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International Marine Engineering

VOLUME XIIL.

JANUARY TO DECEMBER, 1908

PUBLISHED BY

MARINE ENGINEERING

INCORPORATED VB AVGRERYS PEACE INEW YORK) U.S.A: 31 CHRISTOPHER STREET, FINSBURY SQUARE, LONDON, E. C.

GUO G4

\i

ee |

.s

_ INDEX.

) t

NOTE.—Itlustrated articles are marked with an (*) asterisk.

ARTICLES. Pace PAGE Electrically-operated seagoing dredge..... ~5/ Admiral’s barge, motor-propelled........ *119 Elongation ot the Dannebrog. Holm.... *191 Amiral Makaroff, armored cruiser....... “448 Ellen, benzine-electric motor yacht...... *166 Alcohol versus gasoline as fuel......... 525 Engine cranks built up without turning. *437 Appliances for manipulating lifeboats on Engine design, marine. Bragg, seagoing vessels. Welin ........... *17, 60 *296, 327, 390, 418, 483, 514 Ancona, emigrant steamer. Taylor...... *294 Engines ne wsperLoleummennerereieiteier lr. 499 Antonio DLanasa, ‘stranding of: .......... *401 Engine, reciprocating veisus turbine.... 160 Armored cruiser, Amiral Makaroff...... *448 Engines, Austrian patrol boats......... . *485 Armored cruiser Edgar Quintet, French.. *235 Europa, new Italian steamship. Attilio. *416 Armored cruiser Pisa, Italian. .:-..2.... *39 Fastest ships in the world.............. *55 Armored cruiser Victor Hugo, trials of.. *70 Fighting values of warships. Brady.... *150 Austrian patrol-boat engines............ *435 Fire boat Beta, London Fire Brigade... *397 Austrian steamer Marina..........0.+06 *80 Fire boat San Giorgo for Genoa......... 398 Auxiliary machinery, horsepower of..... 267 Fire boats, Chicago...........- PA ee *395 Battle cruiser Indomitable ............. *325 Floating crane,140-ton, description of... *518 3attleship Bellerophon ................. “42 Florida, the fast steamer............-+-- *145 Battleship boats, handling of............ *446 Form of high-speed snips, notes on. Long *258 Battleship construction, speed in. Dewar. 170 Francis ‘!. Simmons, large hydraulic Battleship North Dakota, launch of.... *520 Aredge sss Ae SSO EE en LE *89 Battleship Pommern, trials of the German *75 French armored cruiser Edgar Quintet.. *235 Battleship South Carolina, launch of..... *401 French cruiser motor boat............-- *133 Battleships, on the size of. Koon....... 404 Further experiments upon the longitudi- 3ellerophon, battleship ................. *42, nal distribution of displacement and its Bermuda races, observations on....... 16, *120 effect upon resistance. Sadler........ *530 Beta, float, London fire brigade......... *397 Gas-engine cycle, a new. Miller........ *532 Blackwelltisteameruererecricinicnreriicienen: 158 Gasoline engine design, marine. Roberts *488 Border Chief, motor ferryboat.......... *118 Gasoline towboat Brother Jonathan...... *482 Boston Floating Hospital. Monteagle.... *353 Gasoline versus alcohol as fuel.......... 525 BOE store We Se Sb Werke, cco cbba0000 “424° George W. Fenwick, steam schooner..... aly) Brandane, Clyde-built motor launches.... *118 German ore steamer Narvik. Ommeganck *200 isravaibiern Ihave WERE ococdaocoeondo00009 *86 German battleship Pommern, trials of... *75 revalbera Ibs WERE cococ000000060000C *99 German SNavyicer wns eCeb eect 108 Brazos, Mallory Line steamship. Koon. *507 Gladiator, British cruiser, sinking of.... *306 3ritish cruiser Gladiator, sinking of..... *306 Governor Cobb, tests on.......... epoboD ily, Pail British turbine battle cruiser Indomitable. *325 Guadeloupe, French liner. Peltier...... *43 3rother Jonathan, gasoline towboat...... *482 Guardian, cable steamer ....... nooo Muab! eo) Burmeister & Wain Company. Holm.... *461 Guide, United States revenue cutter.... *882 Gablessteamem Guardianteney-teirireiieicine *450 Hamburg-American liner ............... 75 Chicago, Atlantic liner. Peltier......... *438 Hamburg-American steamer Jronprin- Chikuzen, Maru, Japanese liner. Taylor. *161 zessin Cecilie. Guenther ........ ce 2S Chiyo Maru, Japanese Transpacific liner. *279 Hawk, 25-foot semi-cabin cruiser ....... *133 City of Cleveland, lake passenger steamer. *371 Heating and ventilation of ships. Walker, Clyde-built steamers for Canadian lakes.. *81 *7, 67, 101, 149, 219, 241, 290, 336, Collision of Dynamo and Quail.......... *443 378, 426, 475 Collision of Mongolian and Huron...... “159 Heliopolis, mail turbine steamship....... il Combination system of reciprocating en- High-speed motor boats for pleasure....15, 115 gines and steam turbines.............. *341 High-speed ships, notes on ‘the form of... *258 Constructive details ............ *198, 264, 348 Hiraju Macu, steamer. « Eayloz...%.... « 225 Corcovado, steamer. Brunner .......... *469 To fséoower ot auxiliary macniaery / nooo AB Coronilla,; steamer, in collision ......... *402 CHucona, collision with Mongolian sooo & Si) Cranesnewarlb 0-tonmiydiratlicuen ener *40 Hydraulic et ane nev’, UEC oo co0000d *40, Cristina, twin-screw motor hoat......... “497. Hydropianes jndtor boat Croco- Ricaldont... 127, Cruiser battleship Rurik, Russian. Taylor. *492<c<Inclining €xperiment. Norton ......:.. <*211 Cruiser Gladiator, British. sinking of.... *36, AAdemitable, new turbine battle crujset.. . *3825 ‘GubataowssteamShipeeeneree eee eee “175 << dnfience. of midship sectien shape upon Cunard steamship Mauretania .......... *9 the récistanceé of ‘ships, Gaylor....... W525 Dannebrog, Danish yacht, elongation..... Oi Tolanda, ‘fwin-screw cteéam yach teenie. . *249 Darent, new Thames tugboat........... *493 Italian armored cruiser Pisa........... = 839 Davitsmonmbattleshipsmemeerineere citer *446 James Fletcher, patrol steamer.......... *440 Dimensions of steamships. Alt...... *358, 384 James Joicey, steamer, in collision...... *402 Dion Bouton, petrol launch ............ *429 Japanese turbine steamship Heliopolis... es} Displacement, effect of longitudinal distri- Kate Connor, steamer on Great Salt Lake. *181 bution of, upon resistance. Sadler.... 13 Kronprinzessin Cecilie, Hamburg-Ameri- IDB IM, CSNES OF Gacoadbonosvecv0ds *433 can steamer. Guenther -.--.....-..... OR} Draft, mechanical, marine practice....*83, 105 Launch, 40-foot cruising cabin.......... ~I1BiL Dredge director, a novel................ *168 Launch of battleship South Carolina..... *401 Dredge, electrically-operated seagoing.... *57 Launch of naval collier Vesta .......... *433 Dredgemlarceshy.draulicuementnerniet ieee *89 Launch of the North Dakota........... *520 Dredger, sub-aqueous rock-cutter. Taylor. *156 Maunchingwotachembatuxen tarrspneiererrreier *403 Dry-dock, 2,000-ton railway............ SOM Lautaro, steam towing launch.......... *266 Dynamo, Wilson liner, in collision...... *443 Liberty, twin-screw steam yacht. Taylor. *247 Hchungawcare OMStean earners *905 Lifeboat, motor, Banfield Creek......... *132

Edgar Quintet, French armored cruiser.. *235 Effect of longitudinal distribution of dis- placement upon resistance............. 72) Electrical equipment of the Momus...... *172 Electrically-equipped shipbuilding berths. 66

Lifeboats, appliances for manipulating on

seagoing vessels. Welin .......... ays) Ligsruceton) INO, GE, WEES OFoo0c000000000 *197 Longitudinal distribution of displacement

upon resistance, effect of. Sadler..... 13

a

Ae j PAGE Lubrication of ‘marine machinery es evelerere 179 Lubrication of marine enginessenrrr eine 176 Lusitania, speed trials and service per- formantesoteerteraeteier socca0 co NE, SEIN) Malte, French steamer: Peltier ........ *207 Manila lines on board ships. Riley...... *399 Maoria, New Zealand liner. Taylor.... *210 Marina AtiStLianm Steal c Gentine ieaieiets *80

Marine engine design. Bragg, *296, 327, 390, 418, 483 Marine engine lubrication............... 176 Marine engine, overhauling the......... 128 Marmaris, Turkish coast guard cruiser.. *135 Mauretania, Cunard steamship ......... e «9 Mechanical draft, marine practice..... *83, 105 Meinan, French cargo boat ...........- *206 Miantonomoh and class, some early his- toGyenecacdin came OWellunenir rier rerien 19 Model screw propeller experiments. .*308, 333 Momus, electric equipment of........... *H72 Mongolian, collision with Hurona ...... STLGY2)

Monitors, some early history regarding

the Miantonomoh and class. Powell. 19 Motor barge, rear admirals’s............ *119 IMotormboate CriStin ammeter erieiiiereit *497 Motor boat, French cruiser ............ *133 Motor-boat race, a remarkable.......... *432,

Motor boat, 25-foot, semi-cabin cruiser... *133 Motor boats for naval service. Adams.. 15 Motor boats for pleasure, high-speed. ..15, *115

Motor cruiser, German. Mentz......... *124 Wigtor latin, Siomimy epralo ooocccouce LSI Motor launches, Clyde-built ............ *118 Motor launches, modern. Gradenwitz... *164 Motor lifeboat, Banfield Creek.......... *132 Motor-propelled vessels, some _ observa- tions on, the Bermuda races........ 10, *120 Motor tender, Thornycroft ............ *129 Nann Smith, steam lumber schooner..... Bill 2, Naval Architects and Marine Engineers, fifteenth annual meeting of .......... 13 Naval College at Greenwich. Waghorn. *33 Naval science topics. Liddell.......... *470 Naval streneth of the nations. Koon.... 423 INEKAy, UNG COBEN o500000000000000000 . 108 Narvik, German ore steamer. Ommelganck *200 Nordsee, ore-transporting steamer....... *202 INotsemenincesssteamShi paerer eee rier *473 Norin Deka, IegsnGN OF sscococ0c0a000 *520 INorthestaiesteam crane ren eierer rir rer *451 Notes on naval-science topics. Liddell... *470 Oil-firing system, patent. Fisher...... o MOO @il tank steamship Texas...-°.--..-...- ORI Ore-transporting steamer Nordsee....... *202 Ottawa, steamer in collision ........... *407 Ouestphalia, German motor cruiser...... *124 Overhauling the Mauretania. Williams.. *128 IRarawebrazilianmline tamer rerrtcrrer opting *86 Paringa, Australian coasting steamer..... *495 Patuxent, launching of the tug.......... *403 Petroleum engine, new ...%........... 499 Pisa, Italian armored cruiser .......... *39 Planet, German surveying ship.......... *263 Pommern, trials of the German battleship *75 Producer gas towboat Wilhelm.......... *130 Propeller experiments. Froude ..... *308, 333 Propeller wheels, laying out of....... *313, 345 Purification of water, new method for.. 173 Quail, trawler, in collision............. *443 Reciprocating engines and steam turbines, combination system of..............- *341

Repair of broken shaft, quick method.. 443 Repairs to vessels, two instances of un-

WEIL, ISRCTN sooocococancc00000c 18 Resistance, further experiments upon the

longitudinal distribution of displace-

ment and its effect upon. Sadler.... *530

INDEX, Vou. XIII. International Marine Engineering iti PAGE PaGe PAGE Resistance of ships, influence of midship Steamshipm @hicag owe beltichmertser crete *438 Wooden sailing ships. Crowninshield... 18 section shape upon ................-- *525 Steamship companies of the world, the Yarrow shipbuilding yard, new.......... *4 44 Revenue cutter Guide, United States.... *382 Mera. KOON soocapoocnwvacecee0be 406 Yipiranga, ‘steamer. Brunner..........- *469 Revenue cutters for special purposes..... ny Sieamegnhy) CUEAO ocosocdcoccagnu00000 alr() EDITORIALS. Romanby, trunk-deck cargo SHEBMEPo 00 0 AVY Steamship engineering economies ...... *538 Arthotemalkingusailsesscnetepesenen ss a 227 ROE BENE Cole ein Greenwich Pose. mee Steamship Europa, new Italian. Attilio. “416 INMENS Or WHS IOC coccocccdc0500000 316 Raddles, Hectumeds SHUR ooooccasesce. Bee Steamship, German surveying .......... *263 Battleship const.ruction in Britain...... 46 EES aad audliles posts, ive Fh te ae reat Steamship Governor Cobb, test on..... 17, *21 revAlbeya lKKEINGIS 5 oaccovccs0ds000000 362 IRipeaLS, Riese GRESOM DAES ND peg ae ee Steamship Guadeloupe, French. Peltier. *43 Combinations of engines and turbines... 362 Russian cruiser Amiral Makaroff Saal sxsueve *448 Steamship Harvard, service test of...... *522 GEARS (Tune OTERO 996 RESTIAE ad Tetiales SETS Teayiloe “ey Steamship Heliopolis, Japanese mail tur- Continental passenger traffic ........... 409 Sailmaking- WAISOE oosceeco: 3 Ze 2B, Ae) bine. McPherson ................... wa Development of the modern freighter.. 226 Senay ships mvoode oe now ninshicl des ug Steamship lines; new -.-.......-.......- 91 Direct steamship service between the two | Sam Choggo, BO Neale HOF CORB. 30000 oy 208 Steamship Maoria, New Zealand liner... *210 EN SOCE Nona odbu Dab PU aD ota cone eat 136 Sarah W. Lawrence, schooner, totally dis- Ps Steamship Mauretania, Cunard ......... *9 Discussion of papers read before the So- MEU sanoabco0e EEE odco0o0g00000 288 Steamship Norse Prince ........-.-.++-- *473 Scs oF Nag Ancitiesis and Wins Schooners for the Pacific coast, steam, 2 Sicamaity Para, Brazier soonsgoocenac0 | “8B ENE NCCLS EN eee RN en 542 Muuaalhes ee 5: PNW aR eae vag kr ian ne Steamship Tenyo Maru, Japanese Trans- Dra OF ne Jere IN oaocooocscncconsor 501 Seti Spee a NOV WEOFo000 HOS Pacific Limer =. f ye ine ieis *279 Fighting values of warships ........... 453 Scout cruisers, trial performances of xeor teamship Texas ...........:... mere *257 Kine boats tax\sipisetsee Keres yi eee re 409 umes Pty Me ies eh bee Linc Seu Steamship Tochiyo Maru, Japanese Trans- Freighter, development, modern......... 22.6 SRGETESENG ANTES SEES ENR CAT a pacific limer .........-+. +. .sse sees *279 Fuel for internal-combustion engines.... 543 : boat ..... OI OL a Oe 135 Sicsmag nm WOH soococococccoagedcon0e *208 Lake passenger steamers ........-..--- 408 spleaicd ee patents, 4 Steamship Verdi, Brazilian ............ *99 Large steam yachts ........... en Ae 272 BE, Wy HES, ME 28, LUG, GRE BAS. = Steering gear, notes on ................ *251 Tsubrication sme cen jeeerueioe ei ieisios steer nere 182 ‘ Reis BE, BOD, O21 Steering gear of the Prinzess Alice...... “Ue Niaiine-caie EESTI s65600cccccna0008 316 Sie Cites ne OF RENEE eter ie wa £8) Stormy Petrel, launch ................ “131 Motor-boat show,’ New York............. 92 Shipbuilding and Engineering Company Stranding of the Antonio Lanasa....... *401 NIGCOEMDOALS or er ee tae he non aee 136 of EEO: & Wain: Holm Nea ty pou Stream lines around ships’ models, ex- : Marine transportation, modern ......... 93 SHCOTG SEREGUR OF pRcted GeanS A perimental investigation of. Taylor. .13, *20 Naval architects? convention ........... 46 shell plating) /Anderson\ 17-001 Beeb Strength of riveted seams in shell plating. ~465 Navalldisastersmertverierrtniactrrdeletsiccters 272 Shipbuilding berths, electrically equipped, Submarines of battleship speed. Chace. 14 Propellerswheelsteisnnnesn checteeoae ce 217 SS ELRSES yore aR se eebe Ben tia a Bs Superheated steam with marine engines, Rudders and rudder posts = ........... 500 Siitielbetllatiag bee eet Seotelh ZENER 20.0 108 notes on the use of. Godard ........ *269 SOOHE GHENGSP WEIS 5 ocecogoscacaccasv0 409 Shipbuilding ae 1907, the WOUIGES5 coo0000 134 Syria, steamer, in collision ............ *402 Shipbuilding ..............- 92, 183, 226, 452 Simautilating wa Une Warbodl Stites, Teltow, triple-screw, _ electrically-driven Siivpocvieboayse CHG sooccosccoscvcacce 183 ‘a ; 91, 340, 499, 505 towboate Macvacions Soot ci een sors *165 Society of Naval Architects and Marine Shipbuilding yard of Yarrow, new...... “444 Tenyo Maru, Japanese Transpacific liner. *279 ENBIn Ses ene Ren ee cts setae 500 SHvplNetlet hag RISO pga signe ramen, A Ths HOS Test of the steamship Harvard......... “522 Speed trials of the Lusitania ........... 362 Shipping of the United Kingdom........ 169 Mexas steamships ics von sede eee *957 SES Ea cist YORU Mbit gic o8 SON OF Newell Ancnticais emel Manne Throttle watch in a typhoon. Smith.... 494 Tne atetien CASI AMTOHAS socodooodco0e 501 Bisson, TEESE eerie mestng Oo 7 Torpedo craft, notes on the world’s..... “436 Transportation, modern marine ......... 93 Society of Naval Architects and Marine TOMO, GCAO) coossoccnos00ccc00eWds *208 TULbin@Len gined ee cede ee eee s 182 FE, DA ASSS, Steicondh eminuell meeting Ge BHD Towboat Brother Jonathan, gasoline .... “482 Warships under construction ........... 453 Southm Carolinas launchwo feet *401 Towboat, new transfer, No. 21......... *175 ’ Staybolts, use and abuse of. Hickey.... 167 Towboat Wilhelm, producer gas......... *130 ENGINEERING SPECIALTIES. Steam dredge, electrically-operated...... BST Towing launch Lautaro ........-.----- X266 Blow-off valve. Lunkenheimer Co...... *185 Steam turbines in the German Navy..... 477 Transportation by water .............-- 223 Blow torch, gasoline, “Imp.” Frank Steamisyvach Galoland ameenrnn nner *249 Transportation, modern marine........ *929, 63 IMossbengalConwer-iewtasteuclelers\sicictaiesens Sse. *366 Steams yacht) Wiberty. |DMaylor........-- *247 Transportation of refrigerated meat to Boiler, tubeless: G: -R. Steward........ *274 Steambsyachtuvanadisy sMaylone.ssee ee. *244 Panera, Aitkiorde ocascoocoocosce ~ 17, *76 Boilers, corrosion of marine. Hutchins. ix Steam yacht Winchester .............. *112 Trial performances of three United States Boilers, ‘““‘Haystack.’”” Hutson & Sons.... *49 Steamer Ancona, American-Italian emi- SEOTERCRUISOTS? ey Ie Rte ey ¥9Q7 Capstan, steam deck. Dake Engine Co.. “ii Grails | WAR coococowcgsg0000000000 *294 irialsmofmlightshipmNOMS Steerer *197, Circulator, boiler-water. British Boiler Sicamer WBeeyell ogcasesocccna0000000 158 Trials of marine contractor.........-... 496 Course and position finder, Capt. Ashe’s. Steamer City of Cleveland, lake pas- Trials of steamship Governor Cobb. Le- Heath & Co., Ltd.................... “D44 SENS Sips eter ses occu hereto eee ducia tous events “Bal fandWandukverettue eee 17, *21 Water Circulator Syndicate .......... TSH Steamer Corcovado. “Brunner .......... *469 Trials of armored cruiser Victor Hugo... *70 Davit, quadrant. Welin Quadrant Davit Scammer IRON, CAHBO>scccocooonnouce *205 Trials of German battleship Pommern.... *75 GON rapt sves texan eve | sceyeve cused syatete spepsedsusteveler susie *138 Steamer Florida. Jenkins and Woodruff. *145 Trials, speed and service performance of Delaware Marine Supply Mfg. Co....... *iv Steamer Guardian, cable............... *450 COMME SItA Tat. oN tee ye aa ee ee ete *903 Die stock, matchless. Oster Mfg. Co.... *545 Steamer Hirafu Maru, Japan’s first tur- Trold, collier, in collision ............. *407 Drainage of steam whistles. Combination Dine mmRay] oterry erie iitsckelesisieaeinont: *225 Trunk-deck cargo steamer Romanby...... O04 Mietallicnbackinon Cotmermorrriaericisict: *22.9 Steamer James Fletcher, patrol for fish- MugboatyDarent year etre *493 Drill, close-quarter pneumatic. Inde- Ginny’ GHGS bbs Sao trae eA hd Dene *440 Turbine mail steamship Heliopolis, Japa- pendent Pneumatic Tool) €o: ..:.:.... *319 Steamer Kate Connor, first on Great Salt NESE Mra ry are pe hr omen pany eT ot *1 Electric generating plant, unique. Buf- ILAIR® - o/c Hi eo cg SOO ee BO DE ERIE Eee *181 Turbines in the German Navy.........-. An, falo Mechanical and Electrical Labora- Steamer Kronprinzessin Cecilie, Ham- Turbines, practical experience with...... *301 CON, ee ee eile selene re eel *xii burg-American. Guenther ........... 73 Turkish coast-guard boats............... *135 Electric thermostat. Geissinger Regula- Steamer Malte, French. Peltier ....... 42071, United States battleship South Carolina, Wore (CO, coccccboc00cueussanvc0b000000 *454 Steamer Wersing, (NUGMIEM condacouscccs *80 TAIT CHRO Lice Ee PCE Ee oN RE ry *401 Engine, marine. Ferro Machine & Foun- Steamer Meinan, French cargo ........ *2.06 United States revenue cutter Guide..... *389 CL TVgh GO seaane Wepesarsvari ays tote ueyete tev teen crererees fetes *49 Steamer Narvik, German ore........... *200 Vanadis, turbine yacht. Taylor........ *944 Engine, steam-yacht. T. A. Savery & Steamer Nordsee, ofe transporting...... *202 Venezia, Italian emigrant steamer....... *909 (Cebrergoado Abad omood Minoooe wad soe ee *318 Sicamear Norn SF ocanscccoccucecouce *451 Werdi, new Brazilian liner.............. *99 Engine, two-cycle marine. Termaat & Steamer Paringa, Australian coasting. Vessel tonnage movement in _ principal WMIGTENER. Suoobofooon0eobbcjobaooUD RS *viii play Orem atgecterteeusi eters ci ottersieve;suchovenvess .. 495 POMS OF ae WodG sbcccorccc0s000000 6 Engines, small steam yacht. Sisson & Co. *94 Steamer Romanby, trunk-deck cargo. Wessels, weights of. Liddell ....°...... *430 Engines, two-cycle gasoline. Kowalsky TERA? glo Vid da ODDO CAS ORO BEE eae *904 Weal, menail Goller- .oocoucococacunc0n *433 IDrer-ab (Conny paca boca rs ope UDO OB UU EC *Xi Steamer Venezia, Italian emigrant....... *209 Vibration in passenger ships ........... 163 Exhausters, ball-bearing. | Massachusetts Steamer Ypiranga. Brunner .......... *469 Victor Hugo, trials of armored cruiser.. *70 le (Ces: into acDloaOd aor oo onadre Geo Ob *998 Steamers for Brazil, new German-built... *469 Warship design, further tactical consider- Expansion joint for ammonia. Crane Co. *95 Steamers for Canadian lakes, Clyde-built.. *81 ation involved in. Niblack.......... 14 Feed-water heater, ‘Reilly’ multi-coil. Steamship Brazos, Mallory Line. Koon. *507 Warships, relative values of. Brady, Jr. *150 (@riscomes pence COM ie eerietar *411 Steamship Chikuzen Maru. Japanese Weights of vessels. WLiddel]l ........... *430 Furnace, bridge, Sturrock Patent Bridge Linkers emp ayl OTM taieree reste s octave score *161 Winchester, steam yacht, steel ......... *112 @2 Bhamaonteye COs soodtdcccspaccoden *228

iv International Marine Engineering

INDEX, VoL. XIII.

PAGE Gage, automatic water. Penberthy In- Heaton (Cs Goooooccppco0dacdcoupacbon “hi Gage cock, improved, “Excelsior.” Lun- kenheimerms Cosnenmrtelererteleiciersrrerkerrtoiets “abr Gear, engaging and disengaging, ‘‘Mills.” IX, IPS ANGI Nooo dotobooono0Nd00000 *viii Generating sets for marine service, Curtis turbine), (General) Plectric Coreen... *48 Generator set, multi-polar. Holmes & Co. *366 Griscom-SpenCere Cosmerciererreeicttenieiictsies *vi High-speed engines, economy tests of. TURES) op abo 0d b0 00D 0b000000000000000 *502 Indicatorotatebrassm toss Comper *139 Inspector’s outfit, American. American Steam Gauge & Valve Mfg. Co....... *544 Lamps, “‘Tantalum,’? Siemens Bros. Dyna- rae) WORKS: nd00dso00000dGD0bKb00000000 *365 Lubrication of marine engines. Keystone ILjRlysKeENEhYS (CO ooocacop0db0000000000 *364 Lighting set, ship. W. Sisson & Co..... *48

Lighting set, small. Thornycroft & Co.. *184 Lighting set, turbine.- Sturtevant Co.... *140 Magnalium. Morris R. Machol......... *366 Meter, automatic sight-feeding. Boilerine

WEi-en Corn sooo comadanbocaUudode acon *318 Milling file, “Vixen.” National File &

APO OLN GCOl Wes cisravsioveyecaveievsisvecetovsheceyotsrere oles *502 Motor boats, new high-speed. Electric

Wa unchy Co nursissvesteltereveeleletorereievsrorstaiers LAY Motor, six-cylinder. Brooke & Co...... *184 Motor, two-cycle. Mianus Motor Works. *95 Packing, high-pressure spiral piston.

New York Belting & Packing Co..... HAS Packing, metallic. Garlock Packing Co.. *229 Pipe-bending machine. Barry & Co..... *318 Pipe-bending machine, portable. Under-

WOO) Gril COs. cine lela srsisy stenerskefotes eteteetsr siete *274 IPipemmachinesss Granem Cosmetics BPAD, x Piston ww Mconomysebistonm COM neritic *xi Planer clamps. Williams & Co.......... *xii

Planer, gigantic. Niles-Bement-Pond Co. “ii

Pressure blower, rotary. Baker Blower Engineering Commerrinrrireiicccricciin *410 Propeller, H. G. Trout. King Iron Works) ratsiiisle) sous te col otevonc laters ioisroters ots roebereis *319 Pump, turbine-driven centrifugal hot well *139 Pumps ©OdessemeumpmConeererineniniiacrs *365 Pumping set, small. Brooke & Co..... *229 Quadrant davit, “‘Welin.”” Lundin...... eT Revolution counter. Schuchardt & Schutter err iter heres *456 Riveterspogta ble ween breelmtee ier *185

Screwdriver. Billings & Spencer Co.... *503

Shear, universal angle and plate. Bart- Letts 1&2 (Com elitactsuine ms rercliscas careers *vili Speed counter, small. American Steam Gauger@m Valves Mien Comerica *318 Speed indicator, motor “boat. Nicholson Ship ost Coy wasters eee *xi Speed variator. R-W Speed Variator Co. *vii Staybolt chuck, reversible. Cleveland Pnetmaticmhoolm COMemeceeenciceie *410 Turbine, “‘Curtis,’” generating sets, hori- zontalesiGeneralesHlectricy Commer *48 Turbine pump. Lea Equipment Co...... *503 Valve, steam-pressure regulating, ‘‘Col- IY (Ol IEE COs odococcosoodcon0 *2'75 Vanadium steel. Vanadium Steel Co.... *366 Washer, “Fastnut,”? Fastnut, Ltd....... 2105 Winch, electric. Chambers, Scott & Co.. *455 Wrench, “‘Agrippa.” Williams & Co.... *94

Wrench, B. & S., 15-degree angle motor boat. Billings & Spencer Co......... *545 Wrench, pipe. Billings & Spencer Co.:.. *456

PARAGRAPHS.

LN CEOES CONHCNED soonodccoducovsooen 414 American warship construction ........ 361 JOWALWAV.C Mm VLON tan aeeieissrciereteieiieletenererers 487 Chester, American scout cruiser........ 181 Ghiltanemerchantemarninemeer rire 123 Europa, Hamburg-American liner........ 223 Fillets on shafting ......... EA at iario *499 Fire boats of New York city........... 398 HiresfloatnB etait ac weiscrsisicaelereevere 496 Great Lakes Engineering Works......... 111 Head-on collision in Kaiser Wilhelm

CEE Gocnood 00d 6 0dmocogccdagoOObOudK 448

Pace Mrs hay@Xel TAKIN osoqd00d00000009000000 149 Institution of Naval Architects ......... 225 International Congress of Navigation.... 224 internationalYiachtwRaceseseeeeerteerioe 364 Japanese) merchant marine) =) eee 22 ewig \WWisibigtin IDL, cooocovanos000c0cce0d 443 La Rance, French cargo steamer........ 188 Largest ships inthe world\..s..+-5.-- +. 312 Marinesturbinesepeiiacieiieriienicriieicc 223 Mauretaniamrecondunenee cient: 320 Mexchantimarines Chilianuererreeiereite 123 Mexchantamarine ss) apaleererrnrnirierie 22 Merchant tonnage of the world.......... 181 MichiganvelaunchtoteererErrerernicn niet 308 IMonomackyatucardcertlereirertetettarseiteteier: 312 New York, Albany Day Line, loss....... 504 NortheDakotawaascrmieieiicceeiericien tires 474 WORKED Goddaddoocc00000000000000800 196, 544 Obituary lp teavrrrrerderoeer 75, 323, 368, 458 Omission hj .iieteieterrereetor ele olen te Bao) “bbl Port of New York, steamers arrivitrg at. . 12 Rersonalereyerete terres 129, 232, 323, 458, 503

Progress of naval vessels, 48, 94, 138, 184, 228, 274, 318, 364, 410, 454, 502, 544

Recent figures ............ eteec nia eters Gieie 206 Report of the Bureau of Navigation..... 281 Revision of U. S. marine laws relating to safety of life at sea -........ Pr oadodat 517 Safety in warship construction......... 524 Steaming radius of scout cruisers....... 454 Tonnage of vessels in Hamburg harbor... 40 Transatlantic steamship records......... 312 Murbinewlargemmahin cme t neritic *223 diwomhusembattleshipsieeramere renee: 451 Wa ounavalucollierssereerrererecceritie 418

QUERIES AND ANSWERS.

BeampotmlightshipmNowsseenrnnriniicten 368 Calculation for the discharge of water HIUROEKAN EX el oaooaccosoccc0sd00000 321 Cause of knocking in a compound engine. 97 (CEAKEINKyN GoobacdDG000000 0000000000000 142 Coal consumption of the Lusitania and Matiretaniaw a teviecieterlocitreerierieriteke 368 Coal used per year by merchant ships.... 142

Comparison of Clyde and Scotch boilers. 368 Cylinder diameters for triple-expansion

ENGIN Chey acevo) eave Wolenela lolol Lekereedethcterseteter here ADT Data on trials of. steamship Governor

Cobbi sine heecibs motes ees eeoee 546 Diametemoteampropellerereerreeererercr *322 Effect of feed-water filter from alum..... 413

Estimation of weights of marine boilers... 504 Formula for horsepower of single, triple

and quadruple expansion engines...... 232 Formula for relative strength of curved

andustraightudecksbeampr-iteriieiieriets 231 Hreezinesotawhistlempipeseraremreereeticter 232 Government requirements for equipment

GH TAO NOES on gccgcodco00d00d 00000 547 Heat value of wood and grain alcohol... 96 Horsepower and weight of auxiliaries in ;

various types of ships ............ Bo00 VPP Horsepower to drive motor boat......... 412 How to obtain the pitch of a propeller.. *413 ILE) eal Wel sooacbodd000b0n0000000000 *142 Lining up a steeple compound tugboat en-

(abe ‘coadoovobdnbacoGasaodG0000000000 51 Method of finding the area of a propeller

INEX® 5G0000000006000 000G00d0005.00000 322 Pitch of motor-boat propeller............ 412 Producer gas for two-cycle engines...... 188

Relation of eccentric to position of valve. 188 Relation of speed and power of ships.... 51 Relation of theoretical and actual capacity

Ofmteedasplim Dieser titties rer 321 Remedy for “grunting”? in a four-cylinder,

triple-expansiony engineer rill 143 Rule for pressure on safety valve....... 368 Shearing stresses in rivets of shell plating 232 Size of feed-pump plunger ............. 321 Speed of a four-cycle marine motor..... 142

Trial displacement of U. S. battleships.. 412

Turbine system of Cunard liners Maure- taniawancissusitaniaMennrree irritate *97

Valve gear for small steam yacht engine. *322

PAGE Velocity imparted to water by injectors.. 96 Working pressure of a boiler........... 142 TECHNICAL PUBLICATIONS. Amerique et Japon. Spartali........... 456 Annual Report of the Japanese Mercan- tile Marine Bureau for 1906-1907..... ol) alfsh/ Autogenous Welding of Metals. Bernier. 367 iBeeson?s Marines Directory. yerteierieterl 411 Berechnung und Konstruction der Schiffs- maschinen und Kessel. Bauer........ 230 Board of Trade Arithmetic for First- Class Engineers. Youngsen ......... 411 British Engineering Standards, Coded iStsie A CamSOnmrpirtyleleldrttetteiietels 367 Bureaw aVieritas el 907-1908. etetorecioile 50 Consular Requirements for Exporters and Sites INOWOA, ococcoceado0a00000 411 Definitions in Navigation and Nautical Astronomy.. Groves-Showell ........: 411 Deutscher Schiffbau, 1908. Flamm...... 456 Engine-Room Chemistry. Gill........... 96 Engineering Index Annual ............. 231

Equipment Buyers’ Finance. Winder... 321 Ex-Meridian Altitude, Azimuth and Star-

indin gahablestam RUS tmerriteleiteretonerictere 504 Beas Stes, YES socoscaccc0doo 187, 546 (CAS lhyayesbs, ISNCWHIOR oooooddcod00000000 186 Handbook for Care and Operation of Na-

val Machinery. Dinger .:.......... 95, 230 Hendricks’ Commercial Register of U. S.. 457 Harbor Engineering. Cunningham ...... 231 Hints to Engineers for the Board of

Trade Examinations. Martin ........ 141 History of the United States Navy....... 186 lahyabeyelbies, IDEM? coccocgc0000090 51 Internal Combustion Engines. Carpenter

EynGl IDKECEEORS ooaoctccas00gD 000000006 457. Introduction to the Study of Electrical

IDaraceata, INOS coo0000000000000 140 Lake Shipyard Methods of Steel Ship

Comegienon, Cw connacc0000000000 187 Les Flottes de Combat en 1908......... 141 List of Merchant Vessels of U. S........ 96 Lloyd’s Register of American Yachts..... 367 Log of the Blue Dragon. Lynam ...... 367 Machine Design. Spooner ............. 321 Marine Boiler Management and Construc-

Hy, WRN socccoccc00009000000 230 Marine Engineering. Tompkins ....... 456

Massen-Distillation von Wasser. Bothas. 185 Mechanical Engineering of Power Plants. 545. Mechanical World Electrical Pocketbook. 96

Mechanical World Pocket Diary......... 50 INatiticala@hartssapiutnamueerreyreteietelstellere 503 NeminGANS IsIKOUNAS Goocc0000009000000 50 Naval Pocketbook for 1908. Clowes. .186, 367

Navy Year Book. Pulsifer ............ 188 Neuere Schiffsmaschinen. - Rosenthal.... 276 Night Signal’s of the World’s Shipping.. 320 Patents as a Factor in Manufacturing... 546

Practical Shipbuilding. Holms ......... 276

Present-Day Shipbuilding. Walton ..... 95

Profit Making in Shop and Factory Man- agemenltqun Caupentenmeetrerrlrerticicrrtet 276

Proper Distribution ot Expense Burden.. 457 Record of American and Foreign Shipping 96

Refrigeration. Anderson .............. 230

Sea Terms and Phrases. Hewlett ...... 95

Signal Manual for the Use of the Mer- cantile Marine. Rugg ............... 411

Simple Problems in Marine Engineering Design (including Turbines). Sothern. 141

Shes itt, IAG REREN Go0000c000000000 411 Steam and Entropy Tables. . Peabody.... 141 Steam Power Plant Engineering......... 503 Steam Turbine. Neilsen .............. 231 Steam Turbines. Thomas .............- 140

Structural Engineering. Brightmore.... 320 Temperature-Entropy Diagram. Berry... 545 Transactions of the Institution of Naval

INMATES, WY soccconcd0c0n00a00000 50 Use of the National Forests. Pinchot... 51 Valve Setting. Collins ....... RO GOOG 546 Verbal Notes and Sketches for Marine

Engineers. Sothern ................. 504 Warships: A Text Book on the Construc-

tion, Protection, etc., of Warships.

INA Go00000000000000000000000000 320

International Marine Engineering JANUARY, 1908.

NEW EGYPTIAN MAIL TURBINE STEAMSHIP HELIOPOLIS.

BY ALLAN MC PHERSON.

Built by the Fairfield Shipbuilding & Engineering Company, Limited, Glasgow, for the Egyptian Mail Steamship Company, * the new turbine steamer Heliopolis, which was launched on May 28 last, is notable as being the largest turbine passenger steamer yet built at Fairfield.

The Hehopols has three propellers, driven by three inde- pendent Parsons compound steam turbines. In the center of the ship there is one high-pressure turbine, taking steam direct from the boilers. The two low-pressure turbines are mounted on the wing shafts. The astern turbines are also on the wing shafts, inside the low-pressure cylinders. The tur-

the blading arrangement, and, though this is a low-pressure rotor, the principle is exactly the same throughout. In the turbine, the total steam expansion is subdivided into a number of steps. The expansion of steam at any one stage is typical of its working throughout the turbine. Each stage consists of a ring, of stationary blades, which gives direction and velocity to the steam, and a ring of moving blades that immediately converts the energy of velocity into useful torque. The total torque on the shaft is due to the impulse of steam entering the moving blades, and to reaction as it leaves them, this process being repeated throughout the turbine.

THE HELIOPOLIS IN DRYDOCK AT GLASGOW.

bine rotors are of cast steel, each in one piece, and the cylin- ders are each in two pieces bolted together. Grooves are cut in the rotors, into which the revolving blades are fixed, and similar grooves are turned on the inner ' surface of the cylinders, for the stationary blades. The blades are wedged separately into these grooves and are then bound together with brass wire of square section, which fits into a slot cut in the front edge of each blade near the top. This brass wire is laced to the blades with fine copper wire, and then soldered. The turbine blades are of rolled brass. Their length increases from the high-pressure end to the last rows, where the steam passes to the condensers. There are about a million blades in these turbines. Our illustration of the turbine rotor gives an elevation of

The turbines exhaust direct into two steel plate condensers, fitted with solid drawn brass tubes, and placed alongside the low-pressure turbines.. The cooling water for condensing the exhaust steam is circulated through the condensers by four large centrifugal pumps, two for each condenser, and the con- densed steam is withdrawn from the condensers by two single- acting twin air pumps. ©

The engine room is fully equipped with the most modern appliances, which include three large electric light engines and dynamos, three Hall’s CO: refrigerating machines, pumps for supplying hot and cold salt water to the baths, also pumps for sanitary purposes, washing decks, for extinguishing fire and for fresh water for passengers’ use. There are also bilge and ballast pumps, and these can, in the event of an accident to the

INSIDE VIEW OF THE LOWER HALF OF THE CASING FOR

ship, be supplemented by the large circulating pumps, to dis- charge water from the vessel, the total capacity of these pumps being equal to fully 2,000 tons per hour. In the engine room there are also arranged four large main and auxiliary feed pumps of G. & J. Weir’s design. Two gravitation feed filters of List & Munn’s patent are fitted, for removing grease and other impurities from the feed water. The distilling plant consists of two large evaporators, together capable of pro- ducing from sea water 100 tons of fresh water per day, and two distilling condensers, having a combined output of 12,000 gallons of pure fresh drinking water per day.

The propellers have three blades each, and are made of manganese bronze. They are accurately machined and bal- anced, and the blades are carefully polished to reduce to a

pibitsibisicei atl

ONE OF THE LOW-PRESSURE TURBINES,

International Marine Engineering

JANUARY, 1908.

A HIGH-PRESSURE TURBINE, STEAMSHIP HELIOPOLIS.

minimum the frictional resistance incidental to the high velocity at which they pass through the water, and which at the tips exceeds 100 miles per hour. The propellers and bal- anced rudder are clearly shown in our illustration. It is also noticeable that there is no outboard shafting, which arrange- ment is an advantage to the engineer, as shafting and eels can be inspected at all times without the necessity of docking the ship. | The boiler installation consists of four double and four single-ended steel boilers of the ordinary multitubular type, each working at a pressure of 195 pounds per square inch. These are arranged in two boiler rooms, and the exhaust gases pass into two funnels, which rise to a height of 1 feet above the sea level. The boilers are arranged to wo: |

; .

PTTL E oh a Ds, Fr

SHOWING THE EXHAUST NOZZLE AT THE TOP AND STEAM INLET AT RIGHT. j

Engineering

International Marine

JANuARY, 1908.

LM LT

La)

END.

RIGHT

E

ARE AT TH

TURBINES

ASTERN

IE

PRESSURE TURBINE ROTORS PARTLY BLADED. TI

LOW-

AND LOW-PRESSURE TURBINE ROTORS IN PROCESS OF CONSTRUCTION.

GENERAL VIEW OF HIGH-PRESSURE

4 International Marine Engineering

JANUARY, 1908.

with Howden’s forced draft, air being supplied by eight large fans, each driven by an independent inclosed steam engine. The Heliopolis is of the following dimensions: Lea Over abl o506000000000000000 545 feet Breadth molded 60 feet 3 inches Depthytomsheltemdeckseeneeeesee seer 38 feet Draft loaded 22 feet 6 inches IDiGnkesmeae IN TONS. 0000000000000 009 6pe000 Indicated horsepower Speedsatiseay ania ects ern eRe ae: 20% knots Gross tonnage 12,000

a bath and toilet attached. Some of them include also a sit- ting room. The cabines de luxe are very large, and are fitted with wide berths, velvet pile carpets, luxurious settees and arm chairs, dressing tables, wardrobes, writing tables and book cases, and have hot and cold water supply. Electric lamp, electric bell and electric fans are fitted at convenient points for each berth, and electric fittings are also provided for heating curling tongs.

On the promenade deck amidships is the first saloon en- trance. It has a handsome staircase leading to the bridge deck and from there to the shelter deck. Aft of this entrance

THE STERN OF THE SHIP, ON THE WAYS, SHOWING FORM OF RUDDER AND ARRANGEMENT OF PROPELLERS,

The hull is divided into separate watertight compartments by nine bulkheads. To further insure immunity from danger, a double bottom is fitted all fore and aft, divided by numerous watertight divisions into separate water ballast tanks. Each tank can be filled or emptied independently, so that the trim and draft of the ship can be adjusted at any time to suit the conditions of service. The total water ballast capacity is 3,500 tons. The ship is built to Lloyds three-deck and shelter deck 100 Ar class, and has seven decks, named in the follow- ing order from below: Lower, main, upper, shelter, bridge, promenade and boat deck. There are two pole masts, fore- and-aft rigged, with derricks for handling cargo.

In the passenger arrangements, the Fairfield Company has embodied the accumulated results of their long and varied ex- perience in the designing of first class passenger ships. Ac- commodation is provided for 710 first class and 290 second class passengers. There are no third class passengers.

The promenade and bridge decks are entirely devoted to first class passengers. The staterooms are fitted up in a most luxurious manner. The cabines de luxe are a special feature of the ship, the ceiling and walls of each being treated dif- ferently; some are paneled in satinwood, others hung with tapestry. There are a number of these cabins, and each has

on the promenade deck is the music room, which is exquisitely finished in pure white. The furniture and grand piano are also in white. Immediately below the music room on the bridge deck is the library. This room is very large, is framed in oak, and has a handsome book case and other furni- ture, also of oak. Aft of the library is the first class smoke room, which is very comfortable and commodious, and well lighted, having large square windows around the sides, and a rectangular well above with ornamental fret work and pro- vision for ventilation. The walls are framed in oak with ham- mered brass panels.

On each side of the promenade and bridge decks amidships there is a clear promenade of 10 feet 6 inches for first class. passengers, and the bridge deck extends right aft to the stern.

On the shelter deck, and leading from the main staircase, there is the first class dining saloon. This room, which is about amidships, extends the full breadth of the vessel, and is 77 feet long. In the center of the room there are a number of round and oval tables, and at the ship’s side in bays are small tables to seat five persons each. The saloon is arranged to seat 256 persons, but. not more than 16 at one table. The side ports are placed in pairs close together, and have orna-

‘mental glass shutters. These, together with the large oval

JANUARY, 1908.

International Marine Engineering awa

dome in the center, afford splendid light to the saloon. At the fore end there is a piano, and at the after end an artistic sideboard. Forward of this saloon is a separate dining saloon for children. Aft of the first class dining saloon are the pan- tries, with the sculleries, galleys, bakery, confectionery, etc., forming one large kitchen, and equipped with all the most up-to-date machinery and appliances for cooking.

Aft of the pantries is situated the second class dining saloon. In the center are the usual long tables, and at the sides a number of tables each to seat eight persons. This saloon is 60 feet long by 50 feet broad, and is arranged to seat 180 per- sons. Passing through double swing doors, the second class social hall is reached. Aft of the social hall is the second cabin smoke room. This, like the first class smoke room, is arranged with cosy corners, arm chairs and small tables.

Leaving this deck and going below, the upper deck is reached, with two side passages all fore and aft, the one on the port side being reserved for the use of the ship’s company, while that on the starboard side is for the accommodation of passengers. On the starboard side are staterooms, and on the port side engineers’ quarters, also rooms for stewards, butcher, baker, barmen, chef and cooks, cold store rooms for ship’s pro- visions, and a printer’s shop.

The forward part of the main deck is all occupied by two and three berth cabins for first class passengers, and on the same deck aft similar cabins are arranged for second class passengers. The lower deck is all cargo space, part of it being insulated for carrying frozen meat. The mail and specie rooms are on this deck. Under the lower deck is the ship’s hold.

Returning by the stairways to the main deck, and entering the hoist, the passenger is carried up to the promenade deck. On the boat deck is the café, a special feature of the latest liners. This room extends right across the full breadth of the deck-

THE HELIOPOLIS WAS FLOATED FROM THE YARD OF THE FAIRFIELD

house, and is 63 feet long. It is furnished with small tables to seat four persons at each, and is capable of seating 88 per- sons. There are a special kitchen, scullery, larder, glass room and wine room, etc., on the boat deck for supplying café.

The officers’ messing and sleeping accommodation is situated forward of the café. The wireless telegraph office is also on the boat deck.

THE STERN, JUST BEFORE THE SHIP WAS LAUNCHED.

SHIPBUILDING AND ENGINEERING COMPANY ON MAY 28, 1907.

The ventilation arrangement is a special feature of this ship, and is on the thermotank system. The installation con- sists of a number of large thermotanks distributed over the various decks. These tanks assimilate air from the open, and when charged can reduce or raise the temperature of the air to any degree desired. This done, the air is distributed by centrifugal fans through trunks to any part of the ship. In

6 International Marine Engineering

JANUARY, 1908.

addition to this system, there are electric exhaust fans in the smoke rooms and in the dining saloons.

There is a complete installation of electric light, which con- sists of three sets of combined engines and dynamos of com- pound type, Siemens & Bellis make, any two of which are capable of generating and supplying light equal to 28,800 candlepower, also supplying the necessary current for a large number of cargo lamps of 200 candlepower each, and to the thermotank motors, fans and electric passenger hoist. The current is transmitted by insulated cable, all wiring being done on the double-wire distribution box system.

The main switchboards are fitted with ammeters, voltmeter and switch, pilot lamps and switches, double pole switches and fuses for each of the generators, and change-over switches and double pole fuses for each of the main circuits. The instru- ments are of the moving coil type, and the whole switchboard is arranged for easy handling, each switch being distinctly marked with the name of the circuit which it controls.

The steering wheel on the navigating bridge is in direct communication with steering gear aft, on the latest telemotor principle.

Another feature of the ship is the Clayton fire extinguishing arrangement. The extinguisher is capable of generating and delivering by means of pipes to any part of the ship upwards of 25,000 cubic feet of fire extinguishing gas per hour. The machine extracts air from the compartment, simultaneously delivering sulphur dioxide into it. When the fire is ex- tinguished, the sulphur dioxide is withdrawn by suction. By the same machine, fresh air can be simultaneously injected into the compartment. It will thus be seen that the usefulness of the machine is not confined to fire extinguishing purposes, but it may be used either for ventilation by extracting foul air and delivering fresh air, or for disinfecting any compartment in the ship.

The Heliopolis and her sister ship, Cairo, also building at Fairfield, are for the new express, mail and passenger service between Marseilles and Alexandria.

The speed trials of the Heliopolis took place on the Firth of Clyde from the 6th to the 9th of November. These consisted of a progressive trial of four double runs on the measured mile at Skelmorlie, and two runs of twelve hours each, one of these being at full speed. During the twelve hours at full power the mean speed was 20.75 knots, with the turbines making about 370 revolutions per minute and developing iy 000 horsepower. The contract speed was 20% knots.

Vessel Tonnage Movement in the Principal Ports of the World.

There has been much discussion regarding the total ton- nage of entrances and clearances of ships in the principal commercial ports, and claims have been made from time to time that this port or that one had the greatest tonnage movement to be found anywhere. The following statement, covering in other ports the calendar year 1904, and in New York the fiscal year ended June 30, 1905, will be of interest in this connection. The figures have been compiled by the Bureau of Statistics in the Department of Commerce and Labor, and are taken from official sources. They represent net register tons and foreign trade only, no coasting or fish- ing services being included:

Port. Entered. Cleared. Total. lnloney? OME coool 9,680,642 9,652,454 19,333,096 New York ........ 9,630,853 9,311,527 18,942,380 Antwerpaenererencer 9,373,703 9,339,707 18,713,410 ILOFAAKIN sooscdocved 10,788,212 7,850,047 18,639,159 IBIEVEMOXEERE. ooccdvvc0s Yaa Gey 8,770,675 17,452,209 Constantinop cEeer nec rine IeT 15,066,621

ILIMSFNOO! ao cccocace 7,986,584 6,730,206 14,716,790 IROHKACTN, §—s oo00000 7,181,374 6,764,960 13,946,334 Gardifii seen 4,795,406 8,324,066 13,119,472 Singapores eee 6,175,905 6,155,848 12,331,753 SMTA 5500000006 6,076,279 6,105,519 12,181,798 Colombomereeeeneee 5,195,822 5,154,004 10,349,916 WMIEKEEMMIES 5 c0600000 5,061,912 4,045,467 9,707,379 Wishon tess cee 4,820,940 4.783,209 9,604,149 Cibraltaneeeeeeeeee 4,402,552 4,388,425 - 8,790,977 Funchal (Madeira).. 4,429,175 4,316,018 8,745,193

A similar statement for the calendar year 1906 shows a healthy increase in nearly all of these ports.

Port. Entered. Cleared. Total. New Wodk (@)sococcc 11,383,345 10,472,601 21,855,946 Hong Kong (a, *)... 9,899,049 0,870,127 19,778,176 Antwerp (@) ........ 9,864,528 9,800,149 19,664,677 ILGMGOM sococoacce0s 11,222,542 8,185,400 19,407,942 Hamburg (a) ....... 9,408,000 9,516,000 18,924,000 Siamealngs (C)scococes 8,556,508 8,816,454 17,372,962 Rotterdam (a)....... 7,868,819 7,696,416 15,505,235 IGMEDOO cossoooves 8,145,441 7,125,417 15,270,858 Constantinoples Gascce) Must oeeieee ae eee 15,108,000 Montevideo (b)..... 6,806,000 6,700,000 13,500,000 Carditte eee 5,295,331 8,193,312 13,488,643 Marseilless((@)yeeeeee 6,410,384 6,578,082 12,988,466 Singapore (q, b, *).. 6,362,458 6,401,916 12,764,374 IOs cine diacna nee 5,432,880 5,305,123 10,738,003 Colombon(@) Meera eos sl7O.045 5,139,749 10,318,794 INIGWVCASUIS b6500000000 4,334,783 5,635,004 9,960,847 EEN @) sooccocose HUgAwEO 4,797,722 9,929,881 Mort (HWepEm) 5 ooco0e 4,507,377 4,419,933 8,927,310 Giloalhiave (@) occcoccc 4,018,405 4,108,021 8,126,516

There are many other ports of considerable prominence for one reason or another, which fall below 8,000,000 tons for total figures. These include Dover, 5,160,156; Glasgow, 4,798,826; Southampton, 4,219,305; Boston (d), 5,263,002; Philadelphia (d), 4,665,059; San Francisco (qd), 1,734,420; Havre (a), 6,578,103; St. Petersburg (a), 3,131,398; Copen- hagen (a), 5.396,332; Naples (a),7,428,891; Malta (a), 7,436,- 517; Alexandria, 6,347,029; Aden (e, *), 5,957,722; Bombay (e), 3,128,304; Calcutta (e), 3,270,683; Cape Town (c), 6,874,682; Yokohama, 6,517,922; Nagasaki, 5,385,248; Valparaiso (a), 1,947,000; Buenos Aires (c), 7,470,437; Rio de Janeiro (a, b), 6,205,015; and Havana (a), 4,407,665.

It will be noticed that a number of ports have changed places in order of size. New York, which was second in the first list, has now become first by a large margin, while Hong Kong, Antwerp, London and Hamburg, following in the order named, are having a close fight for pre-eminence in this respect. It should, of course, be noted that the figures are not all of the same date, and that in consequence some allow- ance must be made. For instance, the figures for New York are latest of all, and hence should be discontinued to a certain extent to put them on a par with the others. The great growth indicated for this port, however, amounting to not less than 2,913,566 tons in two years, represents the very large increase of 15.4 percent during this period. This is a higher figure than the rates of increase of any of the others among the four or five leaders, and would seem to indicate that this, the only port in the United States which has a foreign-going tonnage movement of more than 6,000,000 tons per annum, has become the premier port of the world, and, unless all signs fail, will continue to hold this position for some time to come.

* Excluding junks and other native craft.

a, 1905; b, all tonnage, foreign and coasting; c, 1904; d, year ended June 30, 1907; e. year ended March 31, 1906.

JANUARY, 1908. Y

‘International Marine Engineering 7)

THE HEATING AND VENTILATING OF SHIPS.

BY SYDNEY F. WALKER, M. I. E. E.

Both heating and ventilating have only within recent years received serious consideration, either ashore or afloat. On shore heating has been confined, in the United Kingdom, almost universally to open coal fires, and ventilation to open- ing windows and doors. In America and Canada, heating on shore has been more seriously studied for some considetable time, because of the more severe conditions of climate at certain times of the year. With the comparatively mild win- ters of the United Kingdom, a well warmed room in cold weather has been sufficient for most individuals. In parts of America, and practically the whole of Canada, the severe winters have obliged householders to provide means of heat- ing, not only living rooms, but passages, halls, etc., and this has led gradually to the development of the improved forms of heating and ventilation that are now common on both sides of the Atlantic.

The same remarks apply practically to heating and venti- lating on board ship. In the great majority of cases until re- cently, and in a very large number of ships, particularly in

FIG. 1.—CABIN OF AN OHIO RIVER TOWBOAT, SHOWING THE OLD FORM OF CLOSED HEATING STOVE AND PIPE.

small craft, even now, just as in large numbers of private houses on shore in the United Kingdom, heating has been ac- complished either by the familiar stove, standing in the middle of the mess room, with its chimney passing up through the deck above, as shown in Fig. 1, a cabin on an Ohio river tow boat, or in certain cases through the side of the ship. In the saloons of passenger steamers, and the mess rooms of the executive officers in the better class of tramp steamers, the iron stove has been displaced by the fireplace, built into a fire- proof recess, similar to those employed on shore. Ventilation on board ship has been confined to opening ports and hatch- ways when the weather allowed, assisted by an occasional windsail, and by ventilators leading from the different messes, saloons, etc., to the upper deck.

The advance of modern science, and particularly the advance of medical science, has shown this method of ventilation, or ab- sence of ventilation, to present very grave dangers to those on board who have to remain below; in emigrant ships, for in- stance, in which large bodies of men, women and children, often of all nationalities, often of not too cleanly habits, often again of not too robust health, have been confined between decks, with very little air from outside penetrating to them whenever the weather was sufficiently bad to oblige ports to be shut and hatchways to be closed.

Modern medical science teaches that in such cases diseases,

i

sometimes unknown to their possessors, are rapidly propa- gated. It is now known that diseases are communicated by minute organisms variously known as bacilli and bacteria, and these breed rapidly under the conditions named. The same kind of thing rules on shore, where large numbers of men and women are confined in small spaces, badly ventilated, as in some of the workrooms, etc., that were common not long since in the east end of London. In addition, it is well known that consumptives are frequently sent to sea with the idea that the sea air will arrest the progress of the disease, and if there be any of these among the passengers confined between decks in bad weather, the results can only be the making of additional consumptive patients. Air is to bacilli, and to the various emanations from unhealthy subjects, what water is to dirt.

Water, we know, if properly applied, dissolves dirt and other noxious substances, and if allowed to do so, will carry them away. One reason why Englishmen and Americans are so generally healthy and so usually vigorous is because they are fond of water. Some of the other nations of the conti- nent of Europe, as we know, and particularly some of those from whom large portions of the emigrants are drawn, are not so fond of water, and the consequence is they bring to the steerage quarters germs that, if allowed under the conditions named, will breed disease, even where it is not already present or incipient.

There are two methods of ventilating that may be applied both to buildings on shore and to ships afloat. One corre- sponds to the weekly thorough cleaning that the good house- wife bestows upon every room in the house. As we are some- times painfully aware, every object in the room is displaced, and every corner is subject to the vigorous cleaning process, under which disease germs cannot exist. Similarly to rooms on shore, the tween decks, cabins, etc., afloat may be cleansed by throwing them open to a vigorous current of air, when the weather allows, by opening all hatchways, all ports, and moving everything and seeing that the air current penetrates to every corner, just as the housewife’s broom does in the cleansing process.

The other method, which is more rational, and which modern science has approved, is to direct a current of air from the place where it is to be obtained in its purest form into each living room, as far as possible into each corner of it, and to carry it away in a direction different from that at which it entered, carrying with it the disease germs, the emanations referred to, and the carbonic acid that has been formed by the breathing of the occupants of the quarters, and also in minute particles of dust that may be present. Certain conditions are necessary in connection with the ventilating air current, just described. It must be a very gentle current that cannot be felt, except under special conditions, such as when passing through the tropics. In temperate climates what is known as a draft must be avoided, and that is one reason why the ven- tilation of houses is somewhat difficult. By a draft is under- stood a current of air passing through a room or living place, such as a cabin or mess room, at such a velocity that the heat of the body is carried off more rapidly than the circulation of the blood, and the chemical action of the food, etc., supplies it, with the result that persons subjected to the draft catch cold.

The rationale of the process is as follows: Air, when passing over any object at a higher temperature than itself, abstracts heat from it, every cubic foot of air passing over (say) a human body abstracting a certain quantity of heat, in proportion to the difference of temperature between the air and the body, and in proportion to the velocity at which the air travels, up to a certain limit. In addition, as we know, the human body is constantly perspiring and there is always a minute film of moisture present on the skin. The quantity of moisture present, due to this cause, varies with the individual. Some persons perspire very freely, others hardly at all. Again,

8 International Marine Engineering

JANUARY, 1908.

everyone perspires more when the weather is warm than when it is cold, and again more under exertion than when at rest. In any case, the air current, passing over the body, converts the moisture present on the skin, and which pene- trates through the clothes, etc., into vapor, and in doing so, extracts heat from the body. Water and other liquids, it will be remembered, can assume the form of vapor only by absorb- ing into themselves a certain definite quantity of heat. When the perspiration upon the body is transformed into vapor, nearly the whole of the heat required to enable it to become vapor is taken from the body itself. This is the reason why perspiration is so good in hot climates, and why doctors, and those who are accustomed to the tropics, are so insistent upon the production of perspiration. In the tropics one frequently hears “old stagers” say they feel all right as long as they can perspire. The evaporation of the vapor cools the body, and a gentle current of air, passing over the body, accomplishes this.

20

18 !

16

i > |

— we r

ioe)

Weight in Grains per Cubic Foot a S IL |

0 10° 20° 30° 40 50° 60 70 80° 90° 100° Temperature Fahrenheit

FIG. 2.—CAPACITY OF AIR FOR VAPOR, AT VARIOUS TEMPERATURES.

In temperate climates, however, and in cold climates, where it is required to keep the heat in the body, a draft of air pass- ing over it tends to cool unduly the particular part over which it passes, and to produce the unpleasant feelings we know as catching cold. Consequently, one of the first requirements is that the velocity of the air in temperate climates should be such as not to be felt. In the institutions on shore, for in- stance, which have adopted mechanical systems of ventilation, it is impossible to tell, without making special tests for the purpose, that any air current is passing.

SPECIAL REQUIREMENTS ON BOARD SHIP.

The requirements of ventilation and heating on board ship are different in a great many cases from those on shore. On shore, even in countries where there are large variations of temperature, as in the United States, Canada, Russia, etc., dif- ferent temperatures are confined to certain parts of the year. Thus, during certain months of the winter, a very low tem- perature rules, while during certain other months of the sum- mer a high temperature may rule. In such countries as the United Kingdom, the variation of temperature is usually very gradual, indeed. On the other hand, a ship trading (say) be- tween Liverpool or New York and the Cape of Good Hope, or between Liverpool or New York and San Francisco, will ex- perience wide differences of temperature in very short periods

of time. Thus, supposing the ship leaves either: Liverpool, New York or Boston in the depth of winter, for San Fran- cisco, the temperature will at first be very low; it will grad- ually increase until in the tropics it will be very high. It will again decrease, and in the neighborhood of Cape Horn may be very low again, gradually increasing once more as she makes her “northing,’ and so on.

Further, there is a very important matter that has to be con- sidered in connection with the ventilation of ships which pass through the tropics, and of others which go to other climates, viz., that of the humidity of the atmosphere. Humidity, as we know, varies considerably, and the variation has a very im- portant bearing upon the effect of a current of air upon the human body. It was mentioned above that in the tropics, for instance, if one is perspiring, a gentle current of air has a cooling effect, by evaporating the perspiration, but this is only on condition that the atmosphere itself is not already saturated with moisture, as it is at certain times of the year,and as it may be quite easily between decks at almost any time. The capacity of the atmosphere for moisture varies with its temperature, according to the curve shown in Fig. 2. It will be noticed that the capacity for moisture goes up very rapidly after a tempera- ture of 40° F. is reached. Thus, at 40° F. its capacity is 3 grains per cubic foot; at 60° F., 6 grains; at 80° F., 11 grains, and at 100° F., 20 grains. Dry air, therefore, at a high tem- perature has a larger capacity for moisture than dry air at a lower temperature.

But the ability of the atmosphere to evaporate moisture from any substance, or body of liquid, depends very largely upon its Own condition of saturation. Thus, if it is already fully saturated with moisture, no evaporation will take place from the body over which it passes, and under certain conditions, deposit of moisture may even take place from the atmosphere onto the body. The question whether moisture shall be evap- orated from any body, or be deposited from the atmosphere on the body, depends upon the tension of the vapor issuing from the body, as opposed to the tension of the vapor present in the atmosphere. The tension of the vapor in the atmosphere de- pends upon its degree .of saturation, while the tension of the vapor issuing from the body depends upon its temperature.

Hence, when the atmosphere is in the condition we know as “muggy,” that is to say, when it is saturated with moisture, as it is in the tropics just before the rainy season, and as it may easily be between decks, and particularly in the stoke hold under certain conditions, even with a ventilating current pass- ing, the cooling effect that should be obtained is not present. On the other hand, with a warm, dry air, used as a ventilating current, and having a large capacity for moisture, as explained above, the evaporation from the body, even with a compara- tively gentle air current, may be so great as to produce a serious cooling effect, though the air itself is comparatively warm. Hence, where a ventilating air current is employed, in temperate or cold climates, it may be necessary to add mois- ture to the air current, in order that the cooling effect, owing to the possible evaporation from the body, may be reduced. It will be understood that while in a hot climate, warm, dried air passing over warm bodies produces a delicious cooling effect; in temperate or cold climates, during the cold season, the same warm dry air may produce an undue cooling effect, a cooling effect that is undesirable, for the same reason, owing to the evaporation of the perspiration. Hence it is necessary in some cases to add moisture to the air current. It is an axiom among heating and ventilating engineers that a moist air current of comparatively low temperature is “warmer” than a dry air current of a higher temperature.

DIFFICULTIES PECULIAR TO SHIP WORK.

One of the difficulties in connection with both heating and ventilating on board ship is the fact that in bad weather the

JANuARY, 1908.

International Marine i; Engineering 9

ship “knocks about.” There may be said to be two distinct problems before the heating and ventilating engineer in ship board work, viz., that presented by the ordinary ship, which behaves like a cork when there is a sea on, and that presented by the modern ship, which keeps a practically even keel. Modern naval architects who have designed warships, and those who have designed ocean liners, have both striven after the same thing, a steady platform under all conditions, but for totally different reasons.

A steady platform is required by the modern warship in order that the guns may be properly fought. In the battle of the Sea of Japan, it is stated that the Russian gunners were very much handicapped by the fact that their ships, being ‘very heavily loaded with coal, and not being designed to keep an even keel, rolled very much in the heavy sea that was on, while the gunners were not practiced in firing with the ship rolling. Even the most practiced gunlayer cannot do so well with a ship rolling as with a ship steady, and hence every effort has been made, and with apparently considerable success, to provide a steady platform. The naval architects who have designed the ocean liners have striven after the same results, and with apparently almost equal success, in order to neutralize the effects of mal-de-mer. With the increased ocean traffic, particularly between the United Kingdom and America, the ship which can carry its passengers, even through a gale of wind, with little danger of sea sickness, commands the largest share of the traffic. ;

Evidently, ventilating and heating problems are very much simpler in these ships than in those which knock about, and the more a ship knocks about, the more difficult are the two problems. One hears tales of ocean tramps, generally of the older type, rolling so badly, if there has been any sea on, that the galley fire could not be lighted, say between Bilbao and Cardiff,and so on. The additional difficulties presented by a roll- ing ship in the problem of ventilation and heating will be dealt with later on, but meanwhile it will easily be understood by anyone who has sailed in a ship which rolls very much that everything is very much strained. In old wooden ships it was quite common to see the ship’s side bend inwards, as that side rolled downwards, the resilience of the timbers assisting to bring her up again. The iron shells of modern ships have not the resilience of the old wooden ships, but they must give to_a certain extent, and every roll and every pitch strains every bolt, duct, etc., and produces eddies in water, air, and so on, that are used for heating and ventilating.

Another difference that arises between ventilating on shore and ventilating on board ship is the air current created by the passage of the ship through the water. On shore the wind thas to be taken into account in designing systems of ventila- tion for buildings, and the wind must also be taken into account in connection with ship ventilation, and in some cases with heating, but the passage of the ship through the water is ‘constant, and by itself it creates a powerful ventilating cur- rent. For instance, the maximum velocity of air in the ordi- nary ventilating air current on shore is 5 feet per second, and many ventilating engineers. prefer even the lower velocity of 3 feet. The tramp steamer, running at from eight to ten knots, produces an air current of from 13 feet to 17 feet per second; at 16 knots, which is a very common speed at the present day, the velocity of the air will be 27 feet per second; while that of the Lusitania is somewhere in the neighborhood of 40 feet per second.

In hot climates, the air current produced by the passage of |

the ship will be very useful, indeed, in cooling the air between decks, etc., but in cold climates, and in particular in those regions in which whaling ships, sealers, etc., have to cruise, the air current is a very serious matter, and must be warmed, as

will be explained, and possibly humidified, before being allowed -

to penetrate between decks.

Te

Ventilation of ships has one important advantage over venti- lation on shore in some cases, notably in some of the large and smoky towns, inasmuch as there is no difficulty whatever in ob- taining absolutely pure air, rich in ozone, the most powerful oxidizing agent available, and there is a complete absence of any necessity for cleansing the air. On shore, in large towns, one of the most important matters in connection with the ventilation of public buildings consists in the purification of the air. Various devices are employed, and in all of them the quantity of dirt,—of black coaly matter such as steamers too often have distributed over their decks when burning bad coal,—that is deposited in the receptacle provided for it, is astonishing.

(To be continued.)

THE CUNARD STEAMSHIP MAURETANIA.

Our description in October of the Lusitania will apply almost equally well to her sister ship. The difference be- tween the two ships from a fundamental point of view is slight, but a number of minor differences, and particularly differences in the decorations, have been made. The present ship was built by Swan, Hunter & Wigham Richardson, Limited, Newcastle-on-Tyne, and has been supplied with propelling machinery by the Wallsend Slipway & Engineer- ing Company, Limited. The general dimensions are as fol- lows:

ILENE OWS? alll, ccoacoocssososo00c 790 feet

Length between perpendiculars. .. 760 feet Breadthwemoldediieeneritracertre 88 feet Depthasnroldediiereerereenrcccenr 60 feet 6 inches GROKS WOME ooococvcconvsa0000 33,200

IWicaia IonGl GEES oooocc0cc000d000

' Corresponding displacement in tons Designed horsepower Contract speed (one round trip

per year) 24.5 knots

It is thus seen that the vessel exceeds the Lusitania in depth by 1% inches, and in gross tonnage by 700. Pro- vision is made for 2,165 passengers and a crew of 938, making a total of 3,103. Of the passengers, 563 first class are carried in 253 staterooms, 35 of which are each for one passenger only; 464 second class passengers are carried in 133 staterooms; while the third class, 1,138 in number, are carried in 278 rooms with from two to eight berths each. The seating accommodation of the various dining saloons are 470 in the first class, 251 in the second class and 520 in the third class.

While externally and internally the Lusitania and the Mau- retania are similar in the main features of their design and arrangement, there are differences in detail that are readily apparent. What most strikes one.on approaching the Mau- retania is the difference in the overhead deck erections. Where the Lusitania has square trunks with hinged covers for the ventilation of the stokeholds, the newer ship has wide- mouthed ordinary cowls, and as they are a good deal higher, they somewhat enhance the appearance of the vessel. Then, again, the promenade deck and also the boat deck above project over the shelter deck by about two feet for nearly three-fourths of the length of the vessel. This, on the two decks on which this arrangement has been carried out, makes a very appreciable addition to the free space for promenading on both sides of the ship.

Internally, while the arrangement of the various apart- ments is almost identical in the two vessels, there is an entire contrast in the architectural treatment. and decoration.

10 International Marine Engineering

JANUARY, 1908.

Speaking broadly, the prevailing aspect of the public rooms in the Lusitania is one of lightness and brightness, the out- come of a liberal use of light-colored enamels and gilt. In the Mauretania, on the other hand, costly woods in their natural colors are relied upon for decorative effect, producing what might be described as an impression of handsomeness and substantiality. Both schemes of decoration are success- ful in their own way, and preference for the one or the other

will differ according to the taste or temperament of the in-

dividual. The dining saloon and upper saloon in the Mau- vetania are in oak in the Francis I. style, beautifully carved. In the main entrance hall and staircase the design is Italian renaissance, carried out in French walnut, and the same style in the same wood, with the addition of satinwood inlay, is used with fine effect in the smoking room. The library is done in sycamore of a beautiful grey shade, and is furnished in Louis XVI. style, and the same style is carried out in the lounge and music room in mahogany, with large tapestry panels flanked by duplicate pillars of grained marble. The staterooms and regal suites of rooms are variously treated in Adams, Georgian and Sheraton styles.

Equal taste, and not much less expenditure, have been be-

stowed on the second class accommodation, in which the dining saloon is in oak after the Georgian period, the draw- ing room in maple, in a modified Louis XVI.- style, the smoking room in mahogany, and the lounge and entrance hall in polished teak. A new feature in the second class accommodation is a large deck shelter, which must add greatly to the comfort of the passengers in cold or stormy weather. In their degree, the third class passengers have

peeeacsces eee

THE WRITING ROOM.

THE SMOKING ROOM.

also been liberally dealt with, both in their dining saloon and sleeping quarters, the latter being exceptionally large and airy, while the former is nicely finished in polished ash.

THE MACHINERY.

The ship is propelled by steam turbines of the Parsons type, some of the illustrations of which, before being fitted to the vessel, will be found in our issue of November, 1906. The total heating surface of the twenty-five boilers (twenty- three double-ended and two single-ended cylindrical) is 159,- 000 square feet (3.65 acres) ; the grate surface is 4,060 square feet, and the boilers are fitted for Howden’s forced draft. The boilers have shells of high tensile steel, and discharge the products of combustion into four elliptical funnels with outer

JANUARY, 1908:

International Marine Engineering II

casings measuring 26 feet fore and aft and 19 feet athwartships. The.192 furnaces are of the Morison suspension type, built by the Leeds Forge Company. Each furnace has a separate com- bustion chamber.

The turbine rotor wheels, which are usually two in number, one at each end of the drum, are supplemented in this case by two inner wheels to stiffen the drum in its great length. The line shafting has a diameter of 22 inches, but in the bearings

& ‘

THE MAURETANIA AT FULL SPEED AT SEA,

it is increased to 36 and 52 inches, a conical section being interposed. The bearings are about 5 feet in length. The propellers have a pitch of about 16 feet, and operate at a slip of about 15 percent.

The disks and gudgeons, as well as the shafts and drums of the turbines, were made of Whitworth fluid pressed steel, all stiffeners being solid and integral with the drums, with the idea of getting maximum strength and rigidity with mini- mum weight, and also to avoid distortion or straining in heating up or cooling down. The high-pressure drums are 96 inches in diameter, and the rotors, including bearings, are 45 feet 8 inches long. The blades, in eight stages, vary

SHOWING THE

from 2% to 12 inches in length. The low-pressure drums are 140 inches in diameter and 48 feet 2 inches long, with eight stages of blades, varying from 8 to 22 inches in length. The astern turbine drums are 104 inches in diameter and 30 feet 1 inch long, with blades from 2 to 8 inches, in eight stages.

In the rotors and lower half casings the usual method of

fitting blades has been followed. This consists in first fitting

ARRANGEMENT OF VENTILATORS AND FUNNELS.

a fixed stop piece, which sets the correct blade angle. This is held in position in the rotor groove by means of a steel wedge. The first blade and packing piece are then inserted, and, after a number are in position, the set is tapped up with a hammer and tool and afterwards calked. The blades are held together and stiffened by wire binding, the brass wire being fitted into a small saw cut near the upper end of each blade, and passing on to the successive blades in turn. This forms a brass ring extending around the circle of blades near their upper end. In longer blades two such rings are employed, and in the 22-inch blades of the low-pressure tur- bines are three sets of wires. A fine copper wire is lashed

12 International Marine Engineering

around each blade and its brass binding wire, to hold every- thing solidly in place, and the entire connection brazed over by means of silver solder.

The turbine blading in the upper half of the casings is on the Willans & Robinson system. “The blade roots are fitted into two solid half rings, which are accurately divided off by machine cuts, and thus give uniform adjustment to the blade pitches and angles throughout. At the outer ends or tips the blades fit, by means of a tang, into a channel-shaped brass ring or shroud. The blading is completed independently in two or more sections before being fitted into the casing. The channel-shaped shroud can be adjusted to reduce the tip clearance and, should fouling occur, the channel ring would wear away and give its own clearance, or would perhaps bend

January, 1908.

spare anchor was torn loose, and it is estimated that the total loss in time occasioned by this and the storm aggre- gated seventeen hours. As it was, however, the distance of 2,780 nautical miles between Daunt’s Rock and Sandy Hook lightship was covered in 5 days 5 hours and io minutes, at an average of 22.21 knots. On one single day, however, the ship covered 624 nautical miles, which makes the day’s run at the rate of 24.99 knots. This is six miles more than was. covered by the Lusitamia in her highest day’s run, a few weeks previous, and makes a new record. During this run the Mauretania’s revolutions averaged 172 per minute, and did not exceed 180. On her trial trip, however, the revolu- tions reached as much as 194 per minute, the average speed for more than 1,200 miles having been a little more than

BLADE PACKING PIECE

A FULL-SIZED DETAIL OF ONE OF THE LOW-PRESSURE

over, thus protecting the blades and eliminating the danger of biade stripping. It will be noted that in this system no separate packing pieces are required, and that the brass wire binding and upper wire lacing are required only in the case of the very long blades near the low-pressure end of the low- pressure turbines.”’*

The numerous pumps and other steam auxiliaries include a large number by G. & J. Weir, Limited, Cathgart, Glasgow. Others are by W. H. Allen, Son & Company, Limited, Bed- ford; J. H. Carruthers & Company, Limited, Glasgow; Clarke, Chapman & Company, Limited, Gateshead-on-Tyne, and Brown Brothers, Newcastle. In addition, there are pumps by the Liverpool Engineering Company in connec- tion with the refrigerating plant, and pumps by J. Stone & Company, Deptford, London, for the Stone-Lloyd system of watertight bulkhead doors. Heating and ventilating is on the thermo tank system, by the Thermo Tank Ventilating Company, of Glasgow. Electric lighting is provided by four turbo-generators, each of 375 kilowatts, supplied by C. A. Parsons & Company, Limited, Heaton-on-Tyne.

The stern frame and bracket casting for the two inner pro- pellers is a mammoth piece of work by the Darlington Forge Company, Limited, the weight being 104 tons. The strut frames for the outer propellers weigh together 48 tons, while the rudder, with an area of 420 square feet, weighs 63% tons. The stem bar and stem foot piece are respectively an ingot steel forging weighing 814 tons, and a cast steel mem- ber of 1% tons.

There are twelve transverse bulkheads, and intermediate.

wing bulkheads are fitted in the side bunkers, dividing them into spaces about 4o feet long. Including the double bot- tom, there are altogether 175 watertight compartments. For a distance of nearly 350 feet alongside the boilers, the ship has a complete inner and outer skin, not only on the bottom, but also on the sides, being in this respect similar to warship construction.

The maiden trip (Nov. 16 to 22) of this ship was unfor- tunate by reason of tremendous seas due to a heavy gale. A

* J. W. Sothern: The Marine Steam Turbine.

Binks

BLADES IN THE MAURETANIA, WITH SECTION OF PACKING PIECE.*

CHANNEL RING—» SHROUD = CALKING TAPERED RINGS PACKING SECTION RING

VLLLLLLLLLLL)

WILLANS & ROBINSON BLADING OF STEAM TURBINES.

twenty-six knots. During a portion of this time the speed was 26.75 knots, and one run of 300 miles is stated to have shown no less than 27.36 knots, by far the highest speed ever shown by any vessel over 300 feet in length.

Of 307 steamers arriving at the port of New York from other lands during the month of November, only 37 were American. No less than 114 flew the British flag, 58 were Ger- man, 28 were Norwegian, 15 were French, 11 were Italian, and 10 were Dutch. Coastwise traffic accounted for an additional 208 steamers, all being American, and for 341 sailing vessels, of which 6 were barks and 335 schooners. The sailing vessels. from foreign lands numbered only 69, of which 56 were schooners (38 British and 18 American). The total arrivals at the port numbered 925, or an average of 31 per day; of this number, 515, or 17 per day, were steamers, and 410, or 14 per day, were propelled by sails. The large use of sails in coast- wise work is shown by the fact that 62 percent of the arrivals were sailing vessels, as compared with only 18 percent in the foreign trade.

JANUARY, 1908.

International Marine Engineering 13

FIFTEENTH ANNUAL MEETING OF THE SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS.

This convention took place in the Engineering Societies Building in New York on Thursday and Friday, Nov. 21 and 22, 1907. The first session was called to order by the presi- dent, Rear Admiral Francis T. Bowles, president of the Fore River Shipbuilding Company. The secretary-treasurer, in his report on the condition of the society at the close of the fiscal year, Oct. 31, 1907, showed a total membership of 8o1, as compared with 857 at the end of the previous year. By the admission of twenty-seven new members the present figure becomes 828. From the financial point of view, the society is in a flourishing condition, receipts during the year having aggregated $10,912 (£2,242). The total disbursements amounted to $10,663 (£2,191); included in these disburse- ments the sum of $5,505 (£1,131) accounted for the publica- tion of Volume XIV of the Proceedings. The present re- sources of the society, after writing off doubtful accounts, aggregates $26,694 (£5,485) with no liabilities against it. This shows an increase during the year of $1,799 (£370).

The following elections of new members took place:

Members (15).—Carlton B. Allen, New Rochelle, N. Y.; Ernest H. B. Anderson, New York; J. I. Chaffee, New York; Ole G, Halvorsen, Camden, N. J.; Peter Cooper Hewitt, New York; Robert Hunter Laverie, Mariner Harbor, N. Y.; George M. Magruder, San Francisco, Cal.; Lewis B. McBride, Navy Yard, New York; Yoshihiko Mizutani, Kure, Japan; Charles A. Parsons, Wallsend-on-Tyne; Robert S. Riley, Providence, R. I.; James M. Smith, Collingwood, Canada; Robert J. Walker, Wallsend-on-Tyne; Axel Welin, London; Louis Williams, Superior, Wis.

Promotion to Member (6).—Harold Lee, Seattle, Wash.; Harold W. Patterson, New York; James G. Purdy, New York; John A. Spilman, Bath, Me.; Henry R. Sutphen, Bayonne, N. J.; Allen D. Woods, Jersey City, N. J.

Associates (4).—Bentley Gardiner, New York; Holden C. Richardson, Newport News, Va.; Clayton M. Simmers, Puget Sound, Wash.; Henry A. Wise Wood, New York.

Juniors (8).—Frank E. Bagger, Brooklyn, N. Y.; John C. Burkhard, Ithaca, N. Y.; Constantine D. Callahan, San Pedro, Cal.; Fayette A. Cook, Ithaca, N. Y.; Wayne T. -Dimm, Newport News, Va.; Dayton E. Herrick, Newburg, N. Y.; Harry A. F. Lynx, New York; Fritz A. Postel, Ithaca, ING WG

In connection with the death during the year of Mr. Charles H. Haswell, one of the two honorary members of the society, the president appointed a committee, consisting of Messrs. Stevenson Taylor, Lewis Nixon, W. M. McFar- land, Col. E. A. Stevens and Captain W. J. Baxter, to draw up suitable memorial resolutions. The other honorary mem- ber, Sir William White, K. C. B., was represented by a letter to the society, in which he regretted his inability to be present. The exercises terminated in the annual banquet at Delmonico’s, on the evening of Nov. 22.

PAPERS READ THURSDAY MORNING.

No 1.—An Experimental Investigation of Stream Lines Around Ships’ Models.

BY D. W. TAYLOR, NAVAL CONSTRUCTOR, U. S. N.

(This paper will be found at page 20.)

DISCUSSION.

William Hovgaard.—In connection with the stream lines it would seem that the location of the bilge keel might be largely dependent upon the flow of water around the sides and bottom of the vessel. In a torpedo boat some years ago we had difficulty in placing these keels, because of the

greatly increased resistance. They were placed on a diag- onal of the ship, and were located first amidships and then pretty well forward. In the latter position, it was found that they decreased the speed of the ship from 22.5 to 21 knots. It would appear from the present paper that they must have been across the line of flow of water.

H. C. Sadler.—It is interesting to note the rapidity with which a particle from near the surface of the water reaches the bottom of the’ship, this being in the case of the cruisers at from 25 to 30 percent of the length, and in the slower and fuller vessels at 12 to 18 percent.. Astern, in the shallow types of vessel, the flow is seen to be nearly horizontal, while the deeper types have here a diagonal flow.

A. A. Packard.—It would be interesting to know how the increased length of stream lines increases the resistance and the theoretical coefficient of friction. The efficiency of the propeller must also be affected by the direction of these lines, because the water is not flowing to the propeller in the direction of propulsion. In small fast boats it seems now to be the practice to fit a center keel instead of bilge keels. This makes very slight addition to the resistance, and is quite effective in overcoming rolling.

Frank B. King.—In connecting with the bilge keels, it would be interesting to know something about the direction of flow of water particles at a distance of two or three feet from the side of the ship.

D.W. Taylor.—tit will be noted that the water flowing along the bilge of the ship is not in contact with any part of the ship near the bow. All the bow particles seem to seek the © bottom of the vessel, and that touching the bilges comes from outside. Experience in the navy has shown that the re- sistance of a bilge keel is about equal to that theoretically due to its wetted surface, or even in some instances less. These bilge keels are in a plane which intersects the central vertical plane of the ship somewhere above the load water plane. As to the determination of the stream lines at some little distance from the ship, this was tested at the stern by means of a silk mesh coated with sesqui-chloride of iron, the result showing that the lines formed around the hull were carried some little distance out in about the same form.

Regarding the efficiency of the propeller in stream lines making such an angle with the direction of motion, it may be said that a slip angle of 10 degrees is quite unusual in the propeller itself, and that as a result inclinations of lines of 15 degrees would give a negative slip for some part of the revolution, and a very excessive slip for the rest. In such a case a horizontal shaft would give virtual inclination be- tween the propeller axis and the lines of flow, due to the fact that the water is rising aft.

No. 2.—Some Experiments on the Effect of Longitudinal Distribution of Displacementfupon Resistance.

BY PROFESSOR HERBERT C. SADLER.

ABSTRACT.

The object of the investigation was to determine the effect of distribution of displacement only. With this end in view, the length, breadth, drafts, coefficients of form, and hence displacement, were kept constant throughout the series. A set of lines representing one of the existing transatlantic in- termediate type was taken as a basis or mean form. In general, the two extreme forms represent: First, a vessel with 4o percent parallel middle body, and hence rather fine ends; and second, a vessel with no middle body and rather fuller ends;the midship section being the same for all types. It may be remarked that none of the forms is particularly ex- treme or beyond the pale of practicability.

Although it is not safe to draw general conclusions, the re- sults of the above experiments for this particular form may

4 International Marine Engineering

JANUARY, 1908.

be summarized briefly as follows: With a given set of di- mensions, length, breadth, draft and with a given displace- ment, it is advantageous, so far as the forebody is con- cerned, to use a comparatively long middle body and fine bow. In the after body, however, better results seem to be obtained by adopting a form with a more gradual diminu- tion of area from the midship section aft. The action of the propeller should not be lost sight of in the design of the after body, but, in the series under discussion, it will be noticed that the form of the after body and shape of the waterlines give a fairly easy form, even in the case of the fullest shape. DISCUSSION.

A. A. Packard—tThe results of this paper show that we can readily vary the relation in fineness between bow and stern, with the dual result of providing easier propulsion and a cheaper form to build.

D. W. Taylor.—In the work at the model basin in Washing- ton we first made elaborate preparations for recording the contours of waves upon the models tested. In all our ex- periments, however, we have found that we could draw very little information from the wave forms, and hence we have practically discarded the idea. The curve of resistance is all that we can use in analysis. For instance, in com- paring the waves shown in this paper for various forms of bow and stern, it would seem that the wave for a fine bow and full stern, as well as for fine bow and fine stern, should give much higher resistance than that for full bow and full stern. As a matter of fact, however, the result is quite the reverse, and in some cases the resistance figures up for the full form, showing the least wave, more than double what it does for the others.

H. C. Sadler—Our object in measuring waves was to make some comparison between the positions of crests and the wavy form of the resistance curve. With regard to the form of model, it was found that fining away the ends gave much better results than a longer and more gradual running out of the lines.

No. 3.—Further Tactical Considerations Involved in Warship Design. BY COMMANDER A. P. NIBLACK, U. S. NAVY. ABSTRACT.

To properly handie a fleet in the approach to the attack and in action there is certain information which it is important to easily and quickly ascertain, and certain orders or infor- mation which must be transmitted to the other ships or to other persons in each individual ship. These may be con- sidered under three heads: (1) Interior communication; (2) Exterior communication (signaling); and (3) Tactics.

The proper point of view for the average line officer should be to make the most of the ships as they are. There is too little battle practice, as if im battle, to enable anyone to pro- nounce our present arrangements defective, except in minor details. Gunnery is the best test of ordnance. Battle tac- tics is the best test of the battle qualities of our fleet. There is to-day in our navy a tendency to formulate tactics rigidly on the basis of rectangular movements. At the risk of being heretical, after so many years of being very orthodox, the writer is inclined to believe that, in “sparring for position” in the approach to the attack, oblique movements have a possible use, rare it is true, but sufficient to justify a recogni- tion of their not being altogether anathema.

DISCUSSION.

William Hovgaard.—Ilt seems almost an axiom that no one of importance in a battleship engagement should be outside of the armor protection. In the battle of the Sea of Japan the flagship Swvoroff was put out of action almost entirely by

s

shell fire. These shells were very sensitive and carried heavy charges. They were readily exploded by contact with even the slightest sort of resistance, and gave rise to a perfect hail- storm of splinters, besides the effects of blast and the genera- tion of such heat as to set fire to anything inflammable in the vicinity. It seems to me that the conning tower of the future will have to be two stories high, with the ship controlled from one story and the guns from the other. It will be larger and much heavier than at present, and will have radial shields for minimizing danger from splinters.

Lewis Nixon—The position of the officer in command will probably be directed by the exigencies of the moment. Non- magnetic armor will have to be provided, in order that the compass may be placed within its protection.

The present boiler and line of piping under heavy pressure must go. The operation wears out the men and presents very serious problems, in addition to the danger. The use of crude oil as a fuel saves the men, but does not solve the other problems. We must do away with cumbersome uptakes and funnels, and with all necessity for such excessive ventilation as is now required to keep the temperatures below at a livable figure. The internal combustion engine, coupled in the case of larger vessels with the gas producer, is a splendid solution, and is one which is already at hand. The heat of the exhaust can be put to many uses, notable among which might be mentioned the distilling of sea water for the use of the crew. It is understood that steam turbines have not solved the problem of reducing weights, but that in many cases they are actually heavier than the engines they have displaced.

P. Hagstrom.—Battleship and cruiser turbines have turned out to be lighter than their corresponding reciprocating en- gines. With destroyers there is not much saving. When cruising turbines are fitted, there is required a considerably greater length than with reciprocating engines, but not so much height.

F. T. Bowles.—In spite of what is said against the turbine, it must be remarked as a matter of common knowledge that the turbine has done and is to-day doing what no other en- gine ever built has ever done.

A. P. Niblack—Steering gear, as at present fitted to the American navy, is probably as good as any in the world. At the same time there are frequent cases where a ship has to drop out of station for repairs to the gear, lasting often not longer than ten minutes. The great disadvantage in the use of screws turning inboard is that they make the vessel steer badly. Range finders, as at present fitted, jar out of posi- tion under the shock of firing heavy guns. Even under such conditions, however, they remain good for attaining relative results; that is, for determining the relation between the range at one moment and that at some subsequent moment.

PAPERS READ THURSDAY AFTERNOON.

No. 4.—Submarines of Battleship Speed. BY MASON S. CHACE, i

ABSTRACT.

Existing types of submarines used in conjunction with mines tend to limit the rdle of the battleship in wars of the future to fighting on the high seas. If submarines are to fight battleships at sea and to threaten their existence, they must be of a type which possesses a surface speed at least equal to that of the battleship, combined with sufficient en- durance to enable them to get within striking distance. Without such speed they will not be able to so place them- selves as to utilize their ability to fight as submarines.

The military value of a fighting ship comprises many factors offensive and defensive, including speed and en- durance. Different percentages of the total displacement are

JANuARY, 1908.

assigned to each of these dependent factors in different classes of ships, variations in the distribution of the displace- ment differentiating one class of ship from another class. Within the limits of any one class these variations in weight distribution, from ship to ship, are comparatively small, but there still remain numberless possible combinations or com- promises which can be made. The rule of compromise ap- plies to large ships as well as to small ones, although often less apparently in the case of the former than in that of the latter.

When submarines of small displacement are propor- tioned for high surface speeds, they can attain these speeds and also have sufficient battery power to do effectual sub- merged work. They must of necessity be vessels of limited endurance. A harbor or coast-defense submarine can do much work in the way of catching an enemy if it has a sur- face speed of 12 to 15 knots, of which the vessel making only 10 knots is incapable. If high surface speeds, combined with great endurance, are desired for effective off-shore work, larger displacements are necessary. In such vessels it may be found advisable to fit triple screws, the central screw to be utilized for electric propulsion, and when cruising at an economical speed, driven by a small auxiliary engine; the auxiliary engine could also be used for charging the storage battery.

DISCUSSION.

William Hovgaard.—tIn a large boat it will be necessary to limit the depth of submergence of submarines on account of the prohibitive requirements for strength at great depths.

W. D. Taylor.—Battleships have no antidote against the -submarine. All they can do is to run out of the way. The submarine is amply armored by the water in which she is immersed, and is practically immune from attack. In ex- periments on the resistance of submarines, certain models have shown critical speeds, on reaching which they would dive at once. This is supposed to have been the phenomenon which caused the loss of a French submarine some months ago. It should be noted, however, that these critical speeds

are high, being about 1.3 V length. This is seen by the curves to be well beyond the final hollow in the resistance curve, and hence need not be apprehended for vessels of the usual design and construction.

M. S. Chace.—It has been suggested to give the elliptical section of the hull forward a vertical major axis, while that aft could have a horizontal major axis. This would be par- ticularly applicable in case three screws were fitted. What the submarine needs in the way of speed is greatly increased speed on the surface of the water. The speed submerged is a matter of comparatively minor consideration, as is also the submerged radius of action. Surface speed, however, is absolutely required, in order that the submarine may get within striking distance of its enemy.

No. 5.—Motor Boats for Naval Service. BY NAVAL CONSTRUCTOR L. S. ADAMS, U. S. N.

ABSTRACT.

Although this paper applies, primarly, to the introduction of motor boats into the naval service, and to gasoline engines of the lower powers, such as those in successful operation at the present time, a proposed gasoline (petrol) installation of much greater power will be of interest. The Standard Motor Construction Company has recently made a proposition to fur- nish a double-acting gasoline engine of 1,200 horsepower, con- sisting of two units of 600 horsepower each, coupled together, to be installed in the torpedo boat Mackenzie. This machinery will weigh about 10 tons less than the present steam equipment of 850 indicated horsepower, and there will be a further saving of about 6 tons in the weight of fuel. The present machinery

International Marine Engineering 15

weighs 29 tons, so that it is at once apparent what a propor- tionally large saving in weight will result from the substi- tution of the gasoline equipment. This fact alone makes the proposition worthy of the most serious consideration, not so much for any improvement that will result to the Mackenzie, as for the experience that will be gained from such an installa- tion in connection with future designs, where the possibilities for improvement in the boat as a whole are greater.

On the other hand, it is believed to be an open question whether a gasoline installation of this magnitude can be made sufficiently safe. The danger of destruction of the boat from explosion or fire from an enemy’s shell is great, and may be considered by some sufficient to render the installation inad- visable. In order to overcome this as far as practicable, the gasoline tanks should be located low in the boat, and pro- tected by light armor, and the gasoline piping also should be carefully protected from possible damage from shell fire.

DISCUSSION,

R. C. Monteagle——Gasoline is dangerous, in spite of claims to the contrary. It may be ignited in the mouth of a can, and a blue flame will be the result. If there is no air in the can there will be no explosion, but under certain densities of vapor and certain relations between air and vapor an explosion would be sure to occur. A great danger is that from leaky joints. About the only way to obviate this would be by the use of double copper tanks and double copper pipes, both fitted with a minimum of joints.

J. F. Craig—There would be no objection to carrying gaso- line on deck in steel tanks. It would, however, be out of the question in general to put it below, largely on account of the insurance risks. The gasoline engine, as usually built, is single-acting, and is a very hardy piece of mechanism, the only parts which are delicate being the carbureter and the igniter.

No. 6.—High=Speed Motor Boats for Pleasure Use. BY HENRY R. SUTPHEN.

ABSTRACT.

Several manufacturers are now prepared to deliver from stock, or upon short notice, 18 and 25-mile motor boats equipped with gasoline (petrol) marine engines for pleasure use. The first fast boats produced were designed particularly for racing, and developed speeds of from 24 to 27 statute miles per hour, the hulls being of light construction and the engines of minimum weight. From the experience in building the racing launch, the high-speed pleasure boat has been developed, which fills the demand that has long existed for a safe, sea- worthy boat that could cover distances over the water in the shortest possible time.

While the principal development of the high-speed launches has been in the open type of boat, attention has lately been given to the cabin launch, affording still further protection, comforts and carrying capacity, combined with high speed. In a 40-foot by 8-foot beam cabin launch of unique design, the motor is placed forward, protected with hinging hood; con- trolling levers and steering wheel being located in the engine cockpit. The boat is handled and the engine controlled by one man. An open space covered by the cabin roof adjoins the engine compartment, separated by a glass wind shield; with a commodious cabin amidships, inclosed by plate glass windows, with buffet and toilet compartments. The scantlings and de- tails of construction are light, but found to be substantial. The boat is equipped with a 6-cylinder, 75-horsepower engine, with which power a speed of 18.85 statute miles an hour has been obtained.

The possibilities of further development of the high-speed motor boat for pleasure use are limited only in details of hull

16 International Marine Engineering

and engine construction, the aim being to design and build boats that best conform to the high-speed gasoline marine engine, which has made possible this new type of power boat.

No. 7.—Some Observations on Motor=Propelled Vessels, and Notes on the Bermuda Race.

BY WILLIAM B. STEARNS.

ABSTRACT.

There are several details wherein the general treatment of the design of motor-propelled vessels must differ from that for steamers. The reason for this is that, except in vessels

. designed for weight carrying, or for craft of very high speed, the designer of the motor vessel is troubled to know how to get rid of the excessive buoyancy, quickness of motion and general liveliness which result from the lightness of the pro- pelling machinery and fuel. On a given length a fairly liberal beam is usually necessary to provide the accommodations required by most owners. Sufficient displacement is obtained with a very shoal body, and unless the weights are distributed in such a way as to offset it, there is a strong probability that the vessel will be very uncomfortable on account of quick rolling. This can be reduced, to a certain extent, by keeping down the area of the load-water plane, and placing some of the weight fairly high.

In the Bermuda race we had practically no opportunity to try the boats against a head sea. Both during the race and on the return trip all the strong breezes experienced came from abaft the beam; but on several other occasions I have been in craft of this sort in comparatively rough water, and have found them astonishingly good sea boats. If anything, the tendency is to recover too quickly after plunging into a sea. This is due, of course, to the extremely high proportion of reserve buoyancy to displacement, and results in one fault— a tendency to pound. On account of this it is not always an objection to put a certain amount of weight near the ends, on the same principle that I advocate spreading weights trans- versely. Also, I believe that the lines both forward and aft, but especially forward, of a light displacement motor-driven vessel, should be kept considerably finer than would be found necessary on a steamer of the same size. A comparatively minor matter, to cite another point of difference, is the rudder. I believe a motor vessel will generally require a larger rudder than a steamer. We found on the Jdaho that it was difficult to meet her with sufficient quickness to avoid considerable deviation from the course when running before a sea, even with a rather large rudder area for her size.

It does not require a prophet to foresee that in the very near future owners of motor yachts will rebel at the cost of gasoline (petrol). Even now its expense is prohibitive for commercial use in high powers, and the building of gasoline yachts has undoubtedly been restricted by its cost. A's alterna- tives we have kerosene and producer gas, made either from coal or heavy oils. There seems to be no difficulty in the operation of certain types of motors by kerosene, but in some instances of which I have known there have been decided drawbacks to its use. At the same time the reduction in expense, although amounting to nearly 50 percent as compared with gasoline, does not bring the operating cost as low as that of a good steam plant for a moderate sized vessel. Of the use

of crude oils and distillates we have not had much experience_

in this part of the country, but on the Pacific coast, vessels of 150 feet and over, which are driven by engines using crude oil, are not uncommon. On the whole, the use of producer gas from coal seems to promise the best results, both for yachts and commercial vessels, although when expense is not an object gasoline will continue to be used. This will undoubtedly be the case with a great many small launches, all speed launches, submarines and‘vessels such as torpedo craft, which

JANuARY, 1908.

may be driven by motors in the future. For yachts, the up- draft producer with hard coal will probably be employed, but the type to be used is at present a matter which concerns the engineer rather than the architect. There seems to be no reason why gas producers, substantially like those in operation on Jand, cannot be used successfully on ships, and in com-

_ bination with an efficient motor they offer very great advan-

tages over steam plants. With a good producer a thermal efficiency of 87 percent can be reached, and I understand that it is perfectly safe to count on 75 percent under ordinary ser- vice conditions of operation. The fuel consumption can be figured safely as half that of steam.

DISCUSSION.

A.C. Smith—The BM dimension of the Idaho, as originally fitted, was 7 feet; that of the Ailsa Craig only 3 feet. The GM of the Idaho was reduced by careful attention to the stowage of weights, the gasoline and other weights being stowed well forward and well aft. The weights in the Craig were largely amidships. The ideal type would seem to be some sort of a compromise between these two boats.

F. L. Du Bosque—tThe producer, as applied on shipboard, requires considerable space and weight, and gives off dan- gerous gases—gases which are poisonous for respiration.

E. A. Stevens.—It would appear that the only way to dis- place gasoline is by the development of some cheaper or better fuel as a substitute.

PAPERS READ FRIDAY MORNING.

No. 8. Two New Revenue Cutters for Special Purposes. BYaiComAs M’ALLISTER, ENGINEER-IN-CHIEF, U. S. R. C. S.

ABSTRACT.

Those familiar with conditions existing on the Pacific coast, with especial reference to the Northwestern part of the United States proper, are aware of the extreme hazards of wind, currents and fog encountered by navigators in that locality. The entrance to Puget Sound through the Straits of Juan de Fuca is particularly dangerous, as throughout at least half the year fogs and haze prevail, and at all times erratic currents exist which are but little understood, even by men who navi- gate these waters constantly. Deep-water soundings may be obtained close inshore, so that not much dependence can be placed on the lead and line when vessels are headed in the straits. In the past half century nearly seven hundred lives have been lost in the immediate vicinity, to say nothing of millions in property. Numerous palliative schemes have been suggested, among them being international life-saving stations along the Vancouver coast. This, however, proved inad- visable, and, finally, after mature consideration, it was recom- mended that “a first-class ocean-going life-saving steamer or tug, officered and manned by the most skillful life-saving crew available, should be stationed at Neah Bay (which is within 5 miles of Cape Flattery and the entrance to the straits, and is. the only available harbor in that vicinity), to be equipped with the best possible appliances of surf boats and lifeboats and with a wireless telegraph apparatus.”

It is believed that the design of the life-saving vessel con- templates the furnishing of every known device of any prac- tical value which can be of service in saving life at sea. Sum- marized, the special equipments of this vessel are as follows: Two self-bailing and self-righting lifeboats; life raft; line- throwing gun; breeches-buoy apparatus; complete equipment of life buoys and life preservers; wireless telegraphy; Ardois system for night signaling; additional searchlight; wrecking apparatus for pumping out vessels, and fire extinguishing apparatus.

Floating wrecks, or derelicts, as they are commonly termed, drifting aimlessly in the paths of ocean-going vessels, have beer

JANUARY, 1908.

a constant menace to searfaring men for years past. To the men on the bridge of a fast trans-Atlantic passenger steamer, the thought that at any moment they may crash into a half- submerged wreck and cause the loss of their vessel is any- thing but comforting. Other ships in their path at night are discernible by lights, or can be located by signals in fogs; even icebergs make their presence known by lowering tem- peratures, but the specter-like derelict gives no indications of its whereabouts. The danger of collision with these floating obstructions is known to all who travel by sea, yet until this time no systematic effort has ever been made to rid the ocean of these menaces to navigation.

The United States government, always foremost in any movement to promote the interests of humanity, has finally decided to be the pioneer in what is hoped will be an inter- national system for removal of derelicts from the most fre- quented paths of ocean travel. To that end Congress recently passed a bill, appropriating $250,000 (£51,200), for the con- struction of a vessel to be used exclusively for derelict de- stroying.

DISCUSSION,

R. S. Riley—The derelict destroyer ought to have towing machines if it is going to succeed in getting lumber-laden derelicts into a position where they can be broken up without danger of leaving floating wreckage in the paths of ships.

Spencer Miller—A breeches buoy is a very good contri- vance, and, although the passenger is almost certain to get very wet, and is sometimes brought ashore half drowned, or otherwise suffering from exposure, it is not on record that any life has ever yet been lost in this way, once the journey from the ship was started. In the United States alone, in 1906, no less than 189 passengers were carried ashore in this way. In the case of the Berlin, last February, it was at- tempted to rig up this device from a ship which proceeded out- side the wreck. The sea was so high, however, that the lines snapped, and the device could not be operated at all. The present device for the life-saving vessel described consists of a common coast breeches buoy, with the addition of an automatic reel in the engine room. This reel will take in and pay out the rope as fast as the varying tension on the line calls for it.

No. 9.—Test on the Steamship Governor Cobb. BY PROF. W. S. LELAND AND H. A. EVERETT. (This paper will be found at page 21.) DISCUSSION.

Andrew Fletcher—The test was manifestly unfair, because apparently of inadequate and incomplete preparations. The curve of speed on revolutions per minute shows that the pro- peller lost efficiency just above 17 knots, which is at variance with the facts. In our tests of this ship she was run up to 19 knots without such loss of efficiency. On her run from New York to Boston with a green crew, she averaged for 14 hours 35 minutes a speed of 18.12 knots, and 459.3 revolutions per minute. In the present test the boiler pressure was only 128 pounds, in place of 150 pounds, designed, which must have had a marked effect on the economy. The figures again show an evaporation in the boiler of 10.65 pounds of water for each pound of coal. This must have been very remarkable coal.

D. W. Taylor—tThe conditions must have been totally un- suited for speed, or else the log at high speeds was unreliable. The curve shows an increase of 2%4 knots for an increase of 50 revolutions from 300 to 350, while the increase of 50 revo- lutions from 425 to 475 shows an increase of only % knot.

F. M. Wheeler—It would appear that the extra vacuum used coal, and that the blower also used coal. These would have their effect upon the consumption per horsepower of

International Marine Engineering 17

the engines. Some years ago in the cruiser New York a test was made to determine the additional power required in the air pump for an addition of 1 inch to the vacuum, and at a figure like this the addition was very great.

No. 10.—Appliances for Manipulating Lifeboats on

Sea=Going Vessels. BY AXEL WELIN,

ABSTRACT.

The principal requirements of an ideal system of davits, such as they present themselves to me after several years of keen and careful study are: (1) The boat must, in all cir- cumstances, and in every position, be under efficient control. (2) A moderate list of the ship must not prevent or appre- ciably retard the manipulation of the boat. (3) The mech- anism should be of the simplest possible nature, and always “eet-at-able.” (4) The manner of manipulating the davits must be such as to preclude any necessity for expert train- ing, and all possibility of confusion in cases of accident. (5) Cost, weight, and deck space occupied are all matters which must be taken into account, even if they do not come within the scope of the subject, when treated from a strict “life- saving” point of view.

Shipbuilders do not, as a rule, welcome deviations from orthodox designs; that deviations must ultimately come, I am nevertheless more than ever confident. At a time when scarcely a month passes without witnessing the birth of some new leviathan, each exceeding its forerunner in speed and passenger-bearing capacity, the compelling necessity for such vessels to be fully equipped with life-saving appliances of the highest order is a fact which cannot fail to thrust itself with an added force and conviction upon the observation of the most callous.

DISCUSSION.

Lewis Nixon—When such improvements as the present come up for attention, they will be fitted whenever demanded by the owners. It is not usual, however, for the shipbuilder to go to this expense unless required.

Roland Allwork—These davits simply put the boats over the side, but provide no special means for lowering them into the water. It would seem that this addition would make them much more valuable.

Frank E. Kirby.—This device has a large advantage over the usual davits in that it requires only one set of falls, that for lowering the boat. The usual device has an additional set for operating the davit. The proposition to store the boats on decks much nearer the water must commend itself to shipbuilders.

Axel Welin—tThe pitch angle on the thread by which the davit is run out is just a little below the angle of repose. As a result, the boat will not run out by its own weight, unless it is operated by means of the crank. Lowering of the boat may be accomplished safely by means of brakes or winches, but in the present installations it has been desired to keep the mechanism as simple as possible. A winch, however, may be fitted if desired.

PAPERS READ FRIDAY AFTERNOON.

No. 11.—The Transportation of Refrigerated Meat

to Panama. BY ROLAND ALLWORK. ABSTRACT. This paper gives a description of what has been done in the way of transportation of refrigerated meats to Panama, for the use of the thousands of men located on the Isthmus

and engaged in the construction of the Panama Canal. The fleet consisted of five steamers, only one of which was provided

18 International Marine Engineering

with mechanical refrigeration. The system was the ammonia compression system, and, in the fitting out of three of the other four vessels, the same system was employed. The paper gives a very complete description of the installations fitted, and gives as well a log showing the operations of the plants.

Experience in both the fitting and the operation gave rise to recommendations of various sorts, it being found advis- able, for instance, to use galvanized meat rails; to give a thin coat of graphite to whatever black pipe had to be used; and to line the refrigerating rooms with galvanized iron, it being found easier thus to keep them clean. The refrigerating machines fitted included one 5-ton plant and two of 7% tons.

DISCUSSION.

Lewis Nixon—The improvements and ingenuity shown in’

fitting up these vessels for their work have resulted in a paper, in which the author should be commended for the fine details and general completeness.

R. R. Row.—Cow hair may be recommended for insulation. This weighs about 13 pounds per cubic foot, and absolutely prevents all sweating, which would otherwise corrode the metal. It is more expensive than cork, but seems to do the work better:

No. 12.—Two Instances of Unusual Repairs to Vessels.

BY ASSISTANT NAVAL CONSTRUCTOR W. B. FERGUSON, JR.

ABSTRACT.

The collier Nero grounded about the 1st of August, 1906, off the Southeast Light, Block Island, and rolled back and forth a number of days on a stony bottom. The crew, movable stores, boats, etc., and about fifteen hundred tons of coal were taken ashore, and the wrecker had charge of the ship until she was finally floated and towed to New London, Conn., where the work was continued of removing coal and operating the wrecking pumps. On Aug. 20 the vessel was drawing 21 feet aft, and 18 feet 3 inches forward—her normal draft would have been about 11 feet aft and 9 feet forward.

An examination of the bottom after the vessel was docked showed the following conditions: The main keel was more or less bent and dented for its entire length; there were three large holes in the outer bottom plating, one at the turn of starboard bilge well forward, one at the turn of port bilge slightly forward of amidships, and one in the engine room through the port garboard strake. There were numerous smaller holes below turn of bilge. Many butts and seams had been started; many plates were bent and torn, and frames crushed in; numerous rivets were out or loose, and calking was generally started; the bilge keels we1e torn and portions hanging loose. There was buckling of floors and longitudinals in numerous places. The vessel was somewhat hogged, and bulkheads had leaked badly.

Temporary repairs were made by covering the worst holes and the indentations in their vicinity with spruce fur- ring-off pieces, giving a smooth surface outside on which a temporary sheathing of 3 by 3-inch spruce was bolted. Elsewhere the leaks were stopped by calking and renewal of rivets.

The permanent repairs made provided for strength and watertightness, and while they did not put the vessel in her - former condition, they were commensurate with the value of the remainder of the ship. Wherever the bottom plating re- quired renewal, on account of large holes or torn plates, the frames, floor plates and longitudinals were also found to be in such poor condition that they had to be cut away and re- newed. The small holes in the plating were patched locally. All sheared or loose rivets were replaced with larger rivets, after reaming the rivet holes. No reverse bars or inner

ra

JANUARY, 1908.

bottom plating was renewed. Forward on the port side it was necessary to straighten the reverse bars in a few places. In a number of places dents were removed and frames straightened by heating them in place with annealing burners.

It was reported in April, 1907, from a preliminary examin- ation of the planking of lightship No. 68, that several bolts in the underbody had been destroyed by galvanic action, which might be taken as an indication that serious deterioration of the fastenings of the vessel had taken place. Owing to the method of construction of the vessel, a good examination could not be made without removing the copper and wooden sheathing. The vessel was therefore docked in the New York navy yard for this purpose, and also in order to make necessary repairs; when the condition of the bottom was found to be much more serious than had been supposed, pre- senting an extraordinary case of the dangerous results of electrolysis and corrosion, resulting from using in the con- struction of the hull of a vessel metals which are electro- positive and negative to each other.

In order to renew defective bolts, it was necessary to re- move the water tanks, the cement covering the keel plates, and the coal bunker linings. Then the copper sheathing and oak sheathing were removed, and all the iron bolts and nuts securing the planking to the frames were replaced by naval brass bolts and nuts, the holes through frames being reamed out and 7%-inch naval brass bolts—that is, % inch larger diameter than the original—fitted.

DISCUSSION.

F. L. Du Bosque—A single sheathing of copper, fastened in the usual way, soon loses its value and the fastenings are wasted away. Muntz metal protects the bolts, but at once destroys the framing of the ship by corrosion. A suggested cure is the use of galvanized iron for sheathing in place of copper. It is not so durable, having to be replaced every sixteen or eighteen months, as in the case of zinc, while cop- per will last two or three years, when obtained of the grades now generally in the market. The cost, however, is less, not- withstanding the greater frequency of renewal, and the cor- rosive effects with regard to the hull are almost entirely eliminated. :

J. A. Furer.—The use of composition sheathing in the case

of a light vessel is not so much to prevent fouling of the bottom, which is unimportant with these vessels, but to pro- tect the hull. _ William McEntee.—The cruiser New Orleans is sheathed with teak on the outside of 34-inch steel plating. A compo- sition casting for a sea valve has been run through the hull in a number of places, and is connected directly to the steel of the inner and outer bottom. In spite of the direct contact of the metals, however, no corrosion seems to have taken place.

W. J. Baxter—The frames of the light vessel in question were not injured in any way. With the present method of fitting copper sheathing it is possible to watch for deteriora- tion and to remedy it when it comes. With galvanized iron nothing can be seen, and a serious accident might result from a comparatively light blow on a part so badly corroded beneath the surface as to be spongy.

No. 13.—Wooden Sailing Ships. BY B. B. CROWNINSHIELD. ABSTRACT.

Although there were French and English scientists as early as the middle of the eighteenth century who made accurate calculations of displacement and stability, vessel models were but little affected by these studies, and, until the latter part of the last century, shipbuilding still continued to be an “art” and a “mystery.” To-day, the steel vessels are minutely

!

JANUARY, 1908.

International Marine Engineering | 19

figured, and accurate drawings are furnished for every part of the structure; each man does his allotted part, and the ship, as it were, is apparently built by draftsmen and boiler- makers.

The men who turned out the wooden tonnage usually con- structed the entire hull, frame, plank, ceiling, decks and joiner work. They were usually calkers, painters, spar makers, and riggers as well as carpenters; men of wonderful resource, self-reliant and skilful. They had been trained by long ex- perience and by the traditions of their forefathers; and had learned by many failures and disasters what to avoid. Pro- gress had been attained almost wholly by development. The model of each vessel was derived from, and was, in fact, the natural growth of, those immediately preceding it. Anything radically different was quite properly discouraged, there being no thorough workable knowledge of the natural laws of sta- bility, flotation, or application of the law of the composition and resolution of forces, as applied to the problem of propul- sion by sails.

It is unlikely that any more large wood square-riggers will be built for long voyages, a steel hull having many advan- tages. The hull can be subdivided by the bulkheads and a double bottom, so as to make a vessel practically unsinkable, and in case of fire it can be kept under better control than in a wooden ship. And, most important of all, the steel hull can be made absolutely strong and rigid and perfectly tight, the shell plating being practically continuous, and in a sense suffi- cient to hold the entire structure without the frames, and in marked contrast to the plank of the wood vessel, where each piece is attached only to the frames, which in turn are com- posed of comparatively short pieces.

The construction of wooden vessels has varied but slightly during historic times. White oak has always been used when it was procurable for keel, frames, ceiling, plank and beams, in fact, for the whole structure except the deck and deck erec- tions, where pine has been almost always employed. Re- cently mahogany and teak have been imported from the ‘tropics for all deck erections, and frequently entire decks are now made of this material. Oak has become scarce, and the price has increased enormously in the last one hundred years. This has led to the substitution of other woods for plank, beams and ceiling, and even for the frames. Georgia pine is now universally used for plank, ceiling, keelsons and beams in the large cargo vessels built in New England. In New Brunswick and Nova Scotia many successful schooners and even ships have been constructed entirely of spruce, but for the largest vessels as now built, spruce would not be suitable, because of the comparatively small size of the timber.

DISCUSSION.

A. J. Dw Bois.—A number of fast sailing vessels designed by Steers might have been mentioned in the article, these in- cluding the famous America; the frigate Niagara, which laid the first ocean cable, and the sloop Lancaster. The latter was the most beautiful design ever included in the United States navy, and was known as the “naval yacht.”

E. A. Stevens—The yacht Sappho has a recorded speed of more than 16 knots for several hours. She lowered the sail- ing record between New York and Great Britain. It may be remarked in general, however, that a vessel built for extremely high speed for a short distance is usually the result of sacrificing qualities making for the highest average speed in a long voyage.

W. F. Palmer—tThe interests with which I am connected maintain a fleet of fifteen or sixteen fore-and-aft sailing ves- sels in the coaling business. This year will be completed with a return of about 23 percent in dividends on the original cost of the fleet. We submit that no line of steamers in the

world will show such a return. Sailing ships have been de- veloped into their present form as the result of centuries of evolution, and present very little differences in general characteristics, where designed for the same sort of work. Steel and steam vessels even to-day are full of crudities, and are not nearly so well standardized or so adequately designed for their purpose as are the sailing vessels. Our ships are amply secured against deterioration and decay by the pro- vision in many cases of three times the amount of timber really called for by necessities of strength.

Vessels which make fast runs are not necessarily dividend payers, and when it comes to a question of the vessel best suited for her purpose, that one which will pay the most dividends must be awarded the palm. At present, sailing vessels can compete on more than equal terms with steamers in the coastwise coaling trade. If the steam colliers could be assured ofsimmediate service without delays, the sailing vessel could not compete with them, but the very high cost of upkeep of the steamers while waiting their turns to take on or discharge cargo entirely kills all chance of highly success- ful competition with the more economical vessel propelled by the winds.

FP. L. Du Bosque.—Ilt might be mentioned in this connection that more than nine-tenths of all the coal handled on the coasts is carried by steam-driven vessels. The sailing vessel has to wait for a wind, and sometimes for maneuvering into position where she can be taken care of at the docks.

F. T. Bowles——The wooden schooner is considered by some to be a weight around the neck of New England. The methods employed in the transaction of business by means of these vessels are as antiquated as the Constitution.

No. 14.—Some Early History Regarding the Double= Turreted Monitors Miantonomoh and Class.

BY WILLIAM T. POWELL.

ABSTRACT.

Notwithstanding the absence to-day of advocates of the double-turreted monitor type of vessel, it may be of interest to recall some early history regarding the Miantonomoh and her three sister vessels. I investigated the range of stability, and the results given are the first complete curves, so fa as I know, in this country; nothing of this kind was in evi- dence when these vessels were being designed, though eagerly sought for,at that time. There was not a plani- meter available; therefore the work was tedious and long.

The first Miantonomoh and her three sister vessels were all built of white oak and yellow pine. In the course of years they~became rotten and were broken up or sold. It was considered necessary as well as cheaper to rebuild them of iron rather than of wood, and in this connection it was the original intention to utilize the old side and deck armor, also the turrets and guns, and, in fact, all that could be used with advantage and economy. The experiments abroad in the meanwhile, however, demonstrated the necessity of making some changes and improvements in their offensive and defensive qualities, and much delay in their completion was the result.

The exact size and type of turrets and guns remained un- settled for some time. The question also as to whether it was advisable or not to build a house or superstructure on the deck between the turrets to accommodate the officers was undecided for quite a time. Therefore, in view of these un- certainties, I omitted in the calculations the turrets and house, also the armored stack and ventilator, in the stability work. Under such circumstances it was also impracticable to de- termine with certainty the exact vertical location of the cen- ter of gravity of the whole complete vessel. These condi- tions, however, did not prevent the assumption of the center

20 International Marine Engineering

JANUARY, 1908.

of gravity in several places, as shown on the curves. And it was hoped on final completion that the vessel would be heeled. ‘This would have enabled one to determine the actual curve in short order; but this opportunity never occurred te me.

An Experimental Investigation of Stream Lines Around Ships’ Models.*

BY D. W. TAYLOR, NAVAL CONSTRUCTOR, U. S. N.

One of the investigations carried on at the United States experimental model basin during the past year has been into the question of stream lines or lines of flow around ships’ models. These flow lines must be practically the same for ship and model, and a knowledge of them is important in deter- mining the locations of bilge keels, docking keels, etc.

Several different methods of investigation were tried, all, however, upon the same principle. The details of the method finally adopted as the best are due largely to Mr. E. P. Lesley, who was detailed on this work for some time. The surface

of the wooden model is coated on one side with hot glue

|

BODY PLAN OF UNITED STATES PROTECTED CRUISER SAN FRANCISCO.

applied with a brush. Before this sets it is painted over with

a strong solution in water of sesqui-chloride of iron (Fe2Cls). It is allowed at least 24 hours to set and harden. The model is then put into the water and towed at the speed correspond- ing to that of the full-sized ship.

To trace a stream line, a small hole is bored through from inside or, in the case of extremities, from the opposite side of the deadwood, and a strong solution of pyrogallic acid [CsHs(OH)s] is injected through the hole while the model is under way. A solution containing 10 ounces of acid to a gallon of water, which was about the strongest solution used, has a specific gravity of 1.03. This is instantly largely diluted by the water as it passes through the hole in the model, and flows aft as part of the water. The particles of pyrogallic acid which come in contact with the coating of chloride of iron

* Read before the Society of Naval Architects and Marine Engineers, New York, Nov. 21, 1907.

combine to form ink. The result is a dark streak or smudge on the surface of the model, which widens as it passes aft, and is of such a nature that its center line, which is taken as the stream line past the hole, can be located with a good deal of accuracy—say, within a quarter of an inch for a distance of from 2 to 4 feet abaft the hole. After each run the model is lifted from the water, the stream line located as far as possible and marked, and a new hole bored at the after portion of it for the next run. The process is not a rapid one, even when several stream lines are being carried aft at once, and it takes about a day to determine half a dozen lines of flow from stem to stern of a good-sized model.

The wave profile against the side can be determined simi- larly by dropping a little acid into the water close to the side; but, since ripples cause the water to wet the side above the true mean surface, the wave profile thus determined is apt to be from ¥% to % inch above the true mean wave surface. The wave shape, however, is quite accurately given.

The table gives the dimensions and data for seven ships whose models have had their stream lines determined as described above, and the figures give the stream lines past the models. Each line is distinguished by a letter, which is necessary, Since some lines extend from stem to stern, while others were traced for short distances only.

Each of the seven vessels is of a different type, except the San Francisco and Baltimore, and their speeds in proportion to their lengths vary, as indicated by the varying speeds of the 20-foot models. The San Francisco and Baltimore are old

BODY PLAN OF UNBUILT COLLIER, UNITED STATES NAVY.

protected cruisers of the United States navy. The collier is a model of a collier designed for the navy, but not built. The Sotoyomo is a navy tug, which has great beam in proportion to length. Number 5 represents a shallow draft river steamer, which has great beam in proportion to its draft. Number 6 is a very full vessel driven at low speed and having a parallel middle body. Number 7 does not represent an actual vessel, being a model with a swollen amidship section.

SHIP MODEL. No earl Hai Neal RCS aor] Gea Spee) Sep Pee oc Feet. Feet. Feet. in Tons. SRO, Feet. Beets Feet. in Pounds. EGNOS, rt || See JAPA oo0a00000000¢ 310.0 | 48.76 18.94 4,098 19.52 19.900 | 3.146 | 1.222 2,398 5.00 || BETO 2o.0600000000000000 327.5 | 48.93 20.08 4,570 20.10 20.000 | 2.988 | 1.226 2,207 4.97 3 |) Collis. 0000000000008000000 460.0 61.70 25.82 15,000 15.00 19.745 | 2.648 I.108 2,582 Borst Ay |) SCLBYETD.c00d0006000000000| — Oho] Bx oR} 9.16 258 |10.31-5.50] 19.555 | 4-346 | 1.893 4,955 |4.09-2.50 5 | Shoal draft river steamer...| 257.0 | 30.58 5-54 661.5; 19.00 20.000 | 2.380 | 0.431 679 5-30 6 | Great Lakes ore steamer. . .| 540.0 55-57 19.50 14,505 10.42 20.000 | 2.058 | 0.722 1,605 2.05 7 || Syxestall Wy7e50000000008006 490.25] 81.70 | 22.40 14,750 19.00 20.546 | 3.424 | 0.939 2,361 3.89

JANvARY, 1908.

International Marine Engineering 21

An examination of the figures discloses at once a condition of affairs very different from what is often supposed to be the case. The general assumption has been, I believe, that the water would part more or less horizontally forward, follow a diagonal amidships, and aft would flow up from below. The figures show, however, that the water forward does not flow away horizontally, but insists upon passing under the vessel, and by no means along a diagonal. Consider, for instance, the line B in Fig. 1. On station 2 this line is nearly 40 percent of the draft of the ship above the original load waterline. Yet amidships this line has found its way clean under the bottom, following practically a vertical line for a respectable portion of its course. This general phenomenon is found in every case— even in the case of the abnormal type of model number 7, which was tested with the idea that if the water would part horizontally for any type of model, it would do so for the model number 7. It is seen, however, that even here the water finds its way under the bottom of the vessel. The figures, with one exception, refer to one speed in each case, being about the maximum speed attained by the vessel, or which might be ex- pected from it. The Sotoyomo model, however, was tried at two speeds, one corresponding to the full speed of the ship and the other corresponding to a very low speed. The stream lines are seen to be not very different, the differences which mani- fest themselves being clearly explicable by a consideration of the difference in surface disturbance.

Careful investigation of the figures will show that the waves on the surface apparently influence the stream lines to a re- markable depth. In a number of cases it will be found, on following up the sections to the surface, that apparent eccentricities in the stream lines correspond to hollows in the wave profile.

BODY PLAN OF FAST, SHALLOW-DRAFT RIVER STEAMER.

In the lake steamer, a vessel with a long parallel middle body, the lines of flow over this parallel middle body are not parallel to the axis. Spots are given showing where each flow line cuts the various stations of the parallel middle body. It is seen that line E—the inner line—steadily works outward as it passes aft along the parallel body. The lines above the turn of the bilge indicate wave motion, although, as it happened for this model, with its low speed, the wave line was prac- tically level over the forward portion of the parallel body. Model 3 of the collier, which is rather flat, has almost a parallel middle body and shows somewhat the same features.

The general features of the stream lines around models have been confirmed by a number of experiments with other models, and, I think, indicate that the commonly accepted notion as to the flow of water around the fore body of a ship is erron- eous. Indeed, upon reflection, it is difficult to see how it would be mechanically possible for the water to flow out horizontally from the fore body and up vertically around the after body. Were this the motion, how could water be gotten

Bane 441617 1319

BODY PLAN OF SPECIAL FORM, MODEL NUMBER SEVEN.

down below to take the place of that which flows up around the after body? If, however, we consider that the water flows down forward, passes under the ship and then comes up again, we have a motion which is evidently mechanically possible.

It may be remarked, in conclusion, that these stream lines, experimentally determined around models, show, broadly speaking, a remarkably close agreement with theoretical stream lines past submerged solids.

Test on the Steamship Governor Cobb.*

BY PROF. W. S. LELAND AND H. A. EVERETT.

The test on the steamship Governor Cobb, of the Eastern Steamship Company, was run on the regular trip from Bos- ton to St. John, via Portland and Lubec. Observations be- gan on passing Boston Light, and were continued for 26 hours: for the boiler test continuously; for the engine test at favorable times. All observations were plotted, which presents an interesting study of the results, and makes simul- taneous readings possible with a limited corps of observers. The close agreement of these curves is a good check on the accuracy of the observations. ;

The horsepower was determined by means of the Denny and Johnson torsion meter belonging to the United States ship Chester, which was loaned by the Navy Department. The torsion meter was set up in the engineering laboratory, and a thorough working knowledge obtained by the use of experi- mental apparatus, before installing the meter on board. Thirty- six feet on the side shafts, and 49 on the center shaft between inductors, was the greatest length obtainable, which gave a meter reading of about 0.50 and 0.73, respectively, at full power.

In computing the horsepower, 1.506, based on an assumed torsional modulus of elasticity of 11,600,000, was used for the constant K in the formula:

Kd'rR aa GIL in which d = diameter of shaft in inches (634) ; r = torsion meter reading; R = revolutions per minute; C = inductor

constant (12,5) ; L = length of shaft in feet between inductors.

The water consumption was measured by a hot-water meter loaned by the Hersey Manufacturing Company, of South Boston. It was installed in the suction line between the hot well and the feed pump, and gave exceedingly satisfactory results. This meter was later calibrated under similar condi- tions. The plot of meter readings was struck in as a straight line, showing practically a uniform rate of consumption, no point varying from the line by a quantity greater than I percent of the total.

The steam for all auxiliary purposes was passed through the two auxiliary lines, one on each side of the vessel, and the

* Read before the Society of Naval Architects and Marine Engineers, New York, November 22, 1907.

to i)

International Marine Engineering

JANUARY, 1908.

quantity measured by its flow through orifices. A thin steel plate having a hole 15% inches in diameter was inserted in each auxiliary line between two flanges near the boiler. Pressures were read simultaneously at both orifices, and at no time showed a variation of over a pound after making the proper gage corrections. The orifice was afterwards set up in the laboratory, and its coefficient carefully determined by actually weighing the condensed steam under conditions similar to those on the boat.

Several buckets of coal were weighed, and their average, which varied only Io pounds from either maximum or mini- mum, multiplied by the number of buckets, was taken as the

st) e (= o

|

|

Total Horsepower

o |

Speéd in Knots

Revolutions per Minute 0 | 350 |

SPEED AND HORSEPOWER PLOTTED ON REVOLUTIONS PER MINUTE.

coal consumption. The plot of coal consumption, like that of the water, is a perfectly straight line, showing a uniform rate.

The run from Boston to Portland was largely consumed in a progressive trial, the speed being taken by a stop-watch and a McGray electric log towed from the end of a boom well clear of the wake. The log had previously been calibrated by towing over the measured mile. Results of speed and power are shown in the curves.

The best run was made at full speed between Portland and Lubec, under the most favorable conditions of weather and sea. All observations were taken at 10-minute intervals, ex- cepting the coal, which was recorded every 15 minutes. An attempt was made to determine the quality of steam, but as there were objections to tapping the main pipe, a sample was taken from the drip connection, which showed 2.5 percent of moisture, which is more than would be obtained from a fair sample.

It may be of interest to compare the following tabulated results with similar results obtained from a test on the steam- ship Nantucket, of the Merchants’ & Miners’ Transportation Company:

RESULTS OF TEST

Nantucket | Governor Cobb IDERI® CE WKESEo oo Do oD OD ODD CDSO0000¢ Feb. 7, 1904 | April 18, 1907 Duration of test—boiler........... 20% hrs 8 hrs. Duration of test—engine.......... 20% hrs 4 hrs. Boiler pressure (average gage)..... 147-3 lbs 128 lbs. Quality of steam (sampled at drip). 98.8 97-3 IBEVROVONAI G09 G0 G000000000000008 14.7 lbs 14.7 lbs. Temperature of air pump discharge] ........ TLOp H: Temperature of feed water........ 209.4° F. DARE Ie iKindloticoallusedetres error Georges Creek | Cape Breton IMloreiADIR iid COAL, 6600000000000000 27% 1.9% Ash and clinker in coal........... 7.0% 6.8% ID ENTE GLE IOMIEMSs00 50 a00000000000 Natural 2.1 inches Number of boilers (single-ended

Scotch) A:Aiasiachonrestne ster tee 4 6 Wotal¥oratelsunta ces errr 320 sq. ft. 323 sq. ft. Total heating surface, approxi-

mately eral ree ere: 10,150 sq. ft. 12,000 sq. ft. Ratio, heating to grate............ 31.7 37.2 Coalthred§pemhounseeee eerie 5,135 lbs. 8,050 lbs. Water fed per hour (average during

CMEATNS WES) 0000000000000009000 45,844 lbs. 85,710 lbs. Coal burned per square foot grate

Surlacessi ast see SOE Cee 16 lbs 24.64 lbs. IMP xateaien KH OMUMNOIS.¢q60000000c] cooccccc P: 475, S- 460

Cc. 440 Corresponding total shaft horse-

POWEDy fae eee | meer ree 4,100 Average revolutions.............. 74.05 447 Average total horsepower ......... 2,362 3,747 Sigmar AebWETAES, 5000000000000] oocccd0c 38, 360, Ibs. Steam per I.H.P. per hour, total .. 19.41 lbs 9000000 Steam per brake horsepower per

OUT! LOCALE Sages ci sree oltre teteN Pots | Pomme eres renee 22.87° lbs.

Propelling machinery only..| ........ 19.74 lbs. Speed (average) in knots.......... 15.00 17.21 ALIS OH CBINE, ococcocoosoocdvGS Reciprocating Turbine WACHUIAN 11 THAENES,550 500000000000 25 27

‘ DIMENSIONS

Length between perpendiculars.... 274 it. 290 ft Isemnon walls sso00apd00000000000 42 ft. 51 ft Dralta enna asi ee ror 15 ft. 14 ft ID GjEVEETINEME 5og6000000000000000 257 OOMLONS | okerereher

The Merchant Marine of Japan.

The annual appropriation for promoting shipping and aid- ing lines of the merchant marine for the fiscal year ended March 31 last (subsidy) was $3,526,559 (£724,660), as for several preceding years. The appropriation for aiding ship- building was $399,250 (£82,040). For the current fiscal year. and for several succeeding years, additional subsidies have been guaranteed, amounting to $784,136 (£161,129) per annum, more than half of which is for lines to China.

The Japanese merchant marine in 1880 amounted to 63,486: gross tons; in 1890, the figure was 157,365 tons, or a gain of 148 percent. By 1900 the tonnage had risen to 840,632 tons, or a further gain of 434 percent. In the middle of 1906 the figure was 1,309,579 gross tons. This has been further in- creased since that date, there being on December 31, 1906, 1,446 steamships, aggregating 1,034,634 tons, or an average of 715. In addition to these, there were 4,044 sailing vessels of foreign model, amounting to 346,260 gross tons, or an average of 86 tons. This makes a total of 1,380,894 tons.

Of the steamships, 21 exceed 6,000 tons, and the number of large vessels is rapidly increasing. The dockyards of Nagasaki, Kobe and Uraga are very busy, having 60,000 tons on the stocks, and 50,000 tons more in prospect. Of the new steamers, six of 8,000 tons each are building for the Nippon Yusen Kaisha, and it is stated that a regular line between Japan and New York by way of Suez is to be established.

January, 1908.

THE HAMBURG-AMERICAN STEAMER KRONPRIN= ZESSIN CECILIE.

BY F. C. GUENTHER.

THE PROPELLING MACHINERY.

There are two main engines of the four-cylinder, vertical, inverted, direct-acting, quadruple expansion type, balanced ac- cording to the Schlick system, and each capable of developing about 3,035 indicated horsepower at 79 revolutions per minute, and a steam pressure of 214 pounds per square inch. The se- quence of the cylinders, beginning forward, is high-pressure, second intermediate-pressure, low-pressure, and first inter- mediate-pressure, with, respectively, 2354, 50 3/16, 73 13/16, 34 7/16 inches diameter, and a common stroke of 53 15/16 inches. :

The cranks follow each other in the regular order of size of cylinders, the high-pressure being followed by the first in-

International Marine

Engineering 23

line bulkhead, the starting platforms being conveniently lo- cated between the engines, with ample space for the engine crew to work in. The cylinders are safely bolted together, but there is no rigid fastening between them, thus allowing fore- and-aft play for expansion. Each of them is fitted with safety valves in the bottom and cover. They are supported by hollow cast iron box columns, and these, in the neighbor- hood of the engineers’ platforms, are utilized for oil storage and provided with taps and pipes for filling them, and for drawing: off oil as needed. All stuffing-box packings of the main en- gines, the pistons and the valve rods are metallic packings of the United Kingdom type, whereas all piston rods, pistons and! slide rods of the auxiliary engines, winches, etc., are provided: with Garlock (Palmyra, N. Y.) packing.

The main steam pipe has a diameter of 8% inches. The pipe carrying steam from the high-pressure to the first inter- mediate cylinder is 9 7/16 inches in diameter. The pipe next im

PROPELLING ENGINES OF KRONPRINZESSIN CECILIE, ERECTED IN BUILDERS’ SHOP.

termediate, the second intermediate, and then the low-pres- sure. On account of balancing, these cranks are not at right angles, the angle between the high-pressure and first inter- mediate being about 65 degrees. Between the first and second intermediate cylinders is an angle of about 95: degrees; be- tween the second intermediate and the low-pressure, 105 de- grees; and between the low-pressure and the high, again, 95 degrees.

The high-pressure and the first intermediate cylinders have each one piston valve, with mean diameters, respectively 1036 and 17% inches. The two larger cylinders have flat double- ported slide valves. The valve stems are in all cases of a diameter of 4% inches, while the piston rods have each a di- ameter of 6%3 inches. The two large cylinders have tailrods 4 7/16 inches in diameter. All valves are operated by Stephen- son link motion from eccentrics, and can be worked by both steam and manual power. The valve strokes are, respectively, 7% and 8% inches, for the piston and slide valves.

The main engines are in a single engine room without center

order has a diameter of 13 inches, which is also the diameter of each of the two pipes carrying steam from the second in- termediate to the low-pressure cylinder. The exhaust pipe has a diameter of 23% inches.

The shafting, which is made of best steel, has a tensile strength of 25.4 to 20.4 tons per square inch, and an elongation of 20 to 25 percent. The crankshaft diameter is 14 13/16 inches, thrust shaft 14 13/16 inches, line shaft 14 inches, and propeller shaft 15 3/16 inches. The flange couplings are 28 inches in diameter and 4% inches thick. The crank pins are 15 3/16 inches in diameter.

The two propellers, which are four-bladed. of the built-up type, turn outboard when going ahead. They are of manga- nese bronze, and have a diameter of 17 feet 34 inch, and a pitch of 20 feet 41% inches, the pitch ratio being I.192, as set. This corresponds with point A in the drawing of blade setting. When the blade is set at B, the pitch is 18 feet 83 inches, and the pitch ratio is 1.096; similarly, the pitch becomes 22 feet 334 inches, and the ratio 1.308, when the blade is set at C. These

24 International Marine Engineering JANuary, 1908.

we we J i om" ee ae ee GY = A ees Cee -—ven. | - =4446— Le 87362 - | 1 =SSSs o Engine ul allt ee = — a == SN 4 Grating | UE T ri =a ae j= ( a > = 1 iY T Ff iw nt | NR NS gh) = | = T | - aS —— Vv i 1 | SS i! EN oH y 1s a | Secale | = ——~ © | ih = 1 = 7 r | 1} co Sarat NY SSH eid eee SS f] Wt r i= aa i lt | Wii petes | Hat , sal (ae eh Hi 8e | Whe | ' Nt ! : il Xi t to > 7 nha it NaF 1 Ay | fies 1 i ae S a U Hi A ' - ‘h Engine hoy } whe m4 He i E35 ald He! a Grating H mit eT rr ; © QOOOOOOCS = s A\\| é Q Ind 1 | I Tig! gl = i hy ia Gad 3 ll I 1 ' os ~ 2 >) asd a il : | s < 4 4 ; eae eae | iene Ay Wall yal) lial fal Lath | hi < yl Si lacy Aa AA ARLE aa -}- Ht 5 =F Te 1) He a a T | al Ein WEIN | Hee TINE TAD {| i 1 1 1 \ KO ttt | = = A eS: a = eee (E ! ©) (©) le" = a! TTT CL ELAG tora TH ae ACL Pe Floor - =! oy if | ae aie fee ae SU 3 7 00 | ( OY OALO © © LOO a ; ©,O © =| : | ° a O; Is oO; A Il Jp Il ! 4 al al) Ct Vex j a H Py a vil ov EU - ae 0 W a ” a) gig’ Ae 25% pe aia ry -252 | 96" Laas plyasel pg sagt ot ot 98 [es eo = = > =—gBee = = ay = =eth—= =e — ae eety re . ti t

ELEVATION OF THE PORT ENGINE AND THRUST BEARING FROM THE INBOARD SIDE.

Condenser

PLAN OF ONE OF THE MAIN ENGINES, AND SECTIONS THROUGH THE CYLINDERS AND VALVE CHESTS, Pip

JANUARY, 1908.

WT

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Center Line of Ship

International Marine Engineering

1

Wes 1p)

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25

END VIEWS OF THE MAIN ENGINES, ONE FROM FORWARD, THE OTHER FROM AFT.

points are, respectively, the centers of the studs joining the propeller blades to the boss, and are located at intervals of

7/16 inch.

The projected surface of each propeller is 59.2 square feet, the

developed surface 85.23 square feet, and the ratio of projected area to disk area 0.26. The hub, which is made of cast steel,

has a diameter of 3 feet 11 11/16 inches, and is lined with zinc plates as a precaution against corrosion. The propeller blades are pitched aft, the axis of the blade at the tip being 1734 inches

aft of the axis of the propeller as a whole.

The propeller

shaft enters a conical seating in the hub, having a diameter at the forward end of 15% inches, and at the after end of 12%

ft

J horton Ee f OT 7 | |

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BACK ELEVATION OF THE PORT PROPELLING ENGINE,

26 International Marine Engineering

inches. This conical portion has a length of 35 inches. A cap, covering the end of the shaft, protects the nut which holds the propeller in position. Each blade is fastened to the hub by means of four studs.

THE BOILERS.

Three double and one single-ended boilers of the cylindrical type, working at a pressure of 214 pounds per square inch,

\ oo 25 10 z aot Ys <- : \ 2 ee = = \ \ \ " \ \ 38/2 8 Se = | \ \ 1% Ne \7 - ay 1 ‘ i \ \ 99h: = =r 6 ——- \ \ ‘ 2 RY cee By Mies g| \ z 5! re) \ s dq ! % \ % at o " ke | = or SEE =n & \ \ ‘ he Pa ~——-=> Agh ae) LBL \ \ Wu \ A *

JANUARY, 1908.

The double-ended boilers have a length over the ends of 20 feet 514 inches and are made in three courses, two being out- side and one inside. The outside diameter is 15 feet 10 inches, while the thickness of the plates is 1.6 inches. Each boiler contains three Morison suspension furnaces in each end, with a separate combustion chamber for each pair of furnaces op- posite each other. The length of tubes between tube sheets is

7 feet 10% inches, and they are spaced 4 inches apart in each

——-——— — —— +--+ - ——

1 t ——— hs I, | 2 49 yey Vt}, \ 3 1 tty} A | ; tii <I 3 4 l o- - an) 7F 1 T + fl oo 732 i ] ! l 1 1! l ' ' ! 1th Hi__| | i ! Sarria i] _

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LAYOUT OF ONE OF THE SCREW PROPELLERS,

are located in one boiler room, and have a single funnel. There are three furnaces at each end of the double-ended boilers, and at the front of the single-ended one, making a total of twenty-one fires. The furnaces have internal and maximum diameters of 3 feet 914 inches and 4 feet 114 inches. The thickness is 34 inch. .The grates are 5 feet 5 inches in length, the grate surface for each double-ended boiler being 128.1 square feet, while the heating surface in each of these boilers figures out at 5,382 square feet, or a ratio of 42 to I. The grate surface of the single-ended boiler is 64.6 square feet, and the heating surface 2,152 square feet, which makes an aggregate grate surface of 448.9 square feet, and a total heat- ing surface of 18,208 square feet, or 40.7 to 1 of grate.

Left Handed

| Forward

WITH DETAILS OF HUB AND BLADES.

direction. Each end of each double-ended boiler contains 414 tubes, of which 184 are stay-tubes and 230 are ordinary tubes. All have an outside diameter of 234 inches, with a thickness of 0.315 inch for the stay-tubes, and 0.1575 inch for the others. The front tube sheets have a thickness of 1.06 inches, while the back tube sheets are 1.02 inches thick.

The tops of the combustion chambers, % inch thick, are sup- ported by the usual bridge girder, there being four on the central chamber and five on each of the side chambers. Each carries six supporting bolts. Each of these girders, with the exception of the one in each case nearest the shell in the side combustion chambers, is supported in turn by two sling stays 214 inches in diameter, and carried each on a continuous pair

JANUARY, 1908.

International Marine Engineering

27

a

of double angles 6 by 6 by 1 inches, riveted to the shell. The spacing of the screw stay-bolts in the combustion chambers is 7% inches in each direction. These bolts are 134 inches in diameter.

Above the combustion chambers are twenty-one through stays, of which fourteen have each a diameter of 27 inches and are provided with washers 105 inches in diameter, while the others have a diameter of 2% inches and have 10%-inch washers. In the lower part of the boiler are six stays of the latter size, of which four are through stays, while the other two, passing between the combustion chambers, are made up of three sections swiveled together.

Each course of the boiler is made of a single plate, with a butt joint and double butt straps, the latter having a thickness of 1%4 inches. The strength of the outer courses in the boiler

spectively. Howden’s forced draft is used, and two ventila- tors of 2 feet 114 inches in diameter are provided for each fire side in the boiler room.

THE AUXILIARY MACHINERY.

The two main condensers have cooling surfaces amounting to 4,413 square feet each, while the auxiliary condenser has a cooling surface of 861 square feet. The cooling pipes, of the Everrett system, are of brass, tinned inside and outside, with a diameter of 34 inch. The air pumps, of Edwards type, meas- ure 235% inches in diameter, with a stroke of 26 9/16 inches. The pump barrel is a bronze casting 34 inch thick, the piston rod is of Parsons manganese bronze, and all the valves are of Kinghorn make. Each main condenser is fitted with one cir- culating pump of 150 revolutions per minute, of sufficient ca-

[0,9 ol a2 oo] 1050 9 9 6 bepston 12-0 LORORRON AORN OAC ONS Ecol ° fo-0|]0.0.0.0.0 (0.10%0°00°0°0 020! foo ]10 50595750 Po no ot dlOo8 0, |9,00 0 994000 0 0 aloo7l 1, lo losQliovo 020 |louxo oo [2401 14 Rivets o8e|| \Q. 9 ) fOACd ry 5 on 7 a ” . -164¢/51< 1646 > 1644.ple161¢5]0 £019 Q) 5) o atte Ss 16->|<16%6 MAS |-0o| OG 0% 0% % [0° > 8 ivetsp—|.0 10 0000 e000 q 2st ° 1% Rivets [20] 0000 07000 010090 [2 ES ° 0.010 000009000000) 0 1520 90,19 9 209050909000 0/0 i°oA| ofl PnP So Go 9,0, Jos oto VANTIN? é SONOS) 12 161g 1161651 1614 ->1 jo 0 ee. lo 2 oy " ” 7 ined | Ise “1 WPor |. 126 Rivets oy ont [org |< 1034 >/<r0¥4 Log 09 - ~ ~1016- — ~ 15 ioe PS ery, yA 3S Tose | eile Iss Nea 7046 ter SO a 105¢ ou ° + = 2 afl i = | iy ' 1 87 reel er ee a ——87-4— - ap : . t | | obs t T ve ; i H \ 4 ¢ i Te Hl \ 110 © oo oft i | ! 1 H HITORNO, 0 0 o}il | | i 1 ~ 7D ' i] w” o 1 |x O_O 541.0 O_O} >s/i< iz -—7-10¢ = 28 oan 1 ||! Be ojo 367 Ht 1 Hie za ° 1 |I146-0 olo o ofnll | ; fp te — - = =a = = it 4 = = 29 fora DA ere) tse ty 44 af s|0 © 0/0 0 Of il | ear 1) - ' \ ar | r + NO }) a ia ee t t lis] o 0 oo e_o]4 a Sp oe Se AP ae ae PS Ae [oxe) en, D = = gfe Sa | Ia ee ad Le el 1 Se ay eee a LL joo ire |e; r=] he So Ole oO Og ra-4H a i i] | I 0° ae = {Ih } | 31g fay yy agi i Vi O VIO © OH +— ox 16 Pk Menai A fl | mae POTS ah ap te th th Sb tese seat INP © O/0 0 © Pt +t+++++4+4 | T ! Y] | | | i all i ' ENG 1 6 i SS HH I =< ae i} ol

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K183g stoi] 33 ae |

SECTIONS THROUGH ONE OF THE DOUBLE-ENDED BOILERS, WITH DETAILS OF RIVETING, MANHOLES AND SLING STAYS.

shell has been computed as 90 percent of the uncut sheet, and the inner course is given as 88.15 percent, with a thickness a trifle greater than the outer. The riveting has been done so completely as to furnish a rivet strength in excess of that of the unbroken shell by about 25 percent. The shell steel has been subjected to tests which show a tensile strength of 66,850 pounds per square inch, with an extension of 20 percent in 8 inches. The remaining plates show a strength of about 60,000 pounds per square inch, with an extension of 25 percent. The rivet material shows a strength of 62,500 pounds per square inch, with an extension of 20 percent. The plates are of Siemens-Martin mild steel, and the riveting, wherever pos- sible, was done by hydraulic process.

The funnel, which has a circular section, consists of an inner and an outer tube, with sufficient air space between them, the diameters being 10 feet 2% inches and 12 feet 934 inches, re-

pacity to deliver the cooling water required for both engines when working with full steam.

Two feed-pumps for each engine are fitted, to be used when needed for boiler feed; they consist in all their parts of bronze, and have a plunger of 4 inches diameter, the stroke being 26 9/16 inches. There are fitted two single-acting bilge pumps, and two pumps for sanitary purposes of the same stroke as the feed pumps, and with cylinders 5 inches in diameter. The pump barrel of the bilge pumps is of iron and the plunger of brass.

Besides these are two evaporator pumps 2 by 1134 inches; one vertical ballast duplex pump 10 and 11 by 12 inches; two G. & J. Weir (Cathcart, Glasgow) pumps, each with a ca- pacity of 50 tons per hour; and two duplex steam pumps 6 and 4 by 6 inches, which are used to draw drinking water, either from the tanks of the double bottom into a tank

International Marine Engineering JANUARY, 1908.

arranged in the engine room, or directly into a tank on the

promenade deck. In addition to these pumps there is a cir- cit AN aaa has culating pump for the auxiliary condenser, of the same con- Slit struction as the main circulating pumps, worked at 200 revolu- eNGIe V Vi tions per minute. ES E i be es The two starting engines have each two cylinders of 5% O4 Nine Ne) inches diameter, with a stroke of 5% inches. The turning o/. ; NE NEN 7 a engines have each one cylinder 6 by 434 inches. The steam VA 113 13 ay yN steering engine, from Caldwell & Company, has cylinders of ee OL} 12 inches in diameter, with a stroke of 12 inches. Among Ne i/ 43h ma 7| other auxiliary engines there are one for the anchors ; eight i Teta cargo winches, four 7 by 12 inches and four 6 by 10 inches; ry { 1 ‘ 2@) ra el : ie : ie WSS Ges Nes bho 1 | ] 1

Z

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ELEVATION AND PLAN OF THE STEERING GEAR.

1

two steam capstans and a refrigerating engine working on the J. & E. Hall (Dartford, Kent) carbonic acid system.

The Kronprinzessin Cecilie is lighted throughout by elec- tricity, which is generated by three dynamos supplied by the Allgemeiné Electricitaetsgesellschaft, of Berlin. The engines driving these generators are of the compound type, furnished by Daevel, of Kiel, and are directly coupled to the dynamos, which work at 102 volts, and a maximum of 250 revolutions per minute, the output of each dynamo being 400 amperes. Two of these engines are placed aft in the main engine room, and the third is above the waterline, in a room forward of the engine hatch, on the upper deck. The total number of lamps is 1,087, while the electricity is used for a great many other purposes, including the outfit of the gymnasium, a wireless telegraphy equipment fitted in a room of the officers’ house on the boat deck, telephones, a complete bell system, and venti- lating fans, of which latter there are 188.

THE PROPELLING MACHINERY LAYOUT OF THE SHIP COVERS, ALTOGETHER, 275 FEET, INCLUDING BOILERS, ENGINES, PROPELLERS AND COAL BUNKERS.

JANUARY, 1908.

International Marine Engineering 29

MODERN MARINE TRANSPORTATION. BY WILLIAM T. DONNELLY.*

Modern marine transportation may be said to have begun with the first successful application of steam power to the propulsion of ships, and it would seem almost beyond be- lief that the present year completes but the first century of its application.

Man, since his advent upon the earth’s surface, has followed but two callings—that of war and that of trade. The first has been a calling of destruction and annihilation, the second a calling of construction and. production—the one tearing down, the other building up. And if there is one single thing which gives us confidence that the present civilization is to

The railroads, on the one hand, have persistently con- tended that wherever a line of rails was possible, marine transportation was useless. The exponents of marine trans- portation have contended, on the other hand, that the rail- roads simply served the purpose of bringing the materials for transportation to the harbors of the world for shipment. It now appears that land transportation, as exemplified by the railroads of the country, has reached that point in its devel- opment where it is more than ready to forget its hostility, and to call upon marine transportation for assistance in hand- ling the transportation of the continent, and this in spite of the fact that it has taken advantage to the fullest measure of corporate organization and such general confidence of the

FIG. 1.—MARINE UNIT SYSTEM APPLIED TO CAR FLOAT SERVICE.

remain upon the earth, it is that transportation is binding all nations into one commercial body. It must be apparent to all broad thinkers that the development of the means of transportation upon the great bodies of water that divide the great,nations of the earth has been the incentive to the mak- ing of international treaties of peace, which are constantly making war and conquest less and less a normal occupation of mankind.

Great as has been the development of transportation upon the sea, even greater development has been made upon land. The application of steam power to land transportation com- menced about the same time, and its development has measured the march of civilization. The savage and the wilderness cannot exist where the railroad penetrates. Up to the pres- ent time, land and marine transportation have developed in- dependently, and to a large extent in hostility to each other, although both have been using the same great force.

*Consulting Engineer, 132 Nassau St., New York.

people as has enabled it to ‘call to its aid almost unlimited capital; while, on the other hand, marine transportation in almost every instance has been developed by individual en- ergy, organization and management.

THE ELECTRIC UNIT SYSTEM OF MARINE TRANSPORTATION.

This has for its foundation the broad application of the central station idea for the generation of power, its distribu- tion by electricity, and its application to marine transporta- tion. The system is applicable to all classes of marine work.

The marine transportation unit comprises a power vessel containing an electric power generating plant, and a number of cargo carrying consorts, each propelled by electric power furnished from the power vessel. The power plant is of precisely the same construction, operation and control as those used upon land. This power plant has no direct connection, other than electrical, with the propelling power of the vessel in which it is carried. or of any other of the fleet, consequently

30 International Marine Engineering

JANUARY, 1908.

the generating engines may be operated at a constant speed and in one direction only, which results ina much simpler form of engine, requiring less attendance, and much. less liable to derangement while in operation.

The power vessel (see Fig. 4) contains two boilers of the marine type, each of 700 horsepower, and two directly con- nected electric generating units of 700 horsepower each. The duplication of the boilers and generating plant make total failure of power highly improbable. Heretofore in all marine work there has been the necessity of a concordant action be- tween the pilot house and engine room, to control the ves- sel; under this system the engine room and power producing plant are entirely separate and independent of the navigation and control of the vessel, the generation and use of the power being entirely separate functions. The power vessel is pro-

canal, river, harbor and lake navigation. The generation of the power is precisely similar, but in this case the electric con- nection between the vessels comprising the fleet is extended, so that they may proceed in single file, and the control of the propelling power of each vessel is in the hands of the helms- man or officer in charge of that vessel.

In the illustration, the power boat is shown as the last in the line, but it is, of course, apparent that it can occupy any position, and it can be readily seen that in such a fleet each vessel, within reasonable limits, possesses all the qualities of an independent vessel propelled by power, such as the avoid- ance of obstructions, the ability to turn sharp bends in rivers, and independently to maneuver around wharves and through locks of canals. In addition, the illustration shows the further possibility of using power generated in a central station, upon

FIG. 2.--MARINE UNIT SYSTEM APPLIED TO OCEAN TRANSPORTATION.

pelled by twin screws operated by electric motors; the con- trol of these motors is entirely independent of the power plant, and their starting, stopping and reversing will be under the direct control of the navigating officer in the pilot house, with- out the intervention of bells or signals of any kind.

The power boat is shown in another view, in connection with two car floats. Each of these is provided with twin screws operated by electric motors, and the control of these motors for stopping, starting and reversing is also located in the pilot house of the power vessel, and under the direct control of the navigating officer. The application of the system involves the principle of so distributing the power that each of the units receives the amount necessary to propel it at the same speed, thus eliminating any necessity of transferring strains between the vessels.

In another case, Fig. 3, the system is shown as applied to

one of the boats, for refrigerating purposes on others, and it is pointed out that when such a refrigerated cargo reaches its destination, connection can be made to any source of elec- tricity upon the shore, and refrigeration continued while the cargo is being discharged and a new one loaded.

Fig. 2 illustrates the application of this system to ocean navigation. In this illustration three vessels are shown, the central one containing the power plant, distributing power to a vessel ahead and another astern. For this class of work the power vessel would be provided with an automatic wind- ing engine to control the length of the electric cables convey- ing the power to the other vessels of the fleet.

In the application of the system to the smallest class of shallow river vessels, the power is generated by an internal combustion engine using oil as fuel, and the propulsion is by means of stern wheels. With this system it is possible for

JANUARY, 1908.

one man to care for the generating plant, and to control the movement of the three vessels comprising the fleet. The sys- tem makes possible marine transportation on a less draft than has been heretofore possible. Attention is called to the fact that the three vessels are precisely alike, and that there is no necessary structural connection of the power generating plant to the hull; so that, in case of injury or grounding, it can readily be transferred to any one of the barges.

It should further be considered that this system offers a very great additional advantage, in that it provides for a source of light without a separate installation for that purpose, the lighting circuit being, of course, taken direct from the main power circuit; and as all modern freight movement proceeds without interruption, night and day, this consideration is by

International Marine Engineering 31

four hours per day, while with steam freight carrying vessels it is an established fact that more than half the time is spent in discharging and loading cargo; this is fully brought out in the comparison made in another part of this paper, where the resulting economy of this system is pointed out. The appli- cation of this system of navigation to the smaller rivers and waterways of the interior will result in a very great extension of the business and very many economies in operation.

At the present time such navigation is carried on by a steam propelled vessel of sufficient capacity to carry all the freight for the territory which it serves, and it is under the most severe restrictions as to the matter of draft, and conse- quently displacement, and at the same time must have suffi- ciently powerful machinery to make headway against strong

FIG. 3.—MARINE UNIT SYSTEM APPLIED TO RIVER, LAKE AND CANAL TRANSPORTATION.

e

no means a small one. It will be readily understood that the readiness with which electricity could be utilized for searchlights for river navigation at night would materially add to the efficiency of the system.

Further general advantages of the system are as follows: all inland water navigation is hampered and limited by the small depth of water, which limits the size of transportation units, and by limiting the amount of water on which the pro- peliing apparatus can act, seriously restricts the application of power in large units. The electric unit system makes possible the development of power in large units, its distribution to a number of small vessels, to each of which it is applied most economically and with the smallest amount of attendance. The placing of the power plant in one vessel and the providing of the cargo space in others makes it possible to adapt each to the particular use for which it is intended, and a much higher economy in construction and operation is possible for each.

It is an established practice to operate tow-boats twenty-

currents. At every point where freight is received or dis- charged the vessel, with the entire crew, must remain idle while the freight is being received and discharged.

On the other hand, through the electric unit system, a power boat designed for that purpose only, capable of trans- mitting propelling power to a number of lightly constructed, shallow-draft barges, each equipped with sufficient electrically operated propelling power to meet the conditions, would operate as follows: Instead of the whole transportation unit remaining idle while freight was being loaded and discharged, a single barge, of a capacity sufficient for the particular freight depot, would be detached upon the up-trip at a town or city, the power boat and remainder of the fleet proceeding without delay. This procedure would be repeated at each town along the river. Upon the return trip, such barges as had been loaded would be taken up. In this way the work- ing plant, comprising the greater part of the investment, and by far the greater part of the working force, would be kept

32 International Marine Engineering

JANUARY, 1908.

constantly employed and approximately twice the amount of transportation accomplished for the same investment of capi- tal and labor as by the old method.

The collecting of perishable food products, such as are kept in cold storage, will be greatly facilitated, it being clearly

electricity for power or lighting. The fact that the power vessel can be laid up at a point where fuel can be stored would make it possible for such a plant to furnish electric power or lighting at a very reasonable figure.

(To be concluded.)

4

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FIG.

recognized by all engineers that the most important factor of cold storage plants is an ample supply of cooling water, and the added fact that upon the water power can be generated cheaper than under any other conditions. When there is the additional consideration that electric power can now be pur- chased as readily as any other commodity, in all towns and cities, to operate the cold storage plant when the barge is de- tached from the power vessel, it is practically certain that this system of gathering and handling perishable food products is destined to have an exceedingly wide application.

In the broad application of this system to inland waterways it will, of course, be immediately apparent that the freight barges with their motor power are not in any way limited for their operation to any particular power vessel, but that in the extension of the system, the power vessel will be treated entirely separate from the cargo vessel, and that the cargo vessels will be moved systematically on schedule time by power vessels in precisely the same way as freight cars are moved by locomotives. But it should be pointed out that marine transportation under this system possesses several distinct advantages over the movement of freight upon rail- roads. The maintenance of right of way is entirely elimi- nated. All switching and yard work is eliminated; almost unlimited restrictions as to dimensions and carrying capacity is admissible in freight-carrying units, it being understood that any size of unit may be used with the sole provision that the amount of propelling power introduced shall be sufficient to give all the same speed when in transit.

It should also be pointed out that, when the present form of marine freight vessel or tow-boat is laid up, the whole in- vestment is entirely useless for any other purpose; but with this system, an electric power generating vessel, when laid up for a closed season in northern latitudes, or for lack of business at any time, is still available for the generation of

4.—MARINE UNIT SYSTEM POWER BOAT.

THE ROYAL NAVAL COLLEGE AT GREENWICH, AND THE TRAINING OF ENGINEER OF= FICERS FOR THE ROYAL NAVY.

BY J. W. W. WAGHORN, D. SC.

Few more imposing buildings are to be seen in Great Britain than the noble pile designed and built by Sir Christo- pher Wren as a home for disabled seamen, and now used as the principal center for imparting technical knowledge to the officers of the various branches of the royal navy. Probably still fewer places are as deeply steeped in historic reminis- cences of the Plantagenet, Tudor and Stuart monarchs, or have been more closely associated with the varied fortunes of those houses. The present buildings occupy the site of an earlier building built or enlarged by Duke Humphrey, of Gloucester, the brother of Henry V.

Some idea of these older buildings enlarged by successive monarchs can be obtained from the copies of old prints, which show how they appeared in the times of Elizabeth and of Charles II]. The print of 1662 shows also the castle on the rising ground of Greenwich Park close to Blackheath, also built by the ‘““Good Duke,” and used as a sort of sanatorium for sufferers from the damper air of the lower ground by the river. The castle was given over for astronomical observa- tions by Charles II, and has been ever since the royal observa- tory and residence of the astronomer royal from the times of Flamstreet, the first holder of the office. This is also shown in the view of the college grounds and buildings, looking from north to south.

Charles II, some four years after his restoration, com- menced to rebuild the palace under the direction of Sir Isaac Denham, who took down the old buildings, of which at the present time no trace remains except the crypt below the block containing the naval museum. After the victory of Cape La Hogue, which shattered the hopes of James II of regaining his

JaNuARY, 1908.

International Marine Engineering 33

GENERAL VIEW OF THE NAVAL COLLEGE FROM THE RIVER. (Photographs by E. J. Collins,

lost kingdom, Mary (in William III’s absence), in gratitude to her naval heroes, decided that the partially rebuilt palace should be devoted as a home for seamen “disabled by age, wounds or accidents.” Wren furnished the designs and lived close by during the completion, and William, after Mary’s death, pushed forward the work of rebuilding. Between 2,000 and 3,000 pensioners resided at the hospital at one time, but in later years the number was reduced to about one-half; the men themselves disliked the disciplinary character of the life, and preferred a pension with the freedom of their own homes.

In 1873 the government, in which Goschen was the first

FUNERAL OF QUEEN ELIZABETH AT GREENWICH IN 1603.

Lord of the Admiralty, decided that it would not be incon- sistent with the traditions of its past to convert the hospital into a college for the scientific training of all branches of the royal navy. For fourteen years before the establishment of this college an advanced course of instruction in mathematics and technical subjects was held at the Royal School of Naval Architecture and Marine Engineering in some buildings of the South Kensington Museum, attended by a few students of naval architecture and naval engineer students selected an- nually by examination from those training at the royal dock- yards. The course lasted for four years, on what is now known as the “Sandwich” system, about seven months of every year being spent in theoretical study in London, and five months in practical work at the dockyards. The school owed its initiation to the urgent representation of a small com-

THE OBSERVATORY IN MIDDLE BACKGROUND. Ik INo ©)

mittee of the Institution of Naval Architects, of which Scott Russell,, the designer of the Great Eastern, was an active member, who felt strongly the necessity of an advanced train- ing for engineers and shipbuilders in the interests of the

IN 1662, SHOWING HILL ON WHICH OBSERVATORY IS NOW LOCATED.

country génerally, and the Admiralty more particularly. The school was dissolved, and its work transferred to Greenwich on the establishment of the Naval College. That the former school fulfilled the purpose for which it was founded is shown by the fact that nearly all the high technical posts at the Ad-

Hee eis

THE BUILDINGS IN 1662.

miralty, and very many at Lloyd’s and at the great engineering and shipbuilding firms of the country, are filleél by its former

pupils. At the time when the hospital was converted from its earlier

34 International Marine Engineering

JANUARY, 1908.

purpose as a home for pensioned seamen it had become grad- ually recognized that technical scientific education was re- quired, not only for the engineer officers and the future con- structors at the dockyards and designers at the Almiralty, but also for all the executive officers of the navy. In the previous days of the old sailing vessels and wooden men-of-war, a knowledge of navigation was the only scientific attainment ex- pected of the naval officers; presence of mind, courage, cool- ness, readiness of resource and the facility of command suf- ficed for the rest. When we remember that Columbus, with no appliances beyond the imperfect form of quadrant, known as the astrolabe, and a compass of which even the fact that its setting varied largely at different places was not common knowledge, doubtfully known to himself, with no chronometer, log or chart, was able by dead reckoning, which meant guess- ing the speed through the water, in each of his voyages from

an elementary knowledge of naval construction; but included directly in the duties of the executive staff are the motors, dynamos, lamps, searchlights, telephone exchanges and wire- less instruments, which make the modern battleship or first class cruiser an electric engineering station of considerable complexity and no mean magnitude.

He should possess the necessary mathematical and technical knowledge required for navigation and pilotage, and under- stand the troublesome subject of compass errors and their cor- rection, complicated not only by the constant alteration due to a change of geographical position, but also by the varying dis- turbances due to the close proximity of dynamos, motors and other magnetized masses. Looking at the duties from other points of view, he should be a good linguist, something of a lawyer, acquainted at least with the laws of evidence and practice of courts martial, and be able to cope with the diffi-

A CORNER OF THE DYNAMO ROOM IN THE ENGINEERING LABORATORY.

the West Indies, to make his port in Spain with certainty, and to predict at night that a certain land would be sighted in the morning, it is not to be wondered at that a limited mathemati- cal knowledge, with the help of modern appliances, sufficed for the needs of the navy up to comparatively recent times. During the last half century, however, the modern man-of- war has rapidly become, and with an ever-increasing accelera- tion, a collection of mechanism of the most complex type; and the executive officer, especially if he undertakes at some time in his career the duties of a gunnery or torpedo lieutenant, must acquire a knowledge (and know a good deal) of the practical side of more than one profession. The naval officer should be proficient in the working parts, and understand the details, of the numerous and complicated items of machinery, hydraulic, pneumatic and electric, required for the working of guns, torpedoes, mines, for transmitting orders automatically to all parts of the ship, and varying from the powerful ma- chinery required for a 12-inch gun to the delicate optical ad- justments of a rangefinder. He should know something of the working of his main and auxiliary engines, and have at least

cult problems of maritime and international law. He should be an expert in naval strategy and tactics, and know something of the duties of the sister service, when in charge of expedi- tions on shore.

When, at the time the Greenwich College was started, the need of a much more extended system of education for the naval officers was felt, arrangements were made by which all executive officers, after they had spent some time at sea and had attained the rank of sub-lieutenant, should compulsorily be appointed to the college for a course of study lasting about six months, and terminated by a qualifying examination. Officers of higher rank, lieutenants, commanders and captains, were encouraged, at periods when not appointed to a com- missioned ship, to.attend classes in various subjects, such as mathematics, physics, steam, chemistry, languages, fortifica- tion, naval strategy, etc. Lieutenants qualifying for gunnery or torpedo duties spent the session of nine months at Green- wich before proceeding to the special training ships for the practical part of their instruction. A war course for senior officers (captains and commanders) was held for several years,

JANuARY, 1908.

International Marine Engineering 35

and even a short course for admirals, lasting for six weeks at a time and always well attended, showed that the modern naval officer recognized that at no period of his service was he too old to learn. During the last few years, however, much of the instruction previously given at Greenwich has been transferred to the naval ports. The war courses are held at Devonport, Portsmouth and Chatham, the qualifying courses for the spe- cial technical officers (gunnery and torpedo) are held at Portsmouth, and only those who show special ability (about one-third of the number qualifying) proceed afterwards to Greenwich for a more advanced course of nine months’ dura- tion.

On the same principle, only those sub-lieutenants (about one-half the total number) who attain a sufficient standard in an examination held at sea, proceed to Greenwich for a further course of six months’ instruction. Also, whereas formerly all the engineer officers, after their training at Keyham, came to the naval college for one session, under the present regulation only those most likely to profit by the instruction are ap-

marine and engineering officers. The education and details of courses referred to in this article apply obviously to the older system, which will soon be obsolete.

The successful probationary cadets pay £75 ($365) a year towards the expenses of their residences and training at the Engineering College at Keyham, but scholarships are awarded to a considerable number at the head of the list, which re- duces the fees to £40 ($195) a year. Such students, engineer- ing cadets, must enter the government service if they are offered commissions at the end of their course of four years. The remainder, probationary cadets, will be allowed to take the commissions, if they are successful in the final examinations, but are not obliged to do so. About one-half of the total entry receive commissions at the end of the course. The training is partly mathematical and scientific, under a staff of which Prof. Worthington, F. R. S., is the head; partly practical and technical, under a staff of engineer lieutenants, one in charge of each term, and an engineer commander, all the or- ganization and general supervision being carried out by an

a THE COLLEGE GROUNDS, PAINTED HALL AND CHAPEL.

pointed: The result of these two conclusions, that where pos- sible naval subjects should be taught in the ports where the fleets assemble, and that only those who have shown particular aptitude should proceed to more advanced education, has re- sulted in a considerable diminution of the students in residence, who number normally under the present regulations about 100, as compared with almost double this number a few years ago.

In addition to executive officers, engineering officers and students of naval architecture, all marine officers, both of the Royal Artillery and of the Light Infantry, are attached to the college for a period of one or two years. Gentlemen, grad- uates of the universities, qualifying for the rank of naval in- structor, attend the courses, and many individual officers are appointed for work in some particular department before taking up some technical appointment or undertaking some special work.

Candidates who have obtained nominations for thé engineer- ing cadetships, of limits of age between 14%4 and 16%, are examined annually, and those selected proceed to Keyham for a course of training. It must be remembered, however, that the terms used refer to the past, and that the system that has produced the present officers of the engineering branch is now superseded by the new scheme of a common entry and joint training up to a certain point in their career, for the executive,

engineer captain; an executive officer of the rank of captain being at the head of the whole establishment.

Two mornings and three evenings in a week are devoted to the mathematical and scientific studies. The rest of the time is spent in the various workshops, iron and brass foun- dries and in repairs on board ship. A separate fitting shop and a drawing office are allotted to the students. Their work is carried on under the supervision of the engineer lieutenants, assisted by workmen instructors. Whenever it is possible, the whole of the repairs of a certain ship are carried out by the cadets, under the same conditions as by the factory workmen, and the trials run under the usual tests.

A certain number, generally about one-half of those who obtain commissions, proceed to Greenwich for a course of nine months’ further study. At the end of their second year at Keyham, appointments are offered to the first two or three on the examination list to enter the royal corps of naval con- structors. The training in their case naturally differs some- what on the technical side from that of the engineering cadets; they also proceed to Greenwich, and stay there for the full ad- vanced course of three years.

The instruction at Keyham includes algebra, trigonometry, differential and integral calculus, the application of graphical methods to the solution of problems, statics, dynamics and

36 International Marine Engineering JANUARY, 1908.

A VIEW IN THE MECHANICAL LABORATORY. \

hydrostatics; mechanical drawing, mechanism and applied mechanics, and strength of materials, with laboratory work in these subjects; lectures and laboratory work in chemistry, in- cluding analysis of funnel gases, hardness of water, boiler in- crustation, etc.; lectures and laboratory in physics, including

optics, heat and the elements of thermodynamics, electricity and magnetism, the applications of electricity in dynamos, mo- tors, wireless telegraphy, etc. The engineering lectures in- clude the description of the parts of various types of steam engines and boilers, properties of steam, indicator diagrams,

A SECTION OF THE MECHANICAL LABORATORY.

JANUARY, 1908.

International Marine®@Engineering 37

THE APPARATUS IN THE PHYSICAL LABORATORY.

combustion, oil and gas engines, engine room duties, propulsion of ships, hydraulic machinery and the metallurgy of iron and steel and alloys used in naval practice.

A certain number of appointments to the rank of engineer sub-lieutenant have, under the regulations in force up to the present time, been offered to candidates, not trained at Key-

ham, between the ages of 20 and 23, who have had at least one year’s training at a recognized technical institution, not less than three years at some approved engineering firm, and who obtain the requisite qualifying marks in the papers at the final examination to the Keyham cadets. If their examination record is sufficiently good, they can proceed to the advanced

THE NEW CHEMICAL LABORATORY.

38 International Marine Engineering

JANUARY, 1908.

course at Greenwich. At the termination of the session’s work, a few of the engineer sub-lieutenants, generally about four in number, are selected to stay for a further course of two more sessions (of nine months each) with the view of quali- fying for the more important posts at the Admiralty and royal dockyards; all the students of naval construction also stay for the full course of three sessions. _

Private students of either marine engineering or naval con- struction may be admitted to the full advanced courses on passing a qualifying examination and payment of an annual fee of £30 ($146). These students do not,however, reside at the college. Scholarships and free studentships are offered to those private students who attain a certain standard at the entrance examination, and such students may be taken into the Admiralty service at the completion of their studies, com- peting on equal terms with the students trained in the govern- ment establishments. Testimony to the high value of the Greenwich instruction is given by the fact that many foreign governments have, since the first institution of the college, been glad to send the ablest students of their engineering and construction corps, and executive and engineer officers of their respective navies, to join these classes. As long as it was permitted by our Admiralty, the American, Italian, Danish, Swedish, Chinese and Japanese and other govern- ments sent some of their ablest men, and the high offices of the naval construction and engineering departments of the nations were filled mainly with former students of Greenwich. Of recent years, the Admiralty has been less ready to supply the technical training for other countries, but the Japanese have already been allowed to send two or more representative officers, and these men, as we might expect from the known ability and devotion to study of their race, always take good positions in the final examinations, and hold their own, in spite of the difficulties due to their imperfect knowledge of the language, with the best of our own men. At the present time, one Portuguese naval officer, two Japanese students (of naval construction and of marine engineering, respectively) and a Japanese commander who took an active part in the last war, are at the college, and in the ensuing session several Chinese students will be admitted.

The mathematical work of the first year repeats and treats more fully the subjects already taken up at Keyham, algebra, trigonometry, co-ordinate geometry, differential and integral calculus and the mechanics of solids and fluids. In the second and third years the course in pure mathematics includes ana- lytical solid geometry, elementary differential equations, mainly in applications to mechanical and physical problems, curve plotting, etc. In applied mathematics, the mechanics of solids and fluids is treated in much greater detail and by more general methods than in the first year course. Besides the usual prob- lems of statics and dynamics of a particle, are considered the equilibrium of chains and elastic beams, and the general dynamics and kinematics of rigid bodies, special attention be- ing paid to questions involving rotation, gyrostatic control, etc. The naval constructors have also a course in dynamics.

In applied mechanics the first year syllabus for the students is on the same lines and general scope as the final B. Sc. or B. E. at any of the universities. In the second and third years, the work may be compared with a post-graduate course in the higher branches of applied mechanics in relation to de- sign, such as secondary balanting of engines, vibration of structures, whirling of shafts, etc. Thermodynamics of the steam engine and steam turbine, of internal combustion en- gines, of refrigeration and air compressors, design of centrifu- gal pumps, of turbines and other hydraulic plant, are taken up; with lectures on stream lines and wave motion and resistance and propulsion of ships.

An important feature of the instruction of this depart- ment is the course of practical work in the newly equipped

laboratory, of which two views are given. Experiments are carried out in the first year illustrating the efficiency of lift- ing tackle, the laws of linear, angular and harmonic motion, illustrated by the usual apparatus, such as the ballistic pendu- lum, the gyroscope, etc.; the laws of friction, the measure- ment of elastic constants of materials, the discharge through orifices, etc.

In the last two years the extended course includes the test- ing and microscopic examination of metals and efficiency tests of various types of boilers and engines (steam, hydraulic and internal combustion). In the third year research work in various subjects is undertaken, in which the students are ex- pected to use their own powers of resource and originality. During the last term investigations have been carried out on the efficiency of injectors, of petrol engines, on lubricants, on the application of Hele Shaw’s stream line apparatus for the estimation of mechanical stresses in structures, on the hard- ness and ultimate strength of iron-carbon alloys, on the me- chanical properties of materials, coupled with microscopical examination and chemical analysis.

The plant includes, among other items, a marine engine of 50 horsepower by Belliss & Morcom, coupled to a Siemens shunt dynamo; a 33-kilowatt Parsons turbine and direct- current generator, and a 20-kilowatt De Laval turbine and generator. The internal combustion engines include a 15- horsepower Diesel, 12-horsepower Thornycroft petrol, 12- horsepower Crossley gas and 2'4-horsepower Hortsby-Ack- royd hydraulic. A 1o0-ton hydraulic testing machine by Rush- ton; an air refrigerating machine and air compressors; an equipment by Zeiss for the microscopic examination of met- als, and a dark room for photographic work are also pro- vided. The building is lighted and supplied with alternating current from the mains of the South Metropolitan Company, and a battery of 55 storage cells enables direct current to be obtained, when required. A well-equipped work shop, with lathes, shaping and milling machines, serves for the con- struction of new appliances and the repairs necessary for those existing.

A very considerable proportion of the working hours of the engineer sub-lieutenants is devoted to the design and drawing of engines and their component parts. Lectures and notes on the parts designed are given by an engineer officer on the Admiralty staff, assisted by an engineer officer attached to the college. About six hours a week are given in the first year to this subject, which enables the student to com- plete about ten finished drawings, with calculated dimensions of parts, such as the crankshaft, piston, piston rod and cross- head, etc., suitable for the engines of a given ship.

In the second and third years about ten hours a week are devoted to this subject, during which time a complete design in full detail of a set of main engines for a given’ ship is worked out. Two students work together, and complete about twenty drawings, including the general plan and elevation of — main and auxiliary engines, details of parts, and arrangement of pipes in boiler and engine room. Lectures on naval archi- tecture are given by a member of the corps of naval con- structors, and lectures on points of present interest in naval practice, such as oil fuel, turbines and internal combustion engines, by an engineer commander attached to the college and in charge of the instruction to executive officers in steam, mechanism and machine drawing.

The first year students attend lectures on the application of electricity, in continuation of their previous courses at Key- ham, including the principles and service details of arc lamps, searchlights and glow lamps, of continuous-current dynamos and motors, of alternating-current circuits and their properties, of the various types of alternating-current dynamos and mo- tors and their characteristic properties, transformers, rectifiers, etc., on the transmission of power, and the principles and

January, 1908.

International Marine Engineering 39

apparatus involved in wireless telegraphy. These lectures are supplemented by practical work in the physical laboratory, including efficiency tests of the various types of dynamos and motors, transformers, lamps, rectifiers, etc., the determina- tion of the magnetic constants of materials, of capacities and inductances, etc.

The plant includes a 12-kilowatt motor-generator set by Siemens, shown in the view of one corner of one of the dy- namo rooms, consisting of a shunt-wound motor coupled on either side to a direct-current compound dynamo. These dy- namos can be uncoupled from the motor and driven as shunt, series, cumulative or differential motors from the direct-cur- rent mains. The machines are fitted with slip rings con- nected to the armature, and will consequently generate three- phase current, either as dynamos or motors. They can be driven as rotary converters, either from the direct or alternat- ing side, and can be used as synchronous motors. The plant is also conveniently arranged for efficiency tests on the usual Hopkinson method. Another motor-generator set by Cromp- ton consists of a two-phase induction motor driving on one side a continuous current dynamo and on the other a two- phase generator, which can also be run as a single-phase or two-phase synchronous motor. A motor generator set by Schuckert provides continuous current from the alternating mains of the South Metropolitan Company. Among other items are a four-pole and a two-pole compound dynamo by Siemens; a small alternating generator and separate exciter by Johnson & Phillips, and two and three-phase induction mo- tors from 12 to 2 horsepower by the same firm. Rooms are fitted up for the testing of arc and glow lamps; for the measurement of inductances; for calibration of instruments by Crompton’s potentiometer, for the use of wave meters in wireless experiments; for observations in terrestrial mag- netism; for compass correction; for work in heat and light, and for a course of elementary mechanics and hydrostatics. Another view shows a portion of the large room used for ordinary electrical measurements, with Wheatstone bridges, etc. A dark room and thoroughly equipped photographic studio is also attached to the department.

The lectures in chemistry deal, besides the general prin- ciples, with such practical applications as fuels, boiler in- crustations, etc. A course of lectures on metallurgy is also given in this department. In the first year, the practical work is mainly qualitative analysis; in the second year, on the test- ing of coal, liquid and gaseous fuels and their analysis, physical and chemical examination of lubricating oils, ex- amination of water for use in boilers, etc. A view of a por- tion of a large room recently added to the chemical laboratory is shown.

Instruction in languages, French and German, is given to those taking the long course. All officers are requested to spend a certain time every week in the exercises of the Swedish physical drill. The recreations in the college life have not been neglected; there are two racquet courts, many lawn tennis courts, a fine bowling alley and a billiard room. * The lease of a football and cricket ground a little distance from the college ground will, unfortunately, terminate this year, and pass into the hands of the speculative builder.

The courses of study, and all the educational arrangements, are under the control of the director of naval education, Pro- fessor I. A. Ewing, F. R. S., who is also responsible for all the other educational establishments connected with the Ad- miralty, and for all matters pertaining to the training of the personnel of the navy. An “admiral president” is at the head of the college, and is assisted in all matters of discipline by a naval captain. It must, of course, be borne in mind that the education and training of the engineer officer as shown in this sketch refers to the present and the past, but that in a very short time a new system will take its place, of which the gen- eral scheme, but not the details, are yet public.

Italian Armored Cruiser Pisa.

On Sept. 15 there was successfully launched from the ship- yard of Orlando Brothers & Company, Livorno, Italy, the first of four first-class armored cruisers building for the Italian navy. The ship has the following dimensions:

Meters. Feet. Lema Over alll, cocsvloccscee vouocc0a0ec 140.5 461 Length between perpendiculars.......... 130. 427 Fextrem enbeamiupscc anit nena acurtele ereiercle cists 21.06 69 IDX tcen coo cadidos Hub eta one oe Dee 12.15 30.9 Mieanwidnrattiacrerccrrn cope cece a. 7.18 23.6. WMiasanrayerin GHEE 5 9900000000000000000000 7.43 24.4 Metacentricahelchtrrenriaeeeiccicciicce 2 3.04

Normal displacement in tons, 10,118.

LAUNCHING OF THE ITALIAN ARMORED