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MOST interesting article on canal transportation was read by Mr. V. E. Lacy at the last semi-annual meeting of the Society of Automotive Engineers. Mr. Lacy ably summarizes the relative merits of boats and propulsive means. He logically sets forth the economic advantages of the internal combustion engine over the steam engine and, by his deductions, the scales are tipped in favor of the gas engine.

Perhaps it would be interesting at this time to amplify upon Mr. Lacy's remarks and to present figures of actual performances of canal operations.

It appears that any advantage of steam is in the development of great power at very low rotative speeds, but that this advantage disappears as Mr. Lacy surmises through the greater thermal efficiency of the internal combustion engine.

WHAT WAS DONE ON THE OLD CANAL From the days of the old reliable mule-power, the usual means of canal transportation has been by towing five barges of 240 tons each with a steam tug of 100 HP. The average speed of such a tow for the trip from New York City to Buffalo is 3 miles per hour. The average amount of coal

consumed for the trip is 25 tons. The fuel consumption per HP. hour is 5 pounds, giving a fuel cost of 2 cents per HP. hour with $10 per ton coal.

THE MODERN CANAL BARGES

In 1920 a fleet of gasolene engined barges designed for the reconstructed canal was put in service. These boats are 156 feet by 28 feet 6 inches by 10 feet 9 inches, of about 720 tons gross. The propelling engine in each is a 6-cylinder 12 inch by 14 inch Standard Air Starting and reversing type with the engine turning up about 280 RPM. With the boat loaded a speed of 5 miles per hour is realized in the canal and 7 miles per hour in the lakes and canalized rivers. The fuel consumption is approximately 28 gallons per hour, which at 30 cents per gallon gives a fuel cost of about 3 cents per HP. hour. It is estimated that the greater average cruising speed, the saving in the absolute freedom from stand-by losses in the gasolene propelled barge, the lower maintenance cost of machinery, the lower cost of crew, lower interest cost on investment, etc., show bigger dividends than the steam equipment.

SET

In regard to propeller speeds for towing and advantage of the slightly slower turning steam engine, the Standard Motor Construction Company is bringing out a gas engine of 250 revolutions per minute. In canal work the propeller efficiency obtained in this Standard engined boat is so close to that obtained in the steam boat that the greater thermal efficiency evens matters.

Referring to the very important factors of reversibility and flexibility of control which Mr. Lacy bears upon, these Standard engined boats reverse from full speed ahead to full speed astern in a few seconds with the boat loaded, and the engine throttles down to about 100 RPM., which certainly is all that could be desired and all that is necessary.

In regard to multiplicity of cylinders, as every cylinder and its parts are an exact duplicate of each other, when a man understands one cylinder unit he understands six or any multiplicity just as well. All Standard engines in powers over 100 HP. are six cylinder engines, because such a unit is far easier and better and more efficiently handled. Every one of the British, French, Italian and United States 80-foot and 110-foot submarine chasers was equipped with 6-cylinder Standard engines and manned, in most cases, by men with little or no previous experience with any machinery. Their achievements are indelibly written on the pages of history.

HOW THE GAS ENGINE WORKS

Taking one of these 6-cylinder engines, there is a complete set of working parts for each engine. An illustration of the cam and lifter arrangement of one cylinder shows this and it may suffice to show the simple way in which direct reversing of the engine by compressed air is accomplished. This shows a double cam for the exhaust valve, a double cam for the igniter and a double cam for the compressed air. It shows how, by sliding the cam

CONVEYOR CRANES INSTALLED AT BARGE CANAL TERMINAL PIER 6 EAST RIVER, NEW YORK CITY, TO AID IN THE UNLOADING OF BARGES

shaft forward or back the timing of the valves and igniters is changed for forward or back rotation of the engine. As the compressed air is fed into all cylinders four cycle on the explosion stroke, as is the gas mixture on the suction stroke, each system of operations is complete in itself, does not interfere with the other and gives action as positive as with steam.

This is a most important element in canal work and there must be no doubt about the navigator getting the results he signals for, and his signals must be many in a day's work almost anywhere on the canal.

SIMPLICITY OF ENGINE

The engine shows a developed simplicity and similarity of construction to the steam engine. The cylinders are mounted on a very heavy onepiece bed which rigidly supports the thrust of the pistons. The base is cast with a web to support very heavy bearings between each of the crank shaft throws which gives an absolutely rigid support of the shaft. There is the cross-head construction with the piston rod guided by a heavy shoe in the cross-head guide. The size of connecting rods, shaft bearings and all parts and strength of material used show that very large factors of safety have been worked out in service. All pumps are of the plunger type with a slow speed doubleacting circulating water pump operating at only one-fifth of the engine speed. Parts are unquestionably made for least possible wear and are made adjustable for what wear occurs.

Such a developed product has many very important advantages. It has standardization of parts which means a sure supply and low cost of replacements, that interchange. It has the familiarity of the general public, a tremendous body of men who can run and maintain the engine and the consequent comparatively low labor cost. It has the low first cost which gives low interest cost on the investment.

It has everything in is favor but the lowest possible fuel cost. This the producer plant provides beyond question. Actual practice shows a Standard engine operating on 1 pound of coal per HP. hour. The price paid for the coal is $10 per ton, which gives a fuel expense of 12 cent (one half cent) per HP. hour, or one-fourth the fuel expense of actual steam engine practice, and still with a considerably lower investment cost than that of the steam plant.

Surely, then, for canal work which we are only considering now, the only other type of machinery to be considered, the heavy oil engine, is out of the running. The oil engine does not show less than 1 cent per HP. hour fuel expense, is admittedly in the experimental stage, is far more complicated, far less understood, with far higher maintenance cost in labor and material; subject to the delays incident to an experimental machine that does not have standardized replacement parts which can be kept in stock by the manufacturers and others.

Plural or singular. The singular wherever used herein shall include the plural.

Consent, approval or recommendation of municipality; how given. Wherever herein the consent, approval or recommendation of a "municipality" is required, the word "municipality" shall be taken to include any city or incorporated village within the port district, and in addition in the state of New Jersey any borough, town, township or any municipality governed by an improvement commission within the district. Such consent, approval or recommendation whenever required in the case of the city of New York shall be deemed to have been given or made whenever the board of estimate and apportionment of said city or any body hereafter succeeding to its duties shall by a majority vote pass a resolution expressing such consent, approval or recommendation; and in the case of any municipality now or hereafter governed by a commission, whenever the commission thereof shall by majority vote pass such a resolution; and in all other cases whenever the body authorized to grant consent to the use of the streets or highways of such municipality shall by a majority vote pass such resolution.

§ 2. The said agreement or compact, when

signed and sealed by the commissioners of each state as hereinbefore provided, and the attorneygeneral of the state of New York, and the attorneygeneral of the state of New Jersey if he be designated so to act by the state of New Jersey, shall become binding upon the state of New York, and shall be filed in the office of the secretary of state of New York.

§ 3. If by death, resignation or otherwise, a vacancy occurs among those appointed hereunder by the state of New York, the governor is hereby authorized to fill the same.

§ 4. The said commissioners, together with the commissioners appointed from the state of New Jersey, shall have power to apply to the congress of the United States for its consent and approval of the agreement or compact signed by them; but in the absence of such consent of congress and until the same shall have been secured, the said agreement or compact shall be binding upon the state of New York in all respects permitted by law for the two states of New York and New Jersey without the consent of congress to co-operate, for the purposes enumerated in said agreement or compact, and in the manner provided therein.

§ 5. This act shall take effect immediately.

sioners to "the port authority" established by the agreement or compact between the states of New York and New Jersey within the "port of New York," and making an apropriation therefor.

The People of the State of New York, represented in Senate and Assembly, do enact as follows:

Section 1. The governor shall, by and with the advice and consent of the senate, appoint three commissioners to the port authority created by the agreement or compact between the states of New York and New Jersey entered into or about to be entered into under the laws passed by the states of New York and New Jersey authorizing such agreement and compact. At least two of such commissioners shall be resident voters of the city of New York. One of such commissioners, when appointed, shall hold office until July first, nineteen hundred and twenty-four, another shall hold office until July first, nineteen hundred and twenty-six, and another shall hold office until July first, nineteen hundred and twenty-eight. Each commissioner shall hold office until his successor has been appointed or qualified.

At the expiration of the term of each commissioner and of each succeeding commissioner, the governor shall, by and with the advice and consent of the senate, appoint a successor, who shall hold office for a term of six years, or until his successor has been appointed and qualified. In the event of a vacancy occurring in the office of a commissioner by death, resignation or otherwise, the governor shall, by and with the advice and consent of the senate, appoint his successor, who shall hold office for the unexpired term. The three commissioners shall not be appointed by the governor until and after such agreement or compact shall have been executed on behalf of the states of New York and New Jersey by the designated authorities authorized to execute the same.

Any commissioner may be removed upon charges and after hearing by the governor. The commis

subject to the limitations provided in the compact or agreement entered into between the two states, and together with three commissioners from the state of New Jersey shall form "the port authority."

§ 2. The commissioners of the port authority shall receive and take over, and the commissioners appointed pursuant to chapter four hundred and twenty-six of the laws of nineteen hundred and seventeen shall deliver thereto, furniture, fixtures, books, maps, plans, records, reports, pictures, sketches, films, and other papers and property of what kind soever pertaining or belonging to or in the custody of the members of the commission, appointed under chapter four hundred and twentysix of the laws of nineteen hundred and seventeen of the state of New York and chapter one hundred and thirty of the laws of nineteen hundred and seventeen of the state of New Jersey, or in their possession or under their control as such commissioners, or held by them, or for which they are responsible in their official capacity.

§ 3. The commissioners of the port authority shall take up, study and consider the joint report of the New York, New Jersey port and harbor development commission, appointed under chapters four hundred and twenty-six of the laws of nineteen hundred and seventeen of the state of New York and one hundred and thirty of the laws of nineteen hundred and seventeen of the state of New Jersey, and more especially the recommendations threin contained, shall hold public hearings thereon, shall confer with the governing bodies of all of the municipalities within the port district and all dock, port, channel and improvement commissions and any other bodies having to do with port and harbor facilities, with the secretary of war, with the appropriate committees of congress, with the interstate commerce commission, and any and all other federal authorities having jurisdiction in (Continued on page 495)

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THE Adsit-Ward Lumber Co., whose plant and offices occupy three acres in what is known as the Morris Canal Basin, bounded by Pacific Ave. and Van Horn St., in Jersey City, N. J., is a very popular, widely known and successful operator in the lumber business, especially in the lines that are required in the construction and repair of ships.

This firm is composed of Chas. E. Adsit and A. Lynch Ward, each possessing one-half of the business, which was established by them n the month of November, 1917. Mr. Adsit is in charge of the Jersey City plant and looks after the distribution of the products of the company from that place. Mr. Ward spends his time in Virginia and North Carolina, devoting his entire attention to the manufacturing part of the lumber business. Mr. Ward resides in Lynchburg, Va. Oak lumber is a specialty of this firm, much of which it manufactures in large quantities and ships direct from the mills to shipbuilders, contractors, railroad companies, and other users in carload lots. The firm also manufactures North Carolina pine (short leaf), white pine and harwood. The Adsit-Ward Lumber Co. does an extremely large business in ship knees, manufactured from hackmetack, spruce, and other suitable timber. The bulk of the firm's business is in the eastern section of the United States.

The government was a large purchaser of lumber from this firm during the period of the war, especially after the government had embarked so largely in merchant shipbuilding. The firm also made large shipments of lumber to the different naval bases. It is a common thing for this firm to make its shipments direct from its mills. It should be remembered, however, that a large quantity of lumber is kept in stock at the Jersey City plant at all times. One of the things that the firm prides itself on is the extent and variety of the stock it always has ready for immediate delivery, in every kind of shape and size that may be required, especially in oak timber and ship knees.

Mr. A. Lynch Ward is a Virginian, having been born in Virginia in 1874. His ancestors, however, date away back to the early years of Virginia's settlement. John Lynch, his first American ancestor on the maternal side, having founded the city of Lynchburg. This ancestor is also famous as the originator of the so-called Lynch Law.

Mr. Ward is a direct descendant of Patrick Henry, on his father's side, but the family history

dates back to the grant of the Ward plantation by the King of England in early Colonial days.

Mr. Ward obtained his education at the New London, Va., Academy, The Wentworth Military Academy and the Washington and Lee University; his business career began in 1899 through the operation of a saw-mill in Campbell County, Va., where he began the manufacture of the specialties which have made the firm so popular and which have contributed so much to the wide diversification of the firm's business. His business has grown to such an extent that he now operates and controls some fifteen thoroughly equipped saw-mills in Virginia and North Carolina. These are operated under the name of the James River Lumber Co., of which Mr. Ward is President, and practically sole owner. Mr. Ward is a member of the National Hardwood Lumber Dealers' Association, the Wholesale Lumber Dealers' Association, the Exporters' Association, the North Carolina Pine Association and the Country and Piedmont Clubs of Lynchburg, Va.

The establishment of the Adsit-Ward Lumber Co., nearly four years ago, afforded opportunity for a much needed distributing department for the products of the different mills owned and controlled by Mr. Ward. Located as this plant is in the very heart of the Port of New York it is easily accessible from all points and orders placed with the firm are promptly filled from the large stock constantly kept on hand.

The New York manager of the firm's business, Charles Edward Adsit, was born in Rensselaer, N. Y., in November, 1888, and received his education in the Rensselaer schools. Rensselaer is immediately across the river from Albany, which is still one of the largest lumber markets in the Eastern section of the United States. Mr. Adsit began his business experience as tally boy with C. P. Easton & Co., Albany lumber dealers. Three years later he went to Jersey City and associated himself with his father who was superintendent of Vanderbeck and Sons. Mr. Adsit remained in Jersey City about seven years rising from a position of inspector to office man, then retail salesman and finally wholesale salesman.

After this experience he returned to Vanderbeck and Sons, occupying the position as general manager of their wholesale department. Mr. Adsit is in complete control of the Jersey City plant of the Adsit-Ward Lumber Co. He is a member of the Downtown Club as well as the Carteret Club of Jersey City, besides being an active member of the Jersey City Chamber of Commerce.

The Black Diamond Steamship Corporation is an American company that has sprung into being with the advent of the new merchant marine. It is a company that has every appearance of being wisely and efficiently managed, and this explains the success with which it is weathering the slump in freight rates which has so seriously affected a considerable number of new American steamship lines and has proven a hardship to a number of the old ones.

The Black Diamond Steamship Corporation holds its charter under the laws of the State of New Jersey and has established a cargo liner service between New York and Antwerp and Rot

J. E. Dockendorff, President.
Lewis Iselin, Vice President.

F. E. Huck, Vice President and Traffic Manager.

V. J. Sudman, Treasurer.

B. A. Harnett, Operating Manager.

P. D. Kauffman, General Freight Agent.

The actual operation of the ships is more particularly under the management of Messrs. Huck, Harnett and Kauffman.

Our readers will be interested in the size and names of the ships operated by this company, it being noticeable that none of the ships is of less than 7,828 deadweight tons, the largest one having tonnage of 12,635.

terdam, which has more latterly been extended to the ports of Hampton Roads, Philadelphia and Boston.

While comparatively young this company has been built on a firm foundation, as is shown by the rapidity of its advance to a leading position in the trade-routes it now covers, operating at the present time a fleet of fourteen steel steamships aggregating a total of 126,825 tons deadweight. The Black Diamond Steamship Corporation conducts a berth business between American ports and Antwerp and Rotterdam, besides which it charters ships for tramp business to all parts of the world. The officers of the company, to whom its success should be properly attributed, are:

Total The general executive offices of the company are (Continued on page 493)