been laid up for the last year due to i their inability to run at a profit, while ] the motorshlp William Penn has been 1 able to show a fair return to the own. erB and operator during the recent slump in shipping.
 1 "The William Penn left New York on September 8, 1921, stopping al 1 Savannah to complete loading. She then sailed to the Far East via Pana. ma canal and Honolulu. The first stop to discharge cargo was at Yokohama 1 The vessel then proceeded in success sion to Kobe Shanghai, FoOChow, Swatow. Hongkong and Manila. At the l latter named place unloading was com pleted and loading again commenced l for the return voyage Stops were
 made at Cuba, Philippine islands Surabaya, Singapore. Straits Settle ments, Suez. Port Said, Marseilles London, Rotterdam and Liverpool 1 From the latter place the vessel sailed on March 6 for New York ln ballast, arriving on the afternoon Of the l9th after having experienced some very severe gales In the North Atlantic
 the wind at one time attaining velocity of no miles an hour.
 Ready for Another Trip.
 After this long trip of rearly SO,- l DO miles the vessel returned to It's home port with propelling machinery h perfect condition, with nc eIpendl- ! lures required for repairs, Hnd ready to put to sea again after refueling
 "The longest nonstop run was from 1 Singapore to Suez, or 4,943 nautical miles, taking nearly eighteen days with mean speed of HAS knots. "The oil consumption of main and auxiliary engines was 13.41 tons per 1 day. This total consumption Is less
 than one-third that required for the sister hulls having geared steam tur- l pines, the mOtorship In addition mak- | ing from one knot to one and One-half knots better speed. In port, when load 1 Ing or unloading the auxiliary engines consume for the twenty-fOurs about l5O gallons per day, or 4s tons, which Is less than one-tenth that for an 1 equivalent steamer.
 "The best speed was made the day before arrival in New York, which was 1 l2.S knots. with engines developing 4.7OO indicated horsepower thus prov Ing that Diesel engines do not fall of 1 la power at the finish of a long run, IS Is usual with the steam plant.
 "The total time required for the
 voyage. counting twenty-four hours to the day, was 197 days. The total number of days In the various ports was elghty-sII. The time at sea was 1Os days" ! [ ,--.-t e,idH-b B5hrhrrv In VporId