By Land and Sea in 



preparations and carefully worked-out plans, despite the need 

 for wartime speed." 



These wartime lessons in proper stowage of cargo will 

 prove valuable to shipping companies in postwar years. They 

 will have better ships, and also use them to greater advantage 

 on world trade routes. 



The Diesels Step Ahead 



In June, 1943, Captain Lisle F. Small told a meeting of the 

 Society of Automotive Engineers that the United States 

 Navy, under pressure of war, is undergoing a "revolutionary 

 process of dieselization." He said that at the end of the first 

 World War the Navy had Diesel engines only in submarines 

 and the total horsepower of all of them was only 150,000. 

 Now Diesels are "chunging" away to the total tune of 

 12,000,000 horsepower on craft of all kinds, ranging from the 

 mighty 45,000 ton Iowa down to landing barges and the 

 humblest tugboat. 



"There has been a progressive slimming down of pounds 

 per horsepower as new types of Diesels evolved," Captain 

 Small declared. "In 1918 the engines of most of our sub- 

 marines weighed 66.5 pounds per horsepower. The big Diesels 

 in the German pocket battleship Spee, destroyed in the mouth 

 of the Plate River early in the war, had got the weight down 

 to 28 pounds per horsepower." 



Improvements in Diesel design also speeded their use in 

 cargo vessels. The Maritime Commission's fifty-ships-a-year 

 program, begun in 1936, included a large number of Diesel 

 motorships. The Donald McKay, first motorship completed, 

 was rated one of the best cargo ships ever launched. Our 

 greatly expanded wartime shipbuilding program called for 

 the construction of Liberty and Victory ships using recipro- 

 cating steam engines, which were the easiest to build in the 



