New-York tribune., 1922-11-20

this country, but Il would a..
me that the opposed plsfon sspeaf u
engines, ike the FulIagar And ! asspe 4
ford, offer many da advan.s.ae .ae Dsf
cannot be overlooked By tbs as
tive chip owner. - pfesss
"is so happens, however, th,,
present time there is hanging So s.a 9 y
market q very large tonnaes ~ Y
by the Emergency Fleet Corn...'S!sas We
and available at very mneS Sss's'lsa
prices than the present S. as.s. w
for replacing the same. os
ITO convert any one a. ti..
to I2,oo0 ton steamers into D;ss.
gine-driyen boats, with M sGsosi
horsepower Diesel engines ~ sss;. y.
ing the existing auxiliary stas,s ,,asa.s 5la
machinery and deck macbins-.. WIFE
cost approximately s40O, coo :, ~ sesa
same change, together w,,b ~ ~ "a;
Inc anxlliaries and deck machine
neighborhood Of s55O,00o.
United States Ships Not Fess,hl.
"Ihe first proposal would a..
ship owner appr proxinateIv siessas go
of oil day; the SECOND gauId 9aSIJn NA
nini a6out twenty-five tons Of Of |,
day. For 200 days year at ss, " :;
1856 days in port at si0 a tor a. $. =
the total saving for steam auy;I.,. =
and Diesel propeIling engines s e
would be about $4,000, and tho q svt.a !.
for fixed charges would bs sss@s s1s.s
For Diesel propelling engines ana 49, q.
trio. deck machinery the initid ~ -.
would be In the neighborhood 81 IA
900. Saving in fuel oil wouiS
twenty-five tons for 200 days ard a.
tons for 1866 days at $40 a ton-sss6s
and the extra due to fixed ebs,a,
would be $33 coo The EXTRA co.t
lubricating oil for the Diesel eog;ss
will be Offset by the decrease n "a
OF operating personnel, so that. assn
ing. the same price, whether the owps
will run the ship as motor shin a. :.
a steamship, the conversion fs n
Justidable except for the long voyages
but II these ships can be bought a.
conversion purposes at $50 a toa ls,s
than would be paid TO eontinus 4
steamships the fixed charges are n
duced on 10,000-ton ship to ss7Jgs
and for almost any trade this chasa
would be justifable.
For conversion purposes under &
Shipping Board plan, where Il
Diesel machinery must be had, it wss
appear that the larger boats offer H
best possibilities.
Before closing should like sr
that while / have taken 200 dsg s.
sea and 1876 days in port per ysss 81
all the types except the tanker, d h
figure must, Of course, depend % ii
trade the vessel is employed in Tfr
are some trades where ship is il m e|
almost half the time, and it nps h 81
rem embered that while ship i
port it is not earning anything skGs n
the fixed charges are stiIl gars q.
Therefore the more costly sspslEas
machinery is at disadyantsss ~ can,
pared to cheaper type Eunaisg oaly 4
small portion of the tins.1 II
Lack of space prevents eomrless re
production of the comparison made b
MIR. Ackerson, but as the trend Is VI. 81
form throughout the List Of snips, q II
sential features of tables on two D n
sells are given below. These !neluas q
7.9eO-ton freighter, eleven knots, II Fl
gle screw, and 17.e06-ton passslg q
liner, twin screw. fifteen knots. h n
initial cost is compared with the .s1 &
cost a year. The latter includes Il n
cost of fuel, on the basis Of 20adsNE 81
sea and the remainder in port, Tia III
of operating personnel and dsprssisss
at Is per cent annually. RI
More Cargo Spaee @
The saving in cargo space thyssi
the use Of the Diesel engine, vhith 81
not included in the following IBIS
varies from 1850 tons in the clss 4 Il
the freighter, TO $500 tons in she aH ri
sef the passenger vessel. 81