AMERICAN LEGION CLASS. 199 
The Pan America on 24 feet 134 inches draught, with 121.4 revolutions per minute, 
averaged 17.85 knots. 
The Western World on 27 feet 7% inches draught, at 121.9 revolutions per minute, 
averaged 18.4 knots. 
The American Legion and the Southern Cross, I should explain, are of the double- 
reduction gear type. The Pan America and the Western World are of the President 
Pierce type, with single-reduction gears, and taking these two pairs of ships, we get the 
American Legion type at 18.44 knots, 111.65 revolutions per minute, and 23 feet 4 inches 
draught, and the Pan America 18.13 knots on 121.6 revolutions per minute, and 25 feet 
10% inches draught. 
The mean slip for all the voyages (eliminating one or two cases, where the figures were 
questionable) for the American Legion, Pan America, and Western World is 11.5 per cent, 
and for the Southern Cross it was 12.5 per cent. 
The oil consumption for all purposes, so far as we could measure the shaft horse-power 
(we have no torsion meters in use), for the American Legion is 1.055 pound, and for the 
Southern Cross 1.13 pound, making it 1.084 pound for both of these vessels; for the Pan 
America it is 1.13 pound, and for the Western World 1.03 pound. 
It should be added that these fuel consumptions include the fuel used to maintain a 
very extensive electrical installation and also a considerably increased refrigeration plant. 
Mr. J. T. DatcHEer, Member:—Mr. Warriner’s paper gives a good account of the gen- 
eral design, estimated performance, model experiments and actual trial performance of a 
type of machinery installation that has been of special interest to marine engineers, being 
of a higher type than that usually installed in this country for commercial vessels. 
The trial reports regarding speed and horse-power agree very closely with the results 
obtained from the model experiments. In my opinion, the added expense of such- experi- 
ments is well worth the information obtained therefrom and should be encouraged wherever 
possible, as they are very valuable as a basis of comparison with the calculated perform- 
ance. The machinery installation described in the paper is designed with a view to obtain 
the best results possible and still keep within conservative limits regarding reliability and sim- 
plicity of design and operation. 
The adoption of the water-tube boilers is to be specially noted, and it is hoped that 
the boilers will continue to give a good account of themselves in service. The adoption of 
this type of boilers for vessels of purely commercial nature is to be welcomed as opening 
the way to more efficient means for generating steam, thereby tending to improve the over- 
all efficiency of the power plant, improving the flexibility of operation and allowing a reduc- 
tion of weight and space as compared with the conventional Scotch boiler. 
The successful operation of these passenger vessels has no doubt fully established con- 
fidence in this type of machinery, and I am looking forward to further improvements on 
future passenger vessels, such as the adoption of higher superheat, higher turbine efficiency 
and a step forward in the development of a higher and more efficient type of auxiliaries 
which will compare more favorably with the efficiency of the propelling machinery proper. 
ApmtRraL Davip W. Taytor (C. C.), U.S. Navy, Honorary Vice-President:—This is 
one of those papers which is of permanent value,and we always delight to welcome such papers 
in the discussions of the Society. There is an enormous amount of data which has been 
given in the paper, and it supplements exceedingly well Mr. Rigg’s paper, dealing more par- 
