Sareea Hay “ray oN Ie a) eC Set i ist | 1 ey | ; i | het } MORIA Ah LSS aS iH Meas AP tied ae Aeyean vt ieee ii ¢ Paee PAN OD Te RRA FAY if isthe Bhsetneat SB ila OSDORIORIORIORI OAR IORIPAOAIAIRDONION X% a , 8 SCIENTIFIC LIBRARY 4 errr Q vy Mamma aaa“ ASAsacs > x GS & UNITED STATES PATENT OFFICE Marmara 1 “8 aranwacway Vora ay 11—862 GOVERNMENT PRINTING OFFIOn tat Aaa ahanac nad CAR AAAA? AANAAAG > »») ys A\ NC Dy yyy yD 5 yy» D> D> BD >> 15) 2 »> >» D ; = wa ) > DW) >?d> J »2 »>) ») DS > > 2: > > >> >) > D ») >. —. PD.» D) >) > »» > =» _» 2 > 5D yD 2D _ [oP »» Pp >») DD ey» D) > >> > 3 22>D> 3399 << 2D») D 2»)>D DD= z >» » = »>_ Be D> »»>) — >. fae » D>») ») Z ») >) >) Iyy> 35> D>» yb inv 3° 2 > >) 2 INDEX TO Marine Engineering tle sf VOLUME VIL. JANUARY TO DECEMBER, 1902 fe she MARINE ENGINEERING, INCORPORATED. 309 BROADWAY, NEW YORK, U. S. A.. INDEX. NOTE —Illustrated articles are marked with an (*) following the title. ARTICLES. PAGE PAGE. \ PAGE. | Launch of the Kaiser Wilhelm II..... .-. 589 | Risdon Iron Works*......... 90000000000 49 ccidentuitopthelm Oxegonty-y- titties rrr OS | ILawnen oF Inn Spel scccncaca00000000 497 | Roller bearing for marine engines. S. P. Admiral Melville’s annual report........ 639 | Leaky pipe joints. C. A. McAllister..... 586 ME WES 6 ¢00000000000000000000000 451 Atlantic transport steamship Minnetonka* 227 | Lighting and buoying of the coasts of Rules, changes in, of the U. S. Inspectors 122 Atlantic steamship combination.......... 589 France, recent improvements in. Baron Rules of U. S. Standard Register of Ship- Balancing wmanineteneincsmthcoreticn meant Quinette de Rochemont 9900600000000 19 FEN 90000000000000060000000000006000 402 mere Sail Oe IDL Wi, INaediye? Liquid fuel at sea*......... 05900000 2900 EOS raw of Neal Auchiicams ay Coon me DIACk: EOE! Oke » WW. taylor.” 59, 109 | Liquid fuel naval tests, Admiral Melville’s CROCE OH NENER GUNMAN Ete P poo seeing modern tank steamers. FE. C. report 641 5 Union ree 50 ae 82 9009000000 #200908 495 | ASLONmayeryeiele else 22 oul inonciticinali hen Fa Pane ea Pena Rea chooner Thomas W. Lawson, mechanica f 4 a gitudinal bending stress on damaged Ah so ees ro OSes docs aot ns | AE gy CSW cs occ ges beconsanene0ne: Sa ao Oe pepe ances cme ccc: GB Battleship IVa He are ent ee Hees 531 ee eee Yin Gane? 5. ale Schooners, mechanical equipment of. B. C. i Battlestip) Meoud vel: reconstructed. Dag- ara 5 ay e3 be 5 aril open aor sap oaaE aor rs 13 FREQ LNGTEIO"5 S000 00000000000000900000 412 | Machinery tests of steam yacht Wacouta* 507 | Searchlight practice, modern. ran D Beam engine valve gears. Theodore Lucas* 288 | Marine engines on the Great Lakes, from Perkins*| << -./- opp Dae R BOD ObUCSUD ORS 284 Boat, Mission, on the Mississippi*........ 107 coast engineer’s, point of view. L. 5 Shallow river navigation, improvements in* 506 Boiler, modern flue return, tubular*...... 521 Trovekinrerreceeeion cect ... 576 | Sheathing and coppering whale ships*..... 74 ‘Boiler tests of Hohenstein....../........ 639 | Marine engines, theoretical and practical Shipbuilding, practical points in. Eads Boiler, Thornycroft, practical notes on method of balancing. D. W. Taylor..59, 109 MOG Go9900000000000000000000 483, 650 BReTectionmolame iar cee re 130 | Measurement rules for yachts. F. W. Bel- Ship Subsidy bill....... sence si eieisiee elele ele 21 Boston Steamship Company, new ship of* 1 REM) odonov0g0000000090000000004 _. +. 630 | Shipyard equipment and its future develop- Building new bottom for a wrecked steam- Mechanical equipment of a seven-masted ment. Tjard Schwarz*............ 347, 405 (GE? codoogo9a000endcondnoosaQuodongdE66 470 GANVOINIE” oooo000000000 600000000000000 560 | Shipyards, Eastern Shipbuilding Company* 99 Burning of the steamship Missouri*.... 599 | Metallic packing, observations on. C. C. Shipyard mee On the equipment of for- 5 : : IRONS” oooocdoG00000000000000 000008 337 eign. xer OWES 00000090000000000 5}. ‘Canals, electrically operated, in Belgium. Mississippi cotton steamer. G. I. Norton* 536 | Shipyards, operations in, on Great Lakes. Ca CELsHAIS" > oo oD So DO RISC RE DODD ++ 444 | Mississippi river mission boat*............ 107 Wife TEM ESHE? G0005000000950900 Boo OBS . 164 “Canal, need of an American Isthrhian. Modern five-masted schooner. James A. Shipyards, Risdon Iron Works*........-- 49 Card J. pAlenson DUD OD DOD OD OU OD ODOOKIDOUK 519 Hargant error erence scien 169 | Society of Naval Architects and Marine Ghaness a paar Us Tapes se 548 Modern flue and return tubular boiler.... 521 5 lngineers, meeting: or G20 RDO 609 Channelijsteameraeee eee eee rere ee 163 |‘Naval vessel King Alfred, armored cruiser* 68 pare ue thei poenes syns pasted Chesapeake and Ohio Railroad passenger Naval vessels, training ship Enterprise. Jin. Seema te SEE See Riisiea's Soe aS SteamenmVirciniagee Pee eee eer eee enne 265 M. W. Colquhoun*...... 1099000020 «+++ 334| Speed limits in shoal waters. A. D. Ste- peleatence volume, calculation of. H. H. Ned of an American Isthmian canal. W. VETS: aS hee etna co EEE OP ako nae 500 ) NAayer Ne) Gee cielo eee eis clare 6 5 ANSON... eee eee eee eee eee ee ee eee 519 imits i hoal ters. A. E. Ljii- Coaling station, Frenchman's Bay, Me.... 34¢| New designs for naval vessels." Francis BiiomeGa Meter ae ee 581 Collision bulkhead in service*............ 505 18S IONIES: oo coovo000n00000dG000000000 624 | Stability of oil-tank steamer. P. F. Walk- Development. of modern ordnance and Ocean towing*™ ..........-0.-.-+--.----:- 423 | (C0 eee ee: etl clepoleRn fork sees Rone tS Cee armor. Charles (’Neil.............. 623 | Oil barges. Eads Johnson*.............. Zexo|| SHEA laeetay Gulls ctitoeliscs, 1B Dock, new floating, at Seattle, Wash.*.... 222 | Oil-burning installation on Pacific Coast. ,_B. Sadtler* ..... 20:9 000009 2,999.00 Par gee ke Be Docking facilities on Pacific Coast. W. H. E. H. Hough, W. H. Crawford, Jr.... 447 | Steamboat Connecticut, Vleck OPN eS 37 Mu CrawfordSmiriseiie ee hoe ee 390 | Oil burning with induced draft......... Steamboat fire story on Mar wae eee 53 Docks, floating, for Khartoum*.......... +21 (Oil fuel eer creer 245 Stet bos eye eery and Western States". . oes Distilling ship Edgewater*.............. 2 | Oil fuel, Admiral Melville’s report....... 646 : ra ame EOE ae Dredge, light draft, hydraulic*.......... a6 Oil fuel burning on the Pacific™.......... 238 eieamet ae oe SSN Gee wheel* aba -Dredges for the Lower Seine*............ 132 | Oil fuel, installation on the J. M. Guffey*. 632 soecaier j MM Guffey, Reel FTG ee Eastern Shipbuilding Company*..... 90906 99 Oil euel avoyeeen os ihe, Mariposas : Pel 643 | Steamer Hydrographer* 6900000000000006 20 LW Electric ignition. Donald M. Bliss* OfiSintieniad (All GHAR -oooooconccccus 432 Steamer Queen Caroline*............-. - 637 Pac. TEMS dee Shasnretl 293) 454) eh Oil, selection of lubricating............ - 356 Steamer, turbine, King Edward. W. C. i unch for hospital service*..... 467 | 0:7. “5 J WEIECS” condicnscoccvgcgeoucgco00000 SHEE apparatus. G. McQuil- ES susan, GRIN “Oe ES 492 | Steamer Virginia, C. and O. R. R.* ...... afi, Vis’ coo000g900000Kg00000090000R006 BA5 || Ofer Gicavnse (Cane, IX. I, IbgeRK ee Steamer’ Zulia® “Gai hones Se tctelae sree ° Electrically-operated Belgian canals. F. C. Geant as SS ae Sehr P. cot Steamship Kroonland, International Navi- erkins® ....... 290000 Qo gDCGDGGOO000 FO GK Roberts* eee ee eee elec 153 gation Company”.......... SOOO CODE 435 easines GE RO Wass WMO A TEE oa Ee oe Opportunities for entering engine-room ser- Steamship Minnetonka, Atlantic Transport ee equipment for experimental work in resist Qeaseee: eas 5 a : A : ee RRS ‘ : : : oe Bacar Minn ctoat: built on the Lakes. oid at Hydraulic Laboratory, Cornell Uni- | Pacific mail:steamships Korea and Siberia* 209 | Steamship Missouri, burning of*......... 599 VOESIR Wo We IDE RE"S on Goosadau5u06 274 | Pipes, thickness of. -W. Burlingham*.... 184 |,Steamship Neckar, induced draft......... 57 Etched sections of steel from broken crank Possible and probable future develop- Steamship Shawmut, of the Boston Steam- pee B8000 sce epee onan oo ee, 575 ments Le User Oe eISCTTICLLY, on board : ship Compan ya Pons eo GAB AECS I Experimental electric launch. . Flamm* ships. 4 z ackwellBerrctitirtrier 13 teamships Korea an iberia, Pacific Mai | 340, 510 | Powering ships. H. H. Thayer, Jr.*.... 382| S. S. Co*..........s se eee cece 209 “Ferryboat Edgewater* ........--++0++0+ 384 | Practical watt in shipbuilding. Eads Steam turbines. C. A. Parsons.......... 571 Fishing SORE Oe BAER pe eae 453 MOMS 56.00 00000009 200800008 «+ -483, 650 | Steam yacht Helenita*..... soo0d0o0005 3090.0 5} Fulton, Robert, memorial............ 25, 139 | Preliminary trial of the U. S. Maine. J. Steam yacht Helenita, interior decorations | 5 Z i Wey Powell NURS SNere er go0090000000 615 ey RNS SEG A Gamo Nas 50090500 412 oe eneines and their troubles. E. W. Prevention of corrosion of tail-end shafts. 5 Steam yacht Louise, for Lake service*.... 392 oberts™...297, 343, 395, 463, 524, 550, 601 ee Boddyanermers Wahoudassouodudodon BO GOS || Sicermn yea Sets o5000000000090009050 77 Gas engines, points in setting up......... 363 | Problems on the surfaces of buoyancy. Steam yacht Wacouta, machinery tests*... 507 Gauss, steam barkentine of German Antarc- ) Cer del, IRSA GK 7, oo coos nouoocagvaDODRN .- 621 | Steering apparatus, electrical. G. McQuil- HCW EX peGitlonen Gal Ga Cookee eee 242 |,Professor on Shipboard. C. A. Meliss hhwibuinioondgpocsoucs prec ae ape 526 x 5 . teri icici 37, 84, 146, 205, 318, 364, 428 | Stern tube, new form of, and propeller | Eicevine Sonn yale IHW? oGa0s0000000¢ 431 | Progressive trials of the ferryboat Edge- Oivticuusccos coovd do dbovonoppuubavods 75 | Hoe ae wore ee SPI SRA Can a ee 497 | water. E. A. Stevens & C. P. Paulding. 613 | Stern-wheel river steamer City of Fayette- Hodr: HS SE ae anc ‘C 2 01909 oes es of 467 | Propeller shaft and new form of stern tube 75 villas; seat eae nye lore 280 Wer Di ee ornell University. _| Propeller shafts, calking liners on........ 130 | Stern-wheel steamer Alianza* ........... 388 0 Ho WEIN ooo ood Coon ODODO COD ONOS 274 | Propeller shafts, lubrication of........... 172) Stoking for large installations of water- jbadtuast draft on steamship Neckar...... 57 | Propeller shafts, method of lining*........ 26 eg galt pols. : D. eeliCr ae, ope doo 372 - Induced draft with oil burning.......... 639 : ; F ubmarine boats. eWwLencea ee ao Tafluence of eal water on the apecd of “| Regent ongations in shioyards on Great | Surface condenser. C. G. Robbins’... 498 I Roeels A. ¥. pligers Bote Ge ayn oes Soa pReconstructedmoaalemeneee nner inertia 379 | Tactics of the gun. Lieut.-Commander nterior decorations of the Helenita*.... 412 Reconstruction of Turkish battleship Mes- Albert ae Niblacic: j90000006 ,9Eg900K I "a8 627 Kaiser Wilhelm II., * fetes SOVEGHAN aococoo0dca0s bce etc ee es 412 | Tail shaft Or marine engines. ° c : 4 ef Tar era ee Dae jRed]D) Line) steamer Zulia™ aiecpetoetsreels 28 IBadenhatisenmmeier er tekterieter tekcen ietcrerete 331 Kaiser Wilhelm II., launch of........... 589 : 4 : f : aware? HGERORE! ocoonscccuee teen. 299 | Refrigeration on shipboard. KE. N. Percy* Tail shafts, prevention of corrosion of.. J. y ‘ . z ; 233, 283, 346 Boddy amen Deets eee 502, 565 Lake-built ocean tramp steamships. C. C. Remarkable case of salving. A. J. Mac- Technical training for shipbuilders. Wreestt iio klaus Jooo00DpDGe00N andoome 125 IGEN Gangodoogccocgogo0DdKgoONLO00R0 513 Henry S. Pritchett.................... 610 _ Launch, an experimental electric. oO. Repairs and alterations to U. S. S. Olympia. Thornycroft boiler, practical notes on erec- INEXatt. 4b Goad Guo e OO HOMEOo on 340, 510 Wis IPEGRoberttr aes tiontocteer ere 153 tIONO Lao oineeeecrieiieciieroretarers 130 InvEx, Vol. VII. ‘ PAGE. Torpedo-boat destroyers built by Yarrow andy Companyarrrer ei eio eccrine 302 Torpedo boat Goldsborough*............. 25 Torpedo boat trial trips:-............... 536 porpcdo boats Siroco and Mistral, protect- Gal (iakN GORA ooo 0000000 anbooocoRoDe he Tow barges as general freight carriers. HdwintBamoadtlerserr lier s009 YD Towboat Vesta, for the Monongahela river* 456 Training school for marine engineers. M. Colqahounsee. een ere ere 00 Bex Troubles with brushes on electric machin- Gay Wit, IESE Wiooocosduoc000000 194 Tugboat John G. Chandler*. 590000600000 400 urbine reciprocating-engine-driven vessel. 325 Turbine steamer King Edward. W. C. Wrallace* ices tee oe every rea 8 Turbine steamer Queen Alexandra........ 422 Turning and raising a sunken dredge*.... 27 U. S. fleet in’ European waters in 1872*.. 653 U. S. standard register of shipping rules 402 U. S. torpedo-boat ' destroyer Worden, triallof* whereas era ieee < Sawee ces 581 U.S. torpedo-boat destroyers Bainbridge, Barry, and Chauncey, trials of*........ 545 ._S. torpedo-boat destroyers Truxton, WihippleswandmvVordenser rennin: 489 Valve diagram, Zeuner. A. Akimoff...... 567 Vibration of steamships. Rear Admiral Caos Wi, WIG. odoconsesooonudeus 622 Water-tube boiler in the American mer- cantile marine. Wm. A. Fairburn.... 616 Weight saved in hull construction........ 422 Whale ships, sheathing and coppering*... 74 Whistle Operator, electric automatic. Geo. NCO wilkin ei) remeron ee eee: 578 Why it takes so lone to build and equip a naval vessel for the U. S. George W. LDA|SIS) Geico’ 66 SOD OnG REA Caen RMeee 625 Woollen Taras ssooconsdovcccssdakousns 294 Yawl Windward, cruiser*............... 329 WachtiMetcormlllacn ea: nary Genin atti 181 Zeuner valve diagram. A. Akimoff....... 567 EDITORIALS. Admiral Melville’s annual report......... 648 LMOLmNewacreatmentwotemmeenie nico 475 Balancing Marinexen¢sinesserere eee 78 Battleships, new, built in Government yard 532 Breakdowns and repairs ................ 189 Changes in rules of the U. S. Inspection Senvice meri tea ye tec seven 135 ODramdisasterpe wpa crarseo niin wien 33 Engineering laboratory for Annapolis..... 188 WleetroteAdmiralwAldense eee ae 649 Gasoline mere riticrrn ounce actin Poe 475 CasOine GENES cogscoooscsooccenascuee 305 asoline engines for marines fielder i 416 erman shipyard equipment of cranes.... 417 Greatmlvakesiiships sane ren nanan ne 585 Hydraulic canal, Cornell University...... 304 lsaamGmn Ge cooosucogdsoccddsboueces 2 Life-saving. appliances .................. 474 Marine engineering problem of the future ; ics ores 78, 134 Material for shipbuilding............../ Naval appropriation bill ................ 359 Naval development during next decade.... 135 OilMiue lie meet. ees eee a. oe te 247 Oil fie evap yer tice eit Sas Lia 584 Oil-fuel experiments carried on lx? We S, ENA/ (oo Soatk ooo oOuBADOMORO CHO OE CRON OD 358 Opportunities for young men in marine en- RSS Gobodk od oO bO DO BOON OL GSB Ane 584 Report of Admiral Melville ............. 649 Shipbuilding in’ the W.'S! for t901-...-.. 79 hipbuilding on the Great Lakes......... 417 iM) Sritchy IBM ooouscoaddcodusbobeue 32 ociety Naval Architects and Marine En- SINC CES MPM Gey aelet ere ais oispers oi Sree eek siehe ait 648 peedsiniishallow water /f55.. ss. ss. l 0. 533 Steamship combination ................. 304 pteelEmanket een sin siisncendikat fa aer89 Torpedo-boat contracts ...........+...-. 246 United States Shipbuilding Company...... 532 ENGINES FOR DIRECT-CONNECTED SETS. Automobile engines, Racine* ............ Compound, B. F. Sturtevant Company*... Ornish cycle, Marine Engineering. iii PAGE. PAGE. Marine sets, Holtzer-Cabot*.............. 260 | Pneumatic hoigt, Port Huron™.....+.200- 655 N : A Pneumatic mattresses and cushions, Me- Simple, General Electric Company*....... 43 | chanical Fabric Company*........- sees 258 SEW GAR, MMII coos ccod0Gs0000000 200) iportablelcraneland hoist, Franklin Portable Steam turbine, /De Laval*.............. 87 Crane and Hoist Company*........ oehe56 Steam turbine, Westinghouse-Parsons*... 88) portable heater, Ferguson™........... boo! AS Steeple compound, Buffalo Forge*........ 4° | Press, horizontal hydraulic forcing, Niles z aay , = FLOOIMVVIOLKSMEE ieee p0000000Q90000 EY) ENGINEERS’ DICTIONARY. Pressure of vacuum gages, Standard*.... 657 ite MR SS sets SR An re) Man le Baa 193 | Pressure-regulator valve, Foster®....+ 5+. 424 BESS NC NEO m Lon SS aIsC ane aaa 193 | Profiling machine, Pratt and Whitney*... 392 Plunger 2.0... 2.522.220 eee eee eee 193 | Ratchet, wrench, and drill, Universal*... 373 Plunger pump” ......................-. 193 | Recording gage, Ashton*...........+--+. git Pressure gage ...+.-..-. 20s. eee eee 193 | Refrigeration, carbon, anhydride, Cochran Pricker bars ......................-..-. 194 CompanySeeeeee een Go00000G000 200 Propeller* .................. LAVHSod0000 397 | Riveter, portable pneumatic hammer, Al- Quadruple cxpansiGrtren ees Sm 308 LenByy(s 4.5 ce seis ss soe ence ieitelieiem cre 144 Racing OE = rortertaratacrtracl nae aca: Satetygavalvesmrlayd ernment ieertsrterieine 591 Receiver! fon “rob Bo0dsd000G00D0000000D000 Searchlight generating set, De Laval*..... 659 Red-lgad joint .........-...:.-...2..5.. Searchlight projectors, Engberg*......... 309 Relief cock valve....................-. Shaper, Gould-Eberhardt* ......... Weep eras Resist ShipplogseNicholsonsieeyenieeeierine coogoo GEG Rev, Signal gun, naval*..... onnsoaD0Dg000000 OE Re Speed-regulating device, New Era*...... 481 Rev Steamppump ye Marionasaerenirieiions 000000 “AS Reve Steam steering engine, new type, Forbes*. 309 Rock she he Telephone system, Holtzer-Cabot*........ 91 Rotary engine phermitamerieie ict Steet e eee 2209000 coddc KK}/ IRISH R) OLN EES Sate Le er ici eaene Thermometers, Helios-Upton*..... 426 «| | Thermometers, Hohmann-Maurer*.. 201 ENGINEERING SPECIALTIES. Universal milling machine, Becker-Brain- Air compressors, motor-driven, Christen- ard* e\clakehe ec pete e senses eccece 480 Sen Wa ae Uhre Ae a ser 61 | Universal milling machine, Brown and Ash ejector, hydraulic, Davidson*........ 203 SEINE”) ooocccgoboannoc0dga00KHe eee 255 Ae jut, LOG eR’ s cos socboocooenuEd BE2ilatertdber boiler ¢Laylonoe nee eeeree 50 CBD Boilermoalamandrinesseeeieaere eerie 593 | Windlass, American® .............. 90000 GD) Boring and turning mill, Baush*......... 481 | Windlass and capstan for the Siberia, Block, triple. chain, Yale and Towne*..... 203 Ey. d etre Caan aan Teta WAZ Blow-off valve, Lunkenheimer*........... TASS || Wiralbies, IBIS”) oooc6ccconcnedcb 0000000 314 Blow-ofmvalyess Chapmaneee rere ene rner 72 Bie prt apparatus, elecuricn Elliott* ator ass LAUNCHES. Blue printing by electricity, Dietzgen*.... ) ay! Blue Rintine: electric, Pittsburg*........ 202 | Fishing steamer A. M. Jacobs............ 259 Capstan_ and windlass for the Siberia, Mexican gunboats Cruz and Tampico.... 554 Ley LOR MP oversteverorevete ret aeiaie oe Cee eosiac tee 43 ; Coaling at sea, Lidgerwood*............. 141 | Pilot boat New Jersey.............-. Coaling at sea, marine cableway for, Lid- Schooner Jennie R. Dubois.............. BOMWOOE coocgsndc0cden00g00700000K0 316 Keen WOO eae Rea) ieee a Coil clutch, Coil Clutch Mfg. Co.*........ 141 Mary (Barrettheenn cctniau camino Compound internal combustion engine, Miles M. Merry ......... Ti Raabe* ..... gHoocougboosgog00ga000000 654 | Steamboat William G. Payne .... Compound marine engine, Reeves....... 663 Maryland anes tienen Drafting machine, Universal*............ 593 Ransom B. Fuller ........ Drill press, Gould and Eberhardt*....... 312 steamer Berkeley 9000.0 00000005:00000 5 i < - ft _ MGRBrowemmereeee cee tiie I a er il. A ae Electric fixture, water-tight, Kirk*........ 371 ealverts Bop pia OUD OOOE OOD Hlectricwhoisty Spraguessiy-reeeei cee ee 479 Chas. ean, LO ROBE cro CG Electric motors for launches, Holtzer- City of Haverhill .........-.... (CAST ag 5 sono bp Oo daodcg Seno R Eee TOS 142 City of Memphis ............... Extrusion process of making bars, Coe*... 143 Basten States ...............5. IND, IDES” GacoossscdaovgocspouNHoe 204 TDR Wi, ORDORAO coocnccconoas Four-cylinder engine, Wise*............. 92 GMIAIGrammcn en erate Fusible plugs, Lunkenheimer ............ 368 Jamies !Gayley,)susu csi, ee Calleysrancemotamfordaaneren errr 370 W. H. Gratwick Gas engines, twin-cylinder, Lake Shore*.. 258 Henm oso ak ae eee eee (Casolinesenginesm Clittontmacee ini enne 479 TAMA en ks Coun nae a nets eee Gasolinesengine;Mianus*een nen oe tenn 658 I EIVCATS ocd MOP SOR Hane Maram ABO TB RAGS Gasoline engine, four-cycle, Buffalo Gaso- Norumberameeeniai ceric Line ape acy eet oieiah ei teiueslelesra 146 Romonay See syae wolciars clever eeteae Gasoline launch Dorothy*............... 197 ihhomasmeAdam Siem einerere ei ierereision Gasoline motor, Grant-Ferris*...........- 424 NURS ae oiicins Uy ane ee ee Gasoline tanks, Ironclad*..:.:.:.1..... 426 Wwesieiin SHES cbonsencecodnoocabes Hammer, portable ‘electric, Stow*....... . 591 | Steamship Arizonan .................... Heating and ventilating on Konigen Re- | Columbia terre eee a renee entes web Utra lOMHOLCeM Tein ite 539 Hanoverian wt eee eee eee ee eee limsttion Ror G29 onine, HigikzoeCane 4 ieyece WAitneiin Ils ossccocadccaobdas © g gine, Ze O09 16Y/ KG cE yel, Sosa cbc bemoOnBOGaGGOUaAt Life boats, device for launching, Kennedy* 314 | isvealbmGl: oboodoussaoocogdo osseous Lubricator, automatic sight-feed graphite, METION MS asta nein nee eee Wunkenheimenserte eee 591 | IMinnewaskants shed ee ete eee ee rene Magneto, direct-current, Remy*.......... 661 Moltke Marine cableway for coaling at sea, Lid- Nebraskan FET WOOK ae ics hie ee ets 316 INGREGER | ooo oboodauscocdcCOdap EHO Marine engine, compound, Paine*........ 372 Mexa mAs aie cree eerie aie Marine engines, small, Kemp*........... 25 Tremont *oyedolsfeheefep lel -Pokelshokeleiels fetstelel «hs 4 Marine gasoline, two-cycle engine, Kemp*. 368 | Steam yacht Ariadne ................... c Measuring machine, Rogers*............. 360 Ja\CAN OR er ens Bh cio.cui aU ae re Oe 374 Metal-cutting machine, O. and C.*........ 540 (eM Oomaadeaerob dca conbosa comer aen 375 Motor de Luxe, Motor Vehicle*.......... 311 COED Goocodsgousosvoo os ooGMNa eM 554 INinth-speedmmotorm StOWwaleninen anise 310 Helena SION Be TO CO YOY ECD CSE 596 Nipple holder, Armstrong* .............. 425 Tales SocoDOODGbOO ONO DOU Ce DRM orOp 378 OilgicupyeiResly Ata aac nee 199 WESTER BOBSA SoCo Oh oe alee 375 Oil plate furnace, Rockwell*............. 254 WEKosloo ge de yhhbes Ubu ona cee 374 Pipe expanding and flanging machine, IFERUMONS cogobun secu Qu0D eS ABY DOOM 375 Wovekin merece pie eee ae cere 198 mhurbineWeree ee eee meee eee 376 Plate-bending rolls, motor-driven, Westing- MAXON ee ee Relea eee 375 WOES” ocogolooocondovodnecodouo0uabee A27eubrainingashipa®keanmereedcieeeiecete 375 4 e e iv Marine Engineering. PAGE. PAGE. divepont lichen Creal DtetAerasieargnonets 373 PARAGRAPHS. Lee a ene aint g kota a 374 | Admiralty Boiler Committee ...........- 452 Seat Rover Shien oe atmos wourieale 374 | Algiers dock for merchant ships.......... 384 V. IAmericanmRegiSthym eee ieeirrtriner 392 CLA oodgosasesccacg00000000000000 31 : ts : : American’ Shipbuilder, 232-0 5-.. 2-5... 108 U. S..S. Des Moines L I tke Bloridaiecr ircisitie cistave oie eiersisieicleverersinee American ciipbailding Company, OOG0000 2 97 opkinsmer rrr yiecereteioeee eee Linke Ca ipmasters’ Protective Associ- i A EWRKIS, GoDoCDd OD ODOD DOD CONDO DODD OODDDOS 124 Beco Bera ede ANE Seve deans ud sae Annual Convention of the M. E. B. A..... 67 aes ante ak Re RE Mg Pe ne en, oe a Annual report of General Dumont....... 588 WachtsChanticleemmerereneeeen eee | Auxiliaries of Korea .............--..-. 357 SIS MPa alooloeie een leno Barges tori Manila ad000000c00000n000 204, 512 GLE adhe aa SD GHROEE coUaab OnoBD aaa Eide) MEINE ooococccadoc000e0000000 482 Quickstepssn Scene BEE) EWG 00c0000000000000000d000 549 Rheclaimiccas senor Leiner oe ene Battleships; news sil) -l--i-i-t= 403, 451, 482 Thin wodopuneoadneansonaSooenanoS Boilers, Yarrow water-tube.............. 108 MISHAPS AND REPAIRS Bullhead@doorsmeree reece ek erererr 68 Aare PAR eee Y Cable steamer Colonia .................. 428 pump inks, breakdOWNM .....eseeee++ 137 | Chicago shipbuilding ................... 122 Apprentice’s first experience............ 306 | Cunard Liner, new ........-...+------- 104 Auxiliary machinery mishaps*........... 248 D OckmtOTm™D Uxbanmerenieeiiieniicrn chiar 523 Bearing frame and piston rod repair*.... 35 | Dry-dock for Bermuda ................- 304 Baier, ant plate collapse*............ 418 | Dynamite cruiser dismantled............- 501 Boiler, crown PETS ea eRe te arlyaashipbutldingeremerctaciiersiie trier 15] pate Mlectricblauncheemenin cee eioe 456 oe gear, troubles with*..-..-... 5... 534 lee power in English shipyards...... 590 mgine breakdown .............2--+eee- 138 Tie Basinwhre seem sees neta averse 17 Enginemsbreakdowrlmerreiieicelieieitsteticet: 248 | Examination, chief engineer’s........... 133 Engine breakdown U. S. S. Manila*...... 476 inspector of boilers............... 172 Fan engines, troubles with............... 136 | Explosion on board Royal Sovereign...... a Feed pipe, copper ....... 9600000000000000 SJons [INES CRETE oo cg bono dd 00DN0G000000000 325 Feed pump repairs*.............. SPajavevs ave ASE | ISTAVNOELS, WOYo oo aovcccoa0c000G0000008 404 G5 GAINES beocoaccecccc NES a hae tiaiavehets .. 362 | Eloating dock for Odessa.............-- 15t Injection. valves, experiences with*...... 36 |fuchoil steamer-..s..01 2 cscs ssssssss 888 ne Wedee gaskets and burst steam pipe.- 81 | German PETG, 55 c0000000000000006 18 Bintsn oF a Se See ces SED OCR Sse 35 Great changes in power.................. 263 Propeller blade broken*...... Reta eaaly 136 Harvard Engineering Journal..-........ 339 Reversing gear, derangement of*........ 476 | Inspector of hulls.................-.--- 355 Shaft, repairing a broken ..............- 34 Japanese-built American gunboat........ 662 Steam pipe, burst, and pine wedge gaskets 8; | Japanese ship combine ...........- 342, 507 Steam-pipe explosion 600000006000 00000 307 | Lake shipbuilding ................. 223, 469 Sternisframesbreaksnreecriiieleteieiele Meleeielelyen4 LON plyakeMmoUperl Ors COMMeLCe sel elalertnehlerstrels 462 Stern frame broken by sea*...... coco00 Ke) |Legeraenes, IDG 7o00900000000000000000000 130 Stern frame of steamship Etruria®...... 420 TiilemeL OTe le eve iaveveraislete onions) citietevcisre 368 Stern frame repairing*........... sa00000 CHAS | LGN! SARE, ooo po 0H O9005000 4, 239, 242, 244 SUSE GIN” MEN ooba0000b0000000000060 534 | Lloyds’ shipbuilding returns......... 204, 446 AMES Lkeby3? 5 o900000000000005 o000006 190 | Losses on torpedo boats...........--..- 224 Thrust foundation*............ weceeeeee 192 | Lumber raft.....-.-..-. esse eee eee ees 292 Winch for traveling crane*........ wees. 306 | Magazine, new ...-.---++-e sees eee eeee 318 Whistle, troubles with*........ crane 91 | Marine, publication, mew sic uaa sens 333 Marine Review and Record.............. 472 QUERIES AND ANSWERS. Meeting of Schiffbautechnische Gesell- Air delivered by blower..............-. - 542 eat ere tebe ies enbeN Ne eS 367 Boiler’ evaporation”. ....-.. 541 otorplaunch) fasts... eee e -l- 107 Boilers, pressure and Riclness ofl plate, 84, 149 Mounting blue prints................... 39 Boiler Tules for finding norse power...... 253 INEINES OF MERSoo0000000000005000000000 186 Boilers, sizes for tugboat................ 366 | Naval manceuvers.........-.-----+------ 389 Boiler, strength of laps and straps........ 253 New eraits fon Brink HEN A/o00. 000500000 576 Commutator dimensions ......... FSO CEE dail [eee Sey OR ASE Sa pa OU BO ISD OOS 122 Compass, magnetic effect on............. 149 New shipyardZon the Lakes. ....-..+---- as Contract of naval architect .............. VER Ppa ei OS ES Occ aO OC eo 3 Cost of ships per I. H. P......... weeee.- 151 | Oil for torpedo boat...................- 596 Cylinder diameter for small engine...... 486 Oil fue pee eee eee ee ee eee et eee eee 355; ASe Electricity, current in wire........ p0000 KS Eis Sto 008 8.09 DDO ROD OS DUR SU STOR OC ORHL 4) Engine, setting valves for higher pressure 150 a the nO eeifi SE ES Os i aa! pee ay gs ent Evaporation, by burning hydrogen........ 83 pars io Este Bo OS DS GCAO AO Gon OR ee 58 m Feed OD eens SOODIOOOD trace ee) Gil peodacine BLOpertY consolidation of.. 580 settee eee eee 3 il-so odgadc9DC ODDO QO0OC0ODNDDRS & Formula for area of circle......... So0000 KIO Oil eas SA Em Frees 284, 2094, 318; ree Gas and vapor, difference between....... 367 | Oil tanks...............-....-- ++ ee esses 590 Gasoline boat and tanks........... sees 420 | Pacific terminal ...................--0- 355 Gasoline engine ......-.-.-...++.-- +++e+ 595 | Page’s Magazine...................----- 432 Guide surface of crosshead.......... +++- 419 | Petroleum in SourEN Australia.......... 570 Tndieator patds euticised WaetetListetertoere 83 | Prize contest S. N. A. & M. E..... opcoo CRY) ndicator diagram, loops on.........-.. 542 ly sh ldi turns eee 6 Indicator diagram, points on........486, roe oie b ee I EE te Inspection of launch boilers............ 652 Roose ne Eo eee ate 900 DSGODO FOUGOCIO Ae Low-pressure cylinder disabled, method of Givers ge Ca ea hae SP tiiaee te SC ore a TEDAITS eee eee Tie) |JREANEISS Wo 0g 00n0 sooo Dg DDNg DIO OOOO Motor starter connection ............... ce ecto lershipe at Lehigh University........ 65 Motors, finding counter E. M. F. of...... CP ee ae merican EPEC RS PON aaaan Sei ies Perpendiculars, location of.............. 595 sec grgerstnns Sa ge | RE RRR oe MES Bae Tan, clintisorn Gi POE Se) USNG56000000d0000000000000000600 86 Powering a 75-foot iauneh.....00.0022111 gaa | Siopuilders busy coJeo0cscceceeceoe. as Propeller wheel, power of...... 000900000 84 | Shipbuilding for year in United States.. 411 Propeller with bronze and cast-iron blades 652 industry: ues See oe ee 47 Repairs when L. P. pin breaks .......... 486 onmGreatmlakeseeeeeeenrnininn aa 18 Rules for oil ships in Suez Canal........ 253 returns, 59, 130, 194, 227, 288, 357, Safetyavalvemweightirreeieleilitelelleisticiellele 366 Pee: ; 466, 504, 590 Sizes of pump cylinders................ 651 | Shipping combine .....---..--..++++02- Spacing) boilen stays yy oe 2). fee e cee cece 0 commissioner’s report Storage batteries, current for charging. . 84 shipyard dealfcompletedmenererereeeercia MiermalhorsempOWelL arent ieretitk 5 OR BENISIO TIE mirteedcache eee ecient RRR Tonnage of ships ........-.....+-.--..- 149 | Shipyards, consolidation of German...... 204 Vapor and gas, difference between........ 367 ' Speed of torpedo boats.................. 308 Invex, Vol. VII. ‘| Turbine-driven torpedo boat : PAGE. Steamer Citysot Rekinesmet-telellerers aeleteleio 230 EB. WW: Bruce shortened. .---...----- 384 fOr lWakeme Michigan eerie eerietate 4 Merce deshes sire tae oo one 167 tOMOTIcnteRe Eerie eee 384 Steamers Apache and Arapahoe lengthened 451 Steamship Kaiser Wilhelm II............ 462 Ora aceite see ation Dee chaeleror 4Il Shawmut Spices denise 86 RHESpIS ys cle eieon oe ee 273 trafic of the Northwest............. 223 Steellfamine) Mihm cite see 224, 482 Steering gear for twin-screw vessels...... 466 Submarinemboatphtlto ner rire a tierrots 4 Summenischoolseenee reer eeicrcr 328 MankshipwpAtlas eet Y Sen eKepociers. oekaiets 254 Torpedo-boat builders .................- 181 Yorpedo-boat destroyer Goldsborough.... 581 Morpedomboats seh rencherrecmiercrrtetntets 196 Townsend-Downey, new ships............ 44 phremontismispeedmerreeieiieeicicieiicteciers 598 Trial of Japanese destroyer Kasumi...... 108 of Swedish destroyer................ Gi? IBTEBR Ro ooodGa0G0Gba000000000000 of the destroyer Stewart of the Shawmut.......... sete Ofathemoiberiaceee eee eerie steamers, coal consumption yacht Turbines for merchant ships............ SD UMENAP asad DOOR OO TRA OOROETO SON a0 S Shipbuilding Company ............. Steel Corporation’s earnings......... Wiebbismacademyseenereere ree eerie Wireless telegraphy.......... 60, 71, 443, Wreck, method of raising................ YEON, MEW ound oun 0090 00GG00006000000% PATENTS. Selected marine patents...-........ 47, 975 207, 264, 322, 377, 433, 488, 543, 597, PUBLICATIONS. Balancing of Engines. Dalby........... Beeson’s Marine Directory.............. Centrifugal Pumps and Water Motors. nines) cians clack bison eerie Diagramal Formule. Hawkins Emett.... Engineering Index. Supplee............ Graphic Method for Solving Certain Ques- tions in Arithmetic and Algebra. Vose. How to Build a Three Horse-Power Launch IDSA, IW NISs00ca90000000000000006 Indicator Handbook. Pickworth......... Light, Heat, and Power in Buildings. Adams Lucas’ Questions and Answers for Ma- rine EH ngineersaaeceiaeeer ieee Machine Shop Arithmetic. Colvin....... Mackrow’s Naval Architect’s Pocketbook. Cheney: chase saer en cin Gleeelenir tee Marine Almanac. Marinepbollers sp bertiner aire Materials of Mechanics. Smith.......... Mechanical Drawing and Machine Design. Meyer and Peker................ 00000 Notes on Construction and Working of Pumpssee Var kseemreer iia treiericiccls Power and Power Transmission. Record of American and Foreign Shipping, 1902. American Bureau of Shipping.. Royal Navy List Diary and Naval Hand- book for 1902 Witherby & Co Self-propelled Vehicles. Homans........ Submarine Warfare, Past, Present, and Futures By feiracccocios cen enon Water-Tube Boilers. Robertson.......... WRECKS AND HULL REPAIRS. A cara nwreckwo fareerteiiee sitet rere aie Bere, lyre? sooocc00c0n0900000000000 Building new bottom on wrecked steamer* (Cayeanbys Ath essoogocccsn00060000000000 Collision bulkhead in service* Flottbek, salving the* .................. Grecian, on Nova Scotia coast*.......... leek loongoboucodcoooUononbEoooagdood Indian salved* Isle of Kent, replacing a damaged bow”.. Mohn WANA iles a oetetecie sie elelisetve creretsvere Mira, remarkable case of salving*........ Minnie A. Craine, schooner on shore*.. New hull for an old boat*.............. New York, repairing the stern of*........ Princess Louise Collisione meee erie Oueen, burning of British steamer* Saale, the burned* Salmon, repairing the torpedo boat de- Gane oooosbedouooNEddn0000 0090008 Salvinesthemindianaeeeieeeeieeeeterrn Transport McPherson, new bottom* Walla Walla; sinking, of*..2¢-....-..-.. Wilster on Massachusetts coast*....- PILOT Ea HOUSE |-—| ane 34/834" x 20/0” \\ L 19/634" Xx 20/0” RAIN 76669 CU.FT. _{ HATCH } HATCH 34/396" X 20/0” 19/6"X 20/0” BALES 67865 CU.FT. | | | GRAIN 40375 G HATCH 19/6" X 20/0" HATCH HATCH ol LU ———————— = 77 1774" x 20/0" -15/2"x 200 HOLD No. 2 GRAIN 104247 CU.FT. BALES 101887 CU.FT. 334.3 TONS 11786 CU. FT. >-—1.0343_CU. FT. tt ‘(OR THE BOSTON STEAMSHIP COMPANY. SUPPL 2 i als . ~ . > ~ — <4 XJ Sy | se = 1 Vo SS z. o 3 37 ~~ é in . t4 °& g T 2, 3 eS 3 = 2 \ y cine S E ta) He | S 3 cant | PILOT = / \ y z uv ROOM | HOUSE x / yy 8 == ==) CAPTAIN E lorricen AND ry = = ——— GALLEY [BToRes GRAIN|21990.7 CU.FT. — SALOON § oO ue F BATCH H BALES|20124.9 CU.FT. L WHEEL HOUSE Eb Rais i 5 d @ 17/438" X 20/0" 6791.5 CU. FT. e rR eer e © Ch le 73%" X 20' 0" i HATCH i 3= lero ify =n 19/63 x20'0 Tana ae 34 TasaeauTd \ = 411 HaTcH =| =] HATCH 38834°x 200" 2 HATCHES (GERMS ENGINE CASING Ae Ales — a \ UDDE oo © || 77a3exa070 = SaaS = PSS SSS a= 79/634" 200 76418 CU.FT. \ CREW AND) WES TEES 1774"X 1070" BOILER CASING efeuhen TRUNK Ee \eN =| STORES GRAIN} 169286 cu.FT. GRAIN COG e ICU ar: asExeOnOE [—warcn J BALES} 66598 CUFT. GRAIN 11897 CU. FT. BALES/10791 CU. FT. saa HATOH EXCH a4 836" X20 17/4"X 20/0" —. BATCH HATCH 38/836" 2070" HATCH 7 To" = - = tn > = 6"X 20/0 875 CU.FT. FT STORES 177 495"X 2070 2||HATCHES 1976"X 1070" COAL | Coat | 48018 CU.FT. 19/6" x 20/0" a Cee ee cui GRAIN 40375 CU.FT. BALES ae 2427 CV: CU. FT. ise 5 CUFT. 5 A Bee: GRAIN 41395 CU.FT. BALES 39558 CU.FT. GRAIN 42388] |cU,FT. BALES 40838 CU.IFT. _frnesn ware! meteors | 420 TONS GRAIN 70355 CU.FT. pe ere ees mere HATCH 17/4 X20, 0 . ‘ TANKS 19/6" x 20/0 1 HATCH 17’ 435" x 20° 0 ORT & Bod = 16"x 20/0" HATCH - = = SSS 1 = 70" j OK HATCH HATCH ‘ calletatcnes HATCHES oats | | HATCH _19/6"x 20/0 SRR ji =qaT aren aa AFT PEAK 187256°% 2070" || 477456"x2070" 14"1034"x 10/0"]7/5"X 10/0" 769,0 TONS 1 GRAIN 21985 CU, FT. Locke! FORE PEAK HOLD No. 4 HOLD No. 3 26825. CU. FT. BALES 21665 CU.FT. HOLD No. 1 5569 \CU. FT. GRAIN 48820 CU. FT. GRAIN 46207 CU. FT. STE ATINESROFCHEAD cant HOLD No. 2 faze eee : 5 DEEP A 01 CU. FT. \)\ BALES 47296 CU. FT. BALES 44507 CULFT. | 6.15 oggo8 cU.Er, RESERVE COAL BUNKER RAN t04z47 ou. “GRAIN 67142 CU. FT. bi :S E} FT. |. ET. S BALES 26045 CU. FT. INI 523 TONS Tat SHAFT ALLEY [) 21985 CU.FT. {L Ty » 7 A D4 Say = Ft 164.7 TON! 2S 5766. CU. FT. Wed 398, 0 TONS. SEAN 13920 CU.FT. ir 351.6 TONS TANK No.8 12627 CU.FT. . WELL 205.5 TONS. TANK -NO.-8 "19949 CU.FT. 334.3 TONS —TANK Now “I7es CUFT. WEUL 156, 3 TONS. ENE Nort 5472-CU-FT - - = . Marine Engineering CENTER KEELSON WATER-TIGHT T ora) ii | ' 0:0 ; WY ! | } ' ° a a i (o) { ° ie | (2) 1 : il H oo _ fo s==@== — 5 ie) \ nN : ol 1 o I oo ‘ | 4 : —_— - i { i I i an i ! oe) os exe] st of od CAPACITY AND DECK PLANS OF THE TWO 11,000 TON FREIGHT STEAMSHIPS BUILT BY THE MARYLAND STEEL CO. FOR THE BOSTON STEAMSHIP COMPANY. SUPPLEMENT TO MARINE ENGINEERING, JANUARY, 1902, ae ee EE Ge }.TR.U9 aeeie WARS aoe Hees Talos x"eke MtHOTAHI! WadNA THAME z -* : : : . WROGEKIVAY MAINS SY FAAS ROLE BY inns 7 J Vol. 7. ~NEW SHIPS OF THE BOSTON STEAIMISHIP COMPANY. The Maryland Steel Company have under construc- tion at their yard at Sparrow’s Point, Md., two of the first cargo steamers of a large size ever constructed in this country. The contract for these steamers was placed by the Boston Steamship Company, of which Mr. Alfred Winsor is President, in the fall of 1900, and the ships are now ready for launching. They have a very easy model and will no doubt exceed ex- pectations when on trial. The general dimensions are as follows:— arine Engin NEW YORK, JANUARY, 1902), 0 “<., T\ There are three com ete, eee Mis chiens all fore and aft, and a steel ridge. deck for 178. feét amid- ships. Sa Cc Ii, Nine hatches extend through” Sai dEckseatfose in the deep tanks being ciyided into two smaller hatches. Four water-tight bulkheads extend to the upper deck and one to the main deck, forming a deep tank. The fore and aiter peak bulkheads extend to the shelter deck. Two non-water-tight bulkheads extend to the main deck, one forward of boiler-room bulk- head, forming reserve bunker, and one between en- gines and boilers. STEAMSHIP SHAWMUT LAUNCHED ON DECEMBER 23RD FROM THE YARD OF THE MARYLAND STEEL COMPANY. Length between perpendiculars........ 488 ft. oin, ILETNEIN Ove Bilgoocc000000000 onoaseR % @ % iBeampmolded reerpennr co gs OF @ © Depth to Main Deck. 22a ot. Depth to Upper Deck. B32 heen Depth to Shelter Deck ................... ie @ B Depintobrid cele kine ene ene Lig g i Depth of Water Bottom.................. a Ss IDSEFRE WOEWIEE|,5000090000006000000000000000 27 © 314 Deadiweishticapacityareerentnereennrnene 11 000 tons. Designed speed loaded .................. 12 knots, The hulls are of mild steel throughout, built under the rules of the British Corporation Society for the highest rating. Special attention has been given to™ strength and precautions taken to avoid the weakness which has developed on previous ships of this size. The double bottom is built on the cellular system and extends from the forward collision bulkhead to just forward of the after peak bulkhead. The capacity of water bottom tanks is 2,100 tons, and the deep tank has a capacity of 770 tons. The framing is of the “deep frame” type, but a con- siderable saving in material and labor has been ac- complished by using an 11-inch channel split at the bilge. There are three hold stringers on each side, consisting of two heavy angles with intercostal plate to the skin. In addition to these a stringer of the same construction has been worked between the main (Conyright, 1901, hy Marine Engineering, Inc., New York). 2 | _ Marine Engineering. JANUARY, 1902. _ and upper decks, forming a very rigid structure. The deck beams are on alternate frames on the main and upper decks and on every frame on the shelter and bridge decks. The stem and stern post and hangers are of cast steel, and the rudder is forged and of the single plate type. The shell plating is arranged on the “clinker” system, doing away with the necessity of cement in the water bottom. In stanchioning these ships the system of wide- spaced stanchions with girders under beams has been used, after the style adopted by Alfred Holt, and which cers have quarters in the forward deckhouse, with large dining saloon, captain’s toilet, pantry, two spare staterooms, linen lockers, etc. A private stairway leads to the chart-room and pilot-house, which are situated directly over the dining saloon. The crew have large quarters under the shel-- ter back aft, with stairway from the house above. This house also contains two rooms for quartermasters, and separate bathrooms and toilets for seamen and firemen. At the after end of the house is located the steering gear, which is of the Brown Brothers’ TRIPLE EXPANSION ENGINE OF THE STEAMSHIP SHAWMUT. was extensively described in MariInE ENGINEERING for August, 1900. This greatly facilitates the rapid handling of cargo, and, taken in connection with the arrangement of booms and winches, should shorten the time of unloading considerably. The capacities of the different holds can be seen from the accompany- ing inset. A complete system of ventilation is fitted to each hold and ’tween decks, intakes being fitted at forward end of holds and outlets at after ends. The engineers have large quarters in the house on top of the bridge deck, which also contains the galley, pantry and toilets for officers and engineers. Th« offi- type, with telemotor in pilot-house and on flying bridge above. There is also a docking bridge on top — of the after house, with docking and steering tele- graphs connected to the pilot-house and forecastle head. There are two pole masts, each provided with two 55-foot and four 45-foot booms and six derrick masts, four of which have two booms each and two have one boom each. All derrick masts are provided with cowls for ventilating the holds. Twelve winches of Hyde make, 8 by 10 inches, are located on deck, arranged with a view to quick handling of cargo. The windlass’ and capstans are of the Hyde make, both being ar- JANUARY, 1902. ranged with engines on the deck below. There are two capstans aft, one on each side of the deckhouse for warping purposes. There are three metallic life- boats stowed on bridges alongside the engineer’s house, two 30 feet long and one 20 feet long, also an 18-foot cedar dinghey. Anchors are of the Baldt stockless type stowed in hawse pipes. The anchor crane is of the type used on Government work, and will be kept in a stowed position. There is an Oregon pine deck on the bridge house and top of houses, and wooden ceiling over the bilges, no other wood being used for decking, and no spar ceiling being fitted. Marine Engineering. 3 forced in. The low pressure is fitted with double ported slide valves, with false face, secured with brass tap screws. A balance cylinder is fitted above the low pressure valve. The valve gear is of the Stephenson link type, made of open hearth steel. The forks of eccentric rods and shaft arms are made of cast steel. The reverse cylinder is a direct-acting steam ram, 12 inches diameter by 24-inch stroke, bolted to top and back of condenser, controlled by floating lever and with handle at working platform. The crossheads are of open hearth steel, with cast steel shoe and composition gibs lined with white brass. STEAMSHIP SHAWMUT ON THE WAYS, SHOWING TRAVELING CRANE 170 LEFT, The propelling machinery consists of two vertical, direct acting inverted cylinder, triple expansion en- gines, with cylinders 23 1-2, 39 1-4 and 63 inches in diameter, all having a stroke of 45 inches, and four sin- gle-end boilers 15 feet 6 inches in diameter by 10 feet 9 inches long, built for 200 pounds pressure. Each boiler has four 39-inch furnaces, giving a total grate surface of 276 square feet, and a heating surface of 10,- 752 square feet. The boilers are provided with How- den’s forced draft, and are expected to provide steam for 4,000 I. H. P. under ordinary service conditions. The shafts are enclosed to the propeller in the well, known as the “Lundborg” style, and are in excess of the Registration Society’s requirements. The cylinders are of hard, close-grained cast iron, ' the high pressure having a liner forced in. High and medium pressure valves are of piston type with liners The crank pin boxes are of cast iron, lined with white brass. The back columns are box section of cast iron. Slides are of cast iron of slipper type, with cast iron keepers, and water circulation behind slide plate. (Front columns are of forged steel. Eccentrics are of icast iron, with straps of cast iron, lined with white ibrass. Each condenser is in one piece, forming part of the engine frame, and is strongly ribbed. There are 1,196 tubes of 3-4 inch outside diameter, No. 18 B. W. G., tinned inside and out. These give a total cooling surface of 3,387 square feet to each engine. The air pump is worked from the low-pressure crosshead and is of the usual vertical bucket type. The thrust bearing is of the horseshoe type, with cast iron rings faced with white brass. piping for water circulation is fitted. Complete Marine Engineering. JANUARY, 1992. - The main steam pipe is of iron, lap welded, with semi-steel fittings and riveted flanges, all auxiliary steam piping being of copper. Steam fire pipes are fitted to each hold, as required by law. The steam piping for winches and windlass is carried alongside the hatches on the shelter and bridge decks, and the piping for steering engine is carried through the shaft alleys. There is a full equipment of auxiliary machinery. All pumps are of the Blake pattern. The other princi- pal items are as follows:— One Reilly evaporator of 35 tons capacity. One Worthington feed heater. Two 12-inch centrifugal pumps with 8 by 8-inch en- gines. The electric plant is of the Sturtevant make for 300 16 c. p. lights, and is located in the thrust recess. The propellers are of the built-up type, 15 feet 6 inches diameter, by 16 feet 6 inches pitch. The hub is of semi-steel and the blades of manganese bronze. The second vessel is now completely framed, while the shell and deck plating are well advanced, and from present indications will be launched shortly. fo) 6) 9 . v . ~ Aa 2 28 ue} O'S. 8 ¢ Si ; g 8.88 sy a2 nals S 5 9 calelits ray 3 2 aaa S 2 32 8 Ss oe = Mel be Gq 66 2 ao 9 Bea Bes BS s getters tries “5 acy Nepecge R UR eie Ne eat ae = a] 2c Se Bb Ree 8 8 a8 3 Bola i>) eh ONS Gis BS Bane 25.88 ah dbo ea) ino 8 orcas) 8 Bn, 6 0 2 SB) 9 6 shoes aon ome, Sh 23.3 GMs 8 BR aks #2) Brel ey Tenel BS 2 BS Bm 8 BOL a) Sato 5 0 6 2 i 8S) Sah pial 2 20 oBIG & ayaa sa 5 Fe is) SIMRO) 28 by BA oy eet ANG 20 23988. 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Morton Company announces that they will build a large passenger steamer for service between Chicago and St. Joseph. Explosion on Board the Royal Sovereign.—During firing exercises on board the British battleship Royal Sovereign, of the Mediterranean squadron, a 6-inch gun exploded, causing the death of one officer and five men, while three other officers and sixteen seamen and marines were more or less seriously injured. The court of inquiry formed to investigate the cause of the explosion ascertained that the breech screw of the gun was by some means immaturely swung to before the operation was concluded of inserting the safe arrange- ment, which should prevent such an explosion. Submarine Boat Fulton.—The test of the submarine boat Fulton was recently made in the waters of Peconic Bay, when the little vessel with her crew on board was submerged and remained under water ior fifteen consecutive hours and then came to the surface. The men reported that they were able to sleep and eat, had plenty of fresh air, and suffered no discomfort whatever. The boat, however, was at rest, her ma- chinery not running, so that there were no internal conditions to produce discomfort, such as might be the case in active service. Shipping of Hong-Kong.—The importance of Hong Kong as a‘commercial center can best be understood when it is stated that seventeen million tons of mer- chandise enter and leave the port annually, a greater foreign tonnage than that of New York. Over three million passengers are landed at Hong-Kong during the year. Since our fleet has become a fixture in far eastern waters a constant activity has been evinced by each of the commercial nations, realizing, as they do, that we have entered the far eastern situation to take from them, in open competition if we can, the trade ad- vantages they have won.—Iron Age. New Shipyard on the Lakes.—The Columbia Iron Works, at Port Huron, Mich., has acquired land on the St. Clair River, with about 1,400 feet frontage, pre- paratory to installing a modern ship-building ‘plant. Good progress has been made in the grading, and pile driving will be carried on as the weather will permit. The buildings will be proceeded with as soon and as rapidly as practicable, and early in the season the plant should be ready for work on the two ships for which plans are now in preparation. These are a new type of grain carrier, 405 feet in length, and a lumber boat 180 feét in length. Liquid Fuel._—At a meeting of engineers in Odes- sa, Russia, the engineer for the Russian Steam Navigation Company read an interesting paper on the subject of Oil Fuel for Steamers. He stated that Russia was the pioneer for the use of oil for propulsion at sea, as the vessels plying along the river Volga’ have for many years used ostaki or oil residue, for fuel in the boilers. Other vessels built in England for this company, equipped in burning coal, have had their furnaces changed for oil burners. He further states that after many experiments it was demonstrated that in the cost of the two fuels the cost of oil per mile amounted to only one-third that of the coal. Among the other advantages are, cleanliness, ease in regu- lating the amount of steam generated, saving of labor and waste. Similar experiments are to be carried out by the Russian Government. ; _ JANUARY, 1902. Marine Engineering. 5 NOTES ON THE EQUIPMENT OF FOREIGN SHIPYARDS. BY PROF, C. C. THOMAS, The Clyde is properly referred to as “The cradle of shipbuilding,’ and one finds there frequent reminders -that many of the most prominent men of the profes- sions of engineering and naval architecture have spent their lives developing the marine arts on the- shores of that famous river. It follows, therefore, that there is, for the engineer, much of historical interest in the vicinity of Glasgow, and perhaps the Clyde presents more object lessons in the history of engineering than can be found elsewhere in the world. All along both banks of the river, from Glasgow to the sea, are ship- yards and engineering works, many of them bearing names which are as familiar to the engineering world as is the name of the river itself. Each of these works, however, belongs to one of two general classes, which are, those which have kept up with the advance- ments in equipment and organization, and those which have not. The concerns are, as a rule, all of many years’ standing, and one is surprised to learn that some of the largest and best equipped vessels have been built at yards, which at first sight at least, ap- pear to be too poorly fitted out and too old fashioned in methods to attempt such work. Some yards do merchant work entirely, not attempting Government or large passenger contracts, and, of course, there are many concerns fitted up for building only the smaller classes of vessels. It is not too much to; say, and it is to be expected where there are so many competitors in a small sec- tion, that the greater number of the Scotch yards give the impression that the hand of prosperity has not opened bountifully over them, at least of late, and no doubt this impression becomes more real on account of a few among the number of shipyards and engineer- ing establishments which do show such marked signs of resource and efficient and wide awake management. Among the latter class stand out pre-eminently the Clydebank Shipbuilding and Engineering Works, the Fairfield Ship and Engine Building Co., and the En- gineering Works of David Rowan and Company. The latter company confines its attention to the building of engines and boilers for merchant service, while the two shipyards mentioned carry on the building of vessels of all kinds, from yachts and torpedo boats to ocean liners and battleships. ‘These yards also build a great deal of the auxiliary machinery required in their con- tracts instead of purchasing it from outside concerns. In these works, which are mentioned because they show what we may take to be the result of the most advanced opinions in Scotland of desirable engineer- ing methods, while there are certain details of con- struction in the shops which are at variance with American methods, the improvements in the engine and boiler departments are mostly just such as our own large establishments are using. In fact, one finds “many of our own improved tools in use on the Clyde, notably wood working tools, turret lathes, screw cut- tine machines, key seaters, and, in some ‘cases, pneu- matic chipping and caulking tools and pneumatic drills. Not many yards in Scotland, however, are equipped with compressed air plants, and those that are do little pneumatic riveting, the latter being a method of the utility of which the Scotch engineers are not yet convinced. In July last an exhibition of pneumatic riveting was given in the exhibition grounds at Glas- gow, and was witnessed by various engineers and ship builders. The result was not favorable in the eyes of those present, as one at least of the rivets was found, upon cooling, to be loose, so that it could be twirled about in the hole. This called forth consider- able criticism upon pneumatic riveting; much of the criticism being, no doubt, well founded, but in general based upon a quite limited knowledge of what had been done in that line in America. The writer failed to find many ship builders in England and Scotland who were favorably disposed towards riveting any portion of the ship with air tools, the chief objections being that the work could not be so well done, and that the economy claimed for the system was very doubtful, considering the compressors and small tools involved, which required frequent repairs. The same attitude exists among the builders in Germany, some of whom said they used the pneumatic tools only to frighten the men into not striking, but that, as a mat- ter of fact, even for chipping and caulking they could do the work more cheaply by hand than with air tools, and that while it took a somewhat greater length of time, a better job could in most cases be done by hand. At the Vulcan Works, Stettin, however, the management is more favorable towards pneumatic tools, and contemplates the installation of whatever has been found successful in that line. In England, Scotland and Germany much of the heavier riveting on hulls is done by portable hydraulic tools, and for boiler work, of course, the hydraulic system is in use at all the large shops. Returning to the Scotch yards, the principal differ- ence between their best yards and ours, is in the meth- ods of handling material from the shops to its desti- nation on the ships. In the smaller yards the material is hauled, as of old, upon hand trucks over the ground from the plate and angle shops to the building ways, where it is hoisted into place by the help of tackle; the hoisting ‘being done usually by a small steam winch. In the larger yards, narrow gauge tracks are laid from the shops to the ways, and hydraulic lifts are placed at various points along the sides of the ships. The material is transported from the shops to these lifts by means of small trucks running on the tracks, the trucks being moved by men or horses. An arrange- ment has been laid out in these yards so that cars from various railway lines may deliver material at the plate and shape stacks. From these stacks tracks run to the various shops, and locomotive cranes are used for handling material to and from the cars. Exception should be made in the case of some of the yards on the Tyne, notably Messrs. Swan and Hunter, of Walsend, where one finds more labor say- ing appliances of modern type than are in use upon the Clyde. They are equipped with electric, hydraulic and pneumatic plants, and have experimented con- siderably with pneumatic riveting, but like many others, are disposed to confine the work of the pneu- matic tools to drilling, chipping and caulking, as the 6 Marine Engineering. ‘ JANUARY, 1902: riveting seems to require an amount of collateral work which overruns in cost the economy due to the more rapid work of the hammers themselves. Messrs. Swan and Hunter’s yard is equipped also with sheds over the building ways, which carry over- head traveling cranes by which material is lowered into place upon the ships. These, with the large canti- lever crane recently installed there, place this firm de- cidedly in the front rank. among British ship builders; in fact, so far as the writer has seen, according to American ideas, the Walsend Works have a more modern equipment for handling material than any other yard in Scotland or England. While in the less progressive and perhaps older yards the tools and arrangements are in many in- stances very much out of date, still in the works which are in Scotland and England considered up to date, the tools in the various shops are of the very best, and the relics have been set aside where they can be looked upon with reverence by the visitor, but they are retired from active service and their places are taken by modern appliances. In the older yards, however, patriarchs of fifty years are still at work in many cases. In several of the engine works which have been, at least in part, equipped with new tools and improved overhead traveling cranes, the old buildings remain, and the head room is cramped. In many instances, in new as well as old shops, the vertical engines are erected in pits, so that they can be served by the cranes more conveniently and the engines are ren- dered more easily accessible for the workmen. Germany has entered: the field of shipbuilding upon a large scale in comparatively recent years, and the large yards are laid out according to modern ideas; the machine tools throughout are the best obtainable, and about the works is an air of system and organiza- tion that is perhaps the first thing that impresses the visitor. Prosperity in shipbuilding is more apparent in Germany than in Britain, though the equipments of the best yards of the latter compare favorably with those in the former country. There are, however, three yards in Germany of such magnitude, such excellence of equipment, and controlled by such progressive management, that they call forth the greatest admira- tion even from an American visitor. These yards are the Vulcan Works at Stettin, the Germanic Works at Kiel, and the Works of Messrs. Blohm and Voss at Hamburg. There have been some very expensive works re- cently established at Vegesack and at Wilhelmshaven, which are fitted out with the most modern tools and handling devices, but of these works the writer knows only by hearsay. Mention should also be made of the Schichau Works at Danzig, where many of the smaller vessels of the German Navy have been built. Messrs. Blohm and Voss occupy a most excellent position on a peninsula jutting out into the Elbe River, at Hamburg, and in one of the busiest parts of that ° crowded harbor. On account of this favorable loca- tion, repair work in great quantity comes to this yard, and the equipment of floating docks, graving docks, cranes and marine railways is capable of handling a great deal of this line of work. Their dry docks are among the largest in Europe. Messrs. Blohm and. Voss employ in the neighborhood of five thousand men, and have in hand a large quantity of new work, among the vessels being the battleship Prinz Karl, and two large twin screw passenger and freight steamers for the Hamburg-American line. At these works. pneumatic tools are not looked upon with favor, for reasons already given as coming from German builders, hence the air plant is little used, and not at all for riveting. . The great number of shipyard plate and shape work- ing machines are operated by small steam engines di- rectly connected to the individual machines, there being almost no belting employed in the shipyard sheds. The material for the hulls is handled in the usual way in the shops by overhead tracks and small cranes serving each machine. The transportation of plates and shapes to the ships. however, is still done by the old fashioned means of small trucks, and it is hoisted into place by stationary pole derricks alongside the building ways. Everything about the various departments of this establishment is of the best class and embodying the most modern improvements, with the exception of the devices for handling material from the shops to the ships. Messrs. Blohm and Voss have the third largest works in Germany and it is certainly one of the most efficiently organized and managed. The largest works in Germany and that which has turned out the finest passenger steamers in the world, is the Vulcan Works at Stettin. Next comes the Ger- mania Works at Kiel. At each of these works one sees material carried to its place upon the ships by over- head traveling cranes, which run on tracks carried in the tops of steel sheds build over the building ways. The sheds at Kiel are decked with glass, while at Stettin there is no covering over the ships, excepting the steel shapes of the building. Of the works at Stettin, too much cannot be said in praise of the enterprise with which improved methods are being employed, and the general air of business and forehandedness speaks well for the utility of those methods. At the time of the writer’s visit at Stettin the Kron Prinz Wilhelm was about to leave for her trial trip to New York, the Kaiser Wilhelm der Zweite was par- tially in frame, and several battleships, cruisers and merchant ships were under way. At the Stettin Works are employed from six to seven thousand men, and at Kiel the number is from five to six thousand. It is said that overhead cranes for shipbuilding ways were first built upon the Tyne, and that our American devices are developments due to the proverbial Yankee enterprise and ingenuity. Certain it is, however, that in many respects our American shipyards show far’ more machinery of modern type than do the British yards, and that the Germans are following in our foot- steps in equipping their plants. In moving among indus- trial institutions in the older countries one soon finds that the name American is almost synonymous there with enterprise, economy and quickness of production. True, it is, that we find a ready market abroad for such articles as shoes, typewriters, electrical machinery of various kinds, and that we send large quantities of JANUARY, 1902. Marine Engineering. . 7 steel billets, rails and various shapes—raw material, such as copper, tin and arsenic, and machinery in the form of locomotives and various machine tools. But let us remember that with all our labor saving de- vices, we have yet to show foreign vessel owners that we can build their merchant and passenger steamers for as low prices as they can get them in the British yards. Our prices are higher also than those quoted by German builders. No doubt the facts that our labor saving appliances are quite new, and that the introduction of new meth- ods takes time, that wages are higher with us, and that our yards are full of work for American owners, ac- count largely for our higher quotations. Also just as the American workmen require higher wages than those in Britain and on the Continent, so the Ameri- can proprietors probably figure on a higher percentage of profit in their contracts. American competition has become a very real thing to many industries across the Atlantic, but we must remember that while in the materials used in shipbuilding we have come to pro- duce more cheaply, still in the finished product our costs are still too high to compete with foreign builders. The above suggests that, before closing an article like the present, a few words should be said relating to the laborers, as well as the tools wherewith they work. The two principal factors determining the relative importance of countries in the commercial and industrial world are, the availability of supplies and the willingness of the people to work. Coupled with favorable natural conditions must be an energetic, en- terprising people, or, in other words, industries demand industry. They are the products of the work of brains and hands, hence the personal peculiarities and habits of thought and action of the community determine what position it shall hold relatively to that of other communities equipped with natural resources commen- surate with its own. Skill in certain lines is the possession of the me- chanics of certain countries, and those that have been engaged in particular industries for long periods have discovered and adopted methods of work which give them an advantage over later arrivals upon the field. In the manufacture of certain types of machinery and many articles of steady consumption we have come to produce so cheaply that other countries have not been able to meet our prices. This is attributed large- ly to the greater snap and energy of American work- men, and there is reason to suppose that by the adop- tion of methods for reducing cost of labor in ship- building and marine engineering we shall be able to turn out as large and fine ships as anybody, and at satisfactorily low costs. We are as yet far from hav- ing attained to this, however, which is no doubt large- ly due to the greater experience of the foreign en- gineers in the building of large work, their methods of standardization of machine parts, and the paying of workmen by the piece-work system. Americans do not need to be told that in Great Britain one finds an energetic, ambitious working peo- ple, and that in any gathering of scientific men in England or Scotland, one has the honor of coming in contact with the sterling character and strength and culture of mind which make us proud to claim oneness of ancestry with them. Two elements, however, are militating against England’s industrial progress, and nobody realizes better than the mén in charge of in- stitutions, that conservation on the one hand in adopt- ing new methods, and trade-unionism on the other (preventing their profitable use when such methods are adopted) combine to prevent England from keeping pace with countries which have fewer traditions and less compunction about throwing away those which they find moss-grown. While the adoption or non- adoption of certain methods plays a most important part in determining what countries shall be the suc- cessiul competitors, the question of first importance is the willingness and energy with which the workingmen further the interests of the concerns by which they are employed. In some of the works which the writer visited, Fri- day was payday, and the men in the shops took certain liberties with their time on that day; Saturday was a half holiday, which seems to make more or less laxity necessary during the hour or so before quitting time, and on Monday there was less work going on than on either of the two days just mentioned. This left three days of the week in which full time was put in, and this state of affairs, which, happily has no parallel in America, seems to be due to the so-called independence which the men feel in relying upon their unions. The questions which have been recently brought up in various publications concerning the reason that American competition is successful seem to be more nearly answered by the statement that we work harder, than by discussions of particular methods and systems, however important these may be. While we in Amer- ica are confronted by serious problems, and can in no wise afford to rest upon our oars, our salvation lies in the fact that we do not ask for a chance to rest, but rather for opportunity to work harder and earn more money. The unpleasantness of the past summer between labor and capital in this country, and many other in- stances, might be cited as challenging such a state- ment, but these volcanic eruptions have their origin in the ambitions in one class or the other. They be- speak a desire to get ahead rather than a tendency “to do less work. In general engineering production, England has long been a great factor; Germany has become a most active producer, and France is especially strong in certain lines. To the United States, however, the eyes of the industrial world are turned at present, as possessing the most promising combination of natural resources, brains and labor, together with a boldly progressive spirit in attacking and simplifying problems of engi- neering production. It is rather the combination of these desirable qualities that attract attention, than the possession of individual endowments of greater degree than other peoples. The last mentioned char- acteristic, however,—the boldly progressive — spirit, or, in other words, lack of conservatism,—is generally believed to be more in evidence in the United States at the present time than in the other industrial nations. Marine Engineering. . JANUARY, 1992! TURBINE STEAMER KING EDWARD. BY W. CARTILE WALLACE Few if any innovations in marine engineering dur- ing the last quarter of a century have excited greater interest among engineers of every class than the ap- plication of the steam turbine to marine propulsion, more especially so since it was brought under the im- mediate notice of “the man in the street,” so to speak, by the placing of the steamer Kiug Edward on the Clyde during the early days of the Glasgow Exhi- bition. While attending the Engineers’ Congress, the writer, through the courtesy of the management, had an opportunity of spending a day on board this ves- sel and of becoming thoroughly conversant with her in every detail, and it has occurred to him that some information concerning this boat and the general im- pression her arrangements made on him might be of interest to the readers of MARINE ENGINEERING. THE BLADES OF A PARSONS TURBINE, It°is hardly within the scope of this article to de- scribe at full length the construction and working of the Parsons turbine, as its application to the driving of electrical generators dates back more than a decade, and its general principles are well known to engineers. But the improvements made since its first inception have been very great and the results cor- respondingly improved, so that from being consid- ered one of the worst “steam eaters” it has come to be admittedly one of the most economical engines in existence. The turbines fitted in-the: King Edward are those of the parallel flow type. ‘Tihis consists of a cylindrical case with rings of inwardly projecting blades, within which revolves a concentric shaft with rings of out- wardly projecting blades. The rings of blades on the case nearly touch the shaft, and the rings of blades on the shaft lie between those on the case and nearly touch the case. Fig. 1 shows a section of the com- pound steam turbine as applied to the driving of dy- namos. Fig. 2 shows one form «{ blades which is Steam entering at A (Fig. 1) passes first through a ring of fixed guide blades. and is projected in a rotational direction upon the succeeding ring of moving blades, imparting to them a rotational force. used. It is then thrown back upon the succeeding ring of guide blades, and the reaction increases the rotational force. The same process takes place at each of the successive rings of guide and moving blades. The energy to give the steam its velocity at each suc- cessive ring is supplied by the drop in pressure, and the steam expands gradually by small increments. At the end of the spindle B are grooved pistons or dummies which fit into corresponding grooves in the’ cylinder. The object of these duminies is to prevent end thrust, and there is, therefore, a passage in the cylinder between each diameter of the spindle and the dummy of the same size. The dummies also act as a practically steam tight joint, since the clearance be- tween the grooves can be adjusted longitudinally by a thrust block in the end oil keep. The bearings are oi the tubular pattern, and, owing to the light weight of the revolving spindle, the wear is so small that the bearings often run for several years without being touched. The turbine as applied to marine propulsion is so modified that the thrust of the propeller is entirely balanced by the internal action of the steam on the rings of blades. This reduces friction to a minimum, and only a comparatively light thrust block is required simply to steady the shaft and prevent the end play. To return to the King Edward, her dimensions are: 250 feet length by 30 feet beam, by ro feet 6 inches Vi ee ne vnc (CCC me LO an SII Marine Engineering Ue DIRECTION OF STEAM FLOW FIG. I. SECTION OF STEAM TURBINE. molded depth to main deck, and 17 feet 6 inches molded depth to promenade deck. Her general ar- rangements are somewhat similar to those of the usual type of modern river'pleasure steamer as seen principally on the: Clyde. The machinery consists of three separate turbines driving three screw shafts. The high-pressure tur- bines are placed on the center line, the two low-pres- sure turbines each driving one of the outer shafts. In- side the exhaust ends of each of the fatter are placed the two astern turbines, which are in one with the low- pressure motors, and operate by reversing the direc- tion of the low-pressure turbines and outside shafts. Under ordinary running conditions these astern tur- bines work in the vacuum of the condenser and ab- sorb no. power whatever, this arrangement for revers- ing being by far the simplest and most effective of the many methods which have received the careiul con- sideration of the patentee. When under way, the JANUARY, 1902. Marine Engineering. 9 eee steam from the boiler is admitted to the high pressure turbine, and after expanding about five fold it passes to the low pressure turbines, and is again expanded in them about another twenty-five fold, and then passes to the condensers, one of which is on each side of the vessel, the total rate of expansion being about 125 fold. At twenty knots, the revolutions of the center shaft are about 700 and the two outer shafts 1,000 per min- ute. There are five propellers in all, one on the center shaft, 4 feet in diameter, and two on each of the side shafts, 3 feet in diameter. The small size of the propellers insures their being completely immersed under all conditions of weather, pressure turbines being closed by non-return valves. By this arrangement great manoeuvring power is ob- tained and the vessel is handled just as easily as an or- dinary twin screw steamer, taking the piers without the slightest trouble. While on board the King Edward the writer took particular notice of the facilities with which she was handled, both from the point of view of the captain and the engineer, and in either case there seemed nothing that could be desired. In the engine room the engineer has five hand wheels before him. The large one in the centre admits steam to the center high pressure turbine the two lower hand wheels at each side admit steam to the low pressure go-ahead turbines and those above them to the go-astern tur- ain) L_ HIGS 2% and it will be further seen by a little calculation that with a normal pitch ratio the slip per cent is not exces- sive for a vessel of this class at full speed. Mr. Par- sons has found that in calculating actual steam con- sumption per indicated horse power (the resistance of the vessel being known from model experiments) the use of the usual coefficient of 55 per cent ratio of pro- pulsive to indicated horse power gave results which practically agreed with the estimated consumption ar- rived at by other means, thus proving there was little if any loss of efficiency due to the small diameter of the propellers. When coming alongside a pier or manoeuvring Steam is shut off from the high pressure turbine, the outer shafts only are used, and the steam is admitted by suitable valves directly into the low pressure ahead ‘or astern motors on each side of the vessel. The center shaft with its turbine under these cir- ‘cumstances revolves idly, its connection with the low Marine Engineering SECTION OF PARSONS TURBINE SHOWING PATH AND DISTRIBUTION OF STEAM, bines. When the telegraph rings “stand-by” the en- gineer has only to give the center wheel a turn or two, thus closing off the steam from the H. P. turbine. He is then ready to receive his next order which may be “full speed astern,” in which case it is only neces- sary to open the go-astern valves by means of the two side upper hand wheels and thus every order is executed by the turning of a couple of hand wheels to the right, say, and a couple to the left or vice versa. The whole operation is so simple that one engineer can handle both engines if necessary. The main air pumps are compound and are worked by worm gearing from the main engines. There are also small auxiliary air pumps worked from the cir- culating engines for draining the condenser before starting. This arrangement seems to the writer un- necessarily complicated and might with advantage be replaced by a pair of the many combined air and cir- culating pumps on the market. 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Marine Engineering. 11 ENS ne St ee ep=== = = ie: TN it ~ o pn ~ N PH Pa Ss 2 STARTING NN en 95) IB PLATFORM \ = =>} n == = ee ae em att ealia ‘ ki Ht H ry oe ee eee Bae a0 \ ' i] j 1 Z ' 1 i] 1 \ { STEERING ENGINE —-: | CONDENSER FEED TANK CENTRIFUGAL PUMP BILGE PUMP DISTILLER 1@) ee al CONDENSER a 1 f, , \ / N 7 f \ ; / ‘ eT \ 4 SS v1 ‘ Z 4 2 vN- Ey D 1 / / CENTRIFUGAL PUMP ou EMAPORATOR DISTILLER PUMP FEED TANK in ate fs jp va SE

sy 8S : : i a =5< ec el oe PN T i i < Ml (e) I ae} iH a | < [e) S) (== ‘ 3did JXOWS it p35" haat = ms = = i | fot | 2 al | td | mt n= | a | Me | z8 ><—- Lt 4 “/ | “ 4 1 4 4 | ——_ ~—---~— | SS Se eee |- a — — | | H _ + ‘Or _ — _ ‘l= =— | oT | | \S ~~ b {——-NG — {———— ——— — ; SS Sores s SSS SGS a rs 7 a - n = HLO SW) - ; g343010S ) NO MNAYHS Vy, erty, eae eT sw)-NOILISodwoo “#4440 S¥)-SSV4a (@4033a S¥)-NOILISOdWOO Gv31 Gay Ni Gagq3za 3AZ31S8 sSvua 94 “a JANUARY, 1902. Marine Engineering. 27 small pieces of tin, which will fuse at this temperature. It will be seen that the gas pipe may be carried along the sleeve and thereby prevent the latter from cooling and becoming stuck before reaching the final position, while the shaft may be kept cool by pouring water through the hole, as has been previously stated. The AIR PIPE FROM DESTROYER HANDY” \ 1\ LIFT 100 AN Y Turning and Raising a Sunken Dredge. An account is given in Marine Engineer of an inter- esting salvage feat carried out at Hong Kong. Dur- ing a typhoon a year ago the dredge Canton River, be- longing to the Admiralty Docks, foundered and turned bottom up not far from a sea wall. In order to raise TONS BESS LSSSE EEE _MEAN TID DISTANCE TO SHORE 380 FEET EXTEMPORARY 100 TON BLOCK HARD CORAL BOTTOM CLEARED AWAY WITH, GUN-COTTON IN ORDER TO GET THE CHAINS UNDERNEATH. DETAILS OF RIGGING FOR RAISING AND TURNING A DREDGE. difference in size between that of the shaft and the in- ternal diameter of the sleeve may be arrived at by re- ferring to the tables giving the coefficients of expansion due to the dissimilar metals. As shown in the small de- tail, the composition sleeves are counterbored to a depth of 1-2 inch, to slide on over the tapered ends of the dredge it was first necessary to right her, but several attempts proved unsuccessful. Captain Percy Scott, of H. M. S. Terrible, then undertook to turn the dredge in the manner illustrated in the accompany- ing cuts. Four chains were passed completely around the ves- (\) oly x Gy», PIER DREDGER Xo, I LUMP 2 4 |rons COUNTER PARBUCKLE LN A | all on Tf - ——-—— == ‘\\\\\} acd asset = oe oo \\ hoe S ti. | L = = 4. ~ , sali : Ay —B: NTER PARBUCKLE i = a iY énl 2 | A TOTAL STRAIN ON ANCHORS. SS EY & WINCHES 950 TONS ““CANTON RIVER ” ress \-/ DISTANCE FROM DEADGER TO EMBANKMENT AN f Wak EMBANKMENT WALL 380 FT : WALL ARRANGEMENT FOR RAISING AND TURNING A DREDGE, the thinner sleeves, while the joint is further made water tight by solder. It is suggested that in order to insure the proper difference of size between the sleeve and the shaft that a small piece of tube a few inches long be first tried, as it will be found that the expan- sion of the compositions will vary greatly from that given in the usual text books. sel and secured to the upper deck. The chains were of 15-8 inch cable and three of them were double. The other ends were passed over a cradle placed on the bilge, to a barge where the purchases were at- tached to four parbuckles capable of sustaining a total load of 350 tons. The parbuckles were of wire, and to each was made fast a fivefold Manila purchase. 28 Marine Engineering. JANUARY, 1902. The leads were taken ashore, one end to a steam wind- lass, the other to an anchor. In all, eight anchors were used distributing the load over a distance of 100 - feet along the sea wall. A strong connection between the parbuckles and purchases was made out of the dredge’s spare links as shown in the illustration on page 27. To prevent the vessel from being hauled toward the shore instead of turning, counter parbuckles were laid and three boats on the opposite side were used as a lift by lashing them to the dredge at low water while they were loaded. When all was in readiness air was forced into the hull of the dredge until the water had receded to the level XX, and the winches started up, care being taken to produce a uniform pull. The vessel was righted on the bottom without trouble, the upper deck RED D LINE STEATMER ZULIA. One of the latest additions to our coasting and West Indian fleet is found in the steamer Zulia be- longing to the Red D Line and built by the Neafie and Levy Ship and Engine Building Company. The principal dimensions of hull are: IASIERIN CVE QM loo.4090000000000000000000000 277 ft. 6in. length; perpendicularsyyn, scecsecseeeee Ag © @ & IeXAVIA, FAK EKEEL 5.9065000000000000000000000000 So & Depth, BU apace onupadupagcodauETS 18 ‘616 ‘* TOKO A, ME CSIMBEIEG o5000000000G0000000000000 19 ‘'334 ** Woad'idraftiweeeresee en renee eet se) SG © Corresponding displacement,.,......... 2,144 tons. Grossitonnage ys oneneecoseenincecintenen Sieh Net SADE Saicla ave rvigieicvelosinveretaietetometelatniclers rifeyte) IBIS GODIN 6. 090000000000000000000000 7 Tonsipernsin chyceananyedsecee eee ne ee 18 The outward appearance of the ship as shown in the engraving on this page is very pleasing. She is of the two deck type with poop and forecastle and a two deck bridge house, and is classed under the Record STEAMER ZULIA, FOR THE NEW YORK AND WEST INDIAN SERVICE. then being in nine feet of water. A cofferdam was built over the hatches, the leaks in the hull stopped and four pumps were soon discharging the water from the hull. She was then pulled along the bottom into shallower water, but a bad leak developed on the port side which admitted more water than the pumps could handle. As there is a longitudinal bulkhead in the vessel, the buoyancy of the two sides was unequal, and she took a decided list, which, with the heavy top weight, caused her to capsize again. The previous plan of righting was resorted to, though owing to her position the anchors had to be placed on the bottom and the purchases led to an- other ship. The H. M. S. Centurion was anchored for this purpose and a barge with steam windlasses moored to her stern. This time nine anchors and three purchases were used and two of the leads taken to the Centurion’s capstans, and one to the barge. Again the barge was hauled upright, and six months after the first righting was successfully floated. of American and Foreign Shipping. The two steel pole masts are fitted with leg of mutton sails and for handling cargo the foremast has three derricks and the mainmast two. The flat plate keel is 30 inches by 22 1-2 pounds amidship; the frames are 4 by 3 inches by 7 1-2 pound angles spaced 24 inches, and are car- ried up at the ends to the poop and forecastle gun- wale; the reverse frames are 3 by 2 I-2 inches by 5 I-2 pounds; the stern post is of cast steel, and the rudder is of the cast steel plate type bolted to a wrought iron stock. Besides the forward and after collision bulkheads there are four water tight bulkheads extending to the main deck, and there is one aft the engine room up to the lower deck to form a deep tank for use when the ship is in ballast. The main deck is of steel from end to end, planked with white pine, and the lower and upper decks are laid with white and yellow pine re- spectively. The hold is ceiled with two thicknesses of yellow pine. The details of construction are given in JANUARY, 1902. Marine Engineering. 2) the cuts of the midship section on page 29, and the inboard profile on page 30. The forecastle, which is 48 feet long, contains the crew's quarters, a large steward’s storeroom, and a Accommodations for 48 first class passengers are provided in the deck house. The dining saloon and six staterooms are at the forward end, then comes the pantry and galley, storerooms, rooms for stewards, Uy Me 6 x 336 x 11.7 Ibs. 11 lbs. Stapling 3 M3 x 7.2 Ibs, uv Overhang 9 and 15 10 lbs. Plate LLL 3x8 x 7.2 lbs. 7x2 M4 “x 17.25 Ibs. Channel” i A 10 x 15 1bs. Coaming P. Angle ™ “ /9 x 12 lbs. Plate “ - 5 134 Tongue and Grooved White Pine BLIE SSELISSSO TITIES 13¢'x 1 1.8 Ibs, t es FEES ELIS SPL SSEL i ——— 3 Ibs. Bracket EES TE TIE SIZIIE i 74 Spring 4 ‘in 37-0 Tal +x 3x 7.1 lbs i AN) et 9x 9x8 *0 j l i i] l i i I Ht t l i l Uy | 93f/x 23f Finished White Pine Upper Deck \BSEDESGUESBUGRBSS It BSEMBZSAUESO UA SAWASEIESGUASUUESZ x Srcenaiy ievaeae Sars ip aye Yolen qa Zi — x 1244 Ibs. ’ 4 Cast Steel Staple around Beams d/x 3x 6.1 Ibs. Angle between Beams 2 Dia, 2 7 =——— 77 —_ x 514 Ibs, Angle 24 Centres J 3x 2.3 Abs. Bulb A, 1 Dia. 10 Ibs, Plate 10 lbs. Plate \ 4 4 3x 8.5 Ibo. Waterway 3x 3% 6.1 Ibs aan 9 Spring in 37-0 39° 2 ay: A 7 aS “u uy 5 x 314 x 10.4 lbs. ” 54 x 28 Ibs, for 14 length ~ Ooo = on (Sa lo "” > Double Riveted Lap 7% Rivets> a 1814 Ibs, for 1g length - I i Alternate Rey, Frames Stop Here “us / 18 6% to top of Beams at Side Sl 8B uy abe Double Riveted Lap 5 Rivets. SWZASTESESUES ESS ISVS \\ 4 9 Spring in 37 0" “ uM 12 x 12 x 10 Ibs. Bracket “ 4 58 x 1814 Ibs. / Toke 15 lbs. Coaming P, SUZSNESOUES 10 Ibs. Steel Plates Double Riveted Butt Laps Dp ~ 0 334 x 43¢ White Pine Finished Alternate Rey. Frames Carried to Main Deck 2 x fx 43f Yellcw Pine Finished SS = 3 24x 10 Ibs. Bulb Angle Spaced 48 Centres 9 10 lbs. Tie Plate =) “ for 34 length 34 x 16 Ibs. at ends, 9 i ye \ 1 | 1 | i i} i | i | 1 1 i f | 1 f i { f 1 i { F x 23f Finished White Pine Main Deck ui 1 q i u \ i i! q I ui i t ui D q Ui Ht ui U i I EES BSUS SUE SIAM EOE MESOWEST SOEs ENV Spaced 48. Centres meee 10 x 3% < 32 lbs. Bulb Angle Single Riveted Edge Laps, x 1814 Ibs. for 14 length Lower Deck CSS EYLE S ETD CUS MOU MO SS AUIS tha fp SU vk 316% 19.25 lbs. Bulb Angle Spaced 48 Centers Spring in 37.0. Load Water cine 3 Alternate Double Rev. Frames in Eng. and Boiler Space Stop Here, Double Riveted Lap af Rivets. = 106“ \ 5-J —Frane = 2414 Ibs. for 14 length uy Sy Double Riveted Lap 3 % Rivets wow 5 9x5 x 2ilbs. 125 ft. Ashidships 1014". x 3.379/x 2.5'% 26.5 Ibs, Channel Waterway- 7x 314'x 17 Ibs. Angle Bar Riveted Inter-ostal to the Shell Plating a Frames 4x 3. *x 734 Ibs. Steel Angle 24 Centres Reverse Frames Steel Angles ax 26x 516 lbs. uM uy Double 5 x 4 x 14 Ibs, Angles 114 Yellow Pine 2 thicknesses i q y q q Floors in Way of Engine Boi.ers and Thrust Bearings to be 21 lbs Plate. Other Floors 19 lbs. for 6 length Amidships,17 Ibs. for 1¢, Length Before and Abaft the Half Length and 15 lbs. at ends. Stem to be Wrot. Steel 9. x ay Stern Frame to be of Wrot. Steel 9x ag! 9 Ibs. Plate for 4 length “ dy 5x4x 12.5 lbs, 19 Ibs. for 44 length Won u x 3X5 X72 Dies, 3% 4x 7.5 Ibs. Pase Line + = =< al nas : U I (7 Jt r = = = = 26 lbs. for 14 length ; : 4 TA ; RA 31 + 2914 Ibs Keel all fore Double Riveted Double Riveted Double Riveted ee mos and aft, 3! Sot Lap-% Rivets 18% lbs. for length MIDSHIP hatch 8 by 8 feet, opening into the forward hold. The main cargo hatch is 15 by 20 feet forward of the deck house. Two winches are at the foremast -and located on the main deck and two are at the mainmast on the poop. | Lap 2/'Rivets 20 Ibs, for 14 length SECTION OF Double, Riveted Ve Lap % ‘Rivets 20 1b. Shoe Plate Riveted on for ¥%5 length Aft. yx 44 Rivets ’ 20 lbs, for % 5 length Marine Engineering STEAMER ZULIA. engineers and purser, and a large officers’ dining room is at the after end. On the promenade deck, which extends from side to side of the ship, are 16 state- rooms, a social hall, lavatories and smoking room. The chart house and officers’ quarters are on the hurri- JANUARY, 1902. g. 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S ~ ao ° \ 3 ! by ( S NS \ Si >\ Vi S\N \ VA 1 y \ hI i H Tax L foe q =f$¥F bmx ' SK Wy ’ \ tN \' xy a | Sy =4s JANUARY, 1902. Marine Engineering. 31 At the load draft of 10 feet 6 inches the Zulia can make 12 knots, and at this speed the engines are turn- ing 140 revolutions a minute and developing about 1,200 indicated horse power. PEM 2A. DAGo AMARA 3 SSugstdegs: Mss Gass 1 Shr Sh 5 StS : nee i 63 g Sit IG? 8 je 2S? BER RS 13 3 6 Tn 0 Ot 8B 8G My 8 °-b Woy a0 ey : 0 SM SISID 5 OfOR . Gy 2 9G) 9 6 tan 7 (NBA? : ° 3 8ic! 8 8G Stalin) 8 9 acs o Ber G5 B/S iR es Soe ema mec be i 8 8 8 8 eh B 89 8 Bg a 3 © 2 Bag: BBY SUR Reso gatese patton mal 0909 64 6 Se ers ee Sees a ° SRR BIG Bre aha re aIoR Bent s & | Ses ssess hese eee. 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BSS) 9cG8, SEC dare ATE as rie ee CMS ROME RTC N tou tran od asters nies sc) vs , O28 99 8 8.8 Sai 8 8 oon 8 8 § = POS BO EPC TRG) Bio leo 6 Bae 9 @ ° 8215 ot 9 9B 2 8 6 oy aie cy as Se S$ ods of Bo a nae Sf PG oO FeO 8 8 Ba BE e) Sy) Gis) ey eye ie BIEN eS 5 & SRO ES BOs So 8 0 8H Sty 8 Si BOO, BE eo BSS Bs hse cs | BSOBSHE, wo oa ob a ge FPSB Be ee = bay ok Z eS 1 ot in 8 mH oo 2 3 bes seaus 4 Bes oo 8s SS BER ORAS OF OSS Ge Sas AoA HHMAARAAAMRAAARAWAON eee et | LAUNCHES. Schooner Kenwood.—The four masted schooner Kenwood was launched from the yard of William Mc- Kie, of East Boston, on November 27th. She is of 900 gross tons, 184 feet 6 inches long, 37 feet 4 inches beam and 18 feet 4 inches deep. She is built largely of white oak and live oak, and the ceiling and planking are of Georgia yellow pine in extra long lengths. The lower deck is of yellow pine; the upper deck is of white pine. Steamer Eastern States.— On December 8th the steamer Eastern States, of the Cleveland and Buffalo Transport Company, was launched from the Wyandotte yards. The dimensions of the steamer are: 386 feet length over all, 365 feet on the water line; breadth of hull, 45 feet; breadth over guards, 80 feet; molded depth, 20 feet; draught, 12 feet; coresponding displace- ment, 3,400 tons. This ship is designed for fast night- passenger service between Detroit and Buffalo. The vessel will be driven by a horizontal triple expansion engine of 5,000 horse-power actuating feathering pad- dle wheels 25 feet in diameter. Scotch boilers will be equipped with the Howden system of forced draft. Steamer Frank W. Osborne.x—On November 16th there was launched from the Lorain yard of the Ameri- can Shipbuilding Company the steamer Frank W. Osborne. Schooner Mary Barrett.—The schooner Mary Bar- rett was recently launched from the yard of Gardner G. . Deering, Bath, Maine, and is of the following dimen- sions: Length, 241 feet 5 inches; beam, 43 feet 4 inches; depth, 27 feet 8 inches. Schooner Miles M. Merry.—The four masted schoon er Miles M. Merry was recently launched from the yard of Percy and Small, Bath, Maine. The dimen- sions are: Length, 205 feet 3 inches; beam, 43 feet 2 inches, and depth, 20 feet. Steamship Merion.—The new twin screw steame Merion, built for the International Navigation Com- pany, was recently launched from the Clydebank yard of John Brown and Company, Scotland. She is a sister ship to the Haverford, described and illustrated in MARINE ENGINEERING of July, Igo1. Passenger-Propeller Calvert.—’lhe Neafic and Levy Ship and Engine Building Company, of Philadelphia, Pa., launched from their yard on November 23d the passenger propeller Calvert belonging to the Weems Line. The vessel is 190 feet long, 40 feet beam, 12 feet deep, is driven by compound engines 20 and 40 inches by 28 inches, supplied with steam by Scotch boilers 14 feet 9 inches in diameter, and 12 feet long. Towboat Vesta.—The first steel hull vessel built by James Rees and Sons’ Co., Pittsburg, Pa., was launched from their yard on December 5th. The ves- sel is a towboat built for the Vesta Coal Company for towing coal barges on the Ohio. The length of this steamer, which is christened the Vesta, is 135 feet, the beam is 24 feet over guards, the hold is 4 feet 6 inches deep. The propelling machinery consists of two compound engines driving a stern wheel. Steam Yacht Isis.— At the yard of Messrs. T. S. Marvel and Company there was launched on December roth the steam yacht Jsis, owned by Messrs. W. S. and J. T. Spaulding, of Boston. The I/sis is a twin-screw steamer; length over all, 200 feet; length on water line, 164 feet; beam, 24 feet 6 inches, and draught, 11 feet 6 inches. She will have two Yarrow water tube boilers with forced draft, and the engines will be triple ex- pansion, with cylinders 12, 18 1-2 and 29 inches in diam- eter by 20 inches stroke. The yacht will be towed to Hoboken to receive her engines to be furnished by W. and A. Fletcher Company. Monitor Florida—The United States monitor Florida was launched on November 30th from Lewis Nixon’s shipyard, at Elizabethport, N. J. The Florida is 252 feet long, 50 feet beam; mean draught, 12 feet 6 inches; displacement, 3,235 tons with stores on board, and at normal coal supply. The ship is to have a speed of 11 1-2 knots, driven by twin screw vertical triple expansion engines, indicating 2,400 I. H. P., supplied with steam by modified Normand boilers. The sides are protected by continuous belts of armor 5 I-2 inches thick below the water line and increasing to 12 inches at the water line. The armament consists of two 12- inch guns, placed in single turret with 12-inch armor mounted en barbette, forward. There are four 4-inch rifles and a secondary battery of ten small guns. 32 Marine Engineering. « JANUARY, 1902, Marine Engineering Published Monthly by MARINE ENGINEERING, INCORPORATED 309 Broadway - - - New York. H. L. ALDRICH, Treasurer and General Manager. PROF. W. F. DURAND, Advisory Editor. F. D. HERBERT, Associate Editor. Branch Offices. Philadelphia, Pa., Mach’y Dept., The Bourse, S. W. Detroit, Mich., Hodges B uilding, L. L. CLine. Boston, Mass., 170 Summer St., S. I. CARPENTER. ANNESS. TERMS OF SUBSCRIPTION. Per Year. Per Copy. United States, Canada and Mexico.................00s00++ $2.00 20 cents. Other countries in Postal Union...........cccceeeeeeee12 2-50 25 cents Entered at New York Post Office as second-class matter. Notice to Advertisers. Changes to be made in copy, or in orders for advertisements, must be tn our hands not later than the 15th of the month, to tnsure the carrying out of such tnstructions in the tissue of the month following. oo N the present session of Congress two move- ments are already under way fraught with the greatest importance for the merchant marine and for the general shipping interests of the country. These are the new shipping bill in- troduced by Senator Frye, and the movement toward an Isthmian canal, which is now attract- ing so much attention both in Congress and from the country at large. Regarding the shipping bill, the details of its be found on another page issue and need not be re- provisions will of our present peated here. The main provisions are two in number, the first providing for a readjustment of the payments for the carriage of ocean mails, and the second providing for a general subsidy for all vessels, steam or sail, which are not under - mail contracts. The question as to whether special contracts with vessels carrying the mails and a general subsidy for vessels of all other classes is the best method of building up the merchant marine, is a question for the political economist, rather than for the engineer, and we shall not consider it our duty to discuss in these columns those phases of the question which are more especially politi- cal in character. If, however, the general policy outlined in the bill is to be considered as suitable for the purpose in view, and there seems to be abundant precedent for such policy in the legis- lation of other maritime nations, then we may properly consider the adequacy of the bill as proposed for the purpose to be attained, and we may properly compare the present bill with that proposed at the last session of Congress. The first section of the bill provides for a complete readjustment of the ocean mail con- tracts, and is in effect a series of amendments to the ocean mail act. of 1891. The general pur- pose of these amendments is to free the United States postal service of dependence on foreign ships for the carriage of its mails, and to substi- tute throughout an American system. The new classification of ships in seven classes instead of four is in accord with the modern progress of ship building, and the readjustment of rates of pay is based on the experience of the past ten years with the act of 1I@io “Wine rates thus fixed by the bill are the maximum, and the contracts will be open to competition. and awarded as much below the maximum as will secure an American service. These features of the bill are great improve- ments over the act of 1891, and should com- mand most careful consideration. While it 1s desirable that the products of our mills and farms should be carried to our foreign purchasers in American ships, it is perhaps still more desirable that in the carriage of our mails we should be in- dependent of foreign ships, and especially of such as are enrolled on the list of foreign auxil- iary cruisers. The most important questions which may be asked in this connection are two: Will the foreign mail service for a time suffer any serious loss of efficiency? And, is the com- pensation offered sufficient to induce adequate capital to enter the field and provide a service which shall be adequate to the needs of the busi- ness world? If the public can be satisfied on these two points, and if at the same time it shall appear that the compensation is only fair for the services rendered, then it is perhaps likely that this section will commend itself widely and irre- spective of the specific question of the subsidies provided in the second title of the bill. This section provides for a general subsidy for all vessels, steam or sail, which are not under mail contracts, and is uniform at one cent per gross ton per 100 nautical miles for not exceed- ing sixteen entries in one year. The purpose of JANUARY, 1902. this payment is intended to equalize the differ- ence in the cost of building and operating ships in the United States and in Europe. It is just at this point that the chief difficulty in carrying out the principle of the subsidy is found. It is intended to equalize a difference, but as we took occasion to point out in our last issue, no one knows just what this difference is, or what it should be under fairly equal general conditions. Many are opposed to the principle of a subsidy because they believe that this difference is more fancied than real, and in any event that the dif- ference is not as great as the subsidies proposed, and they are opposed on principle to the pay- ment of a premium to any man simply for en- gaging in one kind of business rather than an- other. The American ship owner is, of course, the first to agree with his critic in this regard. He does not wish to be made an object of char- ity, and would be the first to resent such an im- putation. He only asks such aid as will make possible at a fair profit the operation of shipping under the American flag in the commercial carrying trade of the world.’ And thus the {rouble arises in satisfying the public at large that this difference is a reality, and that it is not due to the fault of the American shipbuilder, and that the subsidy proposed is not enough more than this to constitute a substantial premium simply for carrying on a shipping business. We would still question whether the information available regarding the items going to make up this difference is sufficiently detailed, accurate and comprehensive, so that all concerned can be safely assured that the figures proposed will be adequate without being excessive. The difficul- ties in the case seem to arise largely from the uncertainties in the situation, and from the diffi- culty in devising any system of compensation which shall meet without exceeding the require- ments of the situation, and which shall be rea- sonably permanent for a term of years in equal- izing the differences referred to. If the general public could be satisfied that the present bill could be depended on to fulfil these conditions, doubtless much of the opposition which was di- rected against its predecessor would be with- drawn. In any event it seems fair to believe that the present bill is free from many of the objec- tions which were urged against its predecessor, and that in its general features it is well adapted to utilize the principle of the subsidy for the re- lief of American shipping. Marine Engineering. 33 Regarding the Isthmian canal, the recent ratification of the proposed treaty with Great Britain and its undoubted acceptance by the latter power leaves the way clear for the early consideration and passage of a canal construc- tion bill. It seems fair to believe that there is a very generally distributed desire on the part of the American people for such a canal, and it would seem to be the duty, as we believe that it will be the pleasure of Congress to unite irrespective of party on a measure which shall secure an early construction of the canal and the benefits which it seems calculated to bring. > ae HE findings of the court martial which was called to investigate the circumstances connected with the foundering of the British tor- pedo boat destroyer Cobra have been made public, and the verdict is, in effect, that the Cobra broke in two near amidships, such rupture hav- ing been due to insufficient longitudinal strength. This finding is entirely in accordance with the evidence adduced, and it is difficult to see how any other verdict could have been reached. The history of the whole affair, in brief, is that of a boat built at Elswick-on-Tyne on the yard account, and doubtless with the ex- pectation of later effecting a sale to the Ad- miralty. When completed and offered she was found weak by the inspector, and was consider- ably strengthened in her decks and other fea- tures. She was then bought, placed in commis- sion, and in due course of time ordered from the Tyne to Portsmouth. En route she fell in with bad weather, and, due to the stresses developed among the waves, seems finally to have col- lapsed and foundered, with nearly all on board. In this brief career and tragic ending we may find abundant food for thought regarding the suitability of the general type of torpedo boat and torpedo boat destroyer for service at sea. It is true that we have had no indications in our own boats of any such weakness, and it is not likely than any such condition exists. This case does, however, furnish evidence of how small a margin we are likely to have in such designs, and how little change there might be needed to carry any given design across the danger line. The demonstration is perhaps one which was needed to be made, though the loss of life is to be deplored. If the lesson shall be heeded, how- ever, the sacrifice may not have been in vain. 34 Marine Engineering. THE CONTEST FOR THE PRIZES. All articles intended for competition for the two prizes of $15 and $10 each, mentioned in our adver tising pages, must be sent in promptly, as the contest well close on December 31. Allarticles published will be pad for at the regu- lar yates. The best and the next best will draw the prizes tn addition. Repairing Piston of Dynamo Engine. On the morning of the 17th of November, rgo1, the dynamo engine on the steamship Curacao started mak- ing an unusual noise. Stopping and taking off its cylinder head, the piston nut was found slack and the “Kt | NY | ont " Marine Engineering M4 RIVET FIG. I, piston cracked across its diameter and down one side, as shown at A, Fig. 1, and on the opposite side down to B. Repairs were made, as shown by the accom- ee BOLT HOLE j UK’ RIVET Marine Engineering FIG. 2. panying sketches. One quarter inch holes were drilled at the ends of the crack and patches were fitted. The top patch is a washer such as carpenters use, 4 inches | My" RIVET. PATCH Marine Engineering FIG. 3. square by 3-8 inches thick, of sheet steel and with a hole in it I 1-2 inch diameter. This washer was heated and dished, the cylinder head being used for JANUARY, 1902. a former. The piston boss fillet was also filed, as shown in Fig. 2, and that part left about 1-64 inch larger in diameter than the parallel part of boss, and the patch hole filed to just go over the parallel part. Patches were then put in the packing ring groove, the groove being deep enough to allow 1-16 inch thickness of metal. Rivet holes in these patches were spaced to draw. The top patch was then heated, hung on the parallel part of the boss and squeezed over the filed part in the vise, using a 2-inch pipe coupling against the patch to seat it. In cooling, the crack where it already extended to the lower flange, Fig 1, B, went through. The piston was then tried on the rod and with nut set up the crack did not open a par- ticle. Being put in place, the engine was started and has‘ now, been running 10 nights without showing the least sign of weakness. The ship is home and a new piston can be had. A patch could not be put on the bottom of the piston because the crank pin bolts were not long enough to allow its being raised, while, of course, the cylinder head could be easily raised with a thick gasket. IL, How a Broken Shaft Was Repaired. A few years ago I was awakened out of my sleep on the steamship , on a rough and windy night, by the first assistant engineer pleasantly informing me that the intermediate section of shaft was broken. On going into the engine room I found a frightful mess. The water was swashing from one side to the other, and pouring in through a large leak in the cir- culating discharge pipe through the condenser, close to the hull of the ship. The first thing to be done was to get the water out of the ship and stop the leak. All of the pumps on board which could be connected to the bilge were operated by a link from the interme- diate crosshead excepting one small Worthington, 8 by 6 by 6 inches. This latter pump we started up, but soon the ashes, which had washed into the bilge from the fireroom, plugged it up. I shut off the Kingston valve and took out the length of pipe next to the sea- cock, and thus the suction of the circulating pump opened into the bilge. I then disconnected or broke the shaft coupling just aft the thrust bearing, and started up the main engine to pump out the bilge by the bilge and circulating pumps. The bilge water passed through the condenser, and 75 per cent of it leaked back into the hold through the break in the discharge pipe. There was no check valve on the ship’s site. I stopped the engine, took out the broken length of pipe and slipped one end of a canvas venti- lator or wind sail around the remaining length and carried the other end up and out of a porthole, which was eight feet above. The canvas was bound in place, the discharge hole in the ship’s side plugged up with mats, and the main engine was slowly started again. We did not take long to get the level of water down in the bilge by using both the bilge and the circu- lating pumps, the latter discharging its water through the condenser and the canvas ventilator overboard through the porthole. I then nut the section of inlet pipe next the Kingston valve back in place. and the bilge pump took care of what little leakage there was. JANUARY, 1902. Marine Engineering. | 35 I then went again to examine the shaft, and, be- cause we practically had no tools on board, it ap- peared doubtful whether the repairs could be made. The company that owns this ship was so mean that they let the captain buy the engineer’s supplies. The outfit of tools was made up of only a few wrenches and hammers which were fit for old junk. This was my first trip on this ship; I had joined her on the morning she sailed, and after examining the engine room and outfit I decided that the next port would be my jumping off place, wherever it might be. However, it was necessary for us to make some kind of a job, as we were entirely helpless and goo miles from port. The break in the shaft was two- thirds the length of the shait from the forward coup- ling. As the boilers were fitted with forced draft, I got some old retarders out of the tubes, straightened them and lashed them lengthwise on the shaft over the rupture. I then cut down some of the wire rig- ging and wound it round the shaft, starting from the after end and winding it over to the left forward, as the engines were right-handed. I took out a coupling bolt at both the forward and after couplings and put in a ring bolt taken from the deck,and to these I made the wire fast, serving it back and forth, winding in the same direction, so that when the engines should start the tension would bind the wire down hard over the break. Then I made fast a chain to a key placed through the after ring and carried it to the forward ring. Next we bolted up the coupling which we had previously disconnected, and were now ready to go ahead. Steam was turned on very slowly, until it looked as if the wire would not stand the strain. The engines were again stopped, and we spent three hours serving that shaft with chain, which was the hardest part of the job; but when it was done it looked like a bunch of eel grass on the shaft. Upon starting up very cautiously I found to my delight that the shaft next the engine rotated only one-third of a revolution before it brought up solid on the chain, and the pro- peller end rotated all right. We gradually turned up the engine to 40 revolutions and made about four knots. When we got in sight of land I turned her up to 50, as I was getting reckless, and informed the cap- tain not to go in port with the expectation of the en- gines reversing, as the chain was so wound that to re- verse the engine would be to unwind it, and if he sig- naled to stop not to be too sure abeut starting them again. So we were going along nicely, when I or- dered the assistant to turn her up to 60 or 65, for, now that we were in the harbor with plenty of tugs around, I wanted to find out how much the gear would stand. But as soon as he started the throttle the chain car- tied away, but the wire held on for 200 revolutions and then parted. The performance of the wire at this stage surprised me, and no doubt it would alone have brought us in at 40 revolutions, or at least I think so. The total time taken for making repairs was from Friday morning, 1.30, until 9.30 that night, and our jury rig had carried us 892 miles. Most of the time of the repairs was taken up in repairing the pumps and condenser. The break in the discharge pipe was due to the racing of the engines when the shaft broke. “CHIEF.” Repair of Broken Bearing Frame and of Small Piston Rod. While in a heavy blow one day No. 6 frame of the steamship Corona’s engine started going up and down and in a few moments the journal started to heat. oc uJ oO Ze WW a Zz ie) (2) Marine Engineering ileal ae Fig. 1 u 7 ' LU \\ oe NO. 6 IN JOURNAL al \ | fea . Ww U | 2) Zz Wl a rh fe) (3) 1 1 RIB I \ f | \| 111K Marine Engineering Fig. 2 PLAN AND ELEVATION SHOWING FRAME, REPAIRS TO ENGINE Stopping the engine, the top of the flange, as shown by the serrated line in Fig. 2, had broken off through the bolt holes. The holding down bolts were then gone over and all the tie bolts in No. 6 frame were set up 36 hard and the engines were again started at a slower speed, and everything went along all right till the next port—about 100 miles. On investigation it was found that the two top holes had been fitted with turned bolts, all the rest with 7-8-inch rough bolts, and of course the two top holes were out of business. The frame had worked up and down as much as a 7-8-inch bolt in a 15-16-inch hole would let it. No tools being at hand, a reamer, as shown in Fig. 3, was made by one of the engineers, on a lathe kindly lent by the engineer of an electric light station. This reamer worked so well that a wrench could be kept on the Eee me \ | \ V S 1 Y = = > SSSSEEEZZ- @ = : : alt by J Marine Engineerin, feed screw continuously. Two holes in the. side. of No. 6 were then reamed and fitted with turned bolts. Afterwards, as opportunity offered, three holes in each side of each frame were fitted the same way. Marine Enyineering On the same ship, some time later, the piston rod in the reversing engine parted in the keyway in get- ting to a wharf. Although the rod had parted, the reversing engine, of course, could still be used one way. The other way the links were pulled over with a chain tackle, thus making the wharf. The job was repaired, as shown by the right hand sketch, Fig. 4, and required about four hours. The rod and cross- head were drilled and counterbored in place, the coun- terbore being made with just a flat projection for guide while the rod was being drilled and tapped for the stud. Arriving at home a new rod was made and fastened with a nut in the crosshead. Originally, although the key was in double shear, its area was larger than that of the rod surrounding the keyway. IBIS ILp Experiences With Injection Valves. Thinking that the following experiences I have had with injection valves might be of interest for your e Marine Engineering. JANUARY, 1902. “mishap” columns, I take the liberty of forwarding you descriptions of the same. Whiie I was connected with one of the smaller ship- yards on the Delaware River, a tugboat came to the yard for a general overhauling. After she had come off the marine railways it was noticed that the joint under the cover on the 8-inch main injection valve was leaking badly. The valve had been ground in and over- hauled while the tug was out of the water, but through some carelessness the old gasket had been put back in place, although it was nearly worn out and unfit for further use. I first had the joint set up on as tight as possible, thinking that would stop the leaking, but this did little or no good. I could have driven white pine wedges around the joint and stopped the leak tem- porarily, but that would look badly on a valve that had just been overhauled. To haul the vessel out on the railways again would have been too expensive, so I determined to try and put in a new gasket while the tug was in the water. The cover was secured to the body of the valve by eight 3-4 inch studs and nuts, and luckily the studs had not been cut off flush with the tops of the nuts. I accordingly slacked back on all of the nuts about three threads each. I then screwed down hard on the handwheel until the joint was broken and the cover had brought up on the nuts again. I continued this operation until each nut was only held by about two threads on its stud, which gave me a 3-4 inch open- ing between the cover and the flange on the valve. To cut out the old gasket with a case knife was but the work of a few moments. A new gasket was then cut to fit the flange, but instead of being continuous, I cut it diagonally, and opposite each bolt hole I made other cuts extending to the outer circumference of the gasket. Then after rubbing some black lead and tal- low on the gasket I succeeded after a half hour’s pa- tient labor in getting the new gasket in place by work- ing it around under the cover flange and between the studs. After it was in place the hand wheel was grad- ually turned back and the nuts set up on, until the cover was down firmly in place. The valve was then opened to the sea, and the joint was found to be per- fectly tight. The sketches on the following page will illustrate the method adopted: i The other instance, while not exactly a “mishap,” is certainly one of interest. It occurred on one of the Philadelphia city ice boats, which are maintained for the purpose of keeping the channel open in the Delaware River during the winter months. It was found that the 16-inch main injection valve would not furnish sufficient water for the con- denser owing to its becoming partially stopped up by the jumbled ice which would be drawn up against the strainer. It was therefore decided to fit an additional injection valve. The ice was so thick in the river as to prevent the vessel being hauled out on any of the marine railways, or dry docks in the vicinity. and as her services were badly needed, the almost unheard of task of fitting an injection valve and strainer to the hull while the vessel was in the water was undertaken. To accomplish this a mat about ten feet square was first made from six thicknesses of heavy canvas, quilted JANUARY, 1902. Marine Engineering. 37 together. The edges were roped and at each corner heavy cringles were fitted, to which guy ropes were fastened. The mat was then worked down under the ship until it covered that part of the vessel’s bot- tom where it was proposed to fit the new valve. The strake of plating to which the valve was to be at- tached was about I-2 inch thick. Holes for the strainer were laid off on the inside of the plating and drilled with a ratchet, thus using the bottom of the ship for the strainer. The drill would go through the plating, but by a little care it would not cut the canvas, which was held up tightly against the bottom by the pressure of the water. It was, to be sure, a long and tedious job to drill these hundreds of holes, but it was even- GASKET Moawinn Ex oimooxing REPLACING A GASKET IN INJECTION VALVE. tually accomplished. The pattern for the valve seating was then fitted to the hull of the vessel very carefully, and aiter it was cast it was chipped to as neat a fit as possible. Holes were drilled through the cast iron flange in the machine shop, and the corresponding holes were drilled through these intu the skin of the ship. The holes in the plating were then tapped and studs screwed into them, after which it was a com- paratively easy job to fasten the seating in place and bolt the valve to it. After all connections had been made, the canvas mat on the outside was removed and the joints were found to be tight. In fact the job was so substantially done that it has been in use for seven or eight years without any additional repairs made to it. JOHN QUINCY. Camden, N. J. THE PROFESSOR ON SHIPBOARD. Story of an Attempt to Combine Theory With Practice. BY C. A. MCALLISTER, FIRST ASSISTANT ENGINEER, R.C.S. CHAPTER V. The following morning the Professor went on deck early and found that the storm had entirely subsided, although there was still a considerable roll on. The sky was clear, without a sign of a cloud in sight, and there was every indication that the day would be very hot. The sailors were busy about the decks, sweeping and setting the awnings. He first went in to breakfast, and after eating heartily, felt so much refreshed that he decided to devote nearly all day to the engine room. After a few moments’ pleasant conversation with his brother, the Chief Engineer, he put on his overalls and went below. After greeting the engineer on watch, he went down to the lower engine room and met his new-found friend, Barney, the oiler, who was hustling around at his work, humming an old Irish ballad and vigorously smoking his pipe. “Good morning, Pro- fessor,’ said he as he caught sight of the visitor. “I’m going to see what I can do towards using less cylinder ile this morning.” “That’s right, Barney,” replied the Professor. He then went up and spoke to the engineer of the watch and got his permission to reduce the supply of oil in the cylinders. The automatic lubricator on the main steam pipe was then slowed down so that only about two drops a minute passed through. The oiler going off watch at 8 o’clock, had put some oil in the cylinders through the cups screwed into the cyl- inder covers, as the custom was to give a little oil to each cylinder every hour in this manner. When 9 o’clock came Barney appeared a little fidgety, and said that he was afraid if he did not put some oil in the cylinders she would “grunt,” as he expressed it. “We will try it, anyhow,” said the Professor. Noticing the oiler come up on the grating with a two-gallon feeder in his hand, and commence filling up the reservoirs for the automatic lubricating systems, he turned to the engineer and said that nowadays the best practice was to have a 25 or 30 gallon reservoir fitted as high up in the engine room as possible. By means of a pump in the lower engine room con- nected to’ the main oil tanks, this overhead tank could be filled without carrying oil around the engine room. To fill the reservoirs on the ‘sides of the cylinders, all that was necessary was to open a cock or small valve and let it run in by gravity. Noticing that these small reservoirs were of the old-fashioned cast brass kind, he stated that the best type he had seen were cylindrical in shape, and that the ends were of glass, so that the height of the oil in them could be seen at a glance. This brought up the subject of automatic lubrication, and the Professor informed the engineer that he believed a great deal of oil was wasted by such methods as those in general use. The regulation of the feeds, he said, appeared to him to be of great im- portance. If left entirely to the oiler, he would be liable to give the various pins and bearings too much oil in order to be on the safe side, and also to save himself the trouble of getting around and feeling the bearings too often. He said that he was of the opinion that for ordinary running the best plan would be to 38 Marine Engineering. JANUARY, 1902. give only the crossheads and crank pin brasses steady lubrication, and let all other journals be oiled by hand at regular intervals. The assistant engineer said that he was not very much in favor of automatic oiling either, as he had on several occasions experienced difficulty in having the oil pipes plug up or in having the feed valves clog. The Professor suggested that these difficulties would probably be overcome if the inside surfaces of the pipes were tinned, in order to prevent the formation of verdi- gris, caused by the acids in the oil, making a chemical combination with the bare brass of the pipes; and also stated that the oil should be properly strained before it was put in the reservoirs to avoid the “clogging up” of the feed valves. Noticing that they were using lard oil, he asked why they did not use a mineral oil. To this query, the assistant replied that he did not know any good reason for not using it, only that they always had used lard oil since he had been on the ship. The Professor then stated that he had made laboratory experiments with certain grades of mineral oils and found that their lubricating qualities were better than lard oil. In addition to that he said that mineral oils ‘would not smell so badly in the bilges as lard oil, and that he understood that the mineral oil was cheaper. From conversation with many sea-going engineers he said that he had formed the impression that it was only prejudice which prevented them from using min- eral oils, instead of the old-fashioned practice of using lard oil for everything. Barney, who had been listen- ing to this discourse, chimed in just then by saying, “Yes; and that hog grease is moighty bad stuff when it gets thrown in your eyes or gets into a cut on your hand.” It now lacked only a few minutes of 10 .0’clock, and as yet no “grunts” had been heard from the cylinders or valve chests. However, the Professor suggested that a little cylinder oil be put in the three cylinders. “That's right,” said Barney; “she’s loike an old toper, it won't do to shut off her allowance too short.” The Professor continued his discourse on lubrication, and said that he had been informed that many engi- neers used grease compounds wherever possible, some even using it on the main bearings. He said that he considered this as rather bad practice, and that on bearings or journals having comparatively little motion grease could be used with advantage. For instance, he said, grease cups on those journals on the drag links would be all right, and more economical than ‘using oil. He also said that grease cups would be all right on reverse shaft bearings. Coming to the subject of oiling main bearings, he said that he considered it a mistake made by many to put oil in the middle of the bearing only, contending that as the ship always had more or less drag, the tendency of the oil was to run aft and thus leave the forward parts of the bearings unlubricated. Oil boxes on main bearings, he con- tended, should always be fitted with two wick feeds, one on the forward end of the cap or binder, and the other on the after part. , On the subject of eccentric straps, he said his idea would be to oil them by hand, through a small cup secured to the side of the eccentric rod, and having a pipe leading to the center of the bearing surface on -water in an ould drip pan.” top of the strap. With slide valves the eccentrics had to do considerable work, and unless they are designed with large bearing surfaces they are very liable to warm up. He suggested that to save using such a large amount of oil on eccentrics, as is customarily used to keep them cool, they could be arranged to dip into fresh water held in galvanized iron or sheet brass drip pans secured beneath each pair of eccentrics. Barney said, “Yes, and it’s a foine lot of lather you would have by churning up that mineral oil and fresh “There's where you are mistaken, my man,’ replied the Professor. “While it is true that the ordinary mineral engine oil will make a lather when mixed with fresh water, there is a non- saponifying grade of oil that will not produce that trouble. Before Barney had a chance to ask ques- tions, the Professor explained that “non-saponifying” meant literally that it would not make soap. “Shure,” said Barney, “I wish it would make some soap, as it’s little enough we get aboard here to wash our clothes in.” As it was time to oil the piston rods and valve stems, the old oiler got out a tin can, which he had half filled with cylinder oil, and proceeded in a dex- trous manner to coat the surfaces of the rods with oil by using a swab improvised from a stick and a bunch of waste. While he succeeded in getting the most of the oil on the rods, there was a considerable portion of it that dripped down on the connecting rods and valve gear. This, the college man thought, was a rather bad practice, so he explained to the oiler that on many modern ships he understood that each valve stem and rod had a separate oil pump secured to the cylinder casing in a convenient position, with a small pipe connecting directly to an oil space just inside of the supplementary gland, in the stuffing-box. By a few strokes of the pump sufficient oil would be forced in to thoroughly lubricate the rod. He went on to explain that for the high pressure valve stem and pis- ton rod there was sometimes a pressure of steam in the oil groove in the stuffing-boxes, and that it was usually the practice to fit a small check valve in each of the pipes connecting the pumps to the stuffing- boxes. “That ought fo be a fine scheme,” said Bar- ney, “as it won’t dhribble any ile over the engine.” “Barney, what becomes of all the oil that drips off the engines?” asked the Professor. “Well,” said the oiler, “I suppose the poor fish must get it, as it all goes in the bilges and is pumped overboard.” “There, again, the ship is behind the times,” said the Pro- fessor. ‘“The modern practice is to have the crank pits made water tight, and each fitted with a strainer and drain pipe. . All these drain pipes lead into a large pipe, and that empties into a galvanized iron tank fitted in between the frames aft of the bed-plate, and lower down than the bottom of the crank pits. The waste oil is then drained into the tank, from which it can be baled or pumped out about once a watch. This waste oil on some ships is put through a filter and can be used again. That is another contrivance that is com- ing into use; in fact, every large ship should be fur- nished with a good oil filter, as it will soon pay for itself in the amount of oil saved by it, which would otherwise be pumped overboard and wasted.” Barney ” JANUARY, 1902. Marine Engineering. 39 replied that the oil tank scheme wouldn’t work, as the discharges from the water service would fill the tank up in very short order. “That is no drawback,” said the Professor, “‘as the water service discharges should lead directly into the bilges and not go into the crank pits at all.” é . The Professor’s attention was next attracted, as it had been on the previous day, to the fact that ordinary tallow was being used in the thrust bearing. Barney was stuffing some rancid tallow in between the rings, and at the same time elevating the end of his nose. “Professor,” said he, “can’t you get up some way of iling this thrust instead of this stinking tallow?” “Why, yes, Barney; there is a much better method in use on new vessels. Nowadays thrust bearings are so de- signed that the lower part forms a water-tight box. This is filled with oil, and the collars are about half submerged in it. As they revolve sufficient oil is car- ried up-to thoroughly lubricate the horseshoe bearings. Of course the oil gets warm from the great amount of friction, but it is quite easily kept cool by circulating sea water through a pipe coil in the bottom of the oil chamber. It is the custom with this style of thrust to fit an oil-tight cover, made of sheet iron or brass, over the top of the bearing to keep the oil from being thrown out in the shaft alley.” This idea seemed to meet with Barney’s approval, and he remarked that he would like to get on a ship with some of the labor- saving devices which the Professor had described to him. The college man was by this time pretty nearly worn out by the intense heat, and as it was near the noon hour he went to his room, washed up, and ate his din- ner. He lingered around on deck for a time, enjoying the welcome shade of the awnings. The ship was now in the tropics, the heat was becoming very oppressive, and the Professor shuddered when he thought of again going into the engine room. However, as he had made up his mind to spend all day there, he reluctantly put on his perspiration-soaked overalls and again went below. The heat was even greater than it had been in the morning watch, so he walked over until he ‘got un- der one of the ventilators. There he was joined: by the first assistant, who had the watch. The Professor told him what success he had met in regard to using less cylinder oil, so the engineer called up his oiler and told him to put oil in the cylinders only twice during the watch. Looking over at the engine room thermometer, the Professor saw that it registered 128 degrees. The offi- cer on watch assured him that that was nothing un- usual, and that he expected it would get even higher than that. This somewhat startled the book man, and he wondered if he could stand it any hotter than it was. The hot air made the membrane in his nostrils smart, and he concluded that. although there were some pleasant experiences in a marine engineer’s life, this standing a four hours’ watch in the tropics was not to be numbered in that category. Going down below he found the atmosphere in the lower engine room somewhat cooler, but hot enough at the best. “Why don’t you take off your jumper?” said the oiler. This the Professor proceeded to do, and as he stood there, arrayed in undershirt and overalls, he did not present'a very dignified appearance, but he found it much more comfortable. After making a thorough examination of the water service, as that seemed to be the only cool apparatus in the engine room, he rejoined the first assistant under the ventilator. He asked him if they had much occa- sion to resort to the use of water on the journals, and was told that it was very rarely used, except the regular circulation through the guides and main bear- ings. The Professor said that he noticed that the pipes over the crank pins were bent in many places. This, the first assistant replied, was caused by the men standing on the pipes when overhauling the engine. The Professor suggested that it would be a good idea to make them of extra heavy pipe and secure them firmly to the main pipe at the back and to the columns in front. “I notice,’ he continued, “that the main supply pipe running along the side of the condenser is of ordinary brass pipe. In my opinion, it should be of cast brass, eccentric in section and not less than % inch thick at the heaviest part. This would give a firm sup- port to the branch pipes, without brazing or bosses, as you have them here.’ He went on to tell the assistant of a scheme which an ingenious friend of his had ar- ranged on a Government vessel whereby all the dis- charge pipes from the main bearings were led to one central location and secured to a bracket, the ends of the pipes being spaced about an inch apart. The engi- neer or oiler could then tell by running his hand through the several streams if any of them appeared to be warmer than the others. In this way his friend claimed that he could at once ascertain whether any of the bearings were becoming the least bit heated, and just which they were. The same arrangement could be applied to the discharge pipes from the guides. In order to observe the working of the air pump, the Professor walked around back of the engine and stood there in meditation for awhile. He suddenly felt rather faint and everything began to look black before his eves. He made a rush to get out of the engine room, and as he half stumbled out of the door the ship’s doctor happened to see him in time to prevent him from falling on the deck. Summoning one of the wait- ers, he shouted: “Run quickly and get me some ice; the Professor has been overcome by the heat.” Mounting Blueprints.—A correspondent of the American Machinist gives his method of mounting blue- prints for use in the shops as follows: The advantages of this method are that first, prints that have become out of date owing to changes in the drawing, can be easily cut from the boards and new ones put in their places; second, one of them was never known to warp, all lying as flat as the traditional pancake, and third, it is a much simpler process, as I mount them dry and do not have to put them in a press. 3 I make the prints an inch or two larger each way than the boards I am to mount them on, and clip the corners down to the size of the boards. Then I fold the margins around to the back side of the boards and fasten the edges down with paste, preferably Higgin’s Photo-Mounter. This way also gives protection to the edges of the cardboard and it never frays out at the corners. 40 Marine Engineering. « JANUARY, 1902. DIRECT CONNECTED ENGINES FOR SETS. Marine Steeple Compound Engine. The accompanying cut illustrates a type of marine engine manufactured by the Buffalo Forge Company, of Buffalo, N. Y., and recently applied to service on the great lakes. It is built on steeple compound lines, with the high-pressure cylinder superimposed upon the low-pressure cylinder. The high-pressure cylin- der is cast in one piece with its lower head and valve chest. The latter, being circular to accommodate a valve of the piston type, is bored out to receive two space is allowed for lagging the high-pressure cylin- der, which finally receives a polished, corrugated cov- ering. The low-pressure cylinder is fitted with a D slide valve carried on the same spindle with the valve above. Large port openings are provided and a re- movable plate gives access to the valve for adjustment. The low-pressure cylinder has the lower head cast as a part thereof, together with extensions for the at- tachment of the frame. The frame is composed of rods of cold rolled steel, four in number, two perpendicular ones at the rear STEEPLE COMPOUND ENGINE, cast iron bushings or cages, which are drawn simul- taneously in place, one from either end, and in turn bored to form seats for the valve. The high-pressure valve itself is constructed of two hollow pistons, so carried on the valve spindle as to admit of independent adjustment. Each piston of the valve has a single snap ring, which forms its entire bearing face, and which is clamped between two side plates by means of three bolts. After the valve has been constructed, it is carefully turned down to a working fit in the valve chamber. If at any future time it is desired to com- pensate for wear, the locking bolts on the valve pis- tons are loosened to allow the snap rings to expand, after which they are again tightened. A very ample and two in front, slightly inclined. The maximuin stress coming upon any one of these rods, of course, but slightly exceeds in value one-fourth of the maxi- mum piston rod stress, and hence it will be apparent that in this style of frame construction a very high factor of safety is combined with maximum accessi- bility of the moving parts. This solidity affords also freedom from vibration, which feature is further en- hanced by the mode employed for securing the rods to the head and base. On both ends of the several rods a large jam nut firmly holds a triangular pad, which is itself bolted to the base or the low pressure head flange, as the case may be. On the two rear posts is bolted the guide plate, and though the direc- JANUARY, 1902. Marine Engineering. 41 tion of rotation is such that the guide pressure is al- ways taken up by this plate, the crosshead shoe is fitted with auxiliary enclosing guides bolted to the main guide plate. The connecting rod at its upper part has a forked end, while the other end is of the locomotive strap and wedge type. The crank shaft is of forged steel, large in diameter, with long bearings in the base and is provided with counter weighted crank discs. : The base is carried on a sub-base which gives the fly-wheel the proper floor clearance, and which, in this instance, is arranged for directly connecting to connection is made with the crank pit. In order to prevent the projection of any particles of oil from the rotating parts, a light polished hood is furnished, as shown. The material used in the building of this en- gine is the very best, and in point of nicety of con- struction and finish, it is in perfect keeping with the best marine engine practice. A Cornish Cycle Engine. The design of the automatic Cornish cycle engine, built by fhe Fuller Company, Detroit, Mich., is such as to produce an engine that will run noiselessly at the AUTOMATIC CORNISH CYCLE ENGINE, the engine an Elwell Parker Electric Company gen- erator. Close regulation is afforded by a governor of the centrifugal fly-wheel type, and by reason of its three means of adjustment, together with the pro- vision of oil or grease cups on all the governor pins and on the various bearing surfaces of the valve mo- tion as well, great sensitiveness may be _ secured. Abundant lubrication is characteristic of the engine and is assured by a series of sight feed oil cups feed- ing the rubbing surfaces through brass tubing. The arrangement is such as to cause the oil after use to drain into the crank pit, whence it may be drawn and filtered as desired. In the engraving is shown the device for trapping the oil escaping from the outer ends of the main journals. The lubricant from the end of the bearing is guided by a plate into a narrow teceptacle on the outside of the bed, from which 7 highest speed of revolution. The natural difficulties of the ordinary double acting engines for high speed has led to the introduction of the single acting type for that service, and, while this type eliminates some difficul- ties, it has its own inherent disadvantages. The engine here illustrated embraces many of the ad- vantages of both types. This engine is set vertical, and has the usual cylinder, piston, rod, crosshead, guides, connecting rod and double cranks of the double-acting type, but the operation of the steam on the piston is entirely different, the so-called “Cornish cycle” being adopted, and it is the only engine of the type made in America for high speed. The high-pressure steam is admitted to the top of cylinder only. After having done its work there it is transferred below the piston by the valve establishing equilibrium between both ends of the cylinder, and closing at the proper point on the up- 42 Marine Engineering. ‘ JANUARY, 1902. stroke of the piston to prevent any tendency of the con- nections leaving the crank pin. On the down stroke the steam is exhausted to the atmosphere, or to a con- denser, where the vacuum forming under the piston re- moves the back pressure. Thus the piston is, at all times, whether working condensing or non-condensing, exerting a downward pressure on the crank pin, which enables the engine to run noiselessly at high speed. The stuffing-box of the piston rod is in the open space between cylinder and crank case, and being on the low pressure side of the cylinder can be quite slack and free from friction. The engine is of an enclosed type, with splash lubrication, which offers many advantages when generator is a 4-pole type. In this design the bed carries three main journal bearings, brass bushed in their lower halves and provided with continuous oiling devices in connection with oil reservoirs beneath. Jts interior is. formed into a basin, which collects all drip from water or oil. The four heavy upright columns are securely fastened to this bed, and to the upper ends is bolted the single cylinder casting, comprising the two cylin- ders, which are of relatively large diameter and short stroke. Two piston valves are operated in unison by a ’ single rocker and yoke, each regulating the admission of steam to one cylinder. The crossheads are of the slipper type with projecting crosshead pins, the con- COMPOUND ENGINE DIRECT run at high speed. The Rites single weight governor is fitted and will regulate within 2 per cent. The engine is built of the best material and workmanship, with single or double cylinders, compounded if desired, and is adapted to any service where a noiseless, high-speed engine is required. Compound Engine Generating -Set. In the accompanying illustration is presented a de- sign of one of the direct connected generating sets built by the B. F. Sturtevant Company, of Boston, Mass. This company started with the building of mo- tors for direct connection to fans, but is now turning out an engine in over one hundred sizes and under 250 horse-power, for running fans and dynamos. The en- gine is of the vertical compound open type, and the CONNECTED TO GENERATOR. necting rods haye yoked crosshead pins and are of large size. Both connecting rods and crossheads are of forged steel, and all parts of the engine are of the high- est grade as regards material and workmanship. The cylinders are thoroughly lagged. Complete sight feed oiling arrangements are provided for all bearings. These engines are built in sizes 6 1-2, Ir by 5 I-2 and 7, 13 by 5 1-2, with output at 150 lbs. of 47.5 and 60 H. P. The armature shaft is direct connected to the engine shaft and carries an armature of the barrel wound toothed drum type, with slotted discs of carefully an- nealed sheet steel, which, after being coated with an improved insulating varnish, are mounted upon a cast iron drum. This drum is provided with longitudinal air ducts, which connect in turn with radial ducts pass- ing through the core, and by means of small blades JANUARY, 1902. or vanes inserted in these ducts, compel the circulation of a constant current of air, thereby greatly facilitating ventilation and insuring an extremely cool running armature. The winding for all low voltage machines is of copper bars. High voltage or very slow speed machines have the armature wire wound with machine- formed coils, which coils are thoroughly insulated be- fore being placed upon the core. The magnet frame is of special magnet steel and has the field cores cast therewith. The ring is cast in one piece. The commu- tator consists of drop forged segments of pure copper, mounted upon and secured between cast iron flanges of spider construction which allow a circulation of air inside as well as outside, thus conducing to low tem- perature. Carbon brushes only are used in these ma- chines and mounted in holders of the sliding socket type, with easy facilities for adjustment and remoyal. A full load run for a sufficient length of time to bring every part to its maximum temperature has never been found to produce a temperature rise exceeding 4o de- grees centigrade. Direct Coupled Power and Lighting Plants. The appearance of the small, direct coupled genera- tors of the General Electric Company is shown in the accompanying illustration. The present design of SIMPLE ENGINE DIRECT CONNECTED, these machines is the result of numerous experiments and a practical experience of many years. For small installations, where a separate engine is necessary to drive the generators, these sets will be found to be nearly as cheap as belted machines. They are com- pact and simple in arrangement, and for small iso- lated stations, where space is limited or belting ob- jectionable, they are much desired. The engines re- quire a minimum amount of attention, and, for ma- chines of this size, are very efficient. The generators are of the multipolar type and are compound wound. They regulate automatically within 2 per cent over the entire range from no load to full load, no change being required in the field regulating rheostat and the brushes remaining at the neutral point. The engines are of two types, vertical single cylinder and vertical tandem compound. Where high pressure steam _ is available and economy of operation an essential con- sideration, the tandem. compound engines give the best efficiency. The compound engines have been Marine Engineering. 43 adopted by the United States Government for the vessels of the navy. Special attention has been given to the system of lubrication of these sets, and all parts are oiled automatically under pressure, thus reducing the labor to a minimum and ensuring perfect lubrica- tion. The vertical single cylinder engines are as eco- nomical as any engine of this type on the market. Both types possess the same desirable features, namely, simplicity, compactness, stability and durability. Windlass and Capstan for the Siberia. The accompanying illustrations show a plan and side elevation of the steam and hand windlass, with warping capstans, furnished for the steamships Siberia and Korea, building at the works of the Newport News Shipbuilding and Dry Dock Company for the Pacific Mail Steamship Company. The windlass is de- signed for handling 3-inch stud link chain cables at a speed of about five fathoms per minute. The wind- lass proper is mounted on three bitts, carrying two wildcats with locking gear and a worm gear. A double inverted vertical engine, mounted on a bed- plate, common to both windlass and engine, drives the windlass by a worm which runs in an oil-tight casing beneath the worm gear mentioned above. Provision is also made for working the windlass by hand by means of pump brakes. The wildcats, which are loose on the shait, are fitted with a positive locking device, so they can be easily connected or disconnected from the windlass. Friction band brakes of large diameter are fitted to each wildcat, the bands being operated by compressor wheels, as shown, and having ample surface to “ride by” with the windlass unlocked. On the ends of the windlass shaft are securely keyed gypsy ends, with barrel 27 inches in diameter, for handling heavy hawsers. The engine cylinders are 16 inches diameter by 14 inches stroke, designed for a working steam pressure of 200 pounds per square inch. The worm and crank shaft are coupled together by a flange coupling. The thrust of the worm is taken on an independent thrust bearing adjustable for wear in either direction, and so arranged that the collars on the worm shaft will be solid with the shaft and run on white metal thrust surfaces. ; The three warping capstans shown in the illustra- tion are operated by the windlass engine, and can be run at the same time as the windlass, or any one of them may be disconnected and run independently. The capstan located forward of the windlass has. a barrel of 20 inches diameter. This capstan is turned by means of single-thread worm gear- ing with a ratio of 40 to 1. The counter-shaft, which carries the worm and clutches, is connected to the continuation of the worm shaft by spur gears of such size as to bring the capstan on the center line of the ship. The two speed capstans located aft of the windlass, one on either side, are driven from the en- gine crank shaft by bevel gears and four-threaded worm gearing, which has a ratio of so to 1. Clutches for disconnecting either capstan are furnished as shown. The total weight of windlass and capstans is 50 44 Marine Engineering. JANUARY, 1902, tons, which fact emphasizes the great power and strength necessary to warp these large steamships and handle their heavy chains and anchors. New Ships.—The Townsend and Downey Shipbuild- ing and Repair Company, of New York, have con- tracted to build in their shipyard at Shooters Island, ° oJV =U © Tie }-===3—=——— (0) aE (0) ealfes] f ae (ROR On Mono SS 7) Ibis iH ——, qi US Tae. Ip) . I hee Sere oo : Ne 3 = Sejen = OR ye IBLORS WINDLASS AND CAPSTAN FOR THE NEW PACIFIC STEAMSHIP CO.’S STEAMER SIBERIA, These machines were designed and constructed by Borough of Richmond, two steel freight ships of the the Hyde Windlass Company, of Bath, Me., who are following dimensions: Length, 360 feet; breadth, 50 also furnishing the cargo winches, warping capstans feet; depth, 29 feet; cargo capacity, 6,000 tons. They for the stern, and Brown’s patent steam tiller and will be built for the Standard Oil Company, to be hydraulic telemotor for these ships. used in carrying oil in bulk. JANUARY, 1902. Marine Engineering. 45 SPARKING PRODUCED BY DEFECTIVE COMMU- TATORS, AND THE REMEDY. { CT | v/ In order that commutator brushes may run without sparking, the first requirement is, that the machine be properly proportioned. The next requirement is that the commutator be true and the brushes firmly but elas- tically held, so that they may not separate from the surface of the commutator at any time. If the commutator is set so as to be eccentric with the shaft, it may run well, providing the diameter is large and the velocity low, but with small diameters and high speed, the brushes will be thrown off every revolution, when the low side comes around, and at these instants a spark will be produced. If the machine is allowed to run in this condition the sparking will continuously in- crease, because as the sparks will pass when the low side is running under the brush this side will be made still lower by the disintegrating action of the sparks. If a commutator is set so as to run true with the shaft, but has one or more flat spots, then every time these pass under the brushes there will be sparking, and as in the case of an eccentric commutator, the longer the machine runs the worse the sparking will become. From this it will be seen that if the commutator sur- face does not run true sparking cannot be prevented. Therefore the only cure in such cases is to true up the surface. The use of sand paper for this purpose is of very little service, It will produce a noticeable differ- ence in the sparking for a short time, simply because with a smooth surface the brushes are less liable to bounce when passing from the low to the high parts, but an effectual cure cannot be made without turning or grinding the commutator surface so that it will run true. In the case of a generator, this trueing can be done by running the machine with the brushes re- moved, and then rigging up a temporary rest to hold the turning tool. To do such a job a man must know how to use a hand turning tool, for as every one who is an expert in turning knows, a novice cannot hold the tool so that it will not follow the depressions in the work, and nine out of ten will not even be aware of the fact that the tool is simply scraping off the surface without removing the high spots, Turning and grind- ing attachments for trueing up commutators are made in several designs, and are provided with means for at: taching them to the frame of the generator. For all except those skilled in the art of hand turning, these attachments are indispensable. The commutator of a motor is not so easily trued up, because the machine is not so set up that it can be driven by some external power. In most cases the easiest way to do the work is to place the armature in a lathe. When this is done care must be taken to as- certain whether the bearings on the shaft run true when the latter is run on the centers.! In many cases it will be found that the bearings run eccentric, and if such is the case, the best course to pursue is to place the motor, if possible, in a position where it can be driven, and then turn the commutator off while the armature is running in its own bearings. If this can- not be done, then place the armature in the lathe and support the commutator end in a steady rest set at the center of the bearing. In this way the commutator sur- BY WM. BAXTER, JR. face will be turned off so as to run true with the bear- ings at its end of the shaft; and if it is not perfectly true with the other bearing the effect will be to cause it to wobble slightly, but not enough to affect the action of the brushes; that is, in machines of ordinary size and run at ordinary speeds, In some cases commutators appear to run perfectly true, and yet, when in operation, for some unaccount- able reason, they suddenly begin to spark ‘badly. Such cases are generally caused by loose segments, which at times retain their true position, and then from a sudden jar or increase in speed are thrown out of po- sition, and are thus either above or below the surface of the commutator. In small commutators loose segments always rise above the surface, but in large commutators they may rise above or drop below. Why there is this difference in the two cases can be made clear by means of Figs. 1 and 2. The first one of these illustrations shows a small portion of the surface of a commutator of small FIG, I. FIG. 2. diameter. As will be seen theysegments are much wider at the face than at the bottom *therefore, if one becomes loose, it will be able to rise above the surface, as shown at a, but it will not be able to drop down, for the slight- est depression will tighten it up. In Fig. 2, which shows a portion of the surface of a commutator of large diameter, it will be noticed that the difference be- tween the width of the segments at the surface and at the bottom, is not very much; therefore, a loose seg- ment could drop below the surface a considerable dis- tance without becoming wedged. Thus it will be seen that with large commutators a loose segment can drop below the surface, as shown at b, just about as easily as it can rise above, as at a. From these facts it is evident that if a segment becomes loose in a small com- mutator it can be tightened and restored to its true po- sition by simply inserting additional insulating material between it and its neighbors, and then tightening up the end clamping ring, In the case of large commutators, if the loose seg- ment drops below the surface, it will be necessary to place additional insulation under it, as well as on the 46 Marine Engineering. JANUARY, 1902. sides, for no matter how tightly it may be held side- ways, it will be liable to be depressed unless it rests upon a solid foundation. The material used for commutator insulation is mica, and sometimes'asbestos is mixed with it, either in the insulation under the segments, or in that at the ends. A small thickness of asbestos at either one of these places is advantageous because on account of its com- pressibility it will give until the insulation at other points is forced down to a solid bearing by the pressure of the end clamping ring. It can be easily seen that if the insulation between the segments is made of mica, which is practically incompressible, the diameter of the . outer surface of the commutator cannot be reduced be- low a certain point, for to reduce it it would be neces- sary to compress either the segments or the mica. If likewise the layer of insulation under the segments is made of pure mica, and therefore incompressible, the segments cannot be drawn down below a certain di- ameter, and if this diameter is not small enough to take up all the slack between them, some will remain loose. If the insulation in the under layer is built up in part of mica and in part of asbestos, then it will be slightly com- pressible, and on that account it will be possible to squeeze it up until the segments come together tightly. Under these conditions all the slack may not be taken out of the under layer of insulation, but it will be com- pressed sufficiently to hold the segments firmly, so that they cannot be depressed. The ends of the commutator segments, against which the clamping rings bear, are turned off truly in the ma- jority of machines, but in clamping up the commuta- tor, the segments are liable to be forced slightly out of true. Therefore, if the insulation at the ends is an in- compressible mica ring, it will not give to the irregu- larity in the form of the ends of the segments, and will not hold all of them with an equal degree of firmness. If, however, this insulation is made in part of asbestos, so as to yield slightly, then if in clamping up the seg- ments, their ends are forced a trifle out of true, the give in the insulation will compensate for this irregularity, and all the segments will be securely held. If every part of a commutator is made strictly accur- ate, it can be put together with solid mica insulation at all points and be perfectly firm, but from the fore- going explanations it can be easily seen that the de- gree of accuracy required is beyond practical attain- ment. Even when the bottom and end insulations are made compressible, by the admixture of asbestos, it is necessary to proportion all the parts with the greatest of accuracy to obtaina firm job. In many cases where pure mica insulation is used, a considerable amount of insulating varnish is placed between the layers of mica, of which the sheets and rings are made, and when the structure is tightened up it is heated, thus soften- ing the varnish so that it may be forced out at the points where not required. This process makes a tight commutator in a new machine, but in the course of time the constant heating of the commutator will allow the varnish to work out from other parte, and thus loosen some of the segments, When a loose segment is to be tightened up the end clamping ring will have to be removed. In some very large generators, this ring is made in a number of sec- tions, each one being held in position by two or more screws. Ina machine of this design, the section of the clamping ring that covers the loose segment can be removed, and then the additional insulating material required to make the segment tight can be inserted, and the clamp replaced. In this operation there will be no danger of the segments that are uncovered be- coming so loose or displaced that they cannot be forced back into position when the clamp is restored, because the varnish used with the insulating material holds the segments together so that they form a solid mass. If the whole clamping ring has to be removed, then the segments will have to be supported, for if not they may drop out of place so that they cannot be brought back into their true position when the clamp is replaced. A very easy way to hold the segments is illustrated in Fig. 3. The cord e should be small and hard twisted, having as little stretching quality as possible. It should be wound tightly around the commutator, making as many turns as the surface will hold.. When fully wound, hard wood wedges are forced in as shown at a a, one on each side of the defective segment. The best plan FIG. 3. FIG, 4. is to use three wedges, as shown in Fig. 4, the top and bottom ones being placed under the cord when it is being wound, These two wedges should be very thin and the center one should be thick. The advantage of this arrangement is that in driving the middle wedge, the cord is not forced out of place, as it is very liable to be if a single wedge is used. When the segments are securely clamped by means of the cord bands, as in Fig. 3, the clamping head can be removed, and the loose segment can be tightened up. In putting in additional insulation to tighten a loose segment it is necessary to place the material where it is required. Thus if the segment is simply loose, so that it rocks from side to side, then additional side in- ulation will be required; but if it drops below the sur- face, insulation-will have to be placed under it as well as on the sides. If the segment rises above the sur- face, then insulation will have to be added at the ends where the end clamping rings press. Sometimes when an armature becomes short cir- cuited, the defect is found to exist in the commutator, and is due to defective insulation caused by oil impreg- nated with metallic dust, which from time to time finds its way to the end of the commutator. In cases of this kind, the existence of such short circuits can be judged JANUARY, 1902. _——_—_$_$_$_—$L LT, from the general appearance of the commutator. If it has an oil-soaked appearance, it is reasonable to infer that some of the segments are short circuited through impairment of the insulation. Defects of this kind will ‘be noticed principally in motors, for in generators, ar- mature short circuits result in burn outs before time is given to discover their existence. Whenever it becomes necessary to remove the end clamp from a commutator, to look for defects of any kind, the rope clamp of Fig. 3 can be used; but, as in such cases it is desirable to turn the armature around freely, while inspecting it, it is advisable to use two FIG. 5. FIG. 6. clamps, as is shown in Fig. 5, and if the commutator is of very large diameter even four may be used, as in Fig. 6. If two clamps are used, each one must cover one-half the commutator surface, the center being taken up by one clamp, and the front and back by the other, this latter being made in two bands. With three clamping bands. cach one will occupy one-third the sur- face, and with four, each one will be of a width equal to one-fourth of the surface. A very good way to make these bands is to use narrow belting, winding it one, two or three layers deep, according to the size of the com- mutator. For small machines, however, strong cord is the most easily managed, and is entirely satisfactory. Boston Technology Excursion.—Under the direction of Professor Peabody, the fourth year class in naval architecture at the Massachusetts Institute of Technol- ogy recently left Boston on the steamship Howard to visit the leading shipyards on the Atlantic coast. On the run to Norfolk a speed and power trial were conducted by the students.. The latter part of the excursion was devoted to visiting the yards at New- port News, Sparrows Point, Washington Navy Yard, New York Shipbuilding Company and the William ‘Cramp Ship and Engine Building Company. The shipbuilding industry in the United States, ex- clusive of the United States Navy Yard, according-to a preliminary report of the Cénsus Bureau, just issued, had a total invested capital of $76,699,651 in 1900. ‘This is an increase of 181 per cent since 1890. The value of products,-including custom work and repair- ing, was $73,444,753, an increase of almost 93 per cent. ‘There were 1,083 establishments and 46,121 wage-earn- ers, with total wages of $24,388,109; miscellaneous ex- penses, $3,582,257, and cost of materials used was ‘$33,031,280. Marine Engineering. 47 TECHNICAL PUBLICATIONS. The Royal Navy List Diary and Naval Handbook for 1902, paper covered, 120 pp., 6 by 9 1-4 inches, price 75 cents net, foreign postage, 16 cents, Witherby and Company, 326 High Holborn, London, England. This book contains much historical and statistical in- formation respecting the Royal Navy, its administra- tion, strength, stations and cost, statistical abstracts of all matters concerning service, astronomical notes and tables, tables of tides and tidal constants, and a calen- dar of notable naval events. There is also a complete obituary of the year, with details of the war and merit- orious services of deceased officers of the Royal Navy, the Royal Marines and the Royal Naval Reserves, and an exhaustive summary of the year’s naval progress. Then follows a large diary, with index and blanks for reports on gun practice, and other items of interest to naval officers. How to Build a Three-horse Power Launch Engine. By FE. W. Roberts. Size 10x12% inches, pp. 66. Gas Engine Publishing Co., Cincinnati. This book is specially intended for the increasing class of amateurs who may wish to build such machin- ery for their own use. The writer is the author of The Gas Engine Handbook, and has had much experi- ence with machinery of this character. The immediate purpose of the author is to furnish a design for a com- plete launch engine for a small boat, together with all the necessary instructions for its construction in the shop. The text is accompanied with fourteen full-page plates reduced from a set of working drawings, and showing in detail and with full dimensions all parts of the machinery. The text is clearly written, and con- tains many useful hints regarding the ‘construction of the machinery, as well as a considerable amount of useful discussion relating to such machinery in gen- eral rather than this design in particular. With the aid of this book any good mechanic, or any amatetr with the aid of a mechanic, should be able to provide himself at moderate cost with a small motor of stand- ard type and excellent general design. This book may be cordially recommended to those who are interested in such machinery, and especially in the details of its design and construction. SELECTED MARINE PATENTS. 686.780. PROPELLING AND STEERING MATHEW J. STERRENS, CHICAGO, ILL. 686,883. LIFE-SAVING APPLIANCE. CHARLES BAS- WITZ. BERLIN, GERMANY. CLAIM.—As a means for imparting buoyancy to life-presery- ers and other articles. a mass of kapok fiber enclosed in a flexible sack of suitable material. 687,077. DIVING DRESS. FREDERICK LONDON ENGLAND. CLAIM.—A diving dress made of a inner fabric, coated with vulcanized rubber on ifs outer surface, and an outer fabric ce- mented thereto, the pieces of the outer fabric being larger than the corresponding pieces of the inner fabric and alone being stitched together, each seam with the adjacent in- turned margins of the outer fabric being proofed by a cover strip of vulcanized rubb-r-coated fabric cemented both to the inner fabric and to the intervening portions of the outer fabric. 687,241. MOTOR FOR PROPELLING BOATS. JOHN F. KERNS, BUFFALO, N.. Y. CLAIM.—A means for propelling boats. beams, a propeller, OF BOATS. H. SPRANG, comprising walking- two independent mechanisms connected to 48 Marine Engineering. JANUARY, 1902. the propeller, means for operatively connecting either of said mechanisms to the walking-beams, and means for rocking the walking-beams. 687,325. SCREW PROPELLER. JAMES B. MACDUFF, BROOKLYN, N. Y. CLAIM.—The combination with a hull or body of a vessel provided with runners and a keel, of braced bearings mounted upon the deck platform of the vessel, a shaft journaled in said bearings, an air propeller having a hub rigidly connected with said shaft, and provided with a surrounding hood or shield adapted to confine the air within the radius of the blades, and to serve also as a fly-wheel; a transverse drive shaft, gearing between said drive shaft and the propeller shaft, and means for operating the drive shaft, substantially as described. 687,398. ARMOR PLATE. DAVID W. GARRIGUES, WOODBURY, N. J. BERT A. CORBIN, ASSIGNOR OF ONE-HALF TO EL- PHILADELPHIA, PA. CLAIM.—Armor for a battleship, consisting of a series of superimposed layers, each composed of a series of plates ar- ranged substantially in the same plane and parallel to each other, and in which the fiber cr grain in the plates of each layer is arranged at a different angle than the fiber or grain of the adjacent layer or layers, and, further, in which the plates of the outer layer extend downward and over the lower edges of the remaining plates and united to the bottom of the vessel so as to form a continuous sheathing over the portions of the armor of less vertical depth. 687,688. VENTILATING APPARATUS FOR BOATS. JAMES MAIN, LIVERPOOL, ENGLAND. LIFE- CLAIM.—In a life-boat, the combination of a ventilating- tube open and perforated at each end with a sleeve or band slidably mounted thereon at each end to automatically cover and uncover said perforations to exclude the entrance of water and permit the free entrance of air in all positions the boat may assume, substantially as described. 687,910. CONSTRUCTION OF VESSELS. JOHN S. WATTERS, NEW ORLEANS, LA. CLAIM.—The combination with a hull of a vessel, of the keel secured thereto, apertures transversely disposed in said keel, and resilient tongues secured at their forward end to said keel and projecting rearwardly into said apertures. The combination with the hull of a vessel, of a plurality of keels provided with transverse apertures, and resilient tongues secured at one end in front of said apertures and projecting rearwardly into said apertures and having the rear end free, substantially as described. The combination with the hull of a vessel, of a keel made of two parallel plates secured thereto and provided with trans- verse apertures, of a plurality of resilient tongues bolted be- tween said plates and having their rear ends free and project- ing into said apertures, substantially as described. The combination with the hull of a vessel of one or more webs, fins or keels running longitudinally and secured to the outer and resilient tongues, each secured at its forward end to said web, fin portion of said hull, with apertures in said web, fin or keel, or keel, and projecting rearwardly into said aper- tures with its rear end free, substantially as described. 688,135. AIR-SHIP. JOHN SPIES, PHILADELPHIA, PA. 688,398. MEANS FOR ALTERING THE TRIM OF MARINE CRAFT. WILLIAM A. DODGE, FALL RIVER, MASS. _CLAIM.—Means for altering the trim of a marine craft, con- sisting of two stand pipes near opposite portions of the hull, a tube connecting said stand pipes and provided with zigzag or spiral portions, a mass of heavy liquid in said pipes and tubes, and means for forcing said liquid from one stand pipe to the other. Means for altering the trim of a marine craft, consisting of stand pipes at opposite points of the hull, a tube connecting said pipes, a mass of heavy liguid in said pipes and tubes, loose pistons in said pipes resting on said liquid, and means. for forcing the liquid from one pipe to the other. 688,584. AIR-SHIP. ROBERT H. BOOTS, ALBU- QUERQUE, NEW MEXICO. 688,607. VESSEL SOUNDING-ROD. WILLIAM H. DIXON, CHICAGO, ILL. CLAIM.—In a device for the purpose set forth, the combina- tion with the tube having a float arranged therein, an indi- cating and measuring rod attached to the float, the cap-plate and guide-tube arranged at the upper end of the tube, and the cap adapted to cover the end of the guide-tube, substantially _as shown and described. In a device for the purpose set forth, the combination with a tube having a screen or strainer at the bottom thereof, of a float arranged within the tube and having rollers arranged thereon adjacent to the upper and lower ends of the float, the upwardly projecting rod having a scale or indicating marks thereon, the cap-plate arranged upon the top of the tube, the guide-tube attached to the cap-plate, and having anti-friction rollers at its lower end, and the cap attached to the cap-plate to cover the central opening and the upper end of guide-tube. 688.643. SELF-FEATHERING PADDLE-WHEEL. DAVID W. HORTON, PETERSBURG, IND. CLAIM.—A feathering paddle-wheel comprising a central shaft having rigid collars, a series of radial arms secured to the collars at their inner ends, said arms being made widest at or near the middle, and converging therefrom outwardly and also inwardly, circular stay-rings bolted’to the radial arms at their widest parts, and a series of paddle-blades hinged to the stay-rings between the radical arms and adapted to be sup-, ported against the inclined face of either of the extensions of the arms, substantially as and for the purpose described. 688,692. MEANS FOR PROPELLING SHIPS. RICH- ARD RICHARDS, MIDWAY, KAN. CLAIM.—The combination with a vessel provided with cyl- inders on its opposite sides open at their rear ends, of pistons arranged to reciprocate in said cylinders, an engine carried by the vessel, operative mechanism located at the sides of the vessel and connecting the engines with the pistons and shields secured to the sides of the vessel and tapering rear- wardly and covering and protecting the operative mechan- ism connections at the sides of the vessel. Vol. 7. No. 2 v \ LAY : a Oy are four possible routes from the machine shop to the | Y 4 2 Mei! shear legs—the ultimate destination oi all large ma- GENERAL DESCRIPTION OF THE NEW SHIPBUILDING-PLANT. |). X ‘;rine work. The total length of trackage about the The main shops and the shipbuilding plant of the // works is four miles. RISDON IRON WORKS, SAN FRANCISCO. Risdon Iron Works are located on the water front of/ the Potrero, between Nineteenth and Twenty-secord streets, San Francisco,’ California. The property con- sists of thirty-five acres, lying between Georgia street and the shore line, which is here nominally Massachu- setts street, and includes the former site of the Pacific Rolling Mills. The general arrangement of the buildings is as fol- lows: North of Twentieth street is located the ship- building department proper. It consists of the mold loft and ship tool building, plate racks and shipbuild- ing ways. South of Twentieth street the first tier of buildings is as follows, going toward the bay: New office, blacksmith shop, angle-bar shed, warehouse, SHIPYARD PUNCH SHOP, RISDON IRON WORKS. The main entrance is at Twentieth and Louisiana streets, four blocks east of Kentucky street, on which is the nearest electric car line. The main line of the Southern Pacific railway’s bay shore extension is three blocks from the entrance on Illinois street. From this a spur runs down Twentieth street through the main gateway, which is forty feet wide, and there spreads out fan shaped into four branches. All these tracks are interconnected by curves of 150 feet radius, allowing a choice of two or three routes from almost any point to any other, thus preventing the annoyance and delay of blocking traffic. For instance, there joiner and ship-pattern shop and fireproofing and rig- gers shops. The next tier south consists of machine shop, storeroom, power house, copper shop and boiler house. The following tier contains the erecting shop, extension to the machine shop, pattern shop, boiler shop, foundry, flask shop and flask yard. There is a complete line of wharves on the bay frontage, includ- ing a fitting-out slip, surrounded on three sides with wharfage and railroad tracks. It will be noticed that the grounds are amply provided with railway facilities —in fact, a track has been laid wherever it could be of use. As all the curves are 150 feet radius, the usual (Copyright, 1901, by Marine Engineering, Inc., New York). 50 Marine Engineering. FEBRUARY, TyO2. flatears and railway yard locomotives have access to all parts of the works. The complete track system also makes it possible to utilize all the space not occupied by buildings for storage. Material and all heavy arti- cles are carried about the works by three yard or lo- comotive cranes, having a capacity of ten tons. are also used for switching cars. These The buildings are constructed of structural steel, cov- ered with galvanized corrugated iron, thus being fire- proof throughout. The foundations are concrete piers. Under the machine shop, boiler shop, foundry and blacksmith shop, piers are laid upon bedrock, as the site of these buildings has been excavated from the surrounding hills. The ship tool building col- umns and each separate machine rest upon con- crete piers nine feet deep, which, in turn, are built upon piles from seventy to ninety feet long. motors. The smaller machines are belt driven from line shafts, each having its own motor. POWER HOUSE. This is a thoroughly modern, one-story steel struc- ture, 100 by 150 feet, situated in the center of the plant. It is the producing and distributing point for the dil- ferent power systems mentioned above, and also serves for the salt and fresh water distribution for drinkiny and fire purposes, as well as petroleum distribution fur the boilers, blacksmith shop and boiler shop fires. _ The boilers (now being installed) are of the Heine water-tube type, and will eventually supply all the power used in the works. They are oil burning, as are also those upon the locomotive cranes. ; The electrical equipment includes: Two 250 K. W. static transformers, 11,000 to 440 volts; two 150 K. W: static transformers, 11,000 to 196 volts; one 50 Kk. \W. Sees eit ee ; | VIEW OF THE RISDON IRON WORKS FROM THE WATER, driven to bedrock. The joiner shop is similarly sup- ported, though the distance to bedrock is not so great. The lighting facilities are ample. Each shop is completely equipped with arc-and incandescent lamps, so that work can be carried on continuously night and day when necessary. POWER. Four kinds of power are distributed completely throughout the works—compressed air, hydraulic, steam and electric. Compressed air is used for hoists, drills, riveters, caulkers and other pneumatic tools, the provision for the ship building and repairing plant, wharves and fitting out slip being especially complete. Hydraulic power is used for large riveters, punches, jacks, drop forging presses, hoists, keel plate bender, e‘c., and also for testing. Steam is used outside the power-house itself for steam hammers and heating purposes. The main source of power, however, is electric. Wearly all machines, except the special hydraulic and pneumatic and the steam hammers, which require over five horse power, are independently driven by electric static transformer, 2,200 to 110 volts; two 25 K. W. static transformers, 2,200 to 110 volts; two 10 K. W. static transformers, 440 to 110 volts; one 250 K. W. rotary converter, 196 to 220 volts. All are supplied with the necessary switches, ammeters, volt meters, watt meters and other requirements. At present power is taken from the mains of the Independent Light and Power Company, at 11,000 volts, two-phase, 60 cycles. Provision, however, has been made to install generators which will furnish all the power re- quired. The direct current system is used to operate all the overhead traveling cranes and two or three small mo- tors. The alternating current system supplies power to the remaining motors and the are and incandescent lamps. The hydraulic power system is supplied by a 150 horse power, triple throw, double acting pump, driven by an induction motor. This pump produces a pres- sure of 1,500 pounds per square inch, and feeds a bat- tery of four accumulators, which automatically control — the output. The power is then distributed through a system of manifolds ta the various departments. PEBRUARY; 1602, Marine K-ngineering. . 51 The compressed air is furnished bya 3co horse power, two stage, intercooled compressor, directly connected to a compound Corliss engine. Provision is made for adding more when required. The compressor delivers through a receiver to the mains at a pressure of 100 pounds per square inch, The fresh and salt water systems distribute through the manifolds throughout the plant, the former direct from the Spring Valley mains, the latter from a 16 by 9 by 12 inch Smith-Vaile fire pump, which will de- liver 750 gallons per minute. This is governed by a Metz pump governor, so that it keeps a constant pres- sure on the mains. As the salt water is also used for condensing and sprinkling the grounds the pump is constantly in operation, thus being ready at all times for emergencies. By a system of valves the fire pumps can be changed over to the fresh water system if neces- sary, or in case of fire will operate both until the ar MACHINE SIIOP LOOKING SOUTH, INTERIOR VIEW OF rival of the city’s engines, when the latter will take fresh water, leaving the salt water for the shop. force. There is also in the power-house a 100 horse power induction motor driving a line shaft which operates a blower for the blacksmith shop fires, an auxiliary air compressor and an auxiliary hydraulic pump. 52 Marine Engineering. FEBRUARY, I902. OIL SYSTEM. The oil system is very complete, crude petroleum be- ing the principal fuel throughout the works. The storage tank holds 7,000 barrels and is surrounded by a brick wall 80 by 55 feet, 9 feet high, forming a reser- voir with cemented floor, which will contain the entire contents of the tank. One corner is walled off, form- ing a pumping room. Here is located a Goulds rotary pump operated by a five horse power motor and hay- ing a capacity of 250 gallons per minute. This is connected to the pipe lines so as to be used either to empty tank cars into the storage tank or pump oil into the supply tank at the power house. It will empty a car in twenty-five minutes or fill the storage tank (which will last about ten hours) in fifteen minutes. Four cars can be connected to it at one time. The supply tank is buried beneath one end of the power Above this are two duplex steam pumps ar- ranged in duplicate. These pump the oil through a heater to the boilers. They also pump oil to the blacksmith and boiler shops, where it is used in the angle iurnace, rivet heating furnaces and other fires. house. “MACHINE SHOP. This building is a carefully designed steel structure, 400 by Io feet, is unusually lofty for such buildings, and is elaborately lighted and ventilated. The tools have been carefully chosen to properly handle the heaviest marine and mining machinery as well as the finest and most accurate machine work. They were supplied by the Niles-Bement-Pond Company, and there is no machine shop in the country that contains larger tools or a more complete equipment. All large new tools have their own direct connected motor. Among these are a 24 by 16 foot vertical boring mill, four 8 foot vertical boring mills, a horizontal boring and milling machine of 14 feet horizontal travel by 8 feet vertical travel, a 60-inch by 40-foot heavy forge lathe, a large vertical planer, and many others. Above the ground floor are two galleries on each side of the building. The lower galleries are each 125 by 25 feet, extending from the north end. The upper galleries are of the same width, extending the full length of the building. The lower ones are filled with small. tools, vise benches, etc., as is the east upper gallery, the west being at present occupied by the elec- trical storeroom and! workshop, office and the tempo- rary draughting room of the works. In the remaining 275 feet not occupied by the lower galleries (that is, the south or erecting end) run two Io and 15-ton electric overhead traveling cranes of 25-foot span, 22-foot lift. In the middle fifty feet, which is clear to the roof, runs a 20-ton ernre the full length of the building. It has.a lift of thirty feet. Besides these a 60-ton crane of the same type is to be installed in the south end, where the erecting shop is located. This will be above the 20-ton crane, and will have a 50-foot span, 45-foot lift and a 275-foot run. The 15, 20 and 60-ton cranes all have 5-ton auxiliary hoists. The ground floor is paved throughout with red wood blocks, set on end in asphalt and coated over with tar and gravel. The machine shop tool room is built into one side of the main building about midway in length. This is 30 by 60 feet, two stories high, encased on three sides, with the fourth separated from the main shop by wire netting only. It contains a complete equipment of the finest machines for making tools, and a large assort- ment on hand of all the tools necessary for a modern shop. BOILER SHOP. The boiler shop and foundry adjoin end to end, al- lowing space through the partition for the railroad track, which runs through the boiler shop close to this partition, and serves as an outlet for both. The shop is a thoroughly substantial, high, well-lighted building 250 by 184 feet. It also is paved with wooden blocks. Adjoining is the foreman’s office, 14 feet by 14 feet 6 inches, raised eight feet above the floor, and so sit- uated as to command a view of the entire shop. A toolroom 61 feet by 14 feet 6 inches is situated under and to one side of the office. It is separated from the shop by wire netting, the other three sides being cased in. There is also a room 45 by 30 feet, fitted with racks for bolts and rivets. The main shop has three over- head electric traveling cranes, one 60-ton, with 56-foot span and 41-foot lift; one 20-ton, 50-foot span and 41-: toot lift and one Io-ton with 33 I-2-foot span and 30- foot lift. All have 5-ton auxiliary hoists. The tool equipment consists of bending rolls, hydraulic flanging presses, hydraulic riveters, air riv- eters, punches and shears, pneumatic hammers, and in short, everything to make up a modern boiler shop is provided. Among the principal machines are a large punch with a 60-inch jaw, capable of punching a 6-inch hole in a 5-8-inch plate. Here are also located I2-foot 6-inch rolls, capable of rolling a 1 1-4 inch plate. There is a gang drill for drilling large boilers, on which three men can operate at one time, and a large flange punch of the latest improved pattern for work on boiler heads. Besides there are drills of all sizes and kinds, the lat- est improved types of bevel angle and plate shears, post jib cranes with hydraulic hoists, hydraulic flang- ing clamps and bending machines, bending slabs, five forges, rivet-heating furnaces, etc. Outside the build- ing and alongside the railroad tracks are the plate racks, also tube racks 60 feet long by 80 feet high. Air is furnished the forges by a No. 8 Sturtevant steel pressure blower belted to the line shaft. FOUNDRY. This is a steel building covering an area of 250 by 2co feet. It is provided with two 30-ton electric cranes and one 10-ton electric crane, all equipped with 5-ton auxiliary hoists, besides various post jib cranes distributed throughout the shop. The principal crane has a lift of 40 feet. The building is well lighte1 and ventilated throughout. The foundry equipment includes four cupolas for melting iron, with an aggregate capacity of 75 tons and a reverberatory furnace. The core department con- tains four core ovens, 12 by 18 feet, 14 feet high; one core oven 18 by 25 feet, 14 feet high; one small core oven with turret and shelves, and a cement core floor 40 by too feet. There is a large cupola deck having ample space for storing material for immediate use, while adjoining the cupolas is room for storing prac- FEBRUARY, 1902. Marine Engineering. 53 INTERIOR OF POWER HOUSE. 54 Marine Engineering. tically unlimited quantities of pig iron and coke, which are easy of access. Under the cupola platforms are large bins with cement floor for storing loam. There is a large Chili mill for loam work. The b‘ower plant consists of one Root blower, Ne. 6, geare! to a 30-horse power motor, and one Root blower, No. 5, geared to a 20-horse power motor. BLACKSMITH SHOP, This shop is intended and designed to handle all work of that character for both machine and ship work. The building is of steel, 350 by 65 feet, and is especially designed as regards ventilation. The sides and ends are made up entirely of sliding doors, which can be moved in either direction, securing a cool shop in the hottest weather, and allowing large pieces to be swung in easily or carried out at any point. The fol- lowing are among the tools included: Hydraulic press for making and welding bands and for drop forging, electric beveling machine for angle iron, one 3-ton steam hammer, one 2-ton steam hammer, one I-ton steam hammer, one 1,500-pound steam hammer, two I,100 pound steam hammers, one belt hammer, two 20- ton steam jib cranes, two Io and 6-ton wood jib cranes. one 10-ton steel jib crane, one forging:furnace, from which the waste gases are utilized in a steam boiler for supplying steam to the cranes. The shop also contains bending slabs 45 by 45 feet, and has a full equipment for forging cranks and heavy shafting, shipsmithing, machine forgings, etc. There is room for forty-five fires arranged along the center and on either side. PIPE SHOP. This shop immediately joins the boiler shop on the opposite end from the foundry and extends north to the power house and copper shop. These form the ends, the sides being open. The roof covers a space of 133 by 186 feet, which is not excessive when we take into consideration the fact that the Risdon Iron Works make more sheet pipe than any other single firm in the world. This shop is also used extensively for doing light pipe work, making smokestacks, dredger buckets, etc. SHIP TOOL BUILDING, The ship tool building, containing also the mold loft, has been very carefully designed, and is perhaps the most thoroughly and elaborately equipped for sav- ing labor and turning out work rapidly of any in Am- erica. It is of steel, 433 by 85 feet wide, with an additional 15 feet of overhanging shed running the full length. This side is open, the columns being 4o feet apart and facing the shoreward ends of the shipbuil7ing ways. The mold loft floor, having a perfectly clear ex- panse of 433 by 85 feet, is probably the largest in Am- erica. Being supported every ten feet by latticed gird- ers, five feet deep, it is practically rigid. The most noticeable feature of the ship tool shop is the elaborate system of trolleys and crawls for distri- buting material and handling it at the machines. There are 24 crawls, ranging from 6-foot to 17-foot span, and supplied with cross trolleys for handling plates and 3-foct gauge trolleys running on the angles, nine FEBRUARY, 1002. through tracks for distributing material, and two nar- row gauge trolleys for handling angle bars at the double angle shears and angle planer. This shop is completely equipped with new tcols furnished by Hillis © and Jones and others. Among the larger ones we have a 30 foot 2 inch plate bending roll, operated by a 35 horse power A. C. motor, and a 15 horse power A. C. motor for raising and lowering the top roll. An hydraulickeel plate ben er 24 feet 8 inches long 8 feet wide, taking 4-inch ma- terial; one 48-inch heavy combined punch and shear, motor ‘driven; one 42-inch heavy double punch, motor driven; one 36-inch heavy combined punch and shear, motor driven, and six smaller sin- gle belt driven punches or shears. One set of mast bending rolls 12 feet 2 inches wide, motor driven; one set of straightening rolls 86 inches below housing, motor driven; an angle iron planer for any length and any degree of straightness; two plate pianers 30 feet long, motor driven, and fitted with hydraulic clamping jacks; one large combined horizontal punch and beam bender; one medium sized horizontal punch, radial countersinkers, drill presses, etc., over which are two lines of track carrying twelve crawls of I1- foot» span each. Completely around these runs a through track carrying four 3-foot trolleys for dis‘ri- bution. Just outside this oval are 6-foot gauge tracks for the four small single ended punches or shears and the two 30-foot plate planers; 13-foot gauge tracks for the mast rolls and straightening rolls, and clear across one end are two 17-foot gauge tracks completely coy- ering the large 30-foot bending rolls, which will take a plate two and a half inches thick, and the hydraulic keel bender which will bend a plate four inches thick. Material is brought in on a 3-foot track running the entire length of the overhanging shed and extending beyond enough to take from the gantry crane running over the plate racks. The 3-foot track is twenty-three feet from the ground, allowing the locomotive trains to swing underneath the railroad track, paralleling the trolley just outside the shed. All the other trolley tracks are fourteen feet from the ground. All the crosstracks run out to meet this through track, so that material can be taken to any machine in the shop, or the finished work removed without disturbing any other machine, even when all are in use. Besides the machines mentioned above, there are two _ radia} counter-sinking and drilling machines working over a long roller table, and various smaller drill presses. MISCELLANEOUS BUILDINGS. Besides the principal buildings mentioned ahove there is a completely equipped joiner and ship pattern shop, two stories high, 200 by too feet, at present sup- plying all the pattern work; a copper shop, 110 by 45 feet; a brass foundry 80 by Ito feet; a two-story pattern storage warehouse 80 by 170 feet; miscellaneous ware- houses aggregating 132 by 200 feet; an emergency hos- pital 23 by 75 feet; a stable 35 by 123 feet, and a Bab bitt melting and fitting shop 16 by 25 feet. WATER FRONT. The wharfage facilities include nine wharves, with frontage as follows: No. 1, 387 feet long; No. 2, 300 FEBRUARY 1902, Marine Engineering. 55 BOILER SHOP. MIDDLE BAY OF FOUNDRY. 56 Marine Engineering. FEBRUARY, I902. feet long; No. 3, 48 feet long; No. 4, 300 feet long; No. 5, 138 feet long; No. 6, 235 feet long; No. 7, 42 feet 9 inches long; No. 8, 3co feet long; No. 9, 150 feet long. The total frontage is 1,900 feet. All are con- nected by railroad tracks, and have hydraulic, com- pressed air and electric connection with the power house, besides salt and fresh water plugs. The 1o00- ton shear legs are located on wharf No. 1. Besides the main lift of 100 tons, there is a masting hoist of twenty tons capacity. The shear legs have an over- hang of thirty-six feet, a spread of forty-five feet, and a clear lift of ninety feet. SHIP YARDS AND WAYS. There is room at present for building five vessels 600 feet long and one 7oo feet long, or a greater num- ber of smaller vessels occupying the same length. Pro- vision is made for handling all material in the course of construction by overhead traveling cranes. PLATE RACKS. These are located along the ship ways and extending up to the blacksmith shop and the ship tool building. They will be covered by a gantry crane, with a span of sixty feet, running their entire length and delivering material to either the blacksmith shop or the trolleys of the ship tool building. Railroad tracks pass through them underneath the gantry, which will be high enough to allow the locomotive cranes to pass under- neath. LAUNCHES. The Risdon Iron Works is well supplied with launches, having three operated by gasoline, for serv- ice between the Potrero works and the downtown of- fice and branch. They are fifty-five feet, fifty feet and thirty-six feet long, respectively, and are very swift, the largest being equal in speed to anything on the bay of the same dimensions. EXPANSION, The total ground owned is thirty-five acres, while the aggregate area under cover at present is approxi- mately eight acres, with another acre provided for in the near future. This leaves twenty-six acres for ship yard, storage and future expansion. The total floor area, with what is provided for, amounts to ten and one-half acres. CITY OFFICE. The new city office and branch machine shop is a handsome building located at the corner of Steuart and Folsom streets, near the Folsom street wharf. It contains a storeroom for made-up stock, an exhibi- tion of sample machines, and a small shop for hurried repairs and other work of similar nature. THE GROWTH OF THE RISDON, The Risdon Iron and Locomotive Works, though entering upon a remarkable era of expansion, so ex- tensive and divergent that the old landmarks of its de- velopment are quite lost sight of, is yet one of the old- est and best established manufacturing institutions on the Pacific Coast. In the early days, when mining was the prime source of wealth on this coast, its machinery was the most important manufactured. The Risdon works, being a pioneer in this field, has grown up with it, expanding as it developed, and contributing its full quota of original inventions, improved forms and labor saving devices, which have made California’s methods a model of mining on a large scale as a prac- tical science the world over. Though this will always remain an extensive and lucrative field, other lines are developing into even greater magnitude—shipbuilding, for instance. Into this the Risdon is prepared to bring the same energy, improved methods and conscientious workmanship which have built up its remarkable trade in the former branch. The work which this company is now prepared to do lies in five broad fields, each complete in all its branches. These are shipbuilding, marine engineer- ing, mining machinery, structural iron work and mis- cellaneous engine and machine work. SHIPBUILDING. In the first the equipment is entirely new and up-to- date, and includes facilities for building six steel ves- sels at once, 600 or 700 feet long and up to 80-feet beam, or a larger number of smaller vessels. There are also provided nine wharves for the repair and fit- ting out of steamers. MARINE ENGINEERING. The second department is that of marine engines, high pressure, condensing, compound, triple or quad- ruple expansion; marine boilers of the latest improved Scotch, locomotive or water-tube type, for burning either coal or crude petroleum; condensers, feed pumps, distilling apparatus, evaporators, reirigerating and ice machines, steering engines, windlasses, winches, coal and ash handling machinery, and in fact, all that goes to operate an ocean-going steamer of the largest and most elaborate type. MINING MACHINERY. The third or mining machinery class is so broad that only a bare mention can be made of the various types. For mining proper there are hoisting and pumping en- gines, steam, hydraulic and portable, and rock drilling, tramway and ventilating machinery. For ore reduc- tion there are smelting furnaces for silver, lead and copper, reverberatory and mechanical roasting fur- naces, revolving and kiln ore dryers, stamp mills, rol- ler mills, concentrators and chlorination works. Among the specialties in this line manufactured by the Risdon are Bryan roller mills, Johnson concentrators, » steel whims, Hoskins’s giants, Wright calcining fur- naces, Pelatan clerici process machinery and Evans’ hydraulic elevators. Among the different methods of mining, one in particular has become of paramount importance in the last few years. It is working the gold bearing river beds by means of bucket and even caisson dredgers. The Risdon has built a great number of these, anl holds the exclusive rights for building the R. H. Post- lethwaite dredge, undoubtedly the most successful one on the market. As evidence of this might be stated the fact that four years ago there was no successful dredger working in California, although many were left as failures on the banks of rivers throughout the state. Since the first Risdon dredger was built on the Feather river there have been over thirty of them made, and the Risdon is now building nine of these FEBRUARY, 1902. Marine Engineering. 57 machines. The dredgers have not only been used in California, but are in operation all over the western states and among the gold districts of Africa, Alaska and Mexico. STRUCTURAL IRON WORK. In the fourth class—that of structural iron and steel work—the Risdon has contributed to the most impor- tant recent building operations of San Francisco, no- tably the Union Depot, or ferry building, and the Claus Spreckels building. Mention should also be made of the Spreckels Sugar Company’s plant, at Spreckels, Monterey County, California. The main building is 582 by 103 feet, six stories high and con- tains over 3,600 tons of structural steel. been built extensively for many years, later examples being three 3,cco horse power water wheels directly connected to polyphase alternators for the Bay Coun- ties Power Company. Another important branch is that of hydraulic steel pipe building, of which they are the most extensive builders in the world. The miscellaneous group is too extensive and diver- sified to allow of specifying more than a few types. For instance, Corliss engines, Risdon air compressors, Heine safety water-tube boilers, Smith-Vaile pumps, all sorts of manufacturing and special machinery, boiler fixtures, all kinds and sizes of valves, pneumatic and hydraulic tools. BLACKSMITH SHOP, ENGINE AND MACHINE WORK. The last class, comprising miscellaneous engine and machine work, contains many diverse branches, some, notably sugar machinery and hydraulic machinery, be- ing almost of sufficient importance and magnitude to tank with the main groups. The former includes most of the machinery used on the sugar plantations of the Hawaiian Islands, consisting of crushers, vacuum pans, filter presses, settling tanks, etc., besides engines, trash burning boilers, pumps, water wheels, motors, etc. In hydraulic machinery the Risdon is a pioneer, having built the real prototype of the modern tangen- tial water wheel with re-action buckets, frequently called the “Pelton type’ water wheel, which has INDUCED DRAFT ON STEAIISHIP NECKAR. The steamship Neckar, of the North German Lloyd Company, which recently made her maiden voyage to this country, is built with the idea of reducing the ex- penses of operation to the minimum consistent with good engineering. She is of the intermediate type of freight and passenger steamer, and was built by J. C. Tecklenborg, of Geestemunde, Germany. She is 500 feet long between perpendiculars, 58 feet extreme beam, 37 feet deep and of 11,200 registered tons. At a load draft of 28 feet the displacement is about 16,250 tons. Means are provided for quickly handling the cargo on this ship. There are eight cargo hatches, four forward and fom aft, and four steel masts stepped between hatches Nos. 1 and 2, 3 and 4, 5 and 6, and 7 and 8. The 58 Marine Engineering. FEBRUARY, 1902. fore and jigger masts are equipped with two derrick platforms, one on the forward and one on the after side of the mast. The main and mizzen masts are fitted with one derrick platform each, while two other platforms are located at the break of the bridge deck, one forward and one aft, and each platform has sockets for four cargo derricks. Thus hatches Nos. 1, 4, 5 and 8 have four derricks each, and the other hatches eight derricks each. At each mast are four steam winches. making a total of sixteen and thirty-two derricks. winches Plain but roomy cabins for the first-class passengers are located amidships in a two-deck bridge house. The propelling machinery consists of two sets of four cylinder quadruple expansion engines, with cylinders 23.80, 33.88, 48.03 and 71.25 inches in diameter by 51.13 inches stroke. The high-pressure cylinder is forward, the low-pressure second, the second intermediate third, and the first intermediate at the after end. The se- quence of cranks is, looking aft, high, second interme- diate, low and first intermediate, the crank angles be- ing according to the Schlick system of balancing. The crank webs of the end cylinders have counterbalance discs. These two cylinders have piston valves, that on the high being forward and that on the intermediate be- ing on the aft end of the engine. Slide valves are fitted to the other cylinders, placed facing each other, and all valves are actuated by Stephenson link motion. This arrangement gives a compact and well balanced engine. The cylinders are separate castings mounted on cast iron A frame housings, and these housings are braced to each other at the top by cast iron box gird- ers. The cylinders are secured to each other by rods screwed into lugs on the cylinders. The condenser is cast in the frame of the first and second intermediate cylinders. Steam is supplied by three single and two double end boilers, and it is in this department that the largest coal economy-has been attained. Two of the single end and the two double end boilers are fitted with Ellis and Eaves’ system of induced draft. The other single end boiler, which is located in a recess of the cross bunker, is not fitted with this system, as it is often used as a donkey boiler when in port. The dimensions of the boilers and heaters are:— Single Double End. End. ID WERTKAHESE oG60050000 000000000 14 ft. 3% in. 14 ft. 3% in. Wenath jocek wee eieiae tr ** 29 “* 20% 9 Number of furnaces, . 3 6 Inside diameter of furnace 3938 In. 3938 in. Number of tubes........... 376 752 Diameter of tubes (plain). 234 in. 23% in. Heatineysunfaceseneeerr. 2370 Sq. ft. 478s sq. ft. Gratelsunfacesseen nen rere 5 Total IED tS iivedecaettorehin 16,670 aa ft. SSiggeonn GpaTobnnoLs 413 oe Number of tubes in heater SHO OFF HEDES.500000en0000000 234in.O. D. “Now 14 B.W.G. Hensthiof tubest nsec ses: 5 ft. 10% in. Coal burned, approx....... tos5o tons. The gases on leaving the smoke boxes of the boilers, which are fitted with the induced draft, pass upward through the air-heating boxes, and from these direct to the fans by as short a route as possible, the fans dis- charging directly into the funnel, so that there is as lit- tle loss as possible due to tortuous passages; and in- deed’ it has been found that the vacuum in the smoke- box is the same as at the fan inlet. The form of heater as used on the Neckar is com- posed of a number of vertical tubes, through which the products of combustion pass. As it is desirable to have nearly the same amount of heating surface in this heater as in the boiler tubes, and as the vertical space is limited, these heater tubes were made of larger di- ameter than is customary in installing this system. Owing to the low specific heat of air it is found that by bringing it into close contact with the surface from which the heat is derived it is very easy to raise its tem- perature even with comparatively short tubes. The above object is gained by a very simple device, which in practice is found to be thoroughly satisfactory. At a point about one-quarter the length of the heating tubes a diaphram plate is placed. The holesinthis plate through which the tubes pass, do not fit the tube, but. are 1-2 inch larger than the outside diameter of the tube. The air can circulate freely through the upper portion of the tubes above the diaphragm plate, but to reach the valves in the furnace it is drawn in thin an- nular streams round the heated tubes, from which it takes up the heat at once. As the heated air is drawn from the ends of the heat- ing boxes, there would be a tendency for the air enter- ing the annular spaces at the corner of the box farthest from its exit to take the shortest course in a diagonal direction across the tubes. This is prevented by placing vertical division plates between the tubes, so that no matter where the air enters it is forced to travel over every portion of the heated surface before escaping. On leaving the heating boxes the air is led down passages on both sides of the smoke-boxes and enters the fire through the regulating valves on the furnace front. Five valves’ are here provided, two of which communicate with the ashpit direct, and three with the furnaces above the bars, the air passing through perforated baffle plates in the ordinary way. The two upper side valves are only required when burning bi- tuminous coal very rich in hydro-carbon, in which case an excess of hot air is necessary to insure perfect com-. bustion of the gases in the combustion chambers. A cast iron ashpit door is fitted to the lower portion of the front; this door is perforated with a number of 1 1-4 inches holes, so as to allow the entrance of a certain portion of cold air under the bars. Experience has shown that any tendency which may exist for the bars — to become red-hot and burn down is entirely obviated by raising them about 2 inches higher at the bridge ' than at the furnace front, which is just the opposite of the usual practice. The fans are placed athwart-ships in such a position as to discharge directly into the funnel, and fitted with expanding outlets which obviates all possibility of back pressure on the fans, and greatly reduces the power re- quired to drive them. The fan engines are in the en- gine room, in a recess above the cross bunker, the con- nection to the fans being made by means of shafting provided with flexible couplings to compensate for any twisting which may take place due to the expansion of boilers and casings. The engines made by Messrs. Thwaites Brothers, Ltd., of Bradford, are of the com- pound single acting type, the consumption of steam is» small; they are practically noiseless and require very little attention. FEBRUARY, 1902. Marine Engineering. 59 The Neckar leit Bremerhaven for her maiden voyage across the Atlantic on May 4, 1901, at 12 o’clock, and arrived in New York on the evening of May 15th with- out meeting rough weather. On this trip a test of the draft system was made by experienced engineers, and the efficiency of the system may be seen by noting the rise in temperature of the air entering the furnaces through the heaters. Taking the average for the voy- age, it is seen that the air was raised from 139 degrees Fahrenheit to 314 and 327 degrees, and that the tem- perature of the escaping gases was reduced from 526 to 400 degrees. The coal burned on the voyage was 1,050 tons, and the average indicated horse-power was 6,000, making the pounds of coal per I. H. P. per hour 1.62. The mean draft for the trip was 21 feet 7 inches, and the average speed was 14.1 knots. Log of induced draft system on steamship Neckar, voyage No. 1, Bremerhaven to New Yor‘. IBOIES? FOFASTSV 9 900000 2090000000000s000000000 208 Ibs. Revolutions of fan engines, port..... ...... IQI “ uo a starboard...... 194 Vacuum by water gauge ANE SEW THANE o90000000009000000000000 154 in. “suction forward port...... ye‘ ot se ° Starboard1\% * “6 a EMRE FON coon9000000 ren o OS se BS tanboancdmnnns my (CERNE OVEPo00000 p000000000000000000 7-16 ° OH WEEK? aggo0ngcouonooobRoseone 5-16 ** Velocity of air in feet per minute ZNSE CHE ITHRES.50 0000d00000000n00000 667 ft SSM © NEWaAdi TOS: womens acsnissasiecinen 730 °° At entrance of air heaters,........ aste, CO Temperature in degrees Fahrenheit Air entering fans, old fires...314deg. oe “oe oft new ae 62 032 ine : 327 At fan suction forward...... 526 ass ss afte eee eens 526 ** Escaping gases in funnel ....400 * Air at entranceof heater,....139 ‘ Design of engines of varying powers from one set of drawings.—In connection withthe articleson this subject by Professor H. C. Sadler, we are in receipt of a com- munication from M. J. A. Normand, of Havre, France, in which he calls attention to an article by him upon the same subject, and published in Engineering, Vol. ILS, fo, GY Shipbuilding Returns. — During the six months ended December 31, 1901, there were built in the United States and officially numbered by the Bureau of Navi- gation 717 rigged vessels of 154,073 gross tons com- pared with 568 rigged vessels of 179,229 gross tons for the corresponding six months of 1900. Canal boats and unrigged barges are not included. The principal decline, 19,752 tons, is on the Atlantic seaboard, and is attributable to work on several large ocean steamers, which will be completed during the coming six months. Included in the six months figures are 38 vessels, each Over 1,000 tons, and aggregating 103,832 tons. Of these 14 steel steamers, aggregating 52,310 tons, were built on the Great Lakes. Four are for the séaboard, two banana steamers, Watson and Buckman, each of 1,820 tons, the Hugoma, 2,182 tons, and the Minnetonka, 5,270 tons. The Minnetonka will be cut in two to pass the canals. On the seaboard 15 wooden schooners of 24,864 tons were built, five steel steamers for the coasting trade, and one steel ferry boat, aggregating 20,964 tons. Square rigged vessels are the steel ship William P. Frye, 3,374 tons, and two barkentines on the Pacific, aggregating 2,310 tons. THE THEORETICAL AND PRACTICAL METHODS OF BALANCING MARINE ENGINES, I. BY NAVAL CONSTRUCTOR D. W. TAYLOR, U.S. N. A Comprehensive Abstract of the Prize Paper Pre= sented Before the Society of Naval Architects and Marine Engineers, November, 1901. The paper opens with introductory paragraphs on sources of vibrations other than the engines, on cer- tain elementary features of the vibrations of ships, on the present status of engine balancing, and on the effect of slack bearings or improper valve setting. The author then takes up his main subject as follows:— GENESIS OF UNBALANCED FORCES. 6. Let us consider first an engine with a single cyl- inder. If steam is in the cylinder, but the piston is not moving, the pressure upon the piston and the pressure upon the cylinder head are equal and oppo- site. These pressures neutralize one another through the engine framing, and there is no external or unbal- anced force communicated to the engine supports. If, however, the piston, with its attached weights, is mov- ing and being accelerated, that portion of the steam pressure necessary to accelerate it is absorbed in giv- ing energy to the moving parts, and hence is not transmitted to the engine framing. It follows that the pressure on the cylinder head which tends to move the framing in one direction is only partially balanced by that portion of the steam pressure upon the piston which is transmitted to the engine framing via the piston rod, connecting rod, and crank shaft. It is ob- vious, then, that the unbalanced forces developed when a single-cylinder engine is revolving are equal and op- posite to the forces necessary to accelerate or retard the moving parts as the engine turns over. RESULTS OF INVESTIGATION OF SINGLE-CYLINDER ENGINE. 7. In Appendix A* will be found a detailed investiga- tion of the geometry and, mechanics of the motion in the case of a single-cylinder engine. Referring to these we find that the weights of the moving parts of a single-cylinder direct-acting engine are equivalent to a reciprocating weight W, which moves with the crosshead and a revolving weight L, which is concen- trated at the crank pin axis. That if r denotes the crank arm radius (equal to one- half the stroke) and @ the angle made by the crank radius with the direction of the cylinder axis, we have for a vertical engine an unbalanced force denoted by QO, due to the reciprecating weight WV, and unbalanced vertical and horizontai forces denoted by V and H, due to the revolving weight L. If R denotes revolutions per minute, the expressions for QO, V,and H are as follows:— ( cos 24) + QO = .000341 rR? Me cos f + — 7 V = .000341 7R?L cos f. FT = .000341 ~R2Z sin f. Formule for Forces and Moments in Multi=-Cylinder Engines. 8. Suppose, now, we have k parallel cylinders of *Omitted. tin this equation 7 equals the ratio of connecting rod to crank lengths. 60 equal stroke directly connected to the same shaft. Suppose that their axes are distant h, h, h,...1, feet, respectively, from a fixed point on the shaft. Suppose their cranks are set at angles qi, dz, ds,...@, with a fixed radius of the shaft. Let wn, w», ws,...w, denote the re- ciprocating weights, li, lx, L;...L, the revolving weights, r the common crank arm, R the common revolutions per minute, and #/ the angle made by the fixed shaft radius (from which a, az, etc., are measured) with the plane through the axes of the cylinders. We need to determine the total or resultant unbal- anced forces set up because of the rotation of the en- gine. Since the unbalanced forces in the various cyl- inders are not all in the same line, unbalanced mo- ments will also make their appearance, and these, too, we need to determine. Consider, first, the reciprocating weights. Denote the unbalanced forces due to them in the respective cylinders by m, @...4q,. Evidently from the results demonstrated in Appendix A we have:— I 9, = .000341 7R?2w, cos (9 + a,)+-—cos 2(f + a,)¢. n Similarly we have I ) J. = .000341 rR?w, cos (9 + a,) +-—cos 2(4 + a, s n ' and so on. It is convenient in determining the com- plete effect of the forces to use the ordinary device of applying, at the point through which moments are taken, two equal, opposite and parallel forces for each unbalanced force considered. Each unbalanced force is thus reduced to a force acting through the point about which moments are taken, and a couple whose arm is the distance from the point about which mo- ments are taken to the line of action of the unbalanced force. If we take moments about O and denote the moment of the couple, due to w: by mm we have:— I | f M,=9,1,=.0003417 Rk? w,/,4 cos(G+ a,)4+-cos 2(9+4,) } { n J (f I Mt, = J ,l,=.000341r R2w,/,4 cos(A+ a,)+—cos 2(9+a,z) > t n and so on. The expression .000341 rR* common to all our form- ulae may be conveniently replaced by C. It is also convenient at this stage of analysis to sep- arate the forces into two parts. That part varying as cos (7 + a) is conveniently called the primary force, and that varying as cos 2 (@ + a) is conveniently called the secondary force. Corresponding to the pri- mary and secondary forces we have similarly the pri- mary and secondary moments. Let Q: denote the re- sultant primary force due to all the cylinders. Let Q. denote the resultant secondary force due to all the cyl- inders. Let M, denote the moment of resultant primary couple due to all cylinders. Let Mz denote the moment of the resultant secondary couple due to all the cylin- ders. The forces being considered are all parallel, be- ing those due to reciprocating weights, and their re- sultants are readily written down from well-known principles of mechanics. Marine Engineering. © FEBRUARY, 1902. INTRODUCTION OF GRAPHIC METHODS, 9. From the above somewhat formidable looking expressions it is possible to calculate the resultant un- balanced forces and moments of unbalanced couples due to any known system of cylinders at any point of the revolution of the shaft. These expressions, how- ever, are entirely too complicated to be of much value when the investigation of measures of amelioration is undertaken. Fortunately, the case is one to which graphic methods are peculiarly adapted. Referring to Fig. 1 Ow is the direction of the cylin- der axes xOA=6. Draw OC, parallel to crank No. 1 and such that to a suitable scale OC: = wi. Similarly draw OC:2, OCs, OCs, representing in direction and length the other cranks and reciprocating weights. Four cylinders are represented in the figure, but the process is applicable to any number. Marine engineering C, FIG, I. Draw the perpendiculars Ci0: C2Q2, C3Qs, CsQ:. Evidently OQ, = w, cos (f + @,) OQ, = Wy Cos @ + a,), and so on. The algebraic sum of OQ:, OQ2 . . . OQ: is OQ, which then represents in magnitude and direction the result- ant primary force. ; Referring now to Fig. 2, instead of drawing all the cranks from O draw Ow and OC; as before. Then from Ci draw a line CiC2 parallel to the second crank and representing in length its reciprocating weight. Draw from C2 a line C.C; similarly representing the third crank, and from Cs; draw C:C, for the fourth crank. Drop the perpendicular CisQ upon Ox, and OQ in Fig. 2 is exactly the same as OQ in Fig. 1, OCiC.C; in Fig. 2 is called the primary force polygon, and the angle (9 or AOC; is constant, whatever the value of #. Evidently, if for OC:, OC2, and so on, we substitute a single crank at the angle ( with OA, driving a reciprocating weight, represented by the length of OC,, then, as regards pri- mary reciprocating forces, the single weight on the single crank is equivalent to the system of four weights on four cranks from which it was deduced. The line OCs is called the closing line of the primary force poly- FEBRUARY, I902. gon. Clearly, if there were a fifth crank in the com- bination, parallel to C,O and driving a reciprocating weight represented by the length C:O, there would be no resultant primary force at any point of the shaft’s revolution. In other words, the engine would be per- fectly balanced as regards primary force. In practice, when drawing a primary force polygon, it is convenient to make OA correspond with a crank radius, and measure all other crank angles in the di- rection of rotation from the direction of this crank. I usually use the forward crank radius as the direction to which to refer all angles. Exactly in the same manner as the primary force _ polygon has been determined, it is possible to deter- mine and delineate a primary couple or moment poly- gon, and the secondary force and couple polygons. In drawing the secondary force polygon the weights Ti . . are, of course, = those used in the primary force CZ A = Xx Marine Engineering 'C, ENG 2° polygon, and the angles are doubled. This involves drawing angles greater than 360 degrees, which can, of course, be readily done. When it comes to the couple or moment polygons, the lengths of the sides represent the moments of the couples, or the products wih, Wels, etc. It is necessary, when considering’ actual engines, to choose a conven- ient point from which to measure k,l, etc., or, in other words, about which to calculate the moments of the couples. I find it convenient to use the point where the after cylinder axis intersects the shaft axis. . TREATMENT OF REVOLVING WEIGHTS. Ir. So much for the reciprocating weights. The forces due to them are all parallel to the cylinder axes —vertical in the case of a vertical engine and horizontal in the case of a horizontal engine. When, however, we consider revolving weights, we find that, for a sin- gle weight L, the forces V and H, parallel and perpen- dicular, respectively, to the cylinder axis,.are given by the formulae :— V = CLcos 6 Jal = CIL Bisa (2, Where, as before, C = .000341 7R2. Marine Engineering. 61 It is to be noted that these revolving forces are al- together primary. When proceeding from the case of a single cylinder to that with a number of cylinders acting on one shaft, the steps in connection with re- volving weights are exactly the same as for reciprocat- ing weights, and lead us to force and moment poly- gons for the revolving weights, both of which are pri- mary only. It is to be noted that the closing line of a force polygon for revolving weights represents a re- volving weight: MINOR OR SFCONDARY WEIGHTS. 12. I have now shown how to determine completely the resultant unbalanced forces and moments, at any point in the line of the shaft, due to any number of cyl. inders, their pistons, connecting rods, etc.—what may be called the main weights of the engine. There are, however, other moving weights which it is necessary to take account of—such as the valves, air pump gear, bilge pump gear, when fitted, etc. In Appendix B, I have described and shown in de- tail methods of handling typical weights—valve gear, etc.—and it is believed that a careful study of the meth- ods applied in Appendix B will enable the student to determine proper results in any ordinary case. There is no satisfactory method for handling radial valve gears, because such gears do not give harmonic mo- tion. The most satisfactory method for such gears is to determine an approximate harmonic motion for them and work with that. The exact method is, of course, to determine graphically the motion of the valve, and then its velocity and acceleration; but even after this is done we are unable to satisfactorily bal- ance such gears with weights which have harmonic motion. CONDITIONS ESSENTIAL TO BALANCE 15. I come now to the question of balancing engines so as to reduce or extinguish entirely unbalanced forces. The methods previously explained will always enable us to determine whether or not an engine is balanced, and modifications of them will be found very useful when searching for methods to obtain a balance. I shall consider, primarily, the usual type of marine en- gine, the “vertical inverted,’ where the cylinders are arranged in line above the shaft. There are four con- ditions which must be fulfilled in a perfectly balanced engine. First. As it revolves the combined center of grav- ity of the moving reciprocating weights must remain at a constant distance from the axis. When this is the case there can obviously be no resultant inertia forces, and hence no external force caused by the motion of the reciprocating weights. Second. Ii we substitute for each moving reciprocat- ing weight another one proportional to the product of the weight by its distance parallel to the shaft from a fixed point on the shaft axis, the center of gravity of this derived system of weights must remain at a con- stant distance from the axis as the shaft revolves. When this is the case and the first condition is com- plied with, there can be no external couple due to re- ciprocating weights. Third. The center of.gravity of all revolving weights must be in the shaft axis. 62 Marine Engineering. FEBRUARY, 1902. When this is the case there can be no external force closed, the four conditions are fulfilled—otherwise, due to revolving weights. they are not fulfilled. It is evident, too, that if the four Fourth. If for each revolving weight we substitute a conditions are fulfilled for uniform rotation, they are weight proportional to the revolving weight, multiplied necessarily fulfilled for non-uniform rotation. Ee \ CG, oe V=0 ae = 50 Ore 2s ral 45900 Me S Coa S- —X Gr, © Cy OC = 800 aN C— = <= / O Ms =114%5 Marine Engineering OMS ! Cy FIG. 3, CHARLESTON POLYGONS. by its distance parallel to the shaft from a fixed point FORCE AND MOMENT POLYGONS FOR ACTUAL NAVAL on the shaft axis, the center of gravity of this derived IAIEMINIDEG system must be in the shaft axis. 17. It is evident from what has gone before, that the When this is the case and the third condition is com- more sides to our force and moment polygons the Ve Ms x 6 ———-x Marine Engineering Se Sy 7) SN SN XS Ms M, Y=463 a’ x fo) M, FIG. 4, YORKTOWN POLYGONS. plied with, there can be no couple or moment from re- more readily they can be closed by manipulating ‘ volving weights. weights and crank angles. That is to say, the more The above essential conditions for perfect balance numerous the cranks of an engine the more readily it have beén known for years. It is evident that if all the can be balanced without using special balance weights, force and moment polygons, as explained by me, are which should be avoided where practicable. Also, for [EBRUARY, 1902. Marine Engineering. 63 an engine of given power and revolutions per minute, the more numerous the cylinders the lighter the moy- ing parts of the individual cylinders. Perhaps this can be better appreciated from examin- ation of Figs. 3, 4, 5 and 6. These give the primary the ameliorative effect, as regards vibrations, of in- crease in the number of cylinders is obvious. RANGE OF DISCUSSION TO BE UNDERTAKEN , 18. I shall proceed now to discuss the question of 7 B=180 Cy Cy Clare ere ——_. ——X 3 6—_o—_9-- —_——X > © C, C, 16) M, M. M, ©G=—63 Marine Engineering O M.= 2950 C, FIG, 5; VESUVIUS POLYGONS, and secondary force and moment polygons for the re- ciprocating weights of four United States naval ves- sels. The particulars needed in determining these polygons are given in Table IV., below. The Charles- ton referred to is the first steel cruiser of that name. Cr CG FIG. 6. which was wrecked a year or two since. The polygons of Figs. 3 to 6 are drawn on very different scales for the various vessels. If drawn on the same scale for all four, the differences in actual size would be startling. Aiter making due allowance for the fact that the en- gines develop different powers at different revolutions, Marine Engineering balancing ordinary vertical inverted engines of 1, 2, 3, 4and 5 cranks. As a rule, there is one cylinder to each crank, and this is assumed to be the case unless other- wise stated. Main weights only will be considered at first. CUSHING POLYGONS. ENGINES WITH ONE CRANK. 19. In Appendix A* the resultant forces due to the inertia of moving parts of a single-crank engine are fully determined. With one cylinder there are no un- balanced moments, and partial or complete balance *Omitted, 64 Marine Engineering. FEBRUARY, 1902. cannot be obtained by judicious arrangement of mov- ing parts of several cylinders. It is possible to bal- ance the primary reciprocating forces by introducing large revolving weights, but the strong objections to this course have already been pointed out. It is, how- ever, practicable to balance completely the revolving weights by weights on the shaft opposite the crank pin, and this should always be done. If it is then re- quired to balance the reciprocating weights, the most practicable method is to use lever driven balance weights, one arrangement being shown diagrammati- Marine Engineering FIG. 7, SINGLE CYLINDER BALANCE BY SINGLE RECIPROCATING WEIGHT. cally in Fig. 7. The introduction of such a weight evi- dently results in an unbalanced couple. If this must be avoided, two weights may be used, as indicated in Fig. 8. It is to be observed that, in the case of a sin- gle-cylinder engine with an air pump driven by a lever from the crosshead, the reciprocating air-pump weights partially balance those of the cylinder, and by making them of the proper weight complete balance ing other sides, i. e., with the two-cylinder engine as usually arranged bob weights must be used to improve the balance. But these must be driven by cranks or their equivalents—eccentrics—resulting in an engine with more than two cranks. It is probably the best practice, if two-crank engines must be balanced, to secure revolving balance by bal- ance weights opposite each crank, and then for re- ciprocating balance use lever balance weights for each cylinder, as in the case of a single-cylinder engine. There are special arrangements, however, for two-cyl- Marine Engineering FIG. 8, SINGLE CYLINDER BALANCE BY DOUBLE RECIPROCATING WEIGHT. inder engines, which secure perfect balance, though the usual arrangement of two cranks at 90 degrees must then be departed from. Fig. 9 shows a perfectly balanced two-cylinder ar- rangement. The cranks are 180 degrees apart, and the cylinders have their axes in line and on opposite sides : of the shaft. It is necessary in practice to use a double connecting rod and double crank for one cylin- FIG. Q, may be obtained. But then the air pump weights would be impossibly heavy. The small use now made of single-cylinder engines for marine purposes ren- ders the question of the balance of such engines one of little practical importance. ENGINES WITH TWO CRANKS. 20. Typical force and moment diagrams for the re- ciprocating weights of a two-crank engine are found in Fig. 3 for the United States Steamship Charleston. It is entirely impossible to close either force or mo- ment polygons of two crank engines without introduc- 7 — — —————— Marme Lnyineering DOUBLE CYLINDER ARRANGEMENT COMPLETELY BALANCED. der, these being in each case of the same total weight as the corresponding parts for the other cylinder. Of course, too, the reciprocating parts of each cylinder must be of the same weight. It is obvious on inspec- tion that this engine fulfils the four conditions for bal- ance as regards forces set forth above, since, as the shaft revolves, the center of gravity of the moving weights does not change. Also, since the two cylin- ders are in line, there are no moments developed. The arrangement of Fig. 9 is not applicable to marine en- gines. It is used for fan and automobile engines. To FEBRUARY, 1902. Marine Engineering. 65 ee ——————————————————————— save expense, steam supply complications, etc., the arrangement shown in Fig. Io is often adopted, even where that of Fig. 9 could be introduced, and it is used for small marine engines where Fig. 9 is not applica- ble. Fig. 10 is often considered equivalent to Fig. 9, but such is far from being the case. A couple is in- troduced, since the two cylinder axes are not in the same line, and the arrangement is the worst possible for secondary forces. Consider an engine where the connecting rod is four cranks long, for instances. The Marine Engineering DOUBLE CYLINDER ARRANGEMENT CRANKS AT 180 DEGREES. FIG, IO. primary reciprocating force is abolished if the moving parts are made of the same weight, but, as the second- ary forces are added to one another, we have an unbal- anced secondary force equal in amount to that due to half of one reciprocating weight. Marine | Engineering FIG. TI. MAC ALPINE’S BALANCE FOR TWO CYLINDERS. When we consider revolving forces, the arrange- ment of Fig. 10 is objectionable only in the introduction of an unbalanced. moment. The primary forces are neutralized as for the reciprocating weights, and there are no secondary forces from revolving weights. If the most complete revolving weight balance is wanted, however, the revolving weights for each crank must be separately counterbalanced. The arrangement of Fig. 10 is a decided improve- ment, as regards vibrations, over the customary ar- rangement where the cranks are at 90 degrees. But the latter is preferable from certain practical consid- crations; for instance, it has no dead center, and gives a much more uniform turning moment. MAC ALPINE’S TWO-CYLINDER BALANCE. 21. A two-cylinder arrangement has recently been brought forward by MacAlpine, which is superior to that of Fig. 10 in that it eliminates secondary forces. Tt is shown diagrammatically in Fig. 11. It gives per- fect balance as regards reciprocating weights, and its unbalanced couples are athwartships instead of fore and aft, and are not likely to cause objectionable vi- bration. This arrangement has the practical objec- tions mentioned above to that of Fig. 10, and a few others of its own, due to increase in number of work- ing parts, use of rocking levers, etc. It is, however, a simple and elegant solution of the problem of com- plete two-cylinder balance, and by doubling it, i. e., using two pairs of cylinders on one shaft, it can be ap— plied to triple and quadruple expansion engines. ENGINES WITH THREE CRANKS. 22. For three-crank engines the force polygons are three-sided figures and the moment polygons two- sided figures. (See Fig. 4, giving the polygons for the Yorktown three-crank engines.) We have now reached a sufficient number of cranks to allow reduction of unbalanced forces by properly choosing reciprocating weights and crank angles. Also, in these days of triple expansion, all marine en- gines of importance have at least three cylinders, so the three-crank case is the first one I have discussed of practical importance. The moment polygons—two-sided figures—obvi- ously cannot be closed by variation of weight and crank angles. The force polygons are, however, three- sided figures, and as long as any two of the reciprocat- ing weights are together greater than the third, the primary force polygon can be made a closed triangle by adopting proper crank angles. The condition that two weights must be greater than the third allows a wide choice of reciprocating weights and _ cranks. angles, and we should make a choice which will, if pos- sible :— 1. Secure balance of secondary as well as primary forces. | 2. Be desirable, or at least not objectionable, as re- gards the very many considerations other than vibra- tion affecting engine design. Now if all the reciprocating weights are made equal, and the three cranks set at 120 degrees, we find that— 1. The primary force polygon is a closed equilateral triangle. 2. The secondary force polygon is also a closed equilateral triangle. 3. The crank angles are those fixed upon by com- mon consent as the most desirable from the many considerations other than those of balancing. If it is desired to secure reciprocating weight bal- ance as regards moments for three-crank engines, the most feasible plan is to introduce reciprocating bal- ance weights at the ends of the engine driven by cranks or eccentrics. Such an arrangement, however, is in the four or five-crank class. Considering now revolving weights, it is obvious 66 Marine Engineering. that if the revolving weight on each crank is equal (cranks being at 120 degrees), forces are completely balanced, while there is left an unbalanced revolving moment, which is, from the nature of the case, smaller than the unbalanced reciprocating moment. For this “reason, it is not necessary as a rule to attempt further revolving balance in a three-crank engine with cranks at 120 degrees and equal revolving weights on the cranks, which is, by the way, the usual arrangement, all three cranks and connecting rods being made the same. If complete revolving balance is aimed at however, for moments as well as forces, the most feasible method is to counterbalance separately the re- volving weight on each crank. Or the methods of revolving balance described in discussing four-crank engines may be applied. ENGINES WITH FOUR CRANKS. 25. For a four-crank engine the force polygons are engines, is essentially inferior as regards uniformity of turning moment. If a four-crank engine has four simple, double-act- ing cylinders, the 90 degree spacing is equivalent, as regards turning moment, to two cranks at 90 degrees. For the turning moment on a crank at o degrees in such an engine is the same as that on its opposite crank at 180 degrees, and the two cranks at 90 de- grees and 270 degrees are equivalent to one crank with double moment at either 90 degrees or 270 de- grees. To secure the most uniform turning moment for double-acting engines, the crank should be at or opposite the angles obtained by dividing 180 degrees, not 360 degrees, by 4, the number of cranks. Thus, starting with the first crank at o degrees, the second should be at 45 degrees, or 225 degrees; the third at go degrees, or 270 degrees; and the fourth at 135 de- grees, or 315 degrees. This conclusion, obvious for / PATCH ON THE BOTTOM OF THE BATTLESHIP OREGON, four-sided figures and the moment polygons three- sided figures. Evidently, then, the “balancing possibilities,” so to speak, in the case of a four-crank engine, are decidedly superior to those of engines previously considered. The large and increasing use, of late years, of triple- expansion engines with two low pressure cylinders, and of quadruple expansion engines, has, through the use of four cranks, increased the opportunities for balancing and the development of balanced types of engines. Progress in marine engine balance during the last ten years has been made almost entirely with four- crank engines. It is necessary, then, to consider most thoroughly the balancing possibilities and limitations of such engines. SPACING OF FOUR CRANKS FOR BEST TURNING MOMENT. 26. Before beginning this task, I desire to call at- tention to the important fact that the usual spacing of cranks of 90 degrees, found in the case of four-crank four-crank simple engines, is readily shown to apply to quadruple engines, where about the same power is developed in each cylinder. We shall see. later that the crank angles for four-crank engines, which it is necessary to adopt for balancing, approximate fairly closely to those most favorable for uniform turning, so that a balanced four-crank engine is also one with a more uniform turning moment than if the go-degree crank spacing is adopted. (To be continued.) The Accident to the Oregon. The battleship Oregon is at present undergoing very extensive repairs in Puget Sound Navy Yard as a result of striking an uncharted reef on her way from Japan to Taku during the recent Chinese war. For six days she was fast on the rocks and during the rising and falling tides and the thrashing of the sea her bottom was broken into and injured in many places. After being successfully floated off, she was taken to Japan FEBRUARY, 1902... FEBRUARY, 1902. Marine Engineering. 67 and drydocked at Nagasaki, where temporary repairs were made which enabled her to remain in service for many months. The Calculation of Clearance Volumes. BY HORACE HOLDEN THAYER, JR. If the performance of an engine on trial under any The illustration above shows the patch put on by the _ given set of conditions is to be ascertained, the amount Japanese workmen over the principal injury where the _ of clearance, or volume in the cylinder between the pis- outside plating was forced up and through the inner ton at either end of its stroke and the steam admission bottom, a distance of about 4 feet. The injured hull valve should be known. It is sometimes possible to was covered with a large patch which covered the measure this volume by plugging up any openings center line of the vessel and extended over about 700 square feet. The patch was made up by planking the hull in the way of the injury with timbers 14 by 14 inches placed in a fore and aft direction, with a layer of planking 3 by 12 inches placed transversely across the timbers. The planking was caulked and made water-tight, all bolted through and through, and the edges beveled to reduce the friction. Outside of this was fitted a. patch of fifteen pound plates, riveted to—-—|* the hull and caulked, making an independent water- tight patch over the wooden work. On the inside of the ship, in the way of this injury, the double bottom was filled in with brick and ce- ment work, which was as solid as a rock. This work of docking and repairing the Oregon at Puget Sound is being done under the direct supervision of naval constructor Frank W. Hibbs, U. S. N. The ship was floated into. drydock on October 25, 1901. The work of docking her and shoring up the heavy weights of armor and guns, so that the injured por- tions of the keel and plating might be removed, was one requiring exceptional care. None of the heavy guns or armor was taken off, but the ship was stiffened as much as possible in order that the blocks supporting the keel might be taken out to allow replacing the twisted and torn steel keel and shell plates. The stiffening was placed in the interior of the ves- sel in the shape of trusses and shores formed of Ore- gon pine timbers, 14 by 14 inches, and fitted between the decks and bulkheads in such a manner as to carry the weight outboard as far as possible and thence down to the bottom of the dock by means of cribs and heavy shores, 14 by 14 inches, placed 24 inches apart, and capped by two timbers of the same dimen- sions running lengthwise around the fore body of the vessel. These timbers were secured to the ship’s sides by means of through bolts running through the frames of the vessel, and the top sides of the timber rested on the flange of a 5 by 5 inches angle, also riveted to the hull, below the line of the armor belt. A system of ‘truss work on the inside was fitted on every third frame and with the outside shores formed practically a wall of timber. In this manner the ship was sup- ported while the keel blocks were removed, and, al- though observations were made daily, no visible sign of sagging of the vessel was noticeable. The cut is reproduced by permission from Leslie’s Weekly. Annual Convention of the M. E£. B. A. convention of the Marine Engineers Beneficial As- ] | | | EXHAUST 7 eee Marine Engineering ILLUSTRATING METHOD OF CALCULATING CLEARANCE ‘ VOLUMES, which may be in the cylinder and valve chest and filling the cylinder with water or oil. If done in the machine shop the valve openings in particular have to be The annua plugged, and on subtracting from the volume measured the piston displacement and the volume of the piston sociation opened in Washington on Monday, January and piston rod, or volume of the piston, piston rod 20. and lasted nearly through the week. All of the old and tail rod, when-the latter is used, we have a officers were re-elected for the ensuing year.. Many measure of the clearance of both ends. If done when important questions were discussed and the associa- tion was reported to be in a more prosperous and the engine is in place on the boat, these deductions do not have to be made, and the clearance at either satisfactory condition than ever before. end may be found independently. In the latter case 68 Marine Engineering. FEBRUARY, 1902. the question of leaky valves has to be met, and in either case it is often difficult to enter the clearance space at a level high enough to allow of completely filling it. The only resort from these difficulties is to make a de- tailed calculation from drawings. This may seem to be a tedious and only roughly approximate method, but it can be used to obtain quickly accurate results. Suppose a modern high speed triple expansion engine with piston calves has to be dealt with. The figure shows an outline of part of a cylinder and valve chest of such an engine, with the clearance volumes heavily outlined. In this case it is besi to divide the volume to be ascer- tained into four parts, as shown,—(1) the chamber around the valve, (2) the lead to the head of the cylin- der, (3) the opening in the cylinder wall, and (4) the space between the cylinder head and the piston when the latter is at the end of the stroke. With a planimeter the area of (1), shown in the sec- tional plan, is measured, and the volume thus readily ascertained. Allowances can be made, if desired, tor openings in the valve ring, also deductions for any webs, staybolts, etc., which may be in the chamber. Volume (2) is obtained in like manner. To obtain volume (3) the center of gravity of tie seciion shown in the elevation has to be determined. This is best done by outlining it in some way upon stiff cardboard. The plan shows the circumferential length of cylinder wall cut away, and assuming that the section taken travels from one end of the opening to the other, we can measure the length of the arc traveled by its center of gravity. Then the volume is found by use of the theorem of mechanics that the volume of a solid of revolution generated by a plane figure, lying on one side of the axis, is equal to the area of the figure multiplied by the length of the path of its center of gravity. : The same method can be used for volume (4). The inside half-outline of the cylinder is traced and then at a distance from it equal to the linear clearance of the piston, its corresponding half-outline. The area and center of gravity of the space thus outlined are ascertained, and then the volume, the path of the center of gravity being a complete circle. There may be small additions for drain cocks, etc., but these in general will be insignificant, and in any case can be readily computed. This method of calculating the clearance volume allows of independent calculations for the two ends of the cylinder, may be carried to as high a degree of accuracy as is desired, and with slight change is _ readily applicable to any desired case. Bulkhead Doors.— In the express steamer, Kronpring Wilhelm, of the North German Lloyd Steamship Com- pany, the lower parts of the bulkheads are equipped throughout with a system of water tight doors which may be controlled either from the bridge of the ship or from the bulkhead itself. The system was invented by Prof. Dorr, and. the company states that it will equip all of its steamships with this system. A dem- onstration was recently given on board the Kronpring Wilhelm, when all of the twenty doors below the water line were closed from the bridge. ‘Armored Cruiser King Alfred The armored cruiser, King Alfred, one of four ves- sels building for His Majesty’s navy, was launched from the Naval Construction Works of Messrs. Vickers Sons and Maxim, Limited, on October 28, and the accompanying illustrations show the ship on the ways as she was water-borne after the launching. At the time of the launching, the King Alfred had in place all of her side armor, the 2-inch nickel steel, the after bar- bette and the main deck casemates. Her launching weight was about 8,070 tons, but as the ways were of the unusual width of 6 feet 6 inches the pressure per square foot was reduced to 1,723 tons. The time taken by the ship from the first movement until she was floated was 59 seconds, and by means of the chain drags, which are shown in the illustration, and which weigh 400 tons, the hull was brought to rest 70 feet from the end of the ways. These new ships resemble in many respects the Powerful and Terrible, but are great improvements over those cruisers. The general dimensions of the King Alfred are: Length, 500 feet; beam, 71 feet; load dis- placement, 14,100 tons; corresponding draft, 26 feet. The vessel carries 2,500 tons of coal, which will give her a steaming radius of 12,500 miles at 14 knots. A water line belt of armor with maximum thickness of 6 inches amidship and 4 inches at ends, and 11 feet 6 inches deep, extends along the sides of the ship and beside the machinery, boilers and magazines. At the after end of this belt a 5-inch armored bulkhead is fitted and 2-inch nickel steel protected plating is worked in on the bows, and aft of the screen bulkhead is a protective deck 2 1-2 inches thick, giving protec- tion to the steering gear and after capstan. Within the citadel two protective decks are worked, the upper being 2 1-2 inches and the lower one I 1-2 inches thick. The 9.2-inch gtins are protected by two 6-inch bar- bettes, one forward and one aft, in addition to the gun shields, and the 6-inch guns have separate 5-inch armored casemates The conning tower is of 12-inch armor. The main battery consists of two 9.2-inch Vicker’s guns, giving a rate of firing of four aimed rounds per minute with a 380 pound shot, developing a muzzle energy of 17,830 foot-tons. There are also twelve 6- inch guns mounted in a series of two-storied case- mates, four on either broadside, and so arranged that four can be fired directly ahead and four directly astern. There are also a large number of 12-pounder and machine guns. The total number of projectiles of the main and secondary batteries that can be fired ahead or astern is 116 per minute, with an aggregate weight of 5,720 pounds, while the broadside fire totals II.1I90 pounds. There are two sets of four cylinder triple expansion engines, each set developing 15,000 horse power. The diameter of the high pressure cylinder is 43 1-2 inches, that of the intermediate 71 inches, and that of the low pressure cylinders is 81 1-2 inches, all having a com- mon stroke of 48 inches. There is one piston valve on the high pressure cylinder, two on each inter- mediate pressure cylinder, and double ported slide valves on the low pressure cylinders. All cylinders are steam jacketed. There are two gun metal con- FEBRUARY, 1902. Marine Engineering. 69 densers bolted to the back columns of each engine, and the collective cooling surface of the four is 32,000 square feet. The air pumps are direct connected by levers to the Steam is supplied at a working pressure main engines. STERN OF THE ARMORED CRUISER KING of 300 pounds by 43 water tube boilers of the Belle- ville economizer type, placed in four separate com- partments. This enormous power is expected to drive the ship at a speed of 23 knots. For the above facts and photographs we are in- debted to Engineering. Wireless Telegraphy.— Sig. Marconi has demon- strated the possibilities of wireless telegraphy by trans- mitting from Cornwall, England and receiving at St. Johns, Newfoundland, a distance of over 2,000 miles, repeated signals of the letter S. This work has been ALFRED SHOWING LAUNCHING CRADLE, simply in the nature of an experiment, and upon the perfecting of the apparatus Marconi expects to trans- mit and repeat messages. The fact that wireless teleg- raphy can be operated from such great distances in- dicates either that the sea forms no barrier to the in- duction waves, or that they travel along the surface. 70 TOW BARGES AS GENERAL FREIGHT CAR= RIERS. EDWIN B. SADTLER, The history of barges such as are towed is very similar to that of canals, which are well known to have existed in the time of the early Egyptians and Chinese, for hundreds, if not thousands of years before the Christian era. Notwithstanding the great number oi years that barges have been used, their greatest use- fulness has only been developed in very recent years; in fact their era of expansion and development has just fairly begun. While some very large barges have been used in European countries (the writer has seen barges over two hundred feet long and forty feet wide, in use on Russian canals) their use has not been as common as in the United States, where they have been used on rivers, canals and lakes as well as for sea towing. The sea towing is what we now propose to consider. While this custom has been practised for some years, it was made possible and safe to carry it out on a large scale by the invention of the towing machine by Mr. T. Jackson Shaw, in 1888. This machine was patented by Mr. Shaw and Mr. John Spiegle, then superintendent of the Boston and Philadelphia Steam- ship Company, and first applied to the Boston Tow Boat Company’s collier Orion, which, strangely enough, has been chosen to perform one of the most difficult feats of towing—that of taking the mammoth new floating dock for the United States Government from , Sparrows Point, Md., to Algiers, La. This trip was successfully made in eighteen days, ending November 3, 1901, this enormous box-like craft having been towed nearly two thousand miles. One of the best examples of sea-towing is the Reading Railroad Company’s large fleet, trading between Philadelphia and eastern ports. Inj this service a tug boat, or rather towing steamer of one hundred and seventy feet in length, with engines of about one thousand horse power, tows three, and at times four barges, of sixteen hundred tons capa- city each, a distance of five hundred miles, and re- turns with empty barges in six and one-half days, maintaining a schedule that can be relied on except in extremely severe weather. The same company is now building barges of three thousand tons capacity and expect to tow two of these with one tug of the above size. Barges of like capacity are now in use between Cuba and Philadelphia or Norfolk, and two additional barges of four thousand tons capacity each have just been ordered for this service. On the Great Lakes barges are now in use of from five to six thousand tons capa- city each. In these days of low freights, some improved meth- ods must be used to make the transportation of coarse and non-perishable freights pay, and it is the belief of the writer that if long distance towing were properly developed it would result in large profits to those in- vesting in this type of transportation. The economy of the system arises largely from the fact that the power being applied from a comparatively small ves- sel, a small crew is required, being seventeen men on the tugs referred to above. The barges having no ma- Marine Engineering. FEBRUARY, 1902. chinery except pumps and small auxiliaries, require an extremely small crew, being usually five men to each barge. The greatest economy comes from keeping the tugs constantly employed, by having a sufficient number of tugs and barges, so that every time a tug comes to the end of the voyage she leaves her barges to be unloaded, and takes up a fresh tow already loaded and waiting for transportation. The special types of both tugs and barges would, to a certain extent, have to be designed to meet the re- quirements of the particular service for which they were intended. Being a firm believer in the possibilities of long dis- tance towing I have prepared a sketch of a barge suit- able for handling freight of a miscellaneous character, such as is handled by the Atlantic liners and coastwise trade. The principal characteristics of this vessel are as follows: The barge to be 300 feet long on the water line, 46-feet beam and 26-feet molded depth, having a trunk extending from forecastle to poop deck, forming the hatches, and between the hatches a cover © for the hoisting engines. This trunk would be raised as shown between the third and fourth hatches, forming a house which would contain the crew’s quarters and donkey boiler, pumps and steering engine. There would be a pilot house directly over this house. The three masts form derricks for the six hatches, the main mast also forming a stack for the donkey boiler. Sim- plicity of construction and few obstructions for the sea to strike would be the main features of this barge. As the crew would live amidships the space under the forecastle could be used for windlass engine, paint lock- ers, etc. The poop could be used for stores or freight, as desired. As barges are frequently difficult to steer the stern has been cut away and a balanced rudder of — large size fitted. Both peaks would form ballast or — trimming tanks. 1 In order to assist in keeping these barges on their course they are designed to be towed from a towing machine on the tug or barge ahead, the end of the haw- ser being shackled to a bridle attached to the sides of the vessel about forty feet from the stem, as shown on the sketch. This would have a tendency at all times to keep the barge straight in the wake of the tug. When two barges are in tow the hawser to the second would lead through a swivel chock on the stern of the first barge, which makes the hawser lead properly with- out serious side chafing when changing the course of the tow. These barges would each have a deadweight capacity of five thousand tons on twenty feet draft of water. — A tug or steamer 200 feet by 36 feet by 20 feet, closed in forward to the upper deck and having engines of about 1,700 horse power would tow two of these barges 3,200 miles in twenty and one-half days. Taking into consideration interest on first cost of vessel, insurance, maintenance cost of crew, coal con- sumed, and in fact, all expenses entering into the use of vessels, it is found that the expense of the tug men- | tioned above would be about one hundred and fifty dollars per day, and the barges each about fifty dollars per day. This outfit, to work at its most economical point, would, by allowing the tug to start on the return trip — 71 g. ineerin Marine Eng FEBRUARY. 1902. ‘ya SIy} Suiyetodo Aueduroo 943 Aq syjuow Aueut Jo} uO paliivo useq eaey Wo}shs STU} YM soouotiodxy ‘suoneeysur AyderSojoq ssoy “o1/M Y}IM poddimboa oq [IM s}eoq [lew uRIs[og Jo Joy [SUULY) OY} 3eY} pojzejs st J[—*Aydeshajay ssajosA “QUIYOEU SUIMOY & YIM poddinbo J9SSoA @ pUlyYeq SUIMO} UsYM jsO] Useq JOAD ALY QTAIIS SIY} IO} pousisap Ajjeioods sosieq ‘Aue ji ‘moj JeY} V[GejJOU OS|e SI JY ‘s9dULISUINDIIO 9[GeIOAL] Jopun jdooxa vas 0} O8 0} 14 JOU ‘syJNY JNo-UIOM ‘pfo aie woy} Jo Ajsofeur vy} ‘1eah YOR soy soBieq Jo Jequinu Bursoourbug avy ISBIL] YI JO 7eY} Ose pue ‘setoqjeTT se soovjd yons ysed sasieq Soy} MO} 0} a[qissod st jf Jey} UMOYS sey aduU0 -lJodxo sev ‘OUll} UL 9UIODIOAO 9q [JIM pue pynoys sy yp ‘SYSII 94} oye} 0} SotuvdUIOD doULINSUT JO s0URZONIOI dy} Useq Sey BUIMO} aS1eq 0} UOTIIEf[qGo 4so}e013 OT ‘uol}ey10dsuei] Jo sasuod -X9 9oNnpot JoyWIN} [Hs pjnom yorymM ‘om} Jo pvoajsut pesn oq pjnoo os8ieq s[suIs e ‘s}I1UN Josie] jo rutisd 04 SB YONS Iq JIAIOS 9Y} P[NOYS ‘eq pjnom ssoursnq siyy a[qeiyoid AlaA MOY Uses aq A[Ipeat Ud Ht ‘9dUeISIP SITY} IO} U0} Jod siejjop OM} MOjeq uns WoOpyes ‘s1oded Ajrep oY} UL pozIodes sioj1eyo sdiys Aq uMOYsS se YysIo1y jo “AOIANAS LHOIAYA NVAOO UOA AOUNVA MOL SSe[o ysodeayd oY} JO Soossed [[N} JO} sootid oy} SW U0} Jad sju9d gz JO 4sO9 ® je ‘Sayiur ooze jo a0uR\sIp @ wWnuUue Jed suo} 000'006 Bulj10d -sued} Jo Ayloedeo & OAeY P[NOM YoOIYM ‘sasieq us} pue s3n} 9914} o1mMboe1 pjnom jt YySus] sty} jo dis} e& Io} yey} PUNO} st Ht AjO30[duI0D v[nNpayos sry} NO SuryIOM ‘UO OS pUe Sn} }XOU 9} Aq Udye} 9q OF SasIeq Joy dAvI] P[nOM Sn} yoryM ‘oury 3ey} ye onp ‘sn puodes e Aq MO} UI Udyxe} oq pjnom Ady} UdYM ‘SuIpeoOjes pue Sulpeojun JO} j40d ul skep oulu poMmol[e aq p[noM sosieq sy] ‘sAvp OM}4-A}I0} ul dij punos & oyeu ‘posed -oid Apeore Moy e dn Supe} 410d ur Aep jjey-suo s93je J | | | it I I | | HL | . enemy ey T sonthes ae | i | FESE | [ 1 43u331S M3u0S — | YBLSIOH 1 1 yaylog Astwe| I ssan _~ Es j 354 : XN FO sawn | ANG Ts 1 x <7 1 t 1 UBLSIOH 72 Marine Engineering. FEBRUARY, 1902. Floating Dock for Khartoum. A floating dock has been designed for the Egyptian War Office for service in Khartoum, and from a com- plete description, with illustrations, which appeared in the London Engineer, we quote as follows: Electricity is to be adopted for operating the pump- ing plant, and it was considered desirable that the boilers and generating plant should be on,shore. The designs were required complete in every detail, so that with material supplied from England the dock could .be constructed and erected by native labor at the site on the Nile. Referring to the illustrations it will be seen that the lower portion of the dock consists of a pontoon 150 feet long by 54 feet wide, the depth varying from 3 feet 7 I-2 inches to 2 feet 10 I-2 inches. The two pontoons, forming the sides of the dock, are 150 feet long by 9 feet deep by 4 feet 6 inches wide. The dock bottom is divided into halves by a transverse sump 4 feet 6 inches wide. Each half is subdivided into four water tight compartments by longitudinal divisions. Each compartment discharges into, and is filled from the sump by means of a flap valve operated through a shaft and levers by the man in charge of the dock. ae = = Dock 150'0" long = - = c| NG N N N IN B B. al N di N Ni ING N Cc! “K 1 Jef, 1 i 7 ] ] T AS ‘ co CULINGIVACVESISHO, Marine Engineering The sump is flooded by a to-inch diameter sluice valve, and pumped dry by two 6-inch electrically ‘driven centrifugal pumps arranged in duplicate, one on each side of the dock. Each of the pontoons forming the sides of the dock is divided into twelve water tight compartments by vertical diaphragms, and there is sufficient buoyancy in the sides to support the! dock, should the whole of the bottom compartment be completely filled. The weights are as follows: Steamer, 200 tons; dock, 295 tons; machinery, 10 tons; timber packings, 37 tons; total, 542 tons. The draft of the dock is: (1) Un- loaded, 1 foot 9 1-4 inches; (2) loaded, 2 feet 8 1-2 inches; (3) when passing under a steamer of 3 feet 6 inches draft, allowing 6 I-2 inches clearance, 9 feet 10 inches. Now, when passing under a steamer with a draft of 9 feet 10 inches, the weight of water dis- placed by the dock is 976 tons. The weight of the dock and machinery and the effective weight of the timber packings is 328 tons; hence the weight of the con- tained water is 976 — 328 = 648 tons. The quantity of water to be pumped is thus 648 tons. The holding capacity of the lower portion of the dock is 699 tons. The sides of the dock are relied on to give longi- tudinal stiffness, and to them the weight of the ship, not directly water borne, is transferred by ten plate cross girders, two sump plate and ‘two end girders. These cross girders are continuous, and the angles of the water tight partitions and other longitudinal gir- ders are stopped off where they intersect. The cross girders are not water tight partitions, draining open- ings being provided. In each half of the bottom of the dock the water tight partitions form three longi- tudinal girders, and there are four other plate longi- tudinal girders not water tight partitions, but pro- vided with drainage openings. To support the ship a teak bearer I0 inches wide and from 4 inches to 7 inches thick to allow for the camber of the deck is secured to the top of each longitudinal girder. On these, packing blocks, 10 inch by 10 inch by 2 feet long, are laid at intervals of about 6 feet to support 8 inch by 8 inch transverse bearers. The trans- verse bearers carry the 9 inch by 4 inch planks laid continuously, which support the flat bottom of the vessel. To ealculate the sectional areas of the dock sides, the vessel load of 200 tons was assumed to be evenly dis- tributed over the middle hundred feet. This gives a bending moment of 625 foot tons, and a shear of 12 1-2 tons per side. If, however, the pontoons at one end of the dock are supposed flooded, others remaining empty, a maximum bending moment would occur about 16 feet to the right of the center line, and equal to 1,000 foot tons per side. The maximum shear would be 30.5 tons per side. When designing the cross girders, the loading with the vessel was assumed as above, and the load on a cross girder was taken as uniformly distributed over the middle 27 feet. Greater bending moment arises, how- ever, if the dock is supposed unloaded, and the out- side pontoons completely flooded, the central pon- toons being empty. This gives a maximum bending moment at the center of the cross girder of 124 foot tons. Taking the maximum draught of the dock at 10 feet, this head of water gives a pressure of 4.45 pounds per square inch on the under side of the dock. The stiffeners are 2 feet 1-4 inch pitch, and formed of 4 inch by 3 inch by 5-16 inch Z irons, as shown. Each stiffener serves an area of approximately 5 feet 10 inches by 2 feet 1-4 inch hence the total load ‘it supports is: 70 X 244% X 4.45 ue = Sooy7/ WOME, The maximum bending moment is 237 A = 29.50 inch-tons Assuming that a strip of the bottom plate ro inches wide acts as a flange to the Z iron, it will be found that the moment of inertia of the small compound girder is 14.37 inch-units, and the maximum stress on the Z bar equals 6.4 tons per square inch. To stiffen the sides of the dock against buckling, due to the shearing force, and against the water pressure when submerged, three horizontal braced stiffening girders are arranged. The side plating is thus divided into four bays. When the dock is passing under a vessel, the head of water above the center of the low- est bay is 5 feet 6 inches, giving a pressure of 2.4 pounds per square inch on the plating. 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FEBRUARY, 1902. 6 feet and 3-4 inch. Taking a span as a beam fixed at the ends, it is found that the water pressure sup- ported by it is 1.59 ton, producing a bending moment of 9.6 inch tons. Assuming that a strip of the plat- ing 9 inches wide acts as a flange to the angle iron, the maximum stress works out to 6.1 tons per square inch. ; The deck plating is generally 4 feet 3 1-2 inches wide by 5-16 inch thick, and in lengths of from 15 feet to 19 feet. In each of the dock sides, near the center, a water tight chamber is formed to contain the motor and pump. The sump is closed at each end by a water tight diaphragm. The diaphragm at one end has a hole ro inches diameter for water inlet, connection to \ well above the highest water level. They communi- cate with the top of the pontoons, which may thus be completely filled. A house is provided on the top of one side of the dock, to contain the valve operating levers, hand wheels for sluice valves, switchboard, etc. Eight cast iron bollards are fixed to the top of the dock sides in convenient positions. A foot bridge is provided at one end of the dock. When not in use each half of the bridge is folded against and secured to the side of the dock. The deck is covered with teak decking 2 inches thick, laid transversely, and secured in position by 2-inch square retaining strips spiked to the floor- ing, and to the longitudinal teak bearers previously mentioned. SHEATHING AND COPPERING A WHALESHIP AT NEW BEDFORD, the side of the dock being made by the 10-inch pipe, sluice valve and strainer. Each compartment is filled or emptied from the sump by a flap valve of 30 square inches area. A deadweight on the lever holds the valve shut, a pin being provided to hold it wide open. The cross girders in each compartment have suit- able apertures and manholes, and the stiffeners on the dock bottom are stopped off so that the water may drain away freely. The suction pipe to each pump is 6 inches diameter throughout, and a water tight joint is made where it passes the sump diaphragm and the plating of the motor chamber. The delivery pipe is also 6 inches diameter, and also passes the motor chamber plating by a water tight joint. A 6-inch sluice valve is provided to shut off the discharge when the pump is not in use. A 2-inch air pipe with stop valve is provided, to allow the air to escape from the sump when it is being flooded from outside. The water tight compartments have each a 3-inch air pipe arranged at the ends of the dock and carried How Whaleships Were Sheathed and Coppered. The great increase in recent years in the size of ves- sels has naturally called for a corresponding increase in the sizes and capacities of marine railways and of dry docks, both graving and floating. In this con- nection it is very interesting to recall the manner in which vessels were frequently repaired. Among the most staunch vessels that have ever been built for the American merchant marine were the whale ships which sailed from New Bedford and other New England ports. These ships were usiially built of live oak, and very staunch, so that they could with- stand the punching and the squeezing of ice floes in the Arctic ocean. Before a vessel sailed it was the custom to put her in as thorough condition as possible for a voyage of from three to five years, and, instead of hauling her out on a marine railway, the vessel was usually sheathed and coppered as shown in the ac- companying illustration. A tackle was hooked on to the mainmast and the FEBRUARY, 1902. Marine Engineering. 75 vessel was hove down as depicted. Even if more or less water were to get into the cabins and between decks it was easily pumped out. It was not difficult at all to copper the keel on one side, the men working from floats, and the whole side of the ship would be sheathed and coppered while the ship was hove down in the manner shown. She would then be hauled out into the stream, turned round, and the other side sheathed and coppered in the same way. The great strength of these old ships is well demonstrated by the ease with which they withstood the strain of this opera- tion. The accompanying illustration shows a whale ship being repaired alongside the wharf in New Bed- ford some fifteen years ago. PROPELLER SHAFTS AND NEW FORM OF STERN TUBE. At a recent meeting of the Institute of Marine En- gineers Mr. John Corry delivered his presidential ad- dress in which he discussed very completely the subject of tail shafts and stern tube bearings. After describ- ing the plans which he had adopted for overcoming certain troubles experienced with the usual flat bottom condensers, Mr. Corry dealt at some length with the subjects of boilers, liquid fuel and turbine propulsion. We make the following extract from his address:— 'I have left one of the most important details to the last. It is one that has been very much discussed of late and on which a great deal can be said. I mean COPPERING THE BARK SUNBEAM. Only recently the bark Sunbeam was coppered in this same manner. The accompanying picture taken of this bark shows that the hull is first thoroughly caulked and is painted before being coppered. This picture shows the use of floats from which the car- penters and other workmen carry on operations. It also gives an idea of the peculiar shape of the hull of these old whale ships, which are very round and large at the bilge, and which have square sterns, often- times with elaborate stern pieces, as this one has. The bark Sunbeam is now on a whaling voyage, and was recently reported with a very large catch of sperm oil. Advertising Classification.— In order that our ad- vertising pages may be more convenient for reference we shall hereafter classify the advertisements more thoroughly. At the top of each advertising page will be found a classification heading indicating the kind of advertisements on that page. the construction and fitting of the tail-end shaft. As a rule the tail-end shaft is fitted into a long cast-iron stern tube. The end next the propeller is fitted with a brass or gun-metal sleeve to work in the lignum vitae bearing, and a shorter sleeve at a distance of several feet is shrunk on, which works in the inner stuffing box. This leaves several feet of bare shaft between the,sleeves running in salt water, and exposed to corrosion and galvanic action from the ends of the liners. This I do not consider is a very satisfactory arrangement. But as the bulk of existing steamers are fitted in this manner it may be worth while con- sidering what is the simplest and best method of adding to the life of the shaft without altering the whole con- struction. The grooving and nicking that goes on at the end of the liners is the principal cause of the shafts breaking and being condemned. The grooving is a combination of three causes—corrosion, galvanic action and the bending of the shaft. There has been a con- siderable amount of discussion as to the proportion 76 Marine Engineering. FEBRUARY, 1902. in which these causes acted, but that they all do act is, I think, undoubted. The bending is, of course, caused by the shaft getting out of line, and working eccentric by the wearing down of the lignum vitae bearing. This would be bad enough in a shaft running on shore, but it is ten times worse in a ship plunging about in a sea-way. Why the shaft bends at the ends of the liners, and not as a whole, is caused by the local weakness at these parts, the sleeves acting as stiffeners, and as the sleeves have seldom been tapered sufficiently off at the ends, the action is strongly localized. The obvious remedy is to cover the whole of the shaft with a long sleeve .of gun metal, so as to protect the whole of the surface and to maintain its strength unbroken. This sounds fairly simple, but to carry it out practically is very difficult, especially on the smaller shafts. I believe, however, that there would be no real difficulty if the operation was carried out in a dry well or pit. The shaft should be slightly stepped, and, of course, the liner, so that that lowest section would slip over the shaft. The heating and all the operations should be carried out vertically; the heating by jets of gas, and the cooling by jets of water. If any large shaft maker would fit up such an apparatus and supply shafts properly covered he would find that it would pay, al- though I suppose that the present system of broken shafts pays their makers best. However, to cover the shaft as a whole is an operation very few of our en- gineers care to tackle, preferring to cover it in two, or even three, lengths and burning the joints together. This also is an operation requiring a great deal of care, and may not be quite a success, although it may appear so at the time. The burned ends may, by-and- by, show a very fine shrinkage line, which is quite sufficient to admit the salt water, and when tested by cutting into shows the shaft with a very fine nick carried well down into it. I had a shaft about two years ago which required to be renewed, and as the stern tube was of the ordinary construction if I wished to protect the whole of the shaft I had either to cover it in three pieces and burn the joints together or to cover it with three distinct liners. I preferred the latter, and tapered the ends off with a long taper, and grooved the tapers with a series of rather deep grooves. I then lapped the tapered ends very carefully with thin rubber tape and solution and a series of whip- cord roundings. Although the exposed parts of the shaft did not exceed 1-4 inch when we opened out a few weeks ago we found it in perfect condition, and though the bearing was not down more than 1-8 inch I had it relined with lignum vitae. I think if Lloyd’s would make a rule that at every two years, when the shaft is withdrawn for examination, the lining should also be renewed, they would be conferring a real benefit on the shipowners. As an alternative, when the whole of the shaft was efficiently protected from corrosive action to the satisfaction of the surveyor, a triennial inspection by drawing in the shaft might be deemed sufficient, if the bearing was at the same time renewed. I believe such a rule would meet the approval of the Committee of Lloyd’s Register. The shaft should in the first place be of ample size for its work. I consider that Lloyd’s old rules, though much heavier than the Board of Trade rules, erred on the side of allowing smaller shafts to be fitted than is now felt to be pru- dent, considering the wear and tear and rough handling which steamers in ballast are exposed to. But all this has been very carefully gone into, and the present amended rules now require much heavier shafting. Ii shafts are built to the present Lloyd’s requirements, of good material, and fairly used, we will not have so many mishaps to shafts as has been the case of late. The shaft of the Star of Australia, although built be- fore the present rules were in force, is fully up to pre- sent requirements as to size. Next to size, and even more important, is material. The material we adopted is nickel steel, which is supposed, and I think with justice, to be both stronger. and tougher than either wrought iron or ordinary steel. It is at any rate much dearer. I think, however, if a heavy shaft is made of bar iron, scrapped, of a good fibrous and.tough quality, soundly put together, it should make a reliable shaft. What is called scrap iron may be, and generally is, a mixture of scrap iron and scrap steel, and for a tail shaft I think this is not good enough. In the last two steamers we built we introduced a novel arrangement of stern tube and stern shaft. The stern tube of the Star of Australia is comparatively short, being about nine feet over all, and is made of gun metal throughout. It is in two separate halves closely bolted together, on a plan first proposed by Mr. Hector M‘Coll, but the details of construction and fitting are my own. The advantage of the stern tube being in two longitudinal halves is that by taking off the nut at stern post the tube can be drawn into the bulkhead and opened out without withdrawing the shaft, merely keeping it carefully suspended in the center of the opening. The two halves are exact counterparts, and there is 8 feet of bored out lignum vitae bearing, in two 4 feet lengths. There is also about one foot of packing, and, about 18 inches from the packing, there is a heavy capped white metal bear- ing on a strong pedestal about two feet long. With the comparatively short stern tube there is no difficulty in fitting the liner in one piece, and therefore there is no risk or trouble from corrosion. The length of bearing is in all about double what could in the ordin- ary way be fitted, and even if the bearing wears down a little (and you can readily understand that this is a very slow process) by slacking the nut on boss of stern frame the tube can be turned half round, thus renewing half of the bearing. If you could make sure of excluding sand and dirt from the stern tube the wear would be scarcely appreciable; but to make it complete according to my ideas, an arrangement should be fitted to exclude all sand or dirt so that the bearing could be run altogether in oil. I designed a special gland or packing ring, and an oil pump or feeder, to keep the tube full of oil, not trusting to oil being dropped through a pipe from the deck but forcing it up through the stern bearing and up through a pipe above the water line, and allowing it to flow back into a small tank so that it could be used over again after passing through a strainer. I have, however, not yet been able to carry out the whole of my idea, although I had it all drawn out and the pump ready for fitting, as Mr. Macdonald, the chief engineer of the Star of Australia. and one in whose judgment I place a great deal of t~ el imeerim Marine Eng FEBRUARY, 1902. ‘weeis UMO Joy Jopun yNoSG pssdo1d 0} s[qe seM oYs Jd}e] Shep Mo} B Jey} Os ‘poyotdwiod y1OM Arourol [je pue ooejd ur SIo[Ioq pue SoulsUd YJIM PoyouNe] sem ogiyg oT ‘Yysiy soyour 7 oor S pur ‘peoiq jooy S “Suoy Jooj Z JopIog oqn} Jojem I Aq poryd -dns SI WivajG ‘a401}s YOUL 6 Aq JoJOWILIP UT SoydUT QI pue ‘cI ‘g stopuljAd YM ouIsus ue Aq sjouy CI ynoqe JO poods UMUUIXeU 94} Je UDATIP oq [JIM JOSsoA oy, ‘Opel Ussq sey preoq UO SULYOOD IO} UOIsIAOId OU dI1OJaIIZY} “‘SUOISINDxo Aep IO} JeO JY} 9SN O} IOUMO JY} JO UOTIUS}UT OY} ST 1] ‘ueysded [[eUsS pue ALP IOYOUL UL SI PIVPMIOY “UIqed 24} Ul UO 94} 0} poyJOUUOD JoOoyYM Pury eB Aq Pdsdo}$S oq ose AvW JOSsOA OY} pue “Yop aspliq ke si uIqeo PIVMIOJ OY} VAOGY ‘YIsus] 941Ud 9Y} payors oq JIM sSuruMe ue pue 4je UIqed SI} WO, Iva]d st yop oy} skem uoluedurod pue soyoyey MO] 9y} Jo uorldao -XO 04} YUM ‘“[OOM Sultoojs & SI S14} JO pus PIeMIO}j dy} ye pur ‘poysiuiny A[qvj10JWIOD pseMIOJ pozeIO] SI urged sie] Aljensnun Uy ‘9014} IO} SUOT}epotUOD -98 YJIM UIGed SoIpPe] 9Y} SI WIOOI aUISUD 9Y} Jo WV ‘UdUL INO] IO} SY}IOG YIM “MIO OY} JO} UIqed dSIe] & SI premio dit} Suoy & JO] [ROD YSsnoud 9104s [[IM Jeoq III] SITY} IO} ozIs oS1ey ATPeuodooxo Jo s1oyting [vod “100 WOOL IapIoq oy} JopuNn pod} useq svy YUL} o81v] B ‘Q1OJaIoYy ‘SIo]IOq IO} pasn oq Jou. jt yey} Yons SI SIOAII UJOYINOS oy} JO JoyVM OY} JO JoJOvVIvYD oY], ‘sqoodsa1 ALU UT JeNsnun si yYyoORA sy} JO UsIsop oY, ‘spunod ¢Z°$ Aq soyout VI SI JoBurjs yOop eyy, “spunod €£S Aq soyour ZI aie SIOOH Oy, “oleayMasya soyoul y-I I Aq F-1 I pur ‘SUIOOI JOTIOG pu dUIBSUD UT SoyoU! 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FEBRUARY, I902. Marine Engineering Published Monthly by MARINE ENGINEERING, INCORPORATED 309 Broadway - - - H. L. ALDRICH, President and Treasurer. New York. PROF. W. F. DURAND, Advisory Editor. F. D. HERBERT, Associate Editor. G. SLATE, Advertising Representative. Branch Offices. Philadelphia, Pa., Mach’y Dept., The Bourse, S. W. ANNESs. Detroit, Mich., Hodges Building, L. L. CLINE. Boston, Mass., 170 Summer St., S. I. CARPENTER. TERMS OF SUBSCRIPTION. Per Year. Per Copy. United States, Canada and Mexico...............-2+2+0+0.$2.00 20 cents. Other countries in Postal Union............-s2:::e:eee2+. 2.50 25 cents Entered at New York Post Office as second-class matter. Notice to Advertisers. Changes to be made in copy, or in orders for advertisements, must be tn our hands not later than the 15th of the month, to insure the carrying out of such instructions tn the tssue of the month following. ROM a mountain top one sees a wide stretch of country, with its characteristics of hill and vale, lake and river, field and forest, all in one sweep of the eye and without noting the minor characteristics of any one feature. It is well at times for the engineer to take a sim- ilar view of his field of work, the better to note the general progress as a whole, to compare the condition of one part with that of another, and to thus enable him to use his own efforts in that part where they are most needed or where they will be most effective. One of the bold features which the marine engineer would see in taking such a survey of his field of work is that involved in the gen- eral problem of the economical development of power by the steam boiler and engine. We know that wastes and losses are constantly oc- curring all the way along from the coal bunker to the piston rod, where the forces exerted by the steam are first manifest. To what extent can these various losses be reduced or elimi- nated? Or, in other words, to what extent can the margin which now exists between the high- est thermodynamic ideal and actual existing practice be wiped out? To what extent can we profitably carry the existing tendencies toward higher and higher steam pressures? To what extent, if any, can we profitably go beyond the present practice with triple and quadruple ex- pansion engines in breaking up the total ex- pansion into a series of stages? Or, in other words, to what extent, if at all, will the quintu- ple or sextuple expansion engine find a place in recognized practice? Again, to what extent will the use of superheated steam make possi- ble higher economies, and to what extent will its introduction react on the general problem of steam boiler and engine design? Or, in another direction, to what extent will improved prac- tice with auxiliaries and with the intelligent use of feed heaters and other means of prevent- ing the final loss of heat improve the existing economy of the steam plant as a whole? Again, beyond the steam boiler and engine, are there possibilities deserving careful study in any of the various forms of gas or inter- nal combustion engines? If so, what form will the most efficient equipment take ? Again, beyond the gas engine, what of binary vapor engines such as the so-called waste heat engine recently developed by Professor Josse, of Ber- lin? Are there to be possibilities in the use of electricity from storage batteries deserving of more serious attention than at present? In short, what is to be the future source and method of developing power for ship propulsion? This most fundamental of all problems may wel occupy our serious consideration and study. eee E publish on another page the first in- stalment of a comprehensive digest of the prize paper by Naval Constructor D. W. Taylor on the balancing of marine engines, read before the Society of Naval Architects and Ma- rine Engineers in November last. A portion of the mathematical appendix will be omitted, as well as occasional paragraphs elsewhere, and in some few cases the substance ofa paragraph is given in condensed form. The purpose is, however, to publish this admirable paper in a form sufficiently complete to give to our read- ers the essential features, especially as regards the practical application to the problem of en- gine balancing. We would therefore commend this paper to the careful study of all who are in- terested in this subject of so great importance in present-day practice. FEBRUARY, 1902. Marine Engineering. 79 HE condition of the ship building industry throughout the year has been worthy of note in several particulars. While the coast yards have been full of work, while all have shared in good measure in the continuance of our general prosperity, and while many impor- tant contracts have been made, itisa fact of in- terest and importance that no contracts have been made during the year for vessels to engage in the foreign trade. Several large ships are, of course, building in the coast yards for the for- eign trade, but these were all contracted for pre- vious to 1901. The contracts of the year have been for coastwise service. The reasons for ab- sence of orders for vessels for foreign trade are doubtless complex and difficult to analyze be- yond a certain point. The fact that a shipping bill was likely to be presented at this session of Congress and the uncertainty regarding the pro- visions of such bill, doubtless had much to do with this hesitation on the part of those who may be inclined to invest in our foreign carrying trade. Again, it is a fact that but few have thus far shown any tendency to enter this field of in- vestment, and those few already have several ships building, and for the moment do not de- sire more. Again, it may be that there is some apprehension that our present era of prosperity is not to be much longer in duration, or at least that we shall soon pass the crest of the wave and enter a period of decline, how sharply pro- nounced no one can now tell. These and other motives more or less obscure may be invoked to explain this absence of orders for foreign trade, but the point still remains. Another notable fact is the absence of naval contracts for the year. This, however, has no special significance, as with the building pro- gram in hand it was not desirable to add during the year to the work already in hand. The ex- tent of the naval work now in hand may be gathered from the statement that the total num- ber of war ships under construction is fifty-one, their total displacement 264,987 tons, and their total cost $74,731,666. The season in the Lake yards has been one of still greater activity than on the coast. New orders in large numbers have been booked, and the American Shipbuilding Co., consisting of the consolidation of the leading Lake yards, was months ago forced to decline further orders for delivery in time for the coming season of naviga- tion. \ In these latest types of Lake construction one or two interesting facts may be noted. The first is found in the reaction from the large sizes, which a year or two ago represented the fore- front of progress. While these ships of 450 feet in length were considered as representing the most efficient size, and there was a feeling that lengths would soon increase to 500 feet and more, we find on the contrary a pronounced fall- ing off to lengths of from 400 to 360 feet. Doubt- less one of the considerations which led to this reduction was the fact that no matter what the length, the draft is always limited by the depth of the shallowest channels which the vessel has to traverse, and there is small prospect of any pronounced improvement in the near future over the depths which now prevail. But with a fixed draft the depth is in consequence fixed, or nearly so, and in Lake practice at twenty-eight or thirty feet. Now with a fixed depth a greater and greater difficulty is found with increasing length in making the ship sufficiently strong and stiff. A length of 500 feet with a depth no greater than thirty feet forms an extreme pro- portion, which calls for very special and careful consideration from the standpoint of strength, even with the somewhat easier conditions com- monly met with on the Lakes as compared with the open sea. Giving to this general considera- tion full weight and having in view the greater handiness and somewhat greater general avail- ability of ships of more moderate size, and we doubtless have in large measure the explanation of the reaction so far as size is concerned. Another noticeable point is the absence of water tube boilers from the latest outfits. It has been understood that this was not due primarily to any prejudice against this type of boiler or to any failure or general dissatisfaction with those previously installed, but rather to the fact that their cost is somewhat greater than that of shell boilers, and that the builders of water tube boil- ers have been too busy with naval work to care for mercantile orders at prices which would compete with those of shell boilers. On the whole the season has been one of pro- nounced prosperity for the ship builder. If the future contains nothing worse he will have small reason for dissatisfaction. In one chief point the coast builder may feel more lack of satisfac- tion, and that is with reference to orders for foreign trade, as referred to above. We may hope that the future contains better things in store, at least in this respect. 80 Marine Engineering. FEBRUARY, 1902. THE CONTEST FOR THE PRIZES. The contest closes with this ¢tssue and the result will be announced tn March. Further contributions on this subject w7zll be re- cetved and all articles published will be patd for at the usual rates. Repair of a Tug Boat Boiler Furnace. The boiler is of the return fire tube type with two furnaces. The diameter of the shell is 8 feet 6 inches and that of the furnaces 31 1-2 inches. The furnaces are of the Adamson ring type, as shown in Figs. 1 and 3. The original condition of the furnace is shown by the dotted lines. In the same drawing is also shown the diminution of thickness and the half section of the repair completed. At c the plate was broken through. On the other side in f, Fig. 2, the plate was not broken but was reduced to a thickness of: 1-16 to 1-8 inch. There was leak also at the point d, Fig. 3. After examination of the furnace about the damaged locality, and considering that the boiler was already Io or II years old, it was decided to fit a piece over the weakened portion and on the fire side, as it seemed impossible to properly fit it in on the water side. The steps in making this repair were as follows:— (1) The thickness was first tested with a hammer in order to determine the suitable size of patch. (2) The size of the piece was approximately drawn and the location of rivets determined. Small holes were then drilled at the center of rivet holes in order to measure the true thickness of the plate. This was found to be 1-4 inch or slightly more. The diameter of the rivets was taken at 11-16 inch and the pitch at 2 inches, while the thickness of the patch was 5-16 inch. (3) The furnace plate was thoroughly scraped and cleaned. (4) Patterns were taken along H/, JK, MNO. (5) The patch was made according to the patterns as well as possible by fitting and correcting as many times as necessary. (6) Holes p were drilled in the patch and fitted with bolts. The patch was then heated red with a blast Marine Engineering lamp and fitted as well as possible, especially at the flange. (7) The size of the patch and the layout of the rivets were then finally drawn. (8) Care was taken that the rivets situated near the flange were well drawn in, remembering that the holes were inclined as in Fig. 3. (9) On the right of the piece the space was too small to allow holding on for riveting so that it was impossible to fit rivets on this side of the patch. After careful examination a line s, t, u, v, was drawn limiting the holes where rivets could be driven. The other holes on the right were provided with screws as in 2, Fig. 3. FEBRUARY, I902. Marine Engineering. — 81 (10) Holes on the left were drilled at the correct diameter for the rivets. Holes on the right were drilled at a diameter smaller by 3-32 inch for screws like %. (11) Holes for the screws were tapped through and through. (a2) All the holes on the patch were countersunk. It was found impossible to make the fit very perfect at the flange and in the groove. It was therefore de- cided to fit putty between the patch and furnace along the groove. This putty was made of sifted iron filings and white lead, mixed with a little sulphur. (13) The putty was laid on and the patch fitted with temporary bolts. (14) The screws were put in the holes on the right and tightened well, also the bolts. (15) The rivets on the left were then driven. It was possible for a man to enter the boiler to hold on. ; (16) The rivets,the patch and the heads of the screws were then caulked, holding on where possible on the other side. This repair was made in March, 1go1, and the tug is still in regular use. WV. Repairs Under Adverse Circumstances. Speaking of mishaps! Well, I have had a few in my time. I will relate my experience in one instance which, though of no great moment so far as expense was concerned, was trying to say the least, and was not without its amusing features. It happened during the summer of 1880, at the time of the Skagit river gold mining excitement, when all the available small river steamers (stern wheelers) were pressed into service. The river grew smaller, shal- lower and more rapid as the head of navigation was reached, and at times it was all the three little boats could do to reach their destination. Each tried to out- do the other, thus increasing the excitement of the trip. The result was a couple of safety valves got locked up and two boats dropped out of business. I was en- gineer of the Chehalis, one of the boats that staid on the run as long as there was any business, and the experience I am about to relate happened on one of the trips made during a freshet in the Skagit river. In those days machine shops were few and far between, and much depended upon the skill and ingenuity of the engineer to keep his job in good running order. Just before this particular trip the boat was fitted with larger cylinders, and at the time of which I write I found it necessary to renew the gaskets of all the cylinder heads. The sheet-packing which I procured was, as it proved later, of very poor quality, and the cover bolts were pitched farther apart than they should have been. We had not proceeded very far on our way from Seattle when the cylinder heads began to whistle and I soon had a full-grown edition of a bird store to entertain me. The boat was crowded with gold-seekers, good natured every one of them, and I soon had the engine room filled with an interested audience. Many were the suggestions made, a few of which I heard above the din which was a sort of screeching in various keys. The engine room force con- sisted of myself and a fireman, and we had our hands full. As the passengers were so ready to help I started some of them in whittling to keep me supplied with pine wedges, for I found that I could not whittle and drive them in fast enough for now and then one would “piff’ and fly out skyward, and the noise would reach a crescendo pitch. Before I got through I had the heads bristling with pine sticks, while from behind the bolts, where I could not get at the leak very well, would come unearthly shrieks that were simply hair raising. In despair | covered the cylinders with old sails and tarpaulins in an effort to stifle the noise, and stood by the levers with my hand on the gong lever so that I would know when a signal was made, as it- was impossible to hear the ring of the gong. My main object was to keep the boat going, as we had rapids to jump and rocks to dodge. Finally a stop was- made to take on wood for fuel. This was a short operation, for passengers and all took off their coats. and went at it. The captain came into the engine room: and asked me what I was going to do. Pointing to a reel of white rubber hose, I replied that I was going to take enough of it to renew those infernal joints if he would permit it. He gave me permission, and so while others turned to and cut the hose into strips I took off the cylinder covers and in due time had all four joints renewed with rubber hose for packing, and ‘we were again on our way. The boys viewed the pro- ceéding with some misgivings, but I knew that hose would hold as I had used such material for the purpose before. They were soon assured and a shout went up in cheer for the pine wedge engineer. Things went along swimmingly for a while, and promised to end without further mishap. The little boat was laboring along under all the steam allowed; progress was slow, for the current was strong and the water was shallow. We had proceeded to within a few miles of our destination and the passengers were: becoming impatient when the main feed pipe burst with a long split. “I drowned a black cat just before I left.’ Here was a pretty pickle to be in, and many miles from anywhere! I needed no time to think, for just as soon as the boat was secured to the river bank I proceeded to take down the feed pipe and set the fireman to pulling down the copper jingle bellwire. Any old thing would do to ring that bell with. I cleaned the surface of the pipe, which was a copper one, around the leak and coated it with soft solder, then began wrap- ping the pipe over the leak with the bell wire, which had been scoured with emery cloth, and soldered it to the pipe with a good hot bitt as I laid the wire on, at the time having someone hold a hot piece of iron against the pipe to keep it hot. When finished the pipe was stronger than when new, and in less than two hours we were proceeding on our way and returned home without further incident. I have always since then kept a roll of about No. 16 tinned copper wire and soldering kit on hand for just such emergencies and have found that it filled the bill several times. While these incidents amounted to very little in themselves, they, show how one may keep his boat go- ing with meager resources at hand. Prinz . WEDGE. 82 Marine Engineering. FEBRUARY, 1902. Repair of a Boiler Furnace. This boiler was of the return fire tubular type, half cylindrical vertically with two flat sides. There were two furnaces strengthened with Adamson.rings. One of the furnaces was broken through, as shown in a, Fig. 1, and b, Fig. 2. There was also a diminution of thickness around the hole. After examination of the mishap and considering the space available to receive inch and the pitch about two inches. At the same time care was necessary that the patch could be introduced into the boiler from the manhole. (2) The hole was then trimmed to the final size, and the rivets J, Fig. 2, were removed from the flange by cutting the heads and drilling out the bodies. Care was taken to cut the flange x in d and f so that the interval df should be smaller than the breadth of the Marine Engineering | Marine Engineering SECTION M-N ILLUSTRATING REPAIRS MADE TO A BOILER FURNACE, a man, it was decided to fit a patch on the water side of the furnace. The repair required the following operations. (1) To increase the hole b so that the thickness of the furnace in this neighborhood could ‘be measured. This was found to be 3-8 to 7-16 inch. The size of the hole thus enlarged was then laid out on drawing: paper, the size of the patch determined and the lay out of rivets. The diameter of the latter was taken at 11-16 hole for 4 or 5 inches. The flange was also made as thin as possible at c, d, and f, g. This can be done by working in the furnace. (3) Take patterns along MN, OP, OR, and 4, c, d, f, g, v from whichito make the patch. (4) Make the patch of mild steel of 3-8 inch thick- ness according to the patterns. (5) Fit the patch in place and correct it several times if necessary so that it fits very well. FEBRUARY, 1902. Marine Engineering. , . 83 (6) Drill in the furnace some holes y about 1-16 inch smaller than the true diameter of rivets. (7) Mark on the patch the holes / and y. (8) Shift the marks of the holes y out of place 1-16 inch, as indicated in Fig. 4, the holes in the furnace be- ing nearer the flange than the holes in the patch. (9) Drill the holes of the same diameter as in the flange. (10) Fit the piece by bolting first with temporary bolts ] and with two or three bolts y. Then tighten them hard. Put a broach in the other holes y with a hammer, and in this manner the holes will come fair and a perfect fit will be secured in the angles s. Then put bolts in all the holes and tighten them. HOLE IN FURNACE x ___HOLE IN PIECE ‘ Marine Engineering Fig. 4 (11) Drill the holes remaining in the two plates to the true diameter of the rivets. (12) Heat the patch to redness with a blast lamp and finish the fit with a hammer. (13) Fit bolts in the holes drilled to the true dia- meter of the rivets. (14) Take out the first bolts y and bore these holes to the true diameter. Bore also the holes in the flanges L, and fit in these holes body bound bolts. Tighten nuts with a box wrench. (15) Then rivet up the piece. The rivets have flat heads on the inside and are countersunk on the out- side. (16) Caulk carefully the side of the furnace. In this case the repairs were carried out in the manner above described and the hydraulic test was successfully passed. QUERIES AND ANSWERS. Q. I would like to know if there is any economy in heating feed water with live steam from boilers. The feed water from the air pump is 122°, but by using a heater it is raised to 150°, but to raise it live steam is used. Please let me know if there is any saving in fuel by that process. ; ‘db Jo de A. There is no direct gain in heat by the process which you describe. Many engineers consider that a boiler steams easier and lasts. longer when fed with hot rather than cold feed water. Other things being equal, and to this extent there may be some slight advantage gained. In the use of a feed heater the effort should be made to use heat which would not be otherwise util- ized, as for example the exhaust of some pump of other aux- iliary which is not sent to the condenser. There are feed heat- €rs arranged to be used on the so-called step by step process. In this steam is drawn from the series of receivers of a multiple expansion engine and raises the water successively to a higher temperature. In other words, the steam here used is sent to the heater after having done some work in the engine, but before it has done all that it could. In such cases it can be shown that there is a definite saving. Where, however, the sole source of heat is boiler steam of full pressure, the only advantage will be that possibly resulting from a little easier operation of the boiler, or a little more effective use of the fuel burned in the furnaces. / Q. How many pounds of water at 67° Fahren- heit can be changed to steam at a pressure of 90 pounds per square inch gauge by the burning of 7 pounds of hydrogen, assuming that 23 per cent of the heat of combustion is wasted? Jo IL, AX A. (2) The total heat of combustion of one pound of hydro- gen is usually taken as 62,000 heat units. If there are seven pounds and if 77 per cent is available this will give for the available heat 7 x .77 x 62,000 = 334,180 heat units. The total heat of steam at a pressure of 90 pounds gauge and above 67°, as taken from the steam tables, is 1,147.8 heat units. Hence the number of pounds of water which can be transformed into steam will be 334,180 + 1,147.8. Dividing this out we find 291. Ans. Q. Inclosed you will please find a set of cards from a vertical compound (inverted) engine, which I would like to ask you if they could be improved on in any way by valve setting. The high pressure card is a pis- ton valve taking steam on the outside, and the low pressure valve is a slide valve. Please let me know if the engine could be made any more economical, or if you consider the cards good. The size of engine is 44, 75 inches by 51 inches stroke. Steam is throttled at the stop valves on boilers on account of lifting water. Gane widrine Engineering diarine Linge veering IbressurematieBoilerswriatasissncc cet chcann ceric eon moaienoneae 92 ss © Jehan IPacsaina (Cybinlse ooocsooodnoacncean000000 78.5 ‘ SUGPRECEIV.ET enti sniae ee hoe EOC ee Ee coe ene 15.0 Hy “Low Pressure Receiver 5 OS IRR TER ONS OTEK Gopd0000000000000000000000000000000 000 5B Mean effective pressures:— Eighperessures Cylind creer eee eee creeiiccnececrerirt: 39.2 Wow pbcessurem Gylind eran eeee eee Eee Er een iene enee 14.25 A. The cards shown are on the whole very good ones. There is some drop in the admission line showing a little wire drawing through the ports, and indicating that a slightly larger port area or opening would be desirable. This is but slight, however, and not more pronounced than is often met with. To judge from the cards the lead is also rather small. Moving the ex- centric a few degrees ahead would remedy this but at the same time would give an. earlier cut-off with a correspondingly re- duced power. The smoothness of running is often dependent on the lead, and it might be that any attempt to increase the lead would. result in less satisfactory running than at present. In any event no slight change of this character could have any noticeable effect on the economy. The low pressure cards are also excellent in general appearance, though here also a little in- crease of. lead might be suggested, and perhaps a little later ex- haust closure on top.. Regarding the distribution of power be- tween the cylinders it.is found to be about in the ratio high to low, 1 to 1.06. This shows a very equal distribution, or at least much more so than is commonly met with in engines of this class. The chief limitation to economy in the engine is in the moderate steam pressure employed and in the correspondingly small number of total expansions which the engine is designed for. These, however, are not matters which can be improved by valve setting, and it is probable that so far as indicator cards show, no great improvement in economy is to be expected from any readjustment of the valve gear. 84 Marine Engineering. FEBRUARY, 1902. Q. Given an ordinary four-bladed propeller wheel of a certain size and pitch. If it is submerged in a current of water flowing at a known rate, is there any way of finding the power that would be developed? IY, IEE \We 5 A. There is no way with our present knowledge of the screw propeller of telling how much power could be developed in such acase. The usual formulae for the design of screw propellers or for the power which they can absorb under the usual conditions do not apply under the circumstances which you describe. Q. (1) A boiler shell is 63 inches in diameter, and is made of steel plate 3-8 inch thick; what maximum working pressure would you allow? If required to carry a pressure of 135 pounds per square inch, what should be the thickness of the plate? Jo Tal, AA A. The U.S rule forthe pressure allowed on marine boilers is as follows :— Rule. Multiply one-sixth (1-6) of the lowest tensile strength found stamped on any plate in the cylindrical shell by the thickness—expressed in inches or parts of an inch—of the thin- nest plate in the same cylindrical shell, and divide by the ra- dius or half diameter—also expressed in inches—and the quo- tient will be the pressure allowable per square inch of surface for single riveting, to which add 20 per cent for double riveting, when all the rivet holes in the shell of such boiler have been “fairly drilled’? and no part of such hole has been punched. Following this rule, we have in your case, assuming the steel to have a strength of about 60,000 pounds per square inch:— P = 10,000 X 3 = 31.5 Or p = 119 pounds. To this we may add 20 per cent, if the joints are double riveted, as they probably would be. This would give 119+23.8= 142.8 or 142 pounds as the nearest whole number below. For a working pressure of 135 pounds the thickness worked out by the same rule would come a little less than 3-8 inch, but so little that 3-8 would be the nearest regular thickness to be employed. Q. How is the counter electro-motive force of mo- tors ascertained? 13, IL, 1D), A.—The counter e. m. f., or back pressure of a motor, is determined for. any given strength of current by passing that current through the armature when it is held stationary, and measuring the voltage by means of a volt meter. This meas- urement gives the voltage absorbed by the armature resistance for this particular strength of current, and this voltage de- ducted from the voltage applied to the motor when running with the same current strength, gives the value of the back pressure or c. e. m. f. For example, suppose that we hold the armature of a motor still and pass 100 amperes through it and find that a volt meter connected with the brushes indicates three volts, then if we set the motor in motion with a current having a voltage of 100, as indicated by a voltmeter connected with the brushes, when the current strength is 100 amperes, the counter e. m. f. will be 97 volts; that is, 100 volts less 3 volts absorbed by the armature resistance. As the current passing through the motor armature varies with the load, the voltage absorbed by the armature resistance must vary, and as a natural consequence the counter e. m. f. must also vary, so that the c. e. m. f. can only be given accurately for some particular strength of cur- rent. Q. How can I determine the voltage and strength of current required to charge storage batteries? Does it make any difference whether the current is strong or weak? What time does it require to fully charge a battery? How long will it furnish a current when it is discharged? CHICAGO. A.—(1) Storage battery cells require about, two and four- tenths volts to fully charge them: thercfore, assuming that the battery is charged in series, as is usually the case, the voltage required for any battery can be determined by multiplying the number of cells by 2.4. The strength of the charging current will depend upon the size of the cells, and should not be so strong as to charge the battery in less than three hours, and if time is not an object the charging should not be done in less than six or eight hours. The proper strength of current can be obtained from the manufacturers of the cells. (2) It makes a decided difference whether the current is weak or strong. The stronger the charging or discharging current, the greater the percentage of the energy that is lost in the battery and the more rapidly the latter will deteriorate. Weak currents not only mean higher efficiency, but also longer life for the cells. (3) The time required to charge a battery depends upon the strength of the charging current, the manufacturers give this in- formation for the different sizes of cells. (4) The time during which a battery will furnish current on the discharge will depend upon the strength of the current, and as in the case of the charging current the information can be best obtained from the makers as the time does not vary in a proportional ratio with the current strength, but increases faster than the current decreases, and the ratio changes with the dif- ferent sizes of cells, and also with different makes. THE PROFESSOR ON SHIPBOARD. Story of an Attempt to Combine Theory With Practice. BY C. A. MC ALLISTER, FIRST ASSISTANT ENGINEER, R.C S. CHAPTER VE. When the Professor regained consciousness he found himself lying in his berth, with the doctor standing over him. 4 a | ee Se Se et = See ie SSS aaa EE ETAT as ° (e) ° =F a ‘Marine Engineering LONGITUDINAL AND DECK PLANS OF THE OCEAN FREIGHT STEAMERS MINNETONKA AND MINNEWASKA, BUILT AT THE CLEVELAND YARDS OF THE AMERICAN SHIPBUILDING CO. FOR THE AMERICAN NAVIGATION CO. OF NEW YORK. SUPPLEMENT TO MARINE ENGINEERING, MARCH, 1902. FOR DESCRIPTION SEE PAGE 125. a oppositely "p central BRANKEG } point aboye Hlations ot Vol. 7. NEW YORK, THE EASTERN SHIPBUILDING COPIPANY. The closing years of the past century were made memorable in the annals of American industrial pro- gress by an extraordinary increase in its business pros- perity, stimulated, as it was to a great extent, by the wise and progressive policy of the general govern- ment and by demands growing out of the Spanish war. Then came the disturbance in the East and its at- tending results in the rapid expansion of our com- merce to the Orient. The outgrowth of the govern- mental policy of expansion and its accompanying im- provement in its naval strength is found in the fact that several large establishments for the building of Busses have sprung up of late, and American shipping and shipbuilding has been given an impetus which savors of dawning prosperity and a rapid increase in our commercial marine. Old shipbuilding establish- ments have found themselves congested with orders for either the government or private parties, and new plants have been erected at various points of com- manding advantage, ready to take their share of the increased business. We are now at a period when ‘our merchant marine must improve the opportunity and increase its transportation facilities. Some of our great railway corporations immediately laid plains responding to the demands of a rapidly in- creasing business prosperity. They began seriously considering what must be done to protect their inter- ests. It required but little time for these shrewd and far-seeing railroad managers to reach conclusions: they had been thoroughly schooled by an experience | suited to the task. Among the first and most ag- gressive of these corporations to take action was the MARCH, No. 3 ‘Great Northern Rad Rix, Sis level, through its. president, i iguratively In the natural course of business Mr. Hill had be- come acquainted with Mr. Hanscom, then general su- perintendent of the Bath Iron Works, Bath, Me. In Mr. Hanscom was found the man needed for the fur- therance of these plans for increasing the transporta- tion facilities of the Great Northern Railway Com- pany, and in due time a contract was agreed upon for the construction of the two largest freight and passen- ger steamships ever built in the world, involving an ex- penditure of $5,000,000. THE WORKS OF THE EASTERN SHIPBUILDING COMPANY FROM THE THAMES RIVER. Then followed the organization of the Eastern Ship- building Company, consisting of Mr. C. W. Morse, of New York, Mr. Hanscom and a few other prominent business men, and the location of the present shipbuild- ing plant. Mr. Hanscom, together with the naval architect and engineer of the company, Mr. W. A. Fairburn, visited various localities along the Atlantic coast, and finally determined upon the present site of the Eastern Shipbuilding Company, at Groton, oppo- site New London, Conn., on the banks of the Thames. The site selected was formerly used by the New York and Providence Railroad as a ferry terminal before the drawbridge across the Thames was built. In the summer of 1900 work was begun in laying out the yard, and at the same time temporary offices and a drafting room were secured. Plans were prepared for the monster vessels under contract, and. the work pushed forward with dispatch. Contracts for material (Copyright, 1901, by Marine Engineering, Inc., New York). 100 and supplies were placed at an early date and to an amount rarely heard of in shipbuilding. From this time on the work of building the plant and the ships has been carried on simultaneously. The advantages of location are many and very im- portant, among which may ‘be noted the extensive water-front of over one-half mile, ample depth of water at all tides, direct railroad communication to all points east and west, pleasant, good working climate, and ap- proximate nearness to markets for all classes of sup- plies. Entering the yard by the railroad track from the south, for over a thousand feet the land is used for storing material. The extent of space required will be Marine Engineering. MARrcH, 1902. from recent photographs. Let us now inspect the various buildings above mentioned. At the south end of the plate shop, and opening di- rectly into it, is the new laying out shed of 100 by 60 feet, which is equipped throughout with jib cranes. The locomotive cranes can also enter this shop, and overhead is a heavily timbered storeroom for electrical equipment and electric workshop. The punch shed, or plate shop, built of heavy tim- bers, is a well-lighted building, 300 feet long by 80 feet — wide, and here are found the heaviest and largest ma- chines used for plate and shape work. There are in all twenty-five large tools in this shed, arranged in three lines, and driven from one overhead main line of TWENTY-SIX FOOT BENDING ROLLS, realized by the fact that in the steel work of the two hulls now undergoing construction there are about 28,000 tons of steel. The material is unloaded and stored by locomotive cranes having a sweep of 80 feet. The plates are then laid off from template, loaded upon cars by the cranes and run down the yard to the ship sheds. As we proceed northward the first building to the right contains the carpenter and joinery shops, with a mold loft above. Farther on are the machine, pipe and sheet iron shops. Opposite to these buildings, on the banks of the river, is the plate shop. North of the plate shop are the engine and boiler rooms, bending slabs, furnaces and forges. Immediately beyond and extending across the yard in an east and west direc- tion are the ship ways. The general layout of the yard is shown in the illustrations on pages 99 and 100 taken -machined in one ‘month of ten-hour working days. shafting running down the center of the shop. The tools for the angles are on the east or open side of the building, and include horizontal punches, angle shears, — etc. .In this line are also three sets of rolls. The largest set, which is run by a double steam engine, is built by Hilles and Jones, can handle 26-foot plate, and may also be used for flanging. This machine weighs 100 tons. Adjoining are the straightening rolls and the mast rolls, both of which are belt driven from the main shaft. The shears and punches down the center of the building are of the heaviest pattern, and most of them are builit by the Hilles and Jones Company. The largest punch is of 60-inch throat, can punch a 2-inch hole through a 1 1-4 inch plate, and weighs 30 tons net. The capacity of this shop is 2,000 tons of steel § \ MarcH, 1902. Marine Engineering. 101 Along the rear of this shop are two pairs of double radial countersink drills made by the Prentiss Ma- chine Company, a 30-foot planer of 25 tons weight for planing the edges of plates up to 1 3-8 inches, and a ing mechanism is of the milling machine type, and is made very heavy to avoid chattering. The spindles are 3 I-2 inches diameter and made of high grade open- hearth steel, carefully fitted to bronze line bearings, ad- PLATE compound scarfing machine and butt planer, which was designed by the Eastern Shipbuilding Company and made by the Builders’ Iron Foundry. This is a novel machine, and has proved very efficient in service. It PLANER, justable for wear. These spindles are not vertical, but are set perpendicular to the scarfed surfaces. The milling heads are clamped to the gun iron girder of the machine. Horizontal feed takes place at the ends VIEW LOOKING INTO PLATE SHOP AND DOWN 1HE YARD—JOINER SHOP AND has a capacity for planing the edges of steel plates 8 feet wide and 1 1-4 inches thick, and for milling two scarfs, 6 1-2 inches wide by 16 inches long, at the same time. The planing mechanism is of the usual type, the plate being clamped to the table by a series of jack screws bearing against a stiffed bow girder. The scarf- LEFT. MOLD LOFT TO THE where the housings are simultaneously moved by screws, which are positively driven from the same shaft that drives the spindles. The spindles are given a slow vertical feed, which combines with the horizontal feed in such a way as to result in a strictly diagonal movement at the desired angles. The total weight of 102 Marine Engineering. MARCH, 1902. the machine is 9 tons, and it is well designed, with metal judiciously arranged to resist the stresses which are met with in machinery of this class. Over each of the machines in this shop is a jib crane; those used for serving the countersinks and planers are of wood, with iron braces and stepped on the floor, but all the others are of steel stepped on the machines themselves and guyed from the girders in the roof trusses. These latter cranes are made of special sec- tion to meet the requirements of each machine. All the cranes are fitted with under-hoistings. Adjoining the north end of the plate shed is the power house for driving the machinery and compress- inch pipe, and from here is distributed through sev- eral mains running the length of the berths. From these it is tapped into rubber hose leading to headers and then distributed to the different tools. Pneumatic riveting has been used almost exclusively in all ship construction work at this yard. To the north of the engine house is a large brick building containing the bending slabs and furnaces, the blacksmith shop and the boiler house. The shapes may be drawn on skids to. the bending floor from the angle shop by means of an electric winch. The maxi- mum length of the bending slabs is 80 feet and the width 50 feet. There are two steel plate bricked fur- VIEW OF THE SHIPS, ing the air for the pneumatic tools. An Erie engine of 175-horse power, running at 225 revolutions, drives the line shafting in the plate shed. There are two com- pound steam and air piston intake compressors built by the Ingersoll-Sargeant Company which have inter- coolers and superheaters and deliver the air at 100 pounds pressure. The capacity of the small machine is about 1,500 cubic feet of free air per minute, and that of the larger machine about 2,000 cubic feeet. A Wheeler condenser with 3,000 square feet of tube cool- ing surface is mounted over a Blake compound air and circulating pump and receives the exhaust steam from the entire plant. The compressed air from the compressors in the en- gine room is led to two vertical cylindrical receivers at the after end of the shipbuilding berths through an 8- LOOKING UP THE YARD. naces, one of which will take a plate 30 feet by 8 feet, and the other will heat shapes up to 80 feet in length. The blacksmith shop contains a large number of well arranged forges and two steam hammers. The air blast is Supplied by a blower driven by a 35 horse power motor. The battery of four Erie fire-tube boil- ers furnishes steam at 125 pounds pressure, and is of 1,000 horse power capacity. Coal is conveyed from a large bin on the water front to the boilers by an over- head trolley. A coal wharf with run and derricks leads direct from deep water river frontage to the coal bin. A large Worthington underwriters fire pump is used for fire protection, and maintains a pressure of 60 pounds in the mains which lead to several hydrants efficiently located in the yard. Plates which are ready for the ship are carried from MARCH, 1902. Marine Engineering. 103 PN ae ae L aA MOLD LOFT. PIPE AND SHEET METAL SHOPS. 104 Marine Engineering. Marcu. 1902. the plate shop on a double overhead conveyor, shown | in the engraving on page Io1, to the building ways, where they are picked up by the novel overhead wire rope trolley system and delivered in place on the ships. Retracing our steps, however, across the central open space of the yard we will visit the remaining buildings to the east of the railroad tracks. The pipe and sheet iron shop, machine shop, mold loft and joiner shops are built at the east side of the railroad track. The nearest of these, the pipe shop, contains the usual pipe, sheet iron, lead, brass and copper tools. At pres- ent the only work for the machine shop is in finishing up the ship fittings and making the necessary repairs and improvements about the plant. A 350-horse power tending to the south are the joiner and machine shops and mold loft above mentioned. The former is located . on the first floor and well equipped with first-class woodworking machinery. Most of the joiner work for the two ships has already been turned out. The mold loit floor above is built very substantially, and is laid on heavy timbers in two strakes of selected dried white pine. The floor is 250 by 7o feet, and here the full size body plan and lines were laid down. As these ships are of such great length, the midship section could be carried for a distance of over 150 feet and still leave sufficient length for a fine entrance and run. In carrying out the details of construction templates were made for each frame, and longitudinal, and wher- MACHINE SHOP, Erie engine drives the machinery for these shops, as well as the joiner shop, and also runs the dynamo used for electric power This latter is of 150 kilowatt ca- pacity, and supplies the current at 250 volts. The ma- chinery equipment was furnished by Hill, Clark and Company, Niles Tool Works, Jones and Lamson Ma- chinery Company, Hilles and Jones, Manning, Max- well and Moore and other makers and comprises sev- eral types and sizes of lathes, planers, drills, shears, grinders, milling machines, etc. South of this shop are the temporary offices, 30 by 70 feet. On the main floor are the general offices, and above are the drafting rooms, divided into the hull, engine and scientific departments. All plans for the construction of the ships were gotten out here. Ex- ever possible the universal system was used ior laying out the plating. By this system most of the deck and bulkhead plating is made of a standard size, with stand- ard rivet spacing, such that a plate can be placed in al- most any location on the deck or bulkhead. This sys- tem, which is extensively used on the Great Lakes, re- duces greatly the time occupied in construction, and results in rapid and better as well as cheaper work. Returning to the shipbuilding berths where the ships have now assumed definite shape, we note an im- portant feature in the equipment of this plant, which is the trolley system for conveying the material over the shipbuilding slips. Economy in large ship construction nowadays depends largely upon the shipyard facilities for handling material, and the essential points in such 10 8 ine Engineerin Mar -JIRMY}V UL UI SSoUIPeI}G “yorq Suo.3jzs uoIssa1durod 10 ynajs jooqys ev Aq uolisod ul poy Sr ysvur oye oy} Ae\s pUo-19}2M JY} O} UOTIPpe UT “Yor UL porOtouL Ajoino -os SANS puv SARS DIIM [o9}S suoiyjs AQ suordo11p }Je@ pue d1OJ oy} UT Pokvys AjotIndoS O1V S}SvlU IY], a0v{d pallsap oY} 0} A[Ipvol poliivzd oq 0} puv SuUIpyIMg Mou s][hHy sy} 1veyo 0} sulvaq pue sojzejd oy} MOT[R 0} JYSIoy JUOTOWYNs ye pue punois 94} Wor} 199} 06 poyeAoja o1v spIeA oso, Ws ‘ inner ‘YySuer1js pormbo1 oy} YPM JUs}SISUOD se JYSI]T Se UOT -9dS Iv[NSuvydII Jo YING ‘Suo] yoo} OZT p4svA jejuOZ110Y SIV] V PoOXY SI JSVU OV OF, “SUOTJepUNO] osuUOTLUL uodn ysor pure ‘ded 0} joo; Wor Yory yoo} ofl ynoqe ISI T, “OM} JOYIO oy} UdsIA\jJoq ARAPILU jvjued JO pjlyy oy} puv UtoJs oY} FV 9UO ‘MOY oY} Ye duo ‘sdiys oY} VIMY Po}dd1O SSVI [VIT}19A 9o14} JO QAOGe SUIARISUO OY} UL UMOYS St YIM ‘poyouUOD Uso A[1oOW IO} sey oy YOM o1v Sj}SPUL S}SISuoo ‘uloysAS SIT, VdWNOO ONIGTINUdIHS NYAISVA AHL AO SMUOM AHL LV WALSAS AUTIONL GVAHAAAO AHL Ad YJIM sjUoUIYs]qejso ur wiry Aq pojejsur spoyjou sojd “UNIS JO JUNWIOSIe]UD UR SI pue ‘WOdSUv]]T JUSpIsoIq Aq PpousSisop sem pivd sry} ye poy[eysur ulojsAs Aa]JO.1} OY, ‘QIN JVI} [VIUsso uv osimod jo st suijviodo jo poosdg “[ossoA v Yons JO WOT INASUOD OY} OJUL SULIOJUD JoqWolU 10 oyvjd Aur [eSsoA oy} Jo yAed Auv 0} pottsop otoyM suTN!AysIp pue Suljsioy 10} JUowesuRiie pidet puv ojdums v pure ‘squopriooe wor; APUNUIUUT oJoTduros ‘aq Isnt WoIshs & 7/.SdIHS AHL AO MaIA ee ay wei ae 106 Marine Engineering. Marcu, 1902. s JOINER SHOP. Nac NEES VIEW OF THE SIDE OF A SHIP, Marcu, 1902. Marine Engineering. 107 SESS ship direction is obtained by steel guys similar to those forward and aft, running from the ends of the yards, and these are also securely anchored in rock. A strong fore and aft steel wire stay connects the end and mid- dle of each yard, and diagonal wire rope guys run from the ends of each yard to each mast. The yards are supported from the masthead by large steel wire guys or lifts, and the two end yards are well braced and trussed with heavy wire rope tension guys. The work- ing field of the trolleys is a large rectangle, 600 by 175 feet, supported over the vessels and securely held in position by masts and guys. Material can be carried to any position in the rectan- gular field by means of fore and aft traveling carriages on thwartship moving cables suspended between cars running on tracks on top of the yards. to the cars and carriages is obtained from electrically The motion. visited the New London yard he remarked that, “The overhead trolley system of handling material at the works of the Eastern Shipbuilding Company is the greatest feature of the most remarkable shipyard in the world.” Fast Motor Launch.—A French built boat, Rollo V, according to La Locomotion Automobile, has made ex- traordinary speed on many occasions. The boat has a 24 horse power gasolene engine, built by Panchard and Levessor, Paris. The hull is 39 feet 3 inches long and 4 feet 3 inches in beam. She is built of light and rigid construction and planked with three sheetings of cedar. This little boat has been increasing her speed since April 21st, when 14.9 miles were made at a speed of 11.5 miles per hour, to a speed over the same course in June last of 15.7 miles per hour. om, — Side ee ee, oy MEGIDBS.* ef : i = Hl : vee all MISSISSIPPI RIVER MISSION BOAT MEGIDDO, operated machinery, which was also built and designed by the Eastern Shipbuilding Company. One of the strong points of this system is the speed at which the trolleys are operated. A load can be hoisted in ten seconds, the carriages in the tracks on the yard-arms move the cableway the complete length of the yard in thirty seconds, and the trolley carriage travels the length of the cableway in twenty-five sec- onds, all with full designed working load. The two trolleys have hoisted and put in position over 100 tons in a working day of ten hours. This system possesses many advantages, the princi- pal one of which is the very large number of usages to which the framework and guys of the structure can be placed. Such a system could be designed to take any number of traveling trolleys, each one having trans- verse and longitudinal motion, whereas other systems confine the number of hoists made at the same time to one or two. The equipment is at present in successful operation at New London, and is fitted with ten traveling trolleys capable of working simultaneously. When Professor Von Halle, of Germany, recently . Mission Boat on the Mississippi. A boat to fill a peculiar trade has recently been completed by M. J. Godfrey, of Lyons, Ia. The ves- sel which, is called the Megiddo, which interpreted means, “The Lord is in His place with an army,” is to be used by the Association of Christian Brethren for mission work along the Mississippi. The Megiddo is of the usual style of western river boat with a large stern wheel, and has accommodations on board for taking care of 100 people. The accompanying deck plans show an admirable arrangement for this special service. The hull is 175 feet long by 32 1-2 feet broad on the bottom, 36 feet on the deck and 4o feet over the guards, and is built from the best selected white oak posts from Virginia and Missouri. The fir used in the construction is from Washington, the pine from Maine, the hard pine from Georgia and the other hard wood from Wisconsin. On the main deck, aft of the fore- castle, are the boiler-room, with coal bunkers, six staterooms, bathrooms, then a dining-room, kitchen, pantry, two storerooms and large engine-room. On the second deck are stairs and companion way, a large 108 Marine Engineering. MARCH, 1902. captain’s parlor and bedroom, and twelve staterooms and a ladies’ parlor. Aft of this are fourteen state- rooms. Above is the Texas with four staterooms, and on top of all is the square pilot house. The forecastle is screened off with shutters in bad weather. The engines and boilers are built by the Star Boiler Works, of Clinton, Iowa. The boiler is of the locomotive type, with shell 52 inches in diameter, 20 feet long over all, and with sixty-eight 3-inch tubes. There is also a 12-horse power donkey boiler for supplying Trial of the Japanese Destroyer Kasumi. The Japanese torpedo-boat destroyer Kasumi, built by Yarrow and Company, Ltd., Poplar, England, re- cently completed her official trial and attained the av- erage speed of more than 31 knots over the measured mile. The vessel was launched on January 23, 1902, was taken on preliminary trial January 24th, and suc- cessiully completed the official trial on January 29th. This record of completing the trials within a week of the launching of the vessel speaks of the high class of SECOND DECK OUTSIDE PROMENADE NX a ng (ales) T = =. a ia rr = 1 t fo! —t = S TATE | STATE | STATE STATE | STATE suoxe face) STATE | STATE | STATE | STATE | STATE | STATE | 9 STATE ore erate eed ese | STATE ROOM ROOM | ROOM | ROOM | ROOM | ROOM | ROOM | > ROOM 2 2 19x12] 9X 12|9X 12 9x1219x 12 9x 12|/9x12|9x 12 |9xX12]9X 12|9x 12) 3 Wd = PARLOR \Z / ——9 < OR L SALOON 7] 7] SF CAPTAINS STATE | STATE | STATE | STATE | STATE |STATE | > STATE | STATE | STATE | STATE GUNG Srate srate Z PARLOR / ROOM | ROOM | ROOM | ROOM | ROOM | ROOM SS ROOM | ROOM | ROOM | ROOM | ROO SMOKE S{ACK)]9 x 12 ]9 x12 ]9x 12 |9x12]9Xx12|9x 12] 5 9x 12|9x12|9x 12|9 x 12 — SSI — I = A =r : MENADE OUTSIDE PROMENADE Vir ee SS OUTSIDE PRO K MAIN DECK FIRST DEC Sa wu } } i. —1 come 3 a= == 2} | | JNKER zIN 2 | COAL BUNK state | STATE | state | 9 iS } PUMP ROOM | ROOM | ROOM | fz} © | | & [JE engine Ferma 9x12 | ox12]9x12/z% S| e | | I $e 9 , ENGINE, ROOM < g : > > PUMP []12 BASE 6 STROKE 3| == R WA PE Sonnee | 3 ie 2 eal 5 > = eoiLe [ Wace 5 ee ZURUT CHIEN 32 x 43 | |poctor ma rs Z| , 6 ee) ? 3 asa | } ENGINE ROOM s = z i 12'BASE 6 STROKE ‘ STATES RSLGnH STATE Eo 2 | 3 6 eS 2 ENGINE [-PITMAN=2 CUM ROOM | ROOM | & = | E | EPitMAN-2 BOER ROOM 00) 00 Fe3 || fe | | 5 | > COAL BUNKER ° 9X 12 9x12 19X12] 5° RO | | | i) == — — — == eS | | sa! ve 1d 11 kK Marine Lngineering DECK PLANS OF MISSISSIPPI steam heat. There are two high pressure engines, one mounted on either side of the vessel and driving the stern wheel, which is 17 feet in diameter with six- teen buckets 24 inches by 16 feet long. Each cylinder is 12 inches diameter by 6 feet stroke, and is fitted with SPEED OF BOAT, 12 MILES PER HOUR RIVER STEAMBOAT MEGIDDO. work of this firm, and their extensive experience in this special line. The official trial consisted of three hours continu- ous run, with a load of 40 tons on board, the speed being ascertained by six runs over the measured mile. California cut-off and balance valves. The usual The following is the record of these six runs. > oe Ze a a 8 ans SE 3 3 a a as 5 z 229 25 & 2 S 53 a8 2 Fe aues as & a y B eta aS Be | fe * A. M. IN M. S. I TXeexS -6 395-8 2 40 29.032 t 30.969 2 Il 24 +93 392.1 I 49.4 32.906 | ( 30.882 t 30-795 z 3 Lies 9 390.3 AB GB 28.685 l } 30.941 31.075 Knots { 31.087 on ‘ 4 LIAS I.1 396.8 I 47.5 33-488 i ; \ 31,161 Measured Mile. i 31.236 1 5 ee Yl I.I 398.1 2) 74.2 28.985 | f 31-315 r 31-394 6 T273 1.2 401.7 I 46.5 33-802 “Doctor” is used for boiler supply and bilge pump, and there is one Gardner duplex pump and two deck pumps. The vessel is heated throughout with steam, and is lighted by acetylene gas. The American Shipbuilder has come out with a new dress of type improving quite materially the appear- ance of this well-known weekly. After the six runs were made, to ascertain the ad- vance per revolution of the screw, a three hours’ trial twas proceeded with, with the result that a mean speed during the three hours of 31.245 knots was obtained. YarrowgWater Tube Boilers.—The Austrian naval au- thorities have decided to adopt Yarrow Water Tube Boilers in the three battleships about to be laid down. MaRcH, 1902. THE THEORETICAL AND PRACTICAL METHODS OF BALANCING MARINE ENGINES, II.* BY NAVAL CONSTRUCTOR D, W. TAYLOR, U.S. N. A Comprehensive Abstract of the Prize Paper Pre= sented Before the Society of Naval Architects and Marine Engineers, November, 1901. 27. In this paragraph the author discusses the possi- bilities of balance with four cranks. The mathematical analysis is given in appendix C. The results of the investigation applied to 256 cases, spread over the or- dinary range of proportions, are shown graphically in a large diagram not here reproduced. In this investi- gation the four cylinders are denoted by the numbers I, 2, 3, 4, No. I being aft. The reciprocating weights are similarly denoted by zw, we, ws, Ws, the latter being considered as constant and equal to unity. The spac- ings of the cylinders from No. I are expressed in terms of the length of the engine taken as unity. The chief features of importance in this diagram are summarized by the author as follows:— From a study of this diagram, which covers the whole field of four-crank balance, we can readily determine that portion of the field worthy of final detailed investigation. It will be observed in the first place, that where the crank angles are such as to give an evidently inferior turning moment, the resultant secondary force is usually large, and the relative reciprocating weights such as would be very difficult to obtain in practice. In the second place, for arrangements where zw» and ws range from I to 1.5, the secondary forces are not large, the crank angles approach reasonably close to those which we have seen give the most uniform turning moment, and w,: does not differ greatly from w., which is assumed always as constant and equal to unity. In the third place, the secondary force varies greatly, both in direction and magnitude, while the secondary moment varies comparatively little, indicat- ing that while we may expect, by further manipula- tion of weights and angles, to eliminate secondary force, it will not be possible in practice to eliminate thus the secondary moment. The obvious inference from the results shown in this diagram is that we need examine in detail only arrangements where cylinder No. 4, having unit re- ciprocating weight and zero crank angle:— Cylinder No. 3 has reciprocating weight somewhere in the neighborhood of 1.5, and its crank angle in the second quadrant, ranging approximately from 135 to 160 degrees. Cylinder No. 2 has reciprocating weight somewhere between 1 and 2, and its crank angle in the third quadrant and somewhat less than 270 degrees. Cylinder No. 1 has reciprocating weight somewhere in the neighborhood of 1, and crank angle in‘the first quadrant, ranging, approximately, from 45 to 60 de- grees. MOST COMPLETE BALANCE ATTAINABLE WITH FOUR CRANKS, 28. As it is not to be expected that we shall be able to get rid of both secondary force and secondary moment by futher manipulation of weights and crank *Continued from February number, page 66. y Marine Engineering. 109 angles for four cranks, the next step in my investi- gation will be directed toward the determining of combinations where secondary forces, as well as pri- mary forces and moments, are extinguished, and the resulting unbalanced secondary moment known. In Appendix C will be found detailed the graphic methods followed, and their results are shown in diagrams A to G, which enable us to determine ab- solutely the crank angles and relative reciprocating weights for a four-crank engine, with any practicable cylinder spacing, for which primary and secondary forces and primary moments are extinguished. Such engines are upon the Yarrow, Schlick, and Tweedy system, and have been much used abroad, it is claimed, with great success. It is seen that the cylin- der axes once located, the crank angles and relative weights follow, and are readily determined by simple inspection from diagrams A to F. While theoretically any order for the cylinders may be chosen, in practice, owing to the fact that the lightest weights must be on the end cranks, and that uniform turning moments are desirable, it is advisable to adopt the general arrange- ments outlined below. For four-cylinder triple expansion engines the two low pressure cylinders should be outside, and their moving part should be as light as possible. Each low pressure cylinder does only about half the work of the high pressure or medium pressure, and it is de- sirable to have the low pressure connecting rods, crank pins, etc., reduced in due proportion. For four-cylinder quadruple expansion engines the high pressure and M'P. cylinders should be outside and the M’P. and low pressure inside. Care must be taken to design the low pressure piston as light as practicable, and it is advisable to have the air pump, if worked by a lever, driven from the low pressure crosshead, as thus the low pressure reciprocating parts are virtually lightened. It is advisable to have the forward pair of cylinders as close together as practicable, and the after pair also as close together as practicable. This result is facilitated if the valves for the two outer cylinders high pressure and M'P. are placed at the ends of the engine, and the valves for the two inner cylinders M*P. and low pressure in the middle. Balance can be had without the precautions noted above, but with much greater additions of weights than would otherwise be needed. REVOLVING BALANCE FOR FOUR CRANKS. 29. With a four-crank engine, balanced as regards the reciprocating weights, there are so many ways of obtaining revolving balance that it becomes a question of selecting that one having most practical advantages as regards simplicity and cheapness. The ideal method as regards balance alone is to fit proper counter-bal- ance weights opposite each crank. If, however, the revolving force and moment polygons are plotted, it will be found that equally complete balance can be secured with less total addition of weight. If moments are taken about the after crank as usual. a revolving weight at the forward crank at a suitable angle will close the revolving moment polygon. This will, of course, mean an additional side to the revolving force polygon, but the latter can’now be closed 110 Marine Engineering. Marcu, 1902, by a suitable weight at the proper angle at ite a anes IS ) the after crank. In practice it is not convenient, cos § + cos 0) gee as ental T 0.0 0 as a rule, to apply balance weights at the cranks, GB Os EEE unless they are on or opposite to the crank. So the 4 3 9 most feasible plan in practice is to fit two revolving ~ °°® 104 neh us aG58 oar: AP CS8:00 {= eS . counter-balance weights, one aft of the engine fram- ing and the other forward. The turning wheel can usually be made use of for the attachment of one of these weights, and if the forward end of the shaft is extended two or three inches, a wheel or disk for a forward balance weight is readily attached. Once the correct force and moment polygons are plotted, the amounts and angles of these weights are readily de- termined. Before finally balancing revolving weights it is well to take advantage of any obvious methods for reduc- ing the unbalanced resultants. This may often be done, for instance, by drilling holes in one or more solid crank pins, or filling one or more, when they are hollow, with lead or similar devices. The force and moment polygons will always show what is wanted and indicate the direction along which to work. ENGINES WITH FIVE CRANKS. 30. It is not necessary to enter into a detailed analysis of the case of five-crank engines. With them perfect balance can be secured in a very simple man- ner. We have seen that with three-crank engines, with cranks equally weighted and spaced, both primary and secondary forces are balanced. The balance, as re- MOMENT, OF WEIGHTS ABOUT 41,304 41,561 i) 41,304 41,561 NO. 1 CYLINDER aa ee I >} >| ae | | | I | 1 | | I 4 | i | | | a Din ! hon | " GYLINDER SPACING <—2/10*><——-4'6 35 3° >< 46>} | H WEIGHTS 5,631 13,500 7,869 4,263 9,237 CRANK SEQUENCE Murine Engineering, 3 gards forces, is even more complete than this. I have, throughout, taken the acceleration of reciprocating parts as proportioned to cos 24 GOS (qb i MacAlpine has shown that an even closer approxi- mation is given by taking the acceleration as propor- tional to Now, with a three-crank engine, with cranks equally weighted and spaced, the resultant force due to terms PRIMARY MOMENT 1 SECONDARY FORCE MOMENT 4/ X3 4 ye WX 1 Marine Enginesring FIG. I3. involving cos, cos 26, and cos 40, is zero, so that we may consider that primary, secondary, and tertiary forces all vanish. Evidently, then, we should obtain almost an ideal balance with three-crank engines, as above, were it not for the fact that the cylinder axes, being not in the same line, moments are produced. Now, with a five- crank engine, we can make an arrangement virtually equivalent to a three-crank with cranks equally weighted and spaced, and the three cylinder axes co- incident. f Two parallel cranks are equivalent to one crank with weight on it equal to the sum on the two, and located so that each of the two has the same moment about it. To secure complete balance, then, with five cranks, it is necessary to arrange the heaviest weight in the middle, make the other cranks two and two parallel, - one pair at-120 degrees with the middle crank, and the other pair at 240 degrees. Considering each pair, the moment of the weight on the forward crank about the middle one must be equal and opposite to the moment of the weight on the after parallel crank. Fig. 12 shows a diagrammatic arrangement with five cranks completely balanced, and Fig. 13 the corresponding | primary and secondary force and moment polygons, which are seen to be equilateral triangles, one or more sides corresponding to two cylinders. There has not been experience enough with the five- crank system to settle the best arrangements, but it is readily adapted to a quadruple engine with the first or second medium pressure divided into two. Fig. 12 MAkcH, 1902. Marine Engineering. 111 indicates the high pressure divided into two, but this appears undesirable for practical reasons. The two cranks corresponding to the divided cylinder should not be made parallel, but one should be parallel to the high pressure and one to the other medium pres- sure. This is for the purpose of gaining the most uniform turning moment possible. The five-crank completely balanced arrangement is practically as good as any arrangement as regards uniformity of turning moment. REVOLVING BALANCE FOR 31. To secure complete revolving balance with the five-crank arrangement is not difficult. As a general thing the revolving weights would naturally be the FIVE CRANKS. of any type of weight likely to be met with in practice. In balancing, skill and experience in applying the methods I have described are essential, but the modifi- cations necessary to handle valve gears and other secondary weights are very simple in principle. Take. an eccentric valve gear, for instance. The eccentrics driving it will be set at certain angles ahead or behind the crank of the cylinder; and the position of the crank once determined, the effect of the valve gear weights can be obtained. So when balancing a four- crank engine, for instance, first neglect the valve gears, and determine crank angles and main weights. This can be done at once from my diagrams A to F when the spacing of cylinders has been fixed. Then TABLE IV. DATA GIVEN FOR ONESENGINE IN EACH CASE. NAME OF VESSEL, Charleston Yorktown. Vesuvius. Cushing. INI@s OE GYAWMEIETTIS, 6 6 cocn non 00ep00d0e0000000000 2 3 4 x Wength of stroke—feet.. 3... 11... -ccvsccccses 3.0 2.50 1.6667 I.25 Length of crank arm—feet ................0- TS 1.25 0.8333 0.625 Length of conn. rod—feet................+.-- 6 5-333 3-75 3.125 WANEO OF Aooacc0ad0n000D00000050000u0 000000000 4 | 4.267 4.5 5.0 Mia xap lapel wR ica necireciciecie 00000000000000060600 3333 1696 1897 860 WAR TONS OE HABTRNES 5 45000000000000000000000 I15 160 280 370 WAIGO OF emeEyR LEB 5o5000000000000000000008000 6.765 I0.QI12 22.278 29.177 inves ate (CHALINGCIE? INJ@soo0000006000000000d0000000000000000 I 2 I 2 3 I 2 3 4 I 2 | 4 5 EMRE OR HOSTER! po 00000000000d6000000000000000t0 Aft. | Ford. | Aft Ford. ; Aft Ford. ; Aft | Ford. Leverage about aft crank—feet............. A 6.75| o| 5.65 925 ° 3-5 7.5 11.0 ©] 3-50] 9.00) 132.5] | 17.25 Crank ahead forward crank—degrees,..... 270] ° 120] 240 ° 90 270 180 ° 216 72 288| 144 ° ACHE RESID VA ASc5 oo o0 0600000008 000000 10000! 6800] 3000] 2200! 1800] 1080] 1080] 13010 860] 210} rc 21 210 210 Moment for primary polygon............... ©} 45900 o| 12430] 16650 ° 3780 7575 94€0 ol 735 BIS PD 5| 3622.5 Angle for secondary polygon................ 540 o| 240} 480 o| x80} 540} ° 360 o| 432| 144| 576] 288 ° Wt. for secondary polygon.................. 2500] 1700 703 516 422 240 240 224 IgI 42 42 42 42 42 Moment for secondary polygon............. o| 11475 0] 2913] 3902 o] 840] 1683] 2102 ° 147 378) 556.5| 724.5 1 same for each crank. If weight is added to the mid- dle crank, and the revolving weights on each pair partially counter-balanced until for each pair the total virtual weight is equal to the virtual weight on the middle crank, and each one of the pair has the same moment about the middle crank, perfect revolving balance is secured. It is simpler and cheaper, how- ever, to use two revolving balance weights, spaced as far apart as possible, as in the case of four-crank engines. BALANCE INCLUDING VALVE GEAR AND OTHER SECONDARY WEIGHTS. 32. An engine might be completely balanced as re- gards the main moving parts and yet develop very serious unbalanced forces due to its other moving weights, such as valve gears, air pumps, etc. It is impossible to discuss in detail the possible cases which may arise in connection with these. In Appendix B IJ have shown how to determine the effects using these crank angles, determine the resultant un- balanced forces due to the valve gears. Next make a second approximation to the main gear weights and angles, so determining them that they are not in perfect balance with each other but balance the valve gears. In rare cases it may be necessary to repeat this process, but as a rule the second approximation to the main crank angles and weights is practically exact. The above is peculiarly applicable to the four- crank engine, where crank angles are varied in balanc- ing. Engines with three or fewer cranks cannot be balanced anyhow. For five-crank engines with cranks 120 degrees apart, the valve gears must be balanced independently like the main gears. This is very simple, if the valves all supply steam on the outside or all on the inside. Then the eccentrics all have practically the same angular advance, and balancing is a question of weighting, which is easily arranged for. 112 Marine Engineering. Marci, 1902. Revolving secondary weights are easily combined with the main revolving weights, and if two revolving balance weights, spaced as far apart as possible, are used, they can readily be arranged to balance all revolving weights, main and secondary. One great advantage of this method of securing revolving balance is, that with provision made for the two balance weights, their exact amounts and angles need not be settled until the engine is practically completed and the exact revolving weights to be balanced known. IMPORTANCE OF DRAWING FORCE AND MOMEN' POLYGONS 33. In conclusion, I would recommend in the strong- est manner that when designing an engine, whether for balance or not, complete force and moment poly- gons be always drawn, representing the effects of every moving weight, the weights being estimated. For completed engines, actual weights should be obtained and used for the polygons. If complete or partial balance is aimed at, these polygons, correctly drawn, enable us to determine at a glance how closely the desired results have been obtained. As illustrating this, reference may be made to Fig. 6, showing the polygons for the five-crank engines of the Cushing. The force polygons are closed and the moment polygons have material resultants. It is evident that if the angles of the first and third cranks were interchanged the force polygons would still be closed, while the unbalanced moment result- ants, both primary and secondary, would be but frac- tions of what they are in Fig. 6. APPENDIX B. Discussion of Various Appendages. GENERAL PRINCIPLES. 1. In addition to the piston, piston rod, crosshead, connecting rod, crank pin, and crank arms, usually called the main gear, there are many moving parts, as a rule smaller and subsidiary, connected with every engine, such as valve gear, direct driven air pumps, etc. The work of determining the effect of such weights as regards unbalanced forces and moments is, as a rule, more complicated than that of handling the main The principles involved, however, are comparatively simple, and, with a systematic and orderly arrangement of the calculations, there is no difficulty in reaching correct results. In handling such weights it is advisable always to reduce them as soon as possible to virtual weights, having the travel of the piston for reciprocating weights and revolving with the crank radius for re- volving weights. The advantage of this is that one scale can be used for polygons of the secondary weights and main weights, and, in fact, one polygon can be drawn for both main and secondary weights. In reducing the secondary weights to virtual weights having the same motion as the main weights, there is one point requiring especial care. As a rule, secondary reciprocating weights have not only a different stroke, but a different connecting-rod ratio from the main weights. For such a weight the virtual weight for primary diagrams is obtained very simply by multi- plying it by the ratio (in all practical cases a fraction) between the travel of the secondary weight and the gear. stroke of the engine. For the secondary diagrams, however, it is necessary to multiply this equivalent primary weight again, not by the connecting-rod ratio of the main weights, but by the connecting-rod ratio of the secondary weight. The methods to be followed in dealing with the secondary weights can be best made clear from ex- amples. I shall take three examples which will cover the ground as regards any case likely to occur in prac- tice. They are:— 1. The ordinary double eccentric sliding link valve gear. 2. An air pump, lever driven from a crosshead. Marine Engincering | VALVE GEAR FIG. 14. 3. A bilge pump, eccentric driven from the main shaft. VALVE GEAR. 2. The sketch, Fig. 14, which is not drawn to scale, shows an ordinary double eccentric valve gear in the go-ahead position, the data for it being as follows:— DIMENSIONS. Stroke of engine....... opad00c00cc000000 2H rind ned, Connecting-rod ratio for engine..... Sal 74! Travel of valve...... Rarela tai Staxotarets DOGEEGOS Gus Eccentric rod length from center of sheave to center of top pin............ 84 Steam admitted on outside of valve...... Angular advance of eccentrics.......... 135 degrees. 66 MARrcH. 1902. Marine Engineering. 113 WEIGHTS. Weight of valve, balance piston, valve stem anal rachns Ibialle Whoa. o6¢0000000000000000 1,446 lbs. Wivcledate O8 macbES W'S, 56 ¢00000000000000006 160 “ Weight of drag links or reversing links..... 92 “ Total weight of each eccentric rodand strap. 480 “ Weight of top half of eccentric rod......... wy Weight of each eccentric sheave............ 275 “ It is necessary to separate the ahead gear from the astern gear and the revolving from the reciprocating weights. The angular advance being 135 degrees, the ahead gear is driven by a crank 135 degrees ahead of the main crank of the cylinder to which the valve belongs, the astern gear by a crank 135 degrees behind, or preferably 360 — 135 = 225° ahead of the main crank. AHEAD GEAR. ASTERN GEAR. Total. Regarded as Regarded as Regarded as Regarded as Weight.| Reciprocating. Revolving. Reciprocating. Revolving. Valve and rigid attachment...........sseeessees 1446 1446 — — — Radius links............ 90000000900000000000000000 160 80 — 80 — ID RARE THT ES 5. 50900000000090000000000006000000000000 92 46 —— — a Eccentric rod and strap... 00... .c.ccce seers ee 480 125 355 125 355 IDICOSMEHO INGEN 50000000000000660000000000000000 275 — 275 —- 275 Totals......0....00s00e conse ee eee ee eenerseeeeeeeees 1698 630 205 630 4 , ; iL = Virtual primary weights—Factor 7 ............ 243 90 29 90 Virtual secondary weights—Factor rae weisfelere (eis oo 9 = Crank ahead of cylinder crank...............20 13512 225° ; : , 8 I The connecting-rod ratio for the valve gear is — = —. 84 28 The travel of the valve being six inches and the engine. L \) stroke forty-two inches, the primary reduction factor \ 6 I (reeen| i = = = i = Te= for the primary polygon is —_=—. Sincethe connect | 208, DF ——— ao 3 I LN ing-rod ratio for the valve gear is — = —, for the on pe ——— secondary polygons the reduction factor becomes | * zi 6 I I \ ~ ee Ce | 42 28 196 eS. Taking up now the weights, first separate the actual [SSeS weights into ahead and astern, reciprocating and re- ! | HOH volving. Marine Enginceriny q LEVER DRIVEN AIR PUMP | FIG. 15. The first item—valve and rigid attachments—is all reciprocating and all belongs to the ahead gear. The second item is 160 pounds for radius links. The radius links are driven by both the ahead and astern gear. They reciprocate with motion not absolutely harmonic, but it is an ample approximation if we divide the weight equally between the ahead and astern gear, giving 80 pounds to each. The drag links, or reversing links, weigh 92 pounds. One end is at rest while the other reciprocates with the valve stem, since, as shown in the figure, these links take hold on the go-ahead end of the radius links. So we add 46 pounds to the go-ahead recipro- cating weights. Next we have the eccentric rod and strap. There is one for the ahead gear and one for the astern gear. This weight is like that of a connecting rod (which it is in essence) partly reciprocating and partly re- volving, being concentrated at the two ends in the inverse ratio of the distances of its center of gravity 114 from the ends. In practice a very close approxima- tion is obtained by regarding the weight of the top half of the rod as concentrated at the eccentric center and revolving. So for both ahead and astern gears we have, from the eccentric rods, 125 pounds reciprocat- ing and 355 revolving. The eccentric sheaves are, of course, all revolving, adding 275 pounds to both ahead and astern revolving weights. Marine Engineering. MARcH, 1902. LEVER DRIVEN AIR PUMPS. 3. Fig. 15 shows a very common type of appendage, namely, an air pump lever driven from the crosshead. Fig. 16 shows diagrammatically the dimensions and weights. The simplest method of procedure is to determine the combined center of gravity of. the whole gear, which, being driven off the crosshead, shares in its motion. This is done in the table below:— we fares, || IEG” | “eae | Grossheadilinksternpeereenieeiernns | 120 — roll — 4800 IVENEHS95000000000000000000000000000000 570 = 7}! — 399° JEEB TERS) }OBAVEES,, 5 oo oG0000000dn00000000000% 105 20! 3900 Reciprocating pump gear........... 1260 20! 25200 SHERI G00 000000000000-09000000060000000 2145 9.47 20310 It is necessary now to collect the actual weights and apply the factors of reduction, by which we get the corresponding virtual weights reduced to engine strokes, etc. The work is conveniently done in tabular form as indicated on page I13:— The above gives us all the information to enable us to add to the main gear polygons lines covering the velve gear. " \ WEIGHT OF CROSS HEAD LINKS 120 LBS, ENGINE STROKE 42 WEIGHT OF PUMP LEVERS 570 LBS. WEIGHT OF PUMP LINKS | 195 LBS. | ~- WEIGHT OF RECIPROCATING PUMP GEAR 1260 LBS. 4 PUMP STROKE 21 Marine Engineering PS, TOY, Now 2,145 pounds with a moment of 20,310 inch- pounds would be completely balanced by a weight at the crosshead end of the levers of 507.75 pounds. The effect of the air pumps as above, then, is to virtually reduce the reciprocating weight of the cylinder to which it is attached by 507.75 pounds. It will be CENTER LINE OF SHAFT WEIGHT OF SHEAVE 275 LBS. CENTER LINE OF SHEAVE 45 AHEAD OF FORWARD CRANK C.G. OF ROD AND STRAP WEIGHT OF ROD AND STRAP 246 LBS. FORWARD CRANK ANGLE WEIGHT OF RECIPROCATING PUMP GEAR 460 LBS. DIAGRAM FOR BILGE PUMP Marine Engineering ME, 17 If, as I consider desirable in practice, the secondary polygons are drawn with the same length of side as the primary, and the reduction factor or connecting rod ratio applied only to the resultants, the virtual secondary weights to be used in such case would be, for the engine in question (connecting-rod ratio = 4), four times as great as given above, the factor used being 1/196 X 4 = 1/49. The moments follow directly from the weights, given the leverage of the valve center about the after crank. ) observed that I neglected the obliquity of the links at the lever ends. This is because the effect of this obliquity upon the motion is infinitesimal. BILGE PUMP ECCENTRIC DRIVEN. 4. The third and last type of auxiliary which I shall consider is that of a bilge pump eccentric driven. Fig. 17 shows diagrammatically such an appendage. Stroke of engine is taken as 84 inches, which is seven times the pump stroke. Connecting-rod ratio for engine is 4 and for the pump is 30/6=5. Center of Marcu, 1902. Marine Engineering. 115 pump is 10 feet forward of after crank center. In the case of this appendage we have a slight complication, owing to the fact that the bilge pump is below the shaft instead of above, as the cylinders are. A little consideration will make it obvious that primary poly- gons are not affected, but for secondary polygons the sides must be measured in the opposite direction to the crank direction obtained by doubling the actual angle, a result which is most conveniently reached by regarding the sides of the secondary polygons repre- senting this appendage as negative. The methods ap- plicable to this case are obvious, and the table below shows their application. ferred to the direction of the forward or No. 4 crank, are denoted by am, az, ds, and as, the latter being always =o. As moments are taken about the after center, the distances or levers are measured from the after center. The distances, then, from the after cen- ~ ter to the centers of the second, third, and fourth cylinder are denoted by bh, lh, and i. Since what we have to consider are ratios rather than absolute values, we may take any one reciprocating weight as always equal to unity and determine the ratios of the rest to it, and any one length as equal to unity and determine the ratios of the other lengths to it. It is evidently convenient to take the length of the engine from Items. LDEOSMTAS GACEHHGs900000000000000000000000000000 MCcentnricsnodiandistrapameneenentniicicenimtecice: Reciprocating pump gear................ese00- INNS cod oogon 0b 00bd00G000GR 000000 ad00D000000008 Virtual primary weights—factor?............ Virtual secondary weights—factor 4 XK FHayo00 Virtual primary moments—factor 1. 90000000 Virtual secondary moments—factor 12...... Actual ener ended: Regarded as Weight. OAS, Revolving. 275 275 246 82 164 460 460 542 439 77 63 G08 774 627 GP) If, as I recommend, it is intended to draw secondary polygons with sides the same length as primary poly- gons, applying the connecting-rod ratio of the main afterwards the factor for virtual secondary virtual secondary mo- gear, weights becomes 4/35, and for ments 40/35. These make the virtual secondary weight for the reciprocating secondary force polygon 61.9, and the virtual secondary moment 6109. APPENDIX C. Analysis and Discussion of Four-Crank Balance. PRELIMINARY DEFINITIONS AND CONSIDERATIONS. 1. In taking up the question of the balancing pos- sibilities, so to speak, of the four-crank engine, it seems desirable at first to cover the whole practicable field by determining crank angles and weights for primary balance throughout the range of possible cylinder spacings liable to occur in practice. In.doing this I designate the cylinders by the numbers 1, 2, 3, and 4; No. 1 being aft, and No. 4 forward; then the reciprocating weights for the respective cylinders are denoted by wn, we», ws, ws The crank angles are measured in the direction of rotation from the direc- tion of the forward crank. This is simply a matter of convenience. Any direction fixed with relation to the crank shaft could be used, but just as it is convenient to take moments about the after center, so it is con- venient to measure angles from the forward crank. Another point to be noted in this connection is, that as long as the angles are measured in the same direc- tion, they may be laid off either forward or backward; that is to say, all in the direction of rotation, or all opposite to the direction of rotation. This is a mat- ter which may be of some importance when consider- ing turning moments. The crank angles, then, re- the after to the forward cylinder as unity—or /,—equal to unity. It naturally follows, then, that we assume the forward reciprocating weight, or w:, also equal to unity. I invite attention now to Fig. 18, which shows the force and moment polygons both primary and sec- ondary for a four-cylinder engine, as described above. It is seen that the primary moment and primary force polygons are both closed—that is to say, return to the origin, 0. The secondary force and moment polygons are open—that is, there is a resultant. For con- venience, the sides of the secondary polygons are the same length as the corresponding sides of the primary polygons, but it should be understood that the actual 4 I corresponding forces are, for the secondary, only — n those of the primary polygons where 1 is the connect- ing-rod ratio. The angles in every case are measured counter-clockwise from the direction OA. In the secondary polygons this may, and usually does, result in some angles being greater than 360 degrees. Thus, in the primary polygons, a2 is about 255 degrees, so that 2a2 is about 510 degrees, or 360 plus 150. DEDUCTION OF FORMULA FOR ANGLES AND WEIGHTS NOT ASSUMED AS KNOWN AND FOR RESULTANTS. 2. It is necessary next to deduce expressions or formule connecting the lengths of the sides and angles of the primary polygons, which are closed, and then to determine the resultants in the case of the open sec- ondary polygons. Consider, first, the primary moment polygon: This involves only the second, third, and fourth cylinders, since moments are taken about the first cylinder, and hence its moment is always zero. We assume that we know We, Ws, Ws. b, Is, and lL, and hence web, ls, and walks. 116 Marine Engineering. MARCH, 1902. From well-known trigonometric formula, we have from the primary moment polygon. OA+AB—BO wyl,+w,l,—wyl, cos OA B = —_—_—— a 20AX AB 2Wl,W,0, Whence, as ws and i are each taken equal to unity, 2 2 I+ Wl, — Wal, COS (OP = Gy) = —$ > Similarly BOA =a: — 180°. I— w/, + wl, cos BOA = cos (a, — 180°) = 2 Wal, PRIMARY MOMENT. as CLOSED. \ Ne | ~e a3 OM wyly A Ge PRIMARY FORCE. CLOSED. & Cz N 23 W4 A » 6 // ay SECONDARY FORCE. OPEN. Ws SECONDARY MOMENT. OPEN. waly N ~78) | SN > SCALE OF RATIOS | | o T —— | | -8|- = = aot tl | | h u : . n —+ —$_—}_— + -- ut 7 26 | l ! | i | | +20 221 22 628 «24 .25 .26 .27 .28 .29 .30 .81 .32 .33 .34 .35 «56 137.38 +39 440 41.42 143 644 145 696 (47 148 149 L409 SCALE FOR l, Marine Lngowering DIAGRAM C. 272 272 DIAGRAM FOR VALUES OF @, 27) 271 266 + 265 | 264 263 |-4) +——} a o | O 262 S « | 267 =O: 4 : = 269|-2 °o 12) 259 258 258 ! 257 257 256 1 256 255 Sj 255 254 — 254 253 [— 253 252 J 252 251 251 i 250 tt 250 120 21 22 .28 .24 .25 .26 .27 .23 129 .30 81 382 .S3 34 135 .36 .37 38 39 40 41 42 43 44 45 46 47 48 (49 .50 SCALE FOR lg . Ss Marine Engineering MarkcH, 1902. Marine Engineering. 119 DIAGRAM D. DIAGRAM FOR RATIOS W,—W, | | | i en a tl | | een | meee ee ‘ = 13! VALUES O | -. 60. = see EEE = T | 1 = 1.6 10S 1 > ~ SCALE FCR RAT Se a l = 1,2 45 .46 .47 ,48 .49 .50 Marie Engineering 2 = > +20 121.22 .28 .24 .25 126 .27 228 +29 230 .81 .32 283 .34 .35 .36 «87.38 +39 «40 .41 «42 «43 344. SCALE FOR Up DIAGRAM F, DIAGRAM FOR RATIOS W3—-W4 a nH a ce) ro) \ ae = Co) VALUE | | =I am 68 2 & FE 69 ] Pi ct Le 7 eg «70 | bene 1.5 us sci 4 . ¥ 75 iu 4 76 j a 77 i T ‘= 78 79 1.3 : i 1.3 -80 : ‘ = | | 1.2 at 1.2 220 .21 .22 .23 .24 .25 .26 .27 .28 .29. .30 .31 .32 .33 .34 .35 .86 .87 .38 .39 .40 .41 «42 .43 1.44 .45 .46 .47 .48 .49 .50 SCALE FOR lp Marine Engincering Marine Engineering. Marca, 1902. 120 L, a l; GD = BD — BE = BC—— Ll; Now by similar triangles Owe CD b=, OB €B ib, Whence for given relative values of 1; and i anda constant value of BO or ws, the line DF of the force polygon representing we passes always through a fixed 166 7 166 et 163 162k I} 162 eo 160 > a a | SCALE FOR DEGREES rs a gon, given wu, l:, 1; and lh, we determine the point E from the formula OB li, OR tk and then draw a line DF at any inclination through E, DE i determine D and F from the formula —— = —, ls we Z, then join FO, DB, we have a closed primary force DIAGRAM E., DIAGRAM FOR VALUES OF @, | | | ca i | a 7 ] a5 = A 1 |i | aa | | | | (on —_ — — the re + Saantaeeieatial eon aac | | EM eee al eee | in| (Free a | | 130 Le a u | ] | A) OO 67 ot oH 5A 5H oF point £ on BO extended. Furthermore, DF is divided at the point E in a ratio depending on /, and J;. For ls l4 Di = OC =. MIE = OC = ‘, l; Whence, finally, DE I. Bis phos Evidently, then, if in drawing a primary force poly- +28 .29 30 .81 .32 33.34 .35 .36 .37 .38 SCALE FOR l2 -39 .40 .41 .42 .43 47 248 polygon for which the primary moment polygon is also. closed. The primary moment polgon is given at once by drawing OC through O parallel to DF. Since we can draw any number of lines, such as DF, we can determine any number of weights and angles. giving primary balance for given lengths of engine, given forward reciprocating weight, and given position of the second and third cylinders. This being the case, we can impose another condition. For instance, we can so determine the angles and corresponding Marcu, 1902. Marine Engineering. 121 weights as to get a desirable turning force, 7. e., the torque as uniform as possible during a revolution. Or we can determine weights and angles which reduce the secondary force to zero or close the secondary force polygon. This is readily done by trial and error. Assume a value and position of DF and draw the cor- responding secondary force polygon. Guided by this, assume a second value and position of DF, for which the secondary force polygon is more nearly closed, and so on. I found in practice that after about three successive values of DF I could determine the value giving a closed secondary force polygon. It was in this way that I obtained data from which to plot the diagrams A to F, giving values of a, a2, ds, w1, We and ws. These diagrams are practically correct. After they grams A, C and E give the first approximation to each crank angle, and hence to each eccentric angle since the angle of advance is known for each eccentric. From these draw the primary and secondary force and moment polygons of the valve gear. These will, in general, have resultants. Now determine new weights and angles for the main gears, such that they are not in balance but balance the valve gears. This is a second approximation. Continue the process until the results are practically exact. The process is com- paratively short and simple, and gives substantially exact results. SOME GENERAL CONCLUSIONS. 6. An inspection of the weight and angle diagrams shows that the weights for the middle or heavy cranks DIAGRAM G. DIAGRAM _FOR_ RESIDUAL SECONDARY MOMENTS FOR NM, 33 £34 +35 SCALE FOR Io | | | | | | eal | | (| | -39 .40., 4 47 .48 .49 .50 Marine Engineering -36 .37 .38 46 FOR CRANK ANGLES +27 .28 .29 +30. +82 .33 were plotted and traced, I took off values of i, ds, etc., for 35 values of J, and J; and calculated the resultants of primary and secondary force and moment polygons. The primary and secondary force and primary moment polygons were practically closed in every case. The results as regards the secondary moments are given in diagram G. MODIFICATIONS NECESSARY BECAUSE OF VALVE GEARS, ETC. 5. The six weight and angle diagrams for the de- termination of a, dz, ds, W:, We and w:, can, of course, be used for the main reciprocating weights only. When considering the valve gears and other secondary weights, additional work is necessary, which may be briefly outlined as follows:— From the given cylinder locations determine the weight ratios. From the weight ratios determine the actual weights neglecting valve gears. The angle dia- -34 . SCALE FOR lp 35 -36 . Marine Engineering are apt to be nearly the same, while those for the end cranks differ materially and are lighter than either of the others. That is, if applied to quadruple engines, the high pressure and first medium pressure should be at the ends of the engine. The diagrams are drawn primarily for No. 1 cylinder aft, No. 4 forward, and the crank angles measured in the direction of rotation of the engine. It is quite permissible, however, 1. To lay off all crank angles opposite to the direc- tion of rotation. This follows from the fact that a balanced engine is balanced for rotation either ahead or astern. To gain a better curve of torque it may be desirable to set off crank angles in one direction rather than the other. 2. To turn the engine bodily end for end. This will often be desirable in order to bring the lightest cylin- der—the high pressure—at the forward end of the engine. 122 CHANGES AND AMENDIIENTS IN THE RULES OF THE UNITED STATES BOARD OF SUPERVIS= ING INSPECTORS OF STEAM VESSELS. Approved by the Secretary of the Treasury and Pub= lished under date of February 7, 1902. Nore. The changed or new matter is designated by italics. IROL AS” IL SECTION 6. (Last paragraph.) But no flat surface shall be unsupported at a greater distance in any case than [16] 78 inches, * * * Section 9. (New, at end of second paragraph, page 31, Rules). Wrought iron tubes, however, may be used without being subjected to the tests required from tubes made of Bessemer, acid or basic open-hearth steel. SECTION 20. * * * The bronze casing of all fusible plugs, unless otherwise provided, shall have an external diameter of not less than that of a [1—] three-quarters of an inch gas or steam pipe screw tap, except when such plugs shall be used in the tubes of upright boilers, plugs may be used with an external diameter of not less than that of a three-eighths of an inch gas or steam pipe screw tap [said plugs to conform in construction with plugs now authorized to be used by this board]; and no such plugs shall be used unless the core of the plug is filled with good Banca tin from end to end of the bronze casing; and it shall be the duty of the inspectors’ to see that these plugs are so filled [with Banca tin] at each annual inspection. The manufacturers of fusible plugs, whether boiler makers or others, shall stamp their name thereon for identification, and file with the local inspectors in the districts where their plugs are in most general use a certification stating that the fusible plugs manufactured by them are filled with good Banca tin, in the manner described in this section. SECTION 38. * * All copper steam pipes shall be flanged over or outward to a depth of not less than [four times] twice the thickness of the material in the pipes, * * * The flanges of all copper steam pipes over 3 inches in diameter shall be made of bronze or brass composi- tion, shall be securely brazed or riveted to pipe, * * * The terminal and intermediate jcints of all wrought iron and homogeneous steel feed and steam pipes over 3 inches in diameter, other than on pipe or coil boilers or steam generators, shall be made of wrought iron, homogeneous steel, or flanges of equivalent material; and all such flanges, shall have a depth through the bore of not less than that equal to one-half of the di- ameter of the pipe to which any such flange may be at- tached; and such bores shall taper slightly outwardly toward the face of the flanges; and the ends of such pipes shall be enlarged to fit the bore of the flanges, and they shall be substantially beaded over or outward into’a recess in the face of each flange. * * * ‘All lap-welded iron or steel steam pipes over [5] 5% inches in diameter or riveted wrought iron or steel or seaniless draw steel steam pipes over [5] 5% inches in diameter, in addition to being expanded into tapered holes and ‘substantially beaded into recess in face of flanges, shall'be substantially and firmly riveted with Marine Engineering. MARCH, 1902. good and substantial rivets through the hubs of such flanges; and no such hubs shall project from such flanges less than 2 inches in any case. Provided, how- ever, that when such pipes ave double riveted into cast steel, wrought tron or homogeneous steel flanges, said Slanges to be equal in strength to the strength of the pipe, the process of expanding and beading may be dispensed with. lt 1s further provided that for pressures of 100 pounds and under said pipes may be single riveted to the flanges in lieu of double riveting. The joints of all Hanges shall be made with a sufficient number of good and substantial bolts or rivets, to make such joints at least equal in strength to all other parts of the pipe. SECTION 39. (First and second paragraphs.) 39. All coil and pipe boilers hereafter made, when such boiler is completed and ready for inspection, must be subjected at the first inspection to a hydrostatic pressure double that of the steam pressure allowed in the certificate of inspection—to take effect on and after July 1, 1897. The use of malleable iron or cast steel manifolds, tees, return bends or elbows in the construction of pipe gen- erators shall be allowed, * * * RUE AVE SECTION 2. (Fourteenth paragraph.) Engineers of lake, bay and sound steamers who have actually performed the duties of engineers for a period of three years shall be entitled to examination for engi- neer of ocean steamers, applicant to be examined in the use of salt water, method employed in regulating the density of the water in boilers, the application of the hydrometer in determining the density of sea water, and the principle of constructing the instrument, and shall be granted such grade as the inspectors having jurisdiction on the great lakes may find him competent to fill. IROL IS, IDSC, SEcTION I. (New, added to section.) Local inspectors, in determining the distance be- tween the flues and the shells of externally fired boilers, under provisions of section 4,434, Revised Statutes of the United States, shall take the measurements from the plate in the flue to the plate in the shell. APPENDIX TO THE RULES. (New. Added after last paragraph, page 83, Rules and Regulations of 1901.) To determine the pitch of rivets from the above for- mulas use the diameter'and area of the rivet holes. The diameter of the rivets as given in the ae ta tables is the diameter of the driven rivet. Any riveted joint will be allowed, when it is con- structed so as to give an equal percentage of strength to that obtained by the use of the formula given. Chicago Shipbuilding. — During. the year 1901 there were built at Chicago, eight steel freight steamships of an aggregate tonnage of 21,178 tons and costing $1,895,000. New Havana Drydock.—The Havana Drydock Com pany, of Havana, Cuba, has opened its new steel float- ing drydock. The length of the main box is 280 feet; width, 88 feet 2 inches; the additional riggers on each end are 40 feet in length, bringing the total length of the dock to 360 feet. Marcu, 1902. Marine Engineering. 123 Replacing a Damaged Bow. but her crew was saved. The collision bulkhead of the The accompanying illustrations show the bow of the Jsle of Kent saved this ship from going to the bottom. steamer Jsle of Kent, which, on the 14th of December, She proceeded to Boston and was docked and sur- was in collision with the Spanish ship Amesti while veyed. DAMAGE TO THE BOW OF A STEAMER AFTER COLLISION AT SEA. 350 miles east of Boston Light. The Isle of Kent The contract was awarded the Fore River Ship and struck the other ship bows-on on the starboard side Engine Company, who agreed to complete the work and her stem was folded up in the manner shown in within 25 days. Within three days from the signing the first engraving. The Amesti sunk within 15 minutes, of the contract the steel forging for the stem was 124 Marine Engineering. Marcu, 1902. completed at the forge works of this company. This forging was in one piece 62 feet by 10 by 2 3-4 inches. The company’s floating machine shop was towed from the plant at Quincy to the dry dock and their steam lighter was kept in service between these two points. New Organization. —-The American Shipmaster’s Protective Association of sail vessels completed its organization in Newport News on January 3oth, with, Capt. H. H. Haines, of Taunton, Mass., president, and A. L. Crowley, of Boston, Mass., secretary. The DAMAGED PLATES REMOVED AND NEW STEM FITTED, The damaged bow plates and frames were first cut out by pneumatic tools and a new bow built on. The second illustration represents the hull made ready to receive the new material with the new stem in place. The work was completed within contract time, making a record job for quick repair. headauarters of the organization will be in Boston, but branches will be established in every port on the Atlantic coast, with a legal representative in each. The object is to secure the repeal of laws adverse to. the interests of masters and owners of sailing vessels, and obtain theenactmentof otherlaws to theirinterests. MaRcH, 1902. Marine Engineering. 125 LAKE BUILT OCEAN TRAMP STEAMERS. BY CHARLES C. WEST. The advent of the American Ship Building Company into the field of the construction of ocean boats has been signalized by the fulfilment of orders for two steamers placed with them by the American Naviga- tion Company, of New York. In the past quite a num- ber of canal size ocean boats have been built on the Great Lakes, but in the Minnetonka and Minnewaska come the first real encroachment of the American Ship Building Company upon what has always been considered the rightful province of the coast ship- builders. The capability of the fresh water builder has never been doubted, but natural disadvantages that restricted the size which could be taken to the salt water seemed to fully define his field. Therefore, the middle con- tinent shipyards have gone on for years simply sup- In the construction of the ships which are to demon- strate the soundness of this belief, all lake precedents and methods of construction have been abandoned, and a standard type of ship has been evolved which differs in no radical way from the vessel put out by foreign or American ocean shipbuilders. It might be thought that ships built and delivered in such a way would be designed with a view to the cut- ting process in order to reduce the attendant cost to a minimum, and the ship thereby weakened. Such an idea, however, is entirely erroneous, for with the exception of a limited use of snaphead rivets, which permit of easy removal, the ships were designed and built as though no such process were contemplated. These boats are of the variety known as ocean tramps, having full lines forward but with an easy run aft to the propeller. A large proportion of dead flat permits of an effective use of the mold system which OCEAN STEAMER MINNETONKA BUILT plying the local demand for ships, but in the perform- ance of this, as is well known, have developed origi- nal, eifective and economical methods of construction. It is, therefore, with a confidence born of long ex- perience that the American Ship Building Company en- ters upon this new field of operations. The canals, which represent the only feasible water- way between the Great Lakes and the ocean, restrict the size of the boat bound for salt water to about 250 feet, and the demand for craft of this size being small, compelled the American Ship Building Company to adopt the plan of building ocean boats of large size, cutting them in two parts, taking them to the coast via the canal, and joining them in some dry dock near the mouth of the St. Lawrence. Notwithstanding the cost attendant upon such an operation the lake build- ers feel that they can compete successfully with the coast shipbuilders, and at the same time turn out a boat which would be in every respect the equal of the product of a coast yard. AT CLEVELAND, OHIO. was inaugurated and perfected on the Great Lakes. The hull designs were made by the Hull Department of the American Ship Building Company, under the direction of Mr. A. C. Diericx and according to Lloyd’s rules, and a special surveyor of that bureau, Mr. A. C. Heron, supervised the work of construction. The boats were designed pre-eminently as dividend- earners, and although the beauty feature was the last consideration it will be seen by the accompanying il- lustration that the designers were successful in pro- ducing a good looking and at the same time a well ar- ranged craft. They were designed with a view to rapid and easy handling of cargo, and although no gang- ways are provided, this is recompensed for by the intro- duction of more than the usual number of hatches. Some of these are of large size to accommodate bulky freight, and are re-enforced by a removable strong- back at the center. The cost of the ships to the owners is about $450,000 each. The first of these ships, the Minnetonka, was success~ 126 Marine Engineering. MAkcH, 1902. fully launched at the Globe yard of the American Ship Building Company, on September 14, 1901. She is a single screw steamer of 7,000 tons dead weight ca- pacity at 24 feet draft of the following dimensions :— Length between perpendiculars.. OWA conccns00009000000 Bread thy old edseeeeeeereerertie Depth, molded to upper decks. RO ww & SINCE 1HEFE"CL50000b0000000000000000 Boos Chee “OP Wa Eta cee cise iictnete reine teeeioce 4c Othe (CERF) CEFSEKSUAGoo5000000 C0gd000000000 360,000 cu. ft. The specifications are those required by Lloyds for too A rating, though in some cases even these re- quirements were exceeded. The width of the locks of the Canadian canal restrict the molded beam of these boats to 43 feet 7 1-2 inches, TEMPORARY WOODEN BULKHEAD and, while the depth of water over the sills of the locks is supposed to be 14 feet, at certain seasons of the year vessels drawing more than 12 feet 6 inches are un- able to pass. Therefore, the designers of these boats were forced to bring the maximum depth of either of the two parts well within this limit. There are three decks, the two upper ones being laid continuously, cut only for hatches, and the lowest having a wide stringer plate laid upon it. The bulkheads are especially heavy and are secured to the shell by double angles. The keel is of the flat plate type 20-20 thick and treble riveted, the after end having the usual box plate formation to receive the stern post. The stem and stern post are of the best hammered scrap iron, the latter having gudgeons and stoppers wrought on. A center continuous plate keelson, which ends at the tank top, divides the water bottom into two sec- tions, which are in turn subdivided by watertight floors under each bulkhead. The water bottom which extends the entire length of the ship has a capacity of 1,340 tons, and is pro- vided with air and sounding pipes at the forward and after end of each compartment. Fore and aft peak tanks are provided having a capacity of 90 and 70 tons respectively. The water bottom compartments under the engine and boiler spaces and for twenty-six frame spaces alt of that are used as fresh water tanks. There are eight watertight bulkheads, all of which extend to the spar deck. The bulkheads are not cut, with the exception of the one between the engine-rooin Marine Engineering | FITTED FOR TOWING THE FOREBODY OF THE MINNETONKA THROUGH THE CANALS. and the after hold, which has a guillotine door into the shaft tunnel. It will be seen by the longitudinal section that the bulkhead just forward of the boiler space extends on — frame Ne.-97, from the tank top to the main deck, and from the main to the spar deck on frame No. 01. This was done to provide for an auxiliary coal bunker below the main deck, and to better divide the space between decks. The deck erections consist of a steering house aft, located on the fantail, a bridge house and a forecastle. On the spar deck in the forecastle are placed the fire- men’s and seamen’s messes, while on a deck directly below are located their respective quarters. The quar- ters of the rest of the crew, together with the officers’ are in the bridge house. Above the bridge house are the captain’s quarters, wheelhouse and bridge. The work of loading and unloading these ships can MARCH, 1902. Marine Engineering. N27, be carried on with exceptional facility, since two cargo booms are arranged over each hatch. The four regular masts each carry four booms, and two derrick masts are provided for hatch No. 5. The coal bunkers are filled by means of two hatches situated just forward and aft of the stacks on the top of the bridge house, while a small hatch is arranged on the starboard side for the bunker of the donkey boiler. The ventilation of the hold is effected by bell mouth ventilators on the spar deck. The propulsive equipment of these ships, which was designed by the Engine Department, under the di- rection of Mr. A. P. Rankin, consists of one 3-crank, 3-cylinder vertical inverted triple expansion engine, having cylinders 27 inches, 42 1-2 inches and 73 inches in diameter by 48 inches stroke. It was designed to give 2,400 indicated horse power at 70 revolutions per minute. This, it is estimated, will give the ship a loaded speed of 10 1-2 knots. The arrangement of the cylinders from forward aft not Shearhed es 3x Dg Suse —- Tangle Spied 2 Uapart 7 « Focte Beasss Same as Brtze Brains dy > ; 1821720 ie ia Poop 94x 5x95 Angles Note: Stanchions for Brdge Beams Douvblo 5 Rivered wil! be Shown on Coustru.tira al Plan to be Sabmiticd. . WAY | Diutl-d ty 200 AL each cud cf Brdge, Double o mls Yr 5 ve Me Upper Deck 46) Coamings Eads 5/9) manos Stringer 53 xY, t038E. to 9%) ac Bods 8/5 9/7 - 7 arte je 2 Aang, Yor WL) Eads 35x 5x % w ly Sides 9/39 in 10 Apany Chamber IL Shr 4x! folgh. WW — 7 7 Channel Beans 10x 636 x! Batts of Shr. Srrak+ NYY, Bray Ph to lA a Buds to have Double Straps Seam Ts Treble Rivd. WRivets ff SON Aah PAG all Intercoastal 97, — i Doubled turd iN : | < 4 Let Cos 5 a fw vi fo 94°L. Bods Lay yodfh) {t) Pres 6 x 324 x17 Angle for 4 L.to 6 x 339 x Ye, Bulkheaa Vert, Suideners 6x94 15 Chaanel : aM Shae, WT siesiuizallgreth and Treble Rivd. 1% ~>lf at Ends Spaced 247Apart fiom Stern Post to SR gh tn ” hho OB Ghost iy! Plates same Thickness Rivets Doubling Flve|f, Collision BAD Ford. and Thence Gradually Angle 9x3x74) 3) Apart 6x3%6x%) Angie |i/9 Numerals Pisportions XU a5 Strake Below Double Straps Treble f]! Raduced to 18” Spacing in Fore Peak, Stanchions t= 2 Girth 51,3 B. to L,..--..--- 9.515. Rivd, "Rivets, | ff Ror. Brames 9x 328/)y a ty Coper Deck 01 \ 9x44 87>) xOI |i} 1 D.tol. MDRE: NW Re CLantiog (Biffy Stent Gi Dak esteem Tyo eamepenndAl ° pe YG Deh MR DOL CDRA Hayter. w Double Straps Insido 9/9) _ |}! FismeGudormade7 Deep, , Siew "| BLU Apart Deduct 7/00 Hot Way wt Eve Outside Wop TrobleRiveted fl [U) Floors of Piate fall Depth of Tank 24 Apart %, bx Ie xy, Augie Jot, No, = 100.31 x 423.08 = 12919 2ud No, Sst 46 Le BatnncerHh far Yy LxyBodsly, Coser Boilers. Hl vey Strap é ie aur oe tuibment Now i731 } fj @ Ried Sim Stra Singt+ Rew Sesion a : PMA x 3 5 Laud iy Ri Dule Ried Soem Strap Swgts Revi - = = aM x. Wx yy een ee ae vding 74 Rivets Se Chunbec 8 es Raa 720 yy iy atts Lapped aod SS ! >; en ul 51xl¥y tral6L. vo denple R mR RoW eta [St 3 Ly etoot etre Same arees hy me 3 fu lux 376 x17 24 Ch ase | Deik Plaung/2s00 K Wy at Ends HZ Balkheats Lower Halt YyUvesr Hult 4, BHD. Vert. Stiffeners § Wx 3texl'y), Chioosl ML. way at Eads 5M Landing Stor 38 x3¥{ Stain Frame by x 74 Angle 6 x 346 xI%5 W Apa | S 83 Ye Rivets Ruder 10 Dia. Stock 5'Dia. Prowle 5 " G Sh ero f Stange Bx My) eg L GAs Ear Bena E Gao BHD, Frame Angles = ec. xSWx I sl Zi} ira les | PniieA Wr) a PaSeecn = z OF XY sy at Ends ‘] . : Batts Lapped and Noto: Web Framesto be Fitted Throughout E Hehe B= 219% tor 36 L, to draple Ri Mach Space 8’ 03 h 2 x c mil! 5 nye i Sy orcs Maemo Rees O’Apart Extendiag | 3 336x340, Anglo Chys f 21] 5 i Way Bt He) \ =i \~ Stineensifeno 1 fe = inger 54x M79) fl P| G : 0, UH 544 Landing On 1 \ ” fo WL. to 12x Sy 4} te on } La Wx 3%xl27y) Chinne eo Noe 2 Rivers 6x7 Channel 15x23" Channa fiuiow \ Oh | 3. > D ———— S : Chanasl Berm 10 x31 <1, No Chamber Ok Chafing Frcce = — 4 = Butt, Lapped and Riveting Cont ers = == = 66x 1% furs 3 OunirplolRiested Upper Deck Stringer Batts Double Straps || CAS teaches h B t j 2s Panel Ye" Rivers 72 and 9/2) C1 Le and Trobe Rivet-dl% Reverse 10 x 3%¢al2>,,Chamnel NEO SNS <<, 172) (at Buds a : émarcder Leeble Riveted with Single Styhy 2 Bower Aochuts Stor kleys 6316 CWT, S 3 ra Heavied han Plates. 1] i . .* Site : > ” din Deck St Butts Sing! Tisttle Riv Stream co iY a) Sw sciieg Lemond usta SHB eal eae J [uber cee Oe Siripgst 2x W, Ug Ravers a ard all Treble Riveted, it BHD. Vert. Stif-n-rs 23) Fathoms 244 gStud Chain Cable eae 20 = atte Do 8 sle6 x3 a 30, o 1A6Stisam Chain o 16 L. to Yop Ends 5S. Gators Fe Riogutle Suateed 74, Apel 336 x1/p) 30 Ap Stan: hions in one 1s eStenWitcbor rere S73. Lst07/29 Ex Ridee Plate But (ard Edges Lapped aad Jere, Sud cers Leayth ttoia Tank 12) Fathoms "Hemp Towline **4%%,,'° 7% -_ 43,” Batty Lapped aad Doutle Kiveted ali Fore aad Ant Bulb Angle { there are seven 400-foot boats, and ten vessels having the uni- form dimensions of 366 feet over all. Included among the vessels turned out during 1901 were two steamers and two barges designed especially for the transporta- tion of copper ore. The steamers are each 336 feet in length, and the barges 312 feet, and all four have a uniform carrying capacity of 4,000 tons. Marine Engineering. 167 In view of the oft-repeated rumors of combinations involving a greater or less number of the prominent shipyards on the Atlantic coast, and as an interesting commentary on shipbuilding conditions in general in the lake district, it may not be amiss to glance at the status as to contracts of the American Ship Building Company, which controls seven of the principal steel shipbuilding plants on the inland seas. Of the thirty- seven vessels valued at $8,902,000 building in lake yards at the opening of 1900, twenty-three costing almost $7,- 000,000 were entered on the books of the consolidation. Of the sixty-one vessels valued at $12,535,000 turned out during root, the ‘trust,’ so-called, built thirty-six, representing an investment of $9,335,000, and thirty- four of the forty-three contracts for steel vessels placed during the closing months of 1901 for vessels to come out during 1902 went to the consolidation enterprise, BROWN, which thus has on its books $8,730,000 of the new busi- ness to be found in the steel shipbuilding plants on the Great Lakes at the dawn of the'second year of the new century. Coal Steamer Mercedes.—A coal steamer for trade between Australia and the west coast of America was recently launched at the Northumberland Shipbuilding Company, Ltd., Howden-on-Tyne, and is equipped with a system for rapidly loading and discharging car- goes of coal and general merchandise. The engines are located aft. like our lake steamers. There are four hatchways 22 feet wide, worked by derrick posts 4o feet high from the deck with eight derricks equipped with the Temperley system of transporters. It is expected that a cargo of 7,000 tons may be discharged from the steamer in sixteen hours. The water ballast amount- ing to 2,400 tons will bring the ship down to a good draft when without cargo. rrr . — a : , . > APRIL, 1902, g. ineerin Marine Eng ey Petpe oe Via 168 APRIL, 1902. Marine Engineering. 169 MODERN FIVE MASTED SCHOONER. JAMES A. HARGAN, There are not a few who really believe that the death knell for the days of sailing vessels has long ago been sounded and that they are now a dream of the past. Let me gently wake all such from their dream, not with a sudden clash of dry statistical figures, but with a few plainly stated facts. The graceful clipper ships of which we were so proud a few years ago, it is true, have largely disappeared. The ocean tramp and other steamers have been crowd- ing them out of business, but there are still a goodly Complete Steel Deck 12 Ibs. wood. This, of course, is readily explained, since the first cost of a wood vessel is materially less than a steel one. The latter has of course many advantages in point of economy, durability, etc., over the former, which, however, it is not the writer’s purpose to dis- cuss in this article. Suffice it to say that as the size of these vessels increases the necessity of using steel construction becomes more urgent. The pioneer of the steel sailing ship builders of our country is the well-known firm of Arthur Sewall and Co., of Bath, Me., who are not only extensive builders, but own and operate a large fleet of sailing vessels Hatch MIDSHIP SECTION OF FIVE MASTED number of fine sailing vessels of this order on the ocean, and being built even in this the twentieth cen- tury, many of them much larger and heavier than of old, and are found by their owners to be still a good paying investment. Especially can this be said of the schooner type of coasting trader when built and equipped in an up-to-date manner; but even in this class the small fry are being rapidly run out by the big ones, and all along our eastern and southern coasts we find a brisk movement in the building of these large schooners. But, strange to say, the large majority of these vessels, in point of number, is being built of 3 i Deck Plank ¥.P, Seats Single, Butts double overlapped iy i ——————__—___— | 5” x 4” Bolts 52” Rivets 5¢" Dia. | Moulding =i VERRY: aS Bixlig TQ é y Lend Sete a ee ES Se EL = y 55) Soe SEES —— A —- Ass U) SS z Bcams|of Channel Bars 1946" x 33¢' x 33g" x 26.5 lbs. 135434" 32) lbs 7— # 8 ee Hatch |} 4 137x 4"x 4" x 32 Ibs. u Knee Plates for 13” Beams 33”x 33” x 22 lbs. } 0 es 103678 30" 30" x 20 Lbs. | inp 5x" vA 30" x 30 Mbeppx Riv. % “4% 314" x 3" x 7.8 lbs. Whit op 237" oom ote 8"x 334" x 314" s 23.8 Ibs. p2% dia. | a = 22 Ibs. AN | Ends 18 lbs. 6 x 4"x 12.3 lbs: | 4x 4x 12.3 lbs. Stapled in way of Ballast Tank | Stringer 40"x 19 Ibs. Ents 31" x 16 lbs, | | W.T. Hatch Beams: For’d and Aft of Ballast Tank Foye | OUavide: on Alternate Frames. 7 134 Ballast Tank Top th 12° T oe oe k L 1014" x 336 x 33,” x 20.6 Ibs. | 15 lbs. o Ballast Lan 22 Lbs. ‘ Channel T SSS Ends 18 lbs, Ss = eS ee So = SS eee ko) Bee Se ae eA eee / == SSS Beams in Ballast Tanks Hatch Bens/_ on every Frame Nhe NE 13"x4"x4"x 32 lbs, 8" x 314 x 344" x 23.8 lbs. ra Knee Plates for ig. Beams ae ies 2 tbe. Hatch Beams 1034” x 334” ae G © @ «© 30"x 30’ x 20 lbs. SEPP apaa ia, 22 Lbs. o G& G at « 24" 24" 18 lbs. ee earns Ends 18 lbs. hs Angle Bar Stiffeners 6"x 4” x 12.3 lbs.——> = Fs Seg BO es HOS CENTRE KEELSON “ait "x 316" "< 23.8 Ibs. FORWARD AND AFT OF NSE a 5 aa BES REO BALLAST TANKS 22 Ibs. oat 16 Lbs. Wads/18\1bs, 6'x 4°x 12.3 lbs. 334" Dia. ji Se Rider Plate o 5” x 2" Spruce Angles 6"x 4"x 123 lbs. 13x 26 Ibs. Floor Stringer 20" x 26 lbs. Bulkhead in way of Ballast Tank ‘ ie i\ \ 36" x 1734 Ibs. Ends 20 Ibs. 16 Ibs. 4 lbs, mA } h Enasnsitbe: 6"x 4"x 12.3 lbs. Ends 18” x 15 tbs. \ PA Double Straps | Treble 14" Riv. a ‘oor \ ” " ” ont " ” Head|of Floor 8x 334" x 314" x 23.8\1bs, cane Reverse Angle 8" x 346" x Shy" x 23.8 lbs. 1 ‘4 nat x | 6'x4"512.8 a\ Pitch Pine23¢'| | 7 <9 50 : 6"x 4x 12.3 lbs, A 2.3 Ibs. Angles|6"x 4”x 12.3 lbs. } 4 Bloor Stringer | _ 24 Ibs Sas Sees aa s 171g Ibs. sa Ends 18 Ibs. — is = SS 88 Sas Hees, ieee. = | 3 a ht o = | | b v VX | lbs. 22 lbs. Cc a == me 3 a Endslolbs. — 22 bs. peee Marine Engineering : 8 Ibs. 22 Vos. | Hee cere ee Ends 18 lbs. | Channel Bar Frame 6 x 346 x 344 x 10 tbs. i 22/6" 2 SCHOONER, which trade to all parts of the world. A few words about this firm will certainly interest all American readers who are interested in our shipbuilding and maritime progress. The firm of Arthur Sewall and Company has been in existence and constant working order since 1823, and from that time to the present they have kept up an un- broken record in the construction of sailing vessels, over one hundred of which have been built. Their first vessel of wood was the brig Diana, of 314 tons, built in 1823. This was followed by others of gradually increasing size, and in 1841. they built the APRIL, 1902. “mee ineerin Marine Eng 170 -IWIOU VIO 34} UY} JSOD JOYJIN] OU jv puv ‘poSseyosip Jo popeo] Ajyomb pure Ajojes oq ued yt vy} ueyy JUoU: “WOD 9IOW OU SpooU jse][Vq 1OJ J9}eM JO VSN oY} WOIy Sumi99e AWOUODI pUv SoSvjURAPR jeaIs 9yT, ‘suvoq pue Sunred yxoop ‘sproyyynq [euoippe oy Aq powiso0y UOISIAIPNS JYS1}-19JVM Posvotoul sy} Aq Jossaa ayes PUR JoSUO1]S YONU v soyxvUU sty} oI] oes dy} WV ‘91v9 Juonbosqns pur uononays “wood JO 4sOd oY} SUIYSIUIUIpP A[[eIoJeVUL pue ‘W0}}0q a]qnop & YM pey oq jou pynoo yoryM ‘poy s,jessaa 9Yi jo Ayovdvo yysiory [[N} oy} Surars snyq ‘uondisosop Auv JO OS1ed IOJ spjoy sv o[quireav syxur}z ysvipeq oy} Supyeur ‘soyojey O81vd AlvuIpsio sve pasn oq uvo ‘yYySIoI4 Ul UsYyM “IO 4YysI}-19}VM jajnjosqe poasoja oq uvo Soyo wy OY} ISPI[[Lq Ul UaYyM yvyy Os ‘soydzeYy O81vd WY By -19]UM 951P] YIM po}Y yoes oie syuey osoyy “yoap JOMO[ OY} OF JYSIoY UI Sulpusj}xo ‘pouSisap usoq sey SUL} JSPI[VG JO Sollos B possop sz[nsel oy} uleqye OF “ANVIWOOD CNV TIVM4HS YAHIUV AM ONIGTAL AYANOOHOS GaALSVW HATH ‘esodind sty} 10} stoureojs Aq pojdope Ayjensn wo4sXs W0}}0q V[qnop oY} O} 9sIMode1 Suravy ynoyIWAM [nq us.) yS¥][eq 19}eM JO SUO} THZ'I SuUIAIIVD IO}y JUOWIOSULIIe Ur eq [JIM sommjeoy [edrounid soy Suowy ‘Surpury ur Awo “U099 }IIS O} SB [JaM Se ‘JaSsaA OY} JO SsoujNyjosn pue poods “Ajajes oy} 0} dAIONpuod [ev ‘suNn1y jo [17y -op puv JUSIOSULIIv [Vous “UOIINISUOD UT soANyzeo} JeAou Auvur ssossod [[IM jjet9 siyy, ‘aporjae siy}z Aued “WOdd¥ YSIYM Jo suvjd ‘sjassoa jo Jooy o81e] UMO IY 0} UOI}ppe uv SB I9UOOYIS PajseU-dAY poyxoop-sfqnop Joojs YJOWWUIPUT B p[inq 0} [eI1oyvUT ay} 10; 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WOOY ONINIG al al saa SHLY38 2 3SNOH HOG GUVMHOS S$y¥30Id40 Z ZONvuLNa , / walsh 7| lo, — z if Des me 0 y pal $.4301440 1S} S woos Hive | Huge } ) @ | 18 A= = = — — Ay. ne vil SSNOH HO3G dIHSTIN 7086 SSNOH MOR Y¥3a14V 172 tention being given to the lighting and ventilating of each room, and all plumbing will be of the latest 1m- proved sanitary type for ship’s use, thereby insuring the health and comfort of the vessel’s crew. The aiter deck house is arranged for the accommoda- tion of the captain and officers, with spare state-room for the owners or passengers. A special cabin, state- room and bathroom is provided for the captain, a spe- cial state-room for each officer, with a dining room and pantry common to all. These quarters will be hand- somely finished in hard wood, with all modern con- veniences and appliances for the health and comfort of the occupants. Abaft of the after deck house will be located the chart or wheel house, in which will be located the steering gear, which will be of the latest improved screw gear hand-power type. This house will be built of steel, with circular after end and square front, the fore end, having heavy plate glass windows, and circu- lar air ports on the sides. The forward, midship and after deck houses will all be built of steel on the trunk deck pattern, extending only about 4 feet above the upper deck, the sides con- tinuing down to the floor beams, forming strong fore and ait girders, connecting with continuous fore and aft girders under the upper deck on each side of the cargo hatches and thoroughly supported with beam stanchions, thus strengthening the upper deck for a heavy deck load when necessary. The beams forming the floor of the forward and after deck house extend from side to side of ship, thereby adding greatly to the vessel’s strength and resistance to panting. The five enormous masts and spike bowsprit will be all of steel. The vessel will be built to the highest class Art, twenty years under the America Bureau of Shipping, and will equal in scantling and construction the high- est classification given by Lloyds Rules, and when completed will undoubtedly be one of the largest, handsomest, best appointed and most economical ves- sels of her type on our extensive seaboard. She will be equally serviceable for coasting or foreign trade, and will be a marked advance over any of her present compeers. The designs were prepared by the writer. The principal dimensions of the vessel are as follows: ene thvovierall eerereeeerrtieterniccie 274 tt. g in enetheregistenedseresenmeereeeceere ait Ae Beam i ciiaanoeie ecient nee cr ener 45 Depthpmoldediecneeeeeneecereeeee eee eerie 25 ee Oe Load draft (from bottom ot keel)........ oye Dog Corresponding displacement............. 4530 tons Deadweight carrying capacity..... ..... ge Area of immersed midship section...... 828 sq. ft Coefficient of immersed midship section _.g2 IBNOYSHS CODING EWE cogoanccs0a000000000000000 -728 IRrISMaticucociiCcien bepeEEE eRe entne +792 Tons per inch of immersion at load draft 22.35 CargoiCapacity sone aces eect 176000 cu. ft. Capacity of water ballast tanks......... 1242 tons Sail area including square fore sail..... 25920 Sq. ft. Inspector of Boilers.—The United States Civil Service Commission announces that on April 22-23 an examination will be held in leading cities through- ‘out the United States for the position of Inspector of Boilers in the Steamboat Inspection Service at Du- buque, Iowa, and other similar vacancies as they oc- cur, at a salary of $1,500 a year. Persons desiring to compete should apply to the commission, Washington, D. C., before April 12th for rules covering the ex- amination. Marine Engineering. APRIL, 1902. The Wreck of the Steamer Grecian. This winter’s stormns have caused the wreck of many a ship in the north Atlantic service, and the accom- panying views illustrate the sad fate that may await a ship that once leaves her native element. The Allen line freight steamer Grecian, bound for Halifax, N. S., went ashore on February 9th near the entrance to the harbor of Halifax during a snow squall. The vessel struck on the rocks as shown, and although attempts were made to float her off they were unsuccessful be- fore a severe storm on the 17th drove her still further on shore and broke her in two, as shown in the lower engraving, which was taken the day after. The force of the waves on this rock-bound coast is well shown by the high bank of spray at the left, which is a sea breaking over the bow. The upper illustration was taken a few days later and shows the further damage to the vessel. The hull amidships is practically washed away, Opening up the engine and boiler rooms. One section of the plating has been washed up on the rocks. The Grecian was built at Sunderland, England, in 1879, and is 360 feet long, 40 feet 2 inches beam, 31 feet deep, and of 3,481 gross tons. Captain Harrison, who commanded the ship, testified at the inquiry into the loss of the vessel that there was a slight deviation of the compass. If he had not taken a pilot on board he would not have attempted to come into the harbor at that time. Lubrication for Tail Shafts. A device for preventing the corrosion of tail shafts, by filling the stern tube with oil, has been brought for- ward by Messrs. Benjamin R. Vickers and Sons, of Leeds, England. In the system illustrated the oil is supplied auto- A GUARD RING SAS UGNUNVITIA— A SS S=S=S= —=—>= —_—— Za y ELASTIC DISCS. FLOATING GLAND ™ PACKING YFIBROUS DISCS Marne Engineering OIL RETAINING RINGS AT STERN PORT. matically, and a continuous circulation is maintained without requiring the attention of the engineers. Oil flows into the stern tube from a reservoir placed on the deck, and there becomes slightly heated by fric- tion. Then it passes back through the up-flow pipe and is replaced by the cooler liquid. Testing cocks and pipes are provided and the apparatus is so arranged that the engineer can readily see if it is working prop- erly. The oil used must be free from acids, otherwise APRIL, 1902, Marine Engineering. 173 WRECK OF THE GRECIAN. VIEW TAKEN AFTER SECOND STORM. THE FREIGHT STEAMER GRECIAN WRECKED NEAR THE HARBOR OF HALIFAX, N. S. ON FEBRUARY gTH. VIEW TAKEN AFTER FIRST STORM. Photo. by Gauvin & Gentzel, Halifax, N, S, 174 Marine Engineering. APRIL, 1902. corrosion will set in almost as serious as that resulting from the salt water. For further clearing the oil, a filter is placed on top of the reservoir. ' A patented oil-retaining appliance is attached to the stern tube entirely independent of the propeller, con- sisting of specially prepared fibrous and other disk packing rings fitted round the shaft and protected from the sea. The fibrous material expands when in con- tact with the oil, making a tight joint without causing friction. The detail drawing illustrates the construc- tion. They are fitted in a floating sheath, which rises and falls with the shaft and which works inside a metal tions per minute. Much trouble had been previously experienced from sand getting into the stern tube, but since the above date sand has been kept out, and very little, if any, wear in the stern bearing has been no- ticeable. Wreck of the Steamer Wilster. During the stormy night of February 28th, the tramp steamer Waulster, Capt. G. .O. Tookes, from Malta to Boston, went into the breakers on Cape Ann, Mass., and stranded hard and fast on a ledge OIL RESERVOIR — SRK DOWN-FLOW PIPE STERN BULKHEAD TEST COCKS Marine Engineering SYSTEM OF LUBRICATING TAIL SHAFT. gland. Outside these and under the guard ring are two elastic disks, the inner edges of which lie along the shaft between it and the guard ring, so that in case the stern bush should become worn these would be pressed close round the shaft by the pressure of the water and will assist in keeping the oil in the stern tube and the water and sand out. This system can be readily applied to old ships and no alterations are required to the stern tube or bush. The rings are made in halves and can be fitted without removing the propeller. For new ships the patentees recommend a linerless shaft, running in a cast iron or white metal bush, with suitablé grooves for the oil to flow freely through both the stern bushes. It is claimed for this arrangement that it will be both cheaper and give more satisfaction than the present forms. ’ In April, 1901, the twin-screw channel steamer Jbex was fitted with this patent system. The vessel steams 18 knots, and has 11-inch shafting running 145 revolu- in a most dangerous position. The accompanying illustrations were taken after the storm had gone down. The vessel first struck on Salt Island but worked herself off, and while Capt. Tookes was feel- ing his way along the shore the steamer again struck on the beach. Signals which the vessel sent up were seen by people along the shore, and lifesavers soon came to the rescue and took off the members of the crew in the breeches buoy. The ship was loaded with sugar, and her cargo has been discharged and efforts are being made to float her. Several attempts were made by tugs and the wreck- ing company to pull the stranded steamer off. Most of her cargo of sugar was lightered from the ship and towed to port, but then the combined pull of all the tugs was not successful in floating the ship. On ac- count of excessive storms the vessel was driven fur- ther on the beach and deeply imbedded in the sand, and at the time of going to press it is doubtful if the ship will be gotten off. APRIL, 1902. Marine Engineering. 175 BOW VIEW OF ‘THE STRANDED STEAMER WILSTER. STEAMER WILSTER STRANDED O)} LONG BEACH, ROCKPORT, MASS. Photo. by R. W. Phelps, Gloucester, Mass. 176 Marine Engineering. APRIL, 1902. LIGHT DRAFT HYDRAULIC DREDGE. Inside of the low coast line of the Gulf of Mexico there stretches a series of shallow lakes and bayous, the utilization of which will form part of a system of improved inland navigation. This scheme, which has been projected by Captain C. S. Riché, Corps of Engineers, Galveston, embraces the dredging of ex- isting bodies of water, and the cutting of connecting canals forming eventually a water way for light draft steamers, from the Mississippi river to the Rio Grande, and is intended to serve as a feeder to the ocean commerce of the port of Galveston. For the prosecution of this undertaking a light draft dredge was required, and the work of designing and preparing the necessary drawings and specifications was en- trusted to Captain Mason M. Patrick, Secretary of the Mississippi River Commission, St. Louis, and ac- complished by Mr. Thomas Middleton, the consulting engineer of that department. The special requirements controlling the design were: that the dredge should not exceed 4 feet draft; that the hull should be of wood in order to reduce first cost and facilitate repairs in the field; that it should be seli-propelling; that it should be capable of dredging stiff clay as well as sand, gravel and shells; that it should discharge on either side and at an ele- vation for the making of banks, also by means of a floating pipe astern; that the dredge should be pro- vided with means for removing snags embedded in the cuts; should be adaptable for service in salt water; should be fitted with tools suitable for making repairs in the field; should have ample cabin accom- modation for crew, and finally the cost was not to exceed $60,000. In order to fulfill this last require- ment and at the same time obtain a dredge having a pumping outfit of fair capacity, it was decided to make separate contracts for the various units which were indispensable; to erect the machinery by hand labor; and to purchase other desirable accessories and a more complete outfit later on, when further appropria- tions will be available. This procedure was very satisfactory and resulted in making contracts at the following figures: hill Meare tea ete Nerialn ny on ae b enc g Oa BH og o's $10,930.00 Marra Ica aragl MNES. oh.covoccccoccg000Ke 8,338.00 Propelling Engines, shafts and propellers in- Stalle dh coeds cat a ee eee 5,025.00 Borla axmal IHBIOES. oc ksccocococadoccssacouc 3,945.00 Surface Condenser with Air and Circulating Pin p's eae eA aioe See Ee 2,498.00 Suction frame, fittings for discharge pipes, shear legs, etc., and steam spud lift...... 5,203.50 Plate steel pipes in connection with main pump, including spudwell and ash chute.. 800.00 One jet pump and two feed pumps.......... 1,600.00 Distillinos plant! soeno- cece eee oe 1,090.00 IRGinrikererranonorer MEME cocccbcoosconc0duseobaucc 1,295.00 Electric light plant, exclusive of wiring...... 1,050.00 Mo tales e state Oe or pA GOANS © Thus allowing about $18,000 for building cabin, in- stalling machinery and purchasing minor machinery outfit, and general furnishing. DETAILED DESCRIPTION OF HULL. The hull is 132 feet long; with a projecting fan-tail oi 6 feet; 32 feet wide and 7 1-2 feet deep, molded dimensions; the deck having a crown of 8 inches makes the total depth at center line 8 feet 8 inches. A recess is formed in the bow to feet wide and 22 feet long, in which the suction frame is placed, and all the machinery, except the jet pump and. boilers is placed in a pit 18 feet wide and 50 feet long. The hull is built of long leaf yellow pine throughout, with the exception of knees, which are of mulberry or live oak, and is sheathed to: a height of 4 feet 6 inches from the bottom with 1 inch boards thoroughly creo- soted, over a layer of tarred sheathing felt. The dimensions of the principal scantlings are as follows: Floor timbers sided 5 inches molded 8 inches in the straight body, diminishing to 6 inches at the rakes; frames sided 5 inches molded 8 inches at butt and 5 inches at head, secured to floor timbers by futtocks and side plates; frames at side of suction well and engine pit sided 5 inches, molded 6 inches; deck beams sided 6 inches, molded 13 inches at center and 5 inches at ends. Special deck beams sided 13 inches and ir inches are placed at ends of well and engine pit, etc. The clamps are sided 4 inches, molded 10 inches, shelf pieces sided 4-inches, moulded 8 inches; and the bilge clamps are sided 5 inches molded 22 inches at the straight body diminishing to 12 inches at the rakes. The bilge clamps land on the futtocks and are bolted through the knuckles at every frame. ‘ine two middle keelsons running aft from suction well are 6 inches wide and 10 inches deep, and the two side keelsons are 8 inches wide and 1o inches deep, all diminishing to 5 inches deep at the rakes. The sides of engine pit are formed by riders 18 inches deep on top of side keelsons and 3 inches planking up to deck. The floor beams for engine pit are sided 4 inches molded 8 inches and spaced at 18 inches’ centers. All planking is 3 inches in thickness, strakes below water line 10 inches or 12 inches wide, above water 6 inches wide, and deck 5 inches wide. The hull is divided into four compartments by three transverse water-tight bulkheads, framed and planked same as hull. Reference to the diagrams will show clearly further details of the construction of the hull. DREDGING MACHINERY. The main pump is of the centrifugal type now so generally used for dredging sand and mud, but em- bodying such improvements as have been dictated by experience in the large dredging operations carried on annually for the maintenance of navigation on the Mississippi river, during the low water season. The runner is 72 inches in diameter and is of the en- closed type, consisting of a spider with five blades, to which are riveted side plates of steel, 1-2 inch thick. The blades are made concave on the driving side in order to prevent guttering at the points of contact with the side plates, due to the attrition of the sand in flowing through the runner. The pump Casing is made with paralleled sides to facilitate the use of re- newable liners; and is divided into parts to admit of easy handling for inspection and repairs. The inside of casing and the runner are machine finished. Steel APRIL, 1902. Marine Engineering. 177 plate liners 5-8 inch in thickness are used on each side of the runner, cast iron liners 3-4 inch in thick- ness on the sides of casing beyond the runner, and steel plates 1-2 inch thick on the circumference. The throatliners are of cast iron and are held in place by the bolting of suction elbows to the casing. The suction pipe is divided as it approaches the pump and enters on both sides, thus placing the runner in 150 revolutions per minute giving the pump a peri- pheral velocity of 47 feet per second, which will main- tain a head of 34 1-2 feet with a pump efficiency of 60 per cent. With reduced efficiency as the pump wears the engine revolutions can be increased to maintain the desired head. The general arrangement of engines and pump is shown in the engraving below. The dredge will at first be fitted for sand digging TRIPLE EXPANSION ENGINE DRIVING CENTRIFUGAL DREDGING PUMP equilibrium, and dispensing with the thrust bearing which is necessary in single suction pumps. The Pump is driven by a vertical triple expansion four cylinder engine arranged in two units, the shafts being connected to the pump shaft by flanged couplings. The high pressure cylinder is 14 inches in diameter; the intermediate is 21 inches and the two low pressure cylinders are each 231-2 inches diameter, with a common stroke of 18 inches. The engines will run at only; the machinery and cutter head for handling stiff clay and other compacted material will be added Jater on. The suction frame for sand digging is shown on page 180, and consists mainly of a 20-inch pipe attached to a channel bar frame and working on a ball and socket joint and a pair of trunnions at- tached to the hull of the dredge. 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The bow shears are made from selected sticks of yellow pine 10 inches square and are intended for use in clearing the channel from snags as well as for hand- ling the suction heads. PROPELLING MACHINERY. The dredge is propelled by twin screws 4 feet 9 inches diameter and 5 feet 9 inches pitch, fitted with removable blades. Owing to the shallow draft of the boat the propellers project 12 inches above the water line and are covered with hoods, which will give the same effect as though they were entirely submerged. The engines are compound, with high pressure cylin- ders 12 inches, low pressure cylinders 22 inches in diameter and 12 inches stroke, and are located at the after end of the engine room. This gives unusually long intermediate shafts, but what little disadvantage there may be in this respect is amply compensated for by the greater convenience in having the machinery concentrated in one engine room and in charge of one engineer. The surface condenser is of the ordinary marine type containing about 1,400 square feet of cool- ing surface and furnished with circulating water by a 6-inch centrifugal pump driven by a 6-inch by 6-inch vertical engine. The air pump is a 6-inch by 10-inch _ by 8-inch of the vertical suction valveless type. STEAM PLANT. Steam is furnished by three boilers of the locomo- tive type, but having combustion chambers extending between the furnace and the tubes. The boilers are 5 feet diameter of barrel 7 feet 3 inches height in front and 18 feet 6 inches length. The ee are 5 feet long, combustion chambers 3 feet 3 inches long and Marine Engineering % Chain—Length 12 Feet ” Ci Von SUCTION FRAME FOR SAND DIGGING. APRIL, 1902. each boiler contains 104 tubes 21-2 inches diameter and 10 feet long. The total grate surface is 75 square feet and the total heating surface 2,400 square feet. The boilers are provided with shaking grates and are adapted for burning either coal or wood, but since the development of the Texas oil fields has provided a cheaper fuel near at hand, it is probable that oil will be used in the near future. One chimney only is used for the three boilers, but it is divided into three flues by plates extending the entire length, giving the effect of a separate chimney for each boiler. i In addition to the dredging and propelling ma- chinery the boat will be fitted out very completely with electric lighting, evaporating and refrigerating plants, machine and blacksmith shops and machine tools. The lighting plant consists of an 11 K. W. multi-polar generator driven by a 7-inch by 7-inch - vertical engine at 350 revolutions per minute, and will operate a searchlight of 4,000 C. P., two arc lights of 2,000 C. P. and about 60 incandescent lights distributed throughout the cabins, engine room, main deck and Marine Engineering. 181 GERMAN EMPEROR’S YACHT METEOR Ill. No launch within recent years has occasioned such universal interest as that of Emperor William’s schooner yacht Meteor, launched from the yard of the Townsend-Downey Shipbuilding Company, Shooters Island, N. Y., on February 25th. This affair took on international importance because of the parties who participated in the ceremony. Miss Alice Roosevelt, daughter of the President of the United States, broke the bottle of champagne on the vessel’s bow, and, in the name of His Majesty the Emperor of Germany, christened her Meteor III. The distinguished guests present included Prince Henry of Prussia, the Emper- or’s brother, President Roosevelt and many other dis- tinguished men. The launching of this yacht was unique in many respects and was successful in every way. The ways were laid with an inclination of 1 1-16 inches to the foot. The ground ways were 14 by 14 inches, and the sliding ways were 8 by 14 inches. The ways were laid with a distance of 13 feet o inches be- tween’ centers. The yacht was started by a falling weight on each side knocking a dog shore out of po- Marine Engineering | BOILER FOR LIGHT DRAFT DREDGE, hold. The evaporator is capable of supplying 2,000 gallons of fresh water in 24 hours and will also fur- nish enough filtered water for all domestic purposes. The refrigerating plant is of the direct expansion system, and will cool a storage room of 500 cubic feet capacity and also sufficient drinking water for the crew. The ammonia compressor is 4 inches diameter and 5 inches stroke driven by a 6-inch by 5-inch ver- tical engine at 180 revolutions per minute. The cabins are very commodious and besides fur- nishing accommodation for a crew of 30 men, will contain a large office, a spare state room for inspect- ing officers, bath rooms for officers and crew, cold storage room and large kitchen and mess rooms, Torpedo Boat Builders.—The builders of torpedo boats and destroyers have appealed to the Secretary of the Navy for an increased payment over the con- tract price for these vessels, owing to the cost being so much greater than anticipated. The builders state that they have lost much money on contracts, and the total amount asked for is over $200,000. The Secre- tary has decided that he has no authority to pay’ this amount. sition. The view on page 183 shows the general ar- rangement of the dog shores, weights, trips and trip line holding them. The trip line ran from the trip on one side of the yacht across the chopping block to the trip on the other side. Severing this line released both weights instantly. A detail of this is shown in Fig. 1. The weights were of lead, having a wrought iron hook, which caught the trip, and they weighed 360 pounds each. The safety batten was merely a small strip of 3 1-2 by 7-8 inches, nailed under the dog shore to keep it from falling out before the yacht was wedged up. When the weights fell they broke the safety battens, and, knocking the dog shores to the ground, released the yacht. As the launching ways had an inclination of I 1-16 inches to the foot, some method of checking the yacht’s speed was deemed advisable. The checking was ac- complished in two ways, and began to act practically as soon as the yacht was in motion. Her speed in sliding down the ways did not increase after she had gone ten feet, but continued nearly uniform, and after being water-borne she went less than 200 feet before she stopped. The first method of checking was with two partial bulkheads, built across the cradle under the after 182 overhang, they were made of planks securely bolted to the aftermost poppets, and offered considerable resistance as soon as they struck the water. The sec- ond method of checking was with hawsers. A 7-inch hawser was run completely around the ship, about the low water level, forming a belt. This hawser was held in position hy lines running up to the rail about every 20 feet. On each side an 8-inch hawser, secured on deck, came through the hawse pipe and was carried ait along the side, being seized to the belt hawser in five places, forming stops. To the ends of each of these 8-inch hawsers was fastened a 2,000-pound an- chor buried in the ground. The weight of the yacht sliding down the ways was taken up by the stops, one by one. As the tensile strength of a stop was ex- ceeded it broke and the strain came on the next one. Breaking these stops kept the yacht from obtaining Marine Engineering. APRIL, 1902. foremast was 40 feet long and the mainmast 50 feet; both were 7 inches diameter. Fig. 2 gives a detail of the lower end of a mast, both masts being the same. The end consists of an 8-inch channel bar, bolted to the wood mast with four 3-4-inch through bolts. At the extreme end was goo pounds of lead, which was lashed in place. Through the channel bar was a 1 1I-4-inch diameter bolt, for the mast to turn on. The masts were held flat on deck by a rope wound round a cleat, and the flags were strung on while the masts were in this position. As soon as the yacht had slid clear of the building shed the masts were freed and immediately swung round till upright. In her launching condition, the Meteor III. weighed 260 tons. The time consumed in launching her from the time the men began to drive the wedges till she THE LAUNCHING OF EMPEROR WILLIAM'S YACHT METEOR III. The foremost stop on both sides This system of snubbing worked an excessive speed. remained unbroken. very successfully. Being built in a shed, it was not possible to have any spars up. When the Meteor was christened and began her journey down the ways, not a flag was to be seen on board of her; yet when she floated out into the stream, she seemed alive with bunting. A large American flag flew from her jack staff aft, a string of flags fluttered from stem to top of foremast, thence to top of main mast and down to the deck again. Old Glory was at the fore, while the German Standard was at the main, surmounted by the Kaiser’s private racing flag. The effect was very pretty and the way it was ac- complished was very ingenious. The masts were raised automatically by loosening a rope from a cleat. The was in the water, was just under eleven minutes. Her general dimensions are: Lega OVP Alllocoscvossso00a000000000800 161 ft. 0 in. sé Waterumlinemesnenciscadeicmesbceeeee inh 2 Oo & Beam’ moldediyerer-ceccnerasoe soa eee ES Depth cM Ca a selena isos at ays erates AS SS6 MS Draftiwextrememerreeemeeccceeer me cecenne Be @ & Displacement, loaded 315 tons. Freeboard at lowest point 4 ft. 0 in. “ce “e bow se 10 “e 0 “ee «“e ce stern § “ee 0 “ TBUIKEVS!S ~—go000000 0000000000000 ) ee A QOverhang forward ........... 13 2 @ & ss Elid. GactapeDodosmncnccooeseocone 9B} By) 3 Her lead ballast will weigh 110 tons, 90 tons of which was on board when she was launched. The Meteor III. has been built by the Townsend- Downey Shipbuilding Company under the supervision of Mr. Theo. E. Ferris from designs prepared by Messrs. A. Cary Smith and Barbey. The yacht is built of Siemans-Martin steel through- APRIL, 1902. Marine Engineering. 183 out, and the weights are so distributed as to give the The spars are of the following dimensions :— greatest strength on the lightest scantling. The keel Mainmast, Oregon pine, 89 ft. long above deck, 21/4 in. diam. : . : Foremast, ne 86 * I is a steel plate of trough section. The stem is made Main topmast, spruce, 64“ about eae “ an a a hull, beveled ore SO seueipiates Taiae mots up of an angle shaped to the form of a hull, bev Tea Rom Cronin o W eo) to receive the plating and lapped over the keel plate. Hore me spruce, 37“ * Rea vi The stern post and rudder frame are of forged iron. ea San uepytce ols WER wo as Ponawicreeet The frames and reverse frames are of angles, the lat- Bowsprit, Oregon, Shee te Toho aes ; Spinnaker, spruce, solid, és ae: Io ter extending down to the keel. Beams of angle sec- Spare boom, Oregon pine. Trip Line to Block 3/5 Stee? Wire Trip 350 Ib. Lead Weight eee el Fat Ae | Box Guide Weight Detail of Trip wu 9-0: 6'x 6 Bolted to Sliding Ways with %{"Dia. and 4, 5g‘ Dia, Bolts Dog Shore 5'x 65 6 Long Sliding Ways Ground Ways Marine Engineering Safety Batten 334°xz<" 6 x 6 Bolted to Ground Ways with 4, ¥’ Dia. and 4. Die Ratt FIG. I. DETAIL OF DOG SHORE AND WEIGHT. 4, 4 Through Bolts L BeBe / > 134 Dia. Bolt Ya Wood Deck Channel Bar 8 x 3!4'x 334" fer) ~I ial Marine Engineering L, a ey, 900 Ibs. of Lead // al FIG, 2. DETAIL OF LOWER END OF MAST FOR THE LAUNCHING OF YACHT METEOR III. tion are placed on all frames. The plating is laid in The carpenter and joiner work are of the very best inside and outside strakes. There is a-water-tight steel quality throughout. The deck is laid with 3 by 3 inch collision bulkhead forward and one aft of the fore- white pine. The companionways, skylights and ladders castle, each containing a water-tight door. The bul- are made of teak, which is the wood used for finishing warks are 24 inches high above the deck and extend throughout. The deck fittings, cleats, etc., are to be continuously fore and aft and carry a teak rail. The of polished brass. A bronze capstan and the necessary chain locker is located below the forecastle floor. bilge pumps will be fitted, and also a handsome hand The yacht will carry two boats and a launch, to be steering gear with bronze and teak wheel. swung on davits, and awning stanchions made of gas New Electric Beacon.— The new electric beacon pipe will be fitted from stem to stern for stretching tested at Diamond Shoals, Cape Hatteras, threw the the awning when in port. beam of light 23 miles. 184 Marine Engineering. APRIL, 1902.’ THICKNESS OF PIPES. BY WILLIAM BURLINGHAM. The accompanying diagrams embody the formulae for the thickness of steam and feed pipes for marine work. The method shown is of general application and saves much time through its convenient form, The formula plotted in diagram I is that used by the United States Supervising Inspectors of steam vessels and the Bureau of Steam Engineering. It is suitable for stationary engine work, and will pass all inspections. The formula is as follows:— 1? S< 1D) i + .0625 8000 Where T = thickness in decimals of an inch. D = diameter of pipe inches. P = pressure by gauge. Tubes, water pipes and steam pipes made of Besse- mer, acid or open hearth steel shall be required to show the following physical tests for use in the com- mercial marine :— Elastic limit 30,000 to 35,000 pounds per square inch; tensile strength 50,000 to 60,000 pounds; elongation in 8-inch specimen 20 to 25 per cent; reduction of area 45 to 50 per cent. The formula is for straight lengths of pipe only. A bent pipe should be made one gauge thicker than that given by the formula. It applies to straight copper pipes for steam, exhaust, bleeders, blow pipes, etc. For feed pipes in ordinary commercial work, the formula on sheet No. 2 is required:— THAR, IP S< 1D) T = ——— + .0625 8000 For navy work this formula as now 12 S< 1D) used is aD = + .0625 shown on sheet No. 3. j 8000 For water pipes without pressure, P = 50 pounds. For exhaust pipes 4 1-2 inches diameter and less, P = 20 pounds. For exhaust pipes exceeding 4 I-2 inches diameter, P = 50 pounds. Since the advent, during late years, of high pressure steam, it has become necessary to use steel steam The formula as used by the Bureau of Steam pipes. Engineering is as follows:— 1? X< ID rhe — + .125. See sheet No. 4. T0000 To be one gauge thicker for bent pipes. No bends must be made in copper pipes of which the radius is less than one and one-half times the bore of the pipe. Bends in steel pipe must be considered each case by itself. Copper and brass piping of 6 inches di- ameter and less should be seamless drawn; above 6 inches should be brazed. All steel steam pipes should be seamless drawn where practicable. There should be no screw joints in steel steam pip- ing. The joints will be made by flanges of stamped or forged mild steel of the same quality as specified for steel steam pipes. The pipe should be either welded to the flange or else rolled into the flange and beaded over to fit a recess, flush with face of the flange. The inspection of copper used for the above pipe is as follows: ; 1. The pipe must be made of lake copper, and a chemical analysis must show that the metal is 90.5 per cent pure copper, one analysis being taken from each lot of 2,000 pounds or less. 2. The pipe must be free from indentations, cracks, flaws or other surface defects, inside and outside, per- fectly round, of the specified diameter and thickness in all parts. All straight sections of pipe 6 inches in diameter or less (inside) shall be seamless drawn. 3. Each pipe must withstand an internal hydraulic pressure which will subject the metal to a stress of 7,000 pounds per square inch of section, the test pres- sure being calculated by the following formula for thin, hollow cylinders, but in no case will a test pres- sure of over 1,000 pounds per square inch be required. P = safe internal pressure. d = inside diameter in inches. S = safe tensile strength of material. (7,000 pounds per square inch.) t = thickness of pipe in inches. 2tS 1 = ———— d Every pipe must be perfectly tight under pressure and show no signs of bulging, cracks, flaws, porous places or other defects. 4. A strip I 1-2 inches wide Will be taken from each lot of 2,000 pounds or less of pipe, and must stand the following tests:— (a) If less than 1-2 inch thick, it must stand bending flat back cold after being annealed. (b) If 1-2 inch or over it must bend back after be- ing annealed until the ends are parallel and the inner radius of the bend is equal to the thickness of the piece. (c) In every case the ends of the bending test pieces shall stand hammering down hot to a knife edge, without showing signs of cracks. 5. Pipes of 2 inches inside diameter and over, for steam or feed pipes or other such high pressures, all to be subject to tensile tests; one piece of pipe from each lot of 1,000 pounds or less being selected to repre- sent the lot. Ifthe pipes are from 2 inches to 6 inches inside diameter, the test pieces are to be cut longi- tudinally. If over 6 inches inside diameter, they will be cut circumferentially. The test pieces will be heated to a cherry red and straightened when hot, then ma- - chined to the shape shown in sketch, care being taken to have the brazed seam,—if there is one,—between the measuring points. 6. For thicknesses up to and including 1-4 inch, the width of the narrow part of the test piece shall be about 1 t-2 inches. For thicker pieces the width shall be such as to give a cross section of about 1-2 square inch, but the breadth shall not in any case be less than the thickness. The rolled surfaces are not to be ma- chined, but left in their original condition. 7. The test pieces must show an ultimate tensile strength after being annealed of at least 28,000 pounds 185 nel imeerin Marine Eng APRIL, 1902. =) "o'M 9 3 S = “Ma $8 Smee) 2a 9 F ® SSENHOIHL| & s eo SESSte sano = = S = 5 = eens |S SCRING Raine Adia 40 8 ~ { | 3did 30 ie feeble Wey uTLaNVId, |S ie | | waianvia | \ ES \ | a y ons i ° ays | Sie | \ g Hi S a \ | eu | ° a 82 ” 23 a g W — =I ° « : Ea - QE e4 AL a < sis Ww ys 8 a = *IS oO oO oe Oo al? nm oS oa © F Zz a (5) H 2 o = ole L. iF = | © Se 2 my) ri2 3 og on I Wok ip) Ww I Zn uw S Sa Zz kK t= g i) — i Alt \ i i H a i} S { Osa ic [ep ] SS > pole caps < 5 F PASSAGE! eee | FIREMEN'S CARGO|HATCH ~. s iT = a jOILER i \ > ATCH}\ [al ia ‘por. ILI | Bi: o 15 o SZ ch ese is AGO ARGO|HATC " aa eel QO BREWS. fashion [Sas (aE he i. aI, Ls 42 J 2 ES fa : S a S Sena : Tint TOILET. Oo SS Ht} owe ig 0% Pe ND. 12 IND. is ry, : \ GEAR ay iil HATCH NS ; a 5] S. Ee fe) QUARTERS SS X ° 1 Z. _ ia) [|i 4x 4'x abs | WF to 12h N. 82” Midship ff}|| /4* 4* ra an | D. 207 to 127 at Ends y IB, 1 idshi 0,167" Amidshi, | ara Doubles irom) Stee Lea HH Stringer 00'x 24" for Wg length hot ae Sa Nee Alt E,| 14#Amidship 167 Pord12 Aft 287*Ends } 160 x 187rat Ends j_ Nt i ae ey Camber 12 in 63'0”" ‘sil FEriceie eu se HI MAIN DECK Kita soAx i730 Fl i # ontinuous il i qi 1 7 en WA G, 147 Amidship ‘to 127Aft| | 3/207" | A. 207 for 34 length i 8077 Plate 167to 127#For’a | D Wh | 167Ends fl | of cane 4'x 4's 15.777 Coaming 304 | 334 "Dia, olid—P>| nee | M. 32 ae Hidskip lf) ! 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Solid between || Osinsitss3 a on 5 TT f { Onep and Lower Decks nt) t | Di K. 827 Midship ||| (ee | | eessssasT 61034 rT 8-14 en 2s*Ends |||] 33 x $3¢ = 11.17" | ot Ss Hh KEP I]. } 1 Al SS Z \ IW aeix2o% ae Ss ' “ ' Upper Hola Stringer [fff oI 88 TE L, a iN tt be i A a fA 1 X | Yi | Intercostal oe guix 17 i | \ | / \ iM 207 tron N85 a | \ ey | f 1} WW | | | \ Web Frame ia/fela \ loa cee eure ! | I, 327 “Midship_, Ltt! | S2ifall Fore ayfd aft | es Nit A " | 1 agit Ends q ” --—--4 ia, Soli \\ 5 Dia, Solid}, \ eas |i edzexxnat | wilt lien Sei 82's 207 I ; Mil | | Lower Hold Strinzer|}4\j gis 324! 13.5 i H i M | } Orlop Deck For’d ui G oe ) A | Tntercostal iW 3g x 81x 11 Z I \\\ \ | I tH \ 2077on Alternate Frames Ht t \\ | | H, 82° Miaship_| \ yo '\i N 5 \ oe 287 For’'a—307 Aft \4x 4x12. ote fp |! \ airs mara ‘|| I ASS | 20 every Frame \\\ SSA) Margin Plate s0ig2a D. 247 Fora 207att ott Ya \) \ 267Fin Boiler Room | ‘\ SS BE. 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Frames 586 and 152 fold X | in Boiler Room 263k 7 <~Inner Keely, TST co sol, ©, 82” Midship H J ji BYgkB}gUIILI" Cont. f 26H 16's Sih to 3Y "Ford Marine Engineering gee sa gota, 28% Ror'd 20g Bu 82” Midship A/ 327 Midship erie Rubbing Piece 13x 327 or t 287 For'd—30FAft 287 For’'d—30T Aft 304 Midship Outer Keel: 60'x 3677to 327*For'd 304#Enas Line of Outer Keel Buttstrap MIDSHIP SECTION OF THE STEAMSHIP KOREA, Marine Engineering. May, 1902. => ‘Marine Engineering = | = —— = Bl a fi See : = CRETORE: Se ay Z 2 fH _—— (3) = i = Sao os —— --9~—__ — = | ¥ % ©! |O Fy t a XS; S re" > | = 5 2. 9: JE el PES eae x e S = = as %s os ~ H = Me *< ai CER | = =| ES A 52 os = Z ° * a x bai) S — & ° > to = i A} ie | anh aes SS a ae | is an eh ic Lome = gy i = = | ry] Ss, = LJ Es > y ° So = ¥ Sj = = z, =z Fe oO g. ineerin 9b imc etc ul ! 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Marine Engineering. 219 figures in bas-relief, tinted as described, and the arched skylight above is worked in leaded glass of a con- ventional floral design in olive green set in an opales- cent ground. At night the skylight is illuminated from above with electric lights, the well is lighted with elec- whole is carpeted in red and upholstered in dark red plush. The woodwork is mahogany and the staff pan- els are tinted in light colors to harmonize with the general rich red effect. The light well described above passes through the center of the music room and may QUADRUPLE EXPANSION ENGINE OF THE tricity, and lights are sect in the ceiling panels of the dining saloon, the whole giving an exceedingly pleas- ing effect. The music room, just abaft the social hall, is divided around the sides into numerous booths with a transom running around the inside of each, so that a number of parties may each obtain a considerable privacy. The KOREA, ERECTED IN THE MACHINE SHOP, be looked into from this point. It is surrounded by an upholstered seat in red plush, and the bases of the fluted columns land on the broad top rail of this seat. In the forward end of the music room is a piano flanked by mahogany music stands and bookcases. The whole is abundantly lighted by electricity and each booth has its separate group of lights. Just abaft May, 1902. te imeerimmn Marine Eng 220 TOYST AK g ” % xo Burial ouneoy- MALAW VIG _¥8 J é fo#2[q WILMA orunDs ouroo you op skvxg o107 MM W AWVS AHL HO GNA HTONIS OML GNV ASAHI HO XIS Hav AAHHL *posn oq 0} SIOYSUAA TACT: aK xox ‘ur aod spraanty, & Se a Th Seat “NY 1OM aHL IOT]}O 55 38 si 0% oY NOX NATION ANA AIANOG 99) LOIMOOST puo ouo Ur sepoyUL FULAA-Z oao00 0 ° -e¥ hy v4 Suruoyng Ve u 6 quIOP Jo WySuI1}g PML YT WIPEM Tenby :99ngq o[qnog 188 = = a = 4Uld hovios=— 269 L* 866 oar : SUE 68 ZN TX ¢ OH tL % syoary 91 1! PUTA 34 T 10H o fey oe 10-9. 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Gp SSS HL Vidar SSE Blo sang srsien Die 8 a == fn] | DIS ony, 19A : Balik) oo 0 OOO & i i a | 1&,08 i a es ie © & © DO Rae — Woe H + Bale 8 @ 8 Sol NS = A} ; call) i et 4 dey 3% i | \ cE © wy | ; W Ly ee | ! += I y eet —— = 100——— a ite 4 1 Pusnyy pur “so We} aI A) ess tb ' Sqortd 9 2 Sz 1 3 HA) qnoqe syaar OG es a } Ss iff oye, Buruay’ \ USHA Pur "S*O Hl %4z ‘syaary 8% May, 1902. Marine Engineering. 221 the music room are four sets of staterooms en suite. The two sets on the starboard side of the ship are finished in mahogany and those on the port side in quartered oak. Each set consists of a sitting room, stateroom and private bath and closet. The sitting room is furnished with upholstered transom, folding corner lavatory and writing desk, each stateroom with solid brass bedstead, transom and folding lava- tory, and each bath room with water closet and solid porcelain tub with hot and cold water. The passages are all carpeted and finished in white panels with cherry wainscoting. On the extreme after end of the promenade deck closet has separate flushing valve and all nickel fit- tings. The bath tubs are solid porcelain embedded in the tiled floor, and each bath room is provided with a folding wooden seat. The galley and pantry arrangements are also exten- sive and all are fitted up in the most modern style with every possible convenience for rapid and efficient service. The pantry opens directly off the main dining saloon with double swinging spring doors between, and a screen on the pantry side. The servants’ and crew's quarters are ample and are all fitted in a neat and comfortable style. The crew's and steerage wash rooms and water closets in COMBUSTION CHAMBERS AND FURNACES house is the smoking room, having an outlook aft and on both sides of the ship. It is tiled in red and white rubber, upholstered in red plush and the woodwork is cherry of a rich wine color. The panels are lincrusta finished in old Dutch gold. In the center is an en- closed buffet for the accommodation of passengers. On each side, and around the ends of the houses on this deck, is an uninterrupted promenade 550 feet in the circuit, or Over a tenth of a mile. The plumbing arrangements for first-class passen- gers are most elegant and elaborate. Extensive toilet rooms are provided for ladies and for gentlemen on both the upper and the promenade decks, all floored in mosaic marble tile. The water closets in all are in stalls separated by opalescent glass partitions. Each FOR ONE OF THE LFCOUBLE END BOILERS OF THE KOREA. the forecastle are floored with cement tile and fitted with wash troughs and with galvanized iron latrines with intermittent flush. The same is true of the fire- men’s and stewards’ quarters under the poop. The white steerage forward on the main deck is fitted per- manently in a neat fashion. The spaces forward and aft on the main deck are fitted for cargo or for Chinese steerage. For the latter purpose portable metal standee berths are provided. All steerage spaces are light, airy and well ventilated. A most thorough and efficient ventilation is pro- vided for all first-class passenger spaces by means of electric fans and ventilation ducts. Aft on the starboard side is the bridge house; near the purser’s office and stateroom is a doctor’s room 222 Marine Engineering. May, 1902. and also a barber shop. The chief engineer’s state- room is a large room opening directly off the engine hatch on the promenade deck. On the main deck just forward of the machinery space is a large baggage room, and also a mail and specie room, with every facility for handling baggage through the cargo ports in the immediate vicinity. At the time of their launch these ships had reached the great weight of about 7,200 tons. The sliding ways were about 470 feet long under the packing and. 3 feet 6 inches wide each, thus giving an average pressure of about 2.2 tons per square foot. The pressure on the fore poppets at the point of pivoting was estimated to be about 1,400 tons. The ships slid about 468 feet to the point of pivoting, and the time from sawing off to pivoting for the Korea was 42 seconds. The packing FLOATING DOCK AT aft under the heavy sternpost and struts was necessa-~ rily of an unusually extensive character. The whole method of packing and launching was that which has been used so long by Mr. M. V. D. Doughty, the superintendent of hull construction at the yard, and which has accomplished a very large number of suc- cessful launchings. The launchings of these two im- mense vessels were carried on with the precision of clockwork and were as eminently successful as those that had gone before. The Korea went on a 36-hour sea trial on March the 20th at her load draft of 27 feet o inches. This trial was most successful, and the engines were not stopped from the time she left the dock until she reached it again. Under forced draft the engines made 89 revo- lutions and developed 17,900 indicated horse power. The log indicated a speed of 20 knots, and a rough check on a known course indicated about the same speed. At least the anticipated speed of 18 knots was easily exceeded and should not be difficult to maintain on her regular runs. The boilers steamed easy and there was remarkably little vibration at any speed of the engines. The ship encountered a northwest gale of considerable violence and rather a heavy sea, but she stood up to it exceed- ingly well and gave every indication of being a good sea boat. New Floating Dock at Seattle, Wash. The accompanying engravings show the floating dry dock recently put in service by Moran Bros.’ Com- pany. It is the first of two similar sections of a com: SEATTLE ABOUT TO BE LAUNCHED. bined lifting capacity of 5,000 tons. This section is 85 feet wide over all, 57 feet between towers, and 250 feet long. The keel blocks are located 4 feet center to center. The dock is built very heavily of timber, and the main pontoon is divided into twelve com- partments. Each tower is divided into three com- partments, making in all eighteen compartments. The water level in each one of these compartments is plainly shown by pole indicators located on the top of the towers. The pumping machinery consists of cen- trifugal pumps, each run by an electric motor, and the operation of the dock is controlled entirely by one person situated in the conning tower, which, as shown in the engraving, is located at one end of one of the main towers. The dock is giving highly satisfactory service and work on the construction of the second section is soon to be started. May, 1902. Marine Engineering. 223 Salving the Flottbek. During the gale of November 23rd the German ship Flottbek was driven ashore at Long Branch, N. J., and at low tide was left in the position shown in the accom- panying engraving. Upon examination it was found that the steel hull of the ship was practically uninjured. That the ship escaped striking any of the numerous jet- ties that are built along the beach at this point was al- most miraculous. As shown in the engraving, she lay fast in the sand directly between two of these jetties. The Merritt and Chapman Derrick and Wrecking Company undertook to pull the vessel off; her topmasts and yards were lowered and most of her cargo, which Shipping Combine.—Laird’s Shipbuilding Company, of Birkenhead, England, has taken over the adjoining Jones Shipyard gaining control of a large area of the Mersey. This combine now intends to compete with the leading shipbuilders of the country for building ships of the largest class. Lake Shipbuilding.—The Great Lakes are building a larger number of merchant ships than ever before in their history, although the cost is less than that of the vessels under way a year ago. The 500-foot class that seemed two years ago to be the coming type, is being replaced by ships of from 400 to 430 feet long, carrying from 5,000 to 6,000 tons. There are twenty-eight steel GERMAN SHIP FLOTTBEK ASHORE ON THE JERSEY COAST. consisted of China clay and arsenic, was discharged. Two anchors were taken out astern in the direction from which the ship had come when she struck, and by these the ship was held from being driven further on to the beach and the cables were laid to windlasses. Preparations were completed and the crew waited for another storm to agitate the water and sand around the stranded vessel, and, on December 17th, when such a storm came, the cables were hauled in by working the capstans, and the ship was successfully floated. This strip of Jersey coast is the scene of many wrecks. The Flottbek was built by Swan and Hunter, at Newcastle, in ’91, and is 273 feet long, 42.1 feet broad, 24 feet deep, and of 1,888 tons. cargo ships under way in the yards of the American Shipbuilding Company, and every one is of this type. Steamship Traffic of the Northwest.—The develop- ment of the shipping business of the Pacific Northwest has progressed with remarkable strides during the last few years. Fifteen years ago there were two steamships in this trade. To-day the list of foreign steamships en route for and in port at Portland, Seattle, Tacoma, Van- couver and Victoria includes 45 big carriers ranging in capacity from 4,500 tons to 10,000 tons, the net regis- tered tonnage oi the fleet being over 108,000 tons, and the carrying capacity about 250,000 tons. Despite the enormous carrying capacity of this fleet the business of the sailing ships has not decreased, but increased. 224 Marine Engineering. May, i902. Schooner on Shore. Herewith are presented two interesting photographs of the schooner Minnie A. Craine, which was thrown on the beach on the west side of Smith’s Island, Puget Sound, during a severe storm on the night of Decem- beam, 42 feet 2 inches; depth, 16 feet 7 inches. She was very heavily built throughout, her rigging and fittings were the best, as was the workmanship, and it is hoped that these qualities will maintain the vessel in good condition long enough to enable her owners to restore her to the intended element. She left Puget Sound with a cargo of lumber for Australia almost exactly one year before the ill-fated day on which she re-entered the Sound to be wrecked as above described. Steel Famine.—Owing to the unprecedented demand of steel for structural work, all of our shipyards are suffering because of the impossibility to get deliveries of steel from the mills. All plants report that they are far behind with their orders. Losses on Torpedo Boats.—The board of naval officers, of which Rear Admiral Francis M. Ramsay was chairman, appointed by Secretary Long to fix the amounts lost by contractors in constructing torpedo boat destroyers and torpedo boats for the government, has reported that the average loss on each destroyer was $87,459 and on each torpedo boat $72,531. The total loss of the contractors on the sixteen destroyers, as fixed by the board, was $1,399,340, and on torpedo boats $652,778, a grand total of $2,052,118. These figures will be sent to Congress for its information in considering claims of the contractors for reimbursement to the amount of one-half their losses, or $1,026,050. The board’s report was referred to the Bureaus of SCHOONER STRANDED ON SMITH'S ISLAND, PUGET SOUND. ber 25th last. Although the vessel was stranded too high to be readily floated, she is resting easily and. may be saved. A portion of the keel was torn off and the damage to her bottom allows the sea to rise in her hold at high tide. She was built by Moran Brothers, Seattle, during the year 1900, and is of the following dimensions: Length, 205 feet 9 inches; Steam Engineering and Construction, which informed the Secretary of the Navy that they regard the average cost fixed by the board as fair and moderate. They say that the excess of cost over the contract prices to which the contractors were put was due to an increase in the price of material and the long periods that the vessels were under construction. —_— May, 1902. Marine Engineering. 225 THE BALLASTING OF MODERN TANK STEAMERS.* E, C, CHASTON, Ii we go back to January, 1897, and take from that date the salvage cases due to broken shafts, loss of rudders, etc., up to the present time, one can only ex- press surprise that such a state of things is allowed to exist. Writing as one who has had a practical knowl- edge of the subject, the writer admits that until about four years ago he was inclined to think there was some- thing radically wrong with the shipbuilding and marine engineering profession, respecting the scantlings of both hulls and machinery. But after carefully looking into the cause of shaft breakages and disabled ruddets, broken or fractured rudder pests, etc., he came to the conclusion that insufficient ballast was and is the cause of three-fourths of the whole trouble, and that it is im- perative (if the shipowner will not, and the under- writer does not, insist upon a vessel being sent to sea in / TWEEN DECK TANK HATC ] —sS TANK DEVISION eae I ISLONES | HOLD HATCH DIVISION. | BULKHEAD BULKHEAD BULKHEAD BULKHEAD TANK ‘7 WEEN DECK TANK HATCH PROPOSED DECK PLANS OF STEAMERS SHOWING proper ballast trim) that there should be an under-load line fixed by the Board of Trade or the authorized free- board-assigning authorities. With the present type of 6,q00 to 7,000 tonners, length B. P., 350 feet; breadth, 47 feet; depth, molded, 29 feet 6 inches; with all tanks full, boilers full, stores on board and 600 to 700 tons bunker coals, ready to sail to the westward, the ballast draft would be approximately 12 feet 3 inches aft and 8 feet 2 inches forward, or a mean draft of 10 feet 2 1-2 inches. If we take the center line of shafting at 10 feet 6 inches from the base line of the vessel and add half the diameter of the propeller boss, say I foot 4 1-2 inches, this gives 11 feet 10 1-2 inches from the keel to highest part of propeller boss, or in other words the boss of the propeller is submerged 4 1-2 inches. Apart from this data, which is quite in keeping with present- day practice, the writer has often seen propeller bosses 2, 3 and 4 inches awash on vessels leaving continental and lower Mediterranean ports for United Kingdom coal loading perts. In addition to the risk of shaft breakages, machinery damage, etc., vessels in the trim described above are quite unmanageable in a fresh breeze, due to the fact * Extract from a paper read_before the North-East Coast Institution of Engineers and Shipbuilders, December, 1901. that they will not answer their helm, but fall off befcre the wind and become a source cf danger to navigation in such places as the English Channel, Bristol Channel and Irish Sea. ‘It is surprising to think that shipowners in far too many cases will not go to the expense of paying the cost of the necessary extra ballast to put a ship suffi- ciently down in the water for a run across the Atlantic light. The cost of sand ballast to-day is a mere baga- telle in comparison with the loss sustained by a long passage owing to the vessel being too high out of the water. To demonstrate the value (to shipowners) of having a ship sufficiently or properly ballasted the writer gives below the performances of a few vessels running across to North America in ballast trim. Steam- snip A, length, B. P., 340 feet; breadth, extreme, 45 feet; depth, molded, 28 feet; I. H. P., 1,234 to 1,250; speed, 9 knots; dead weight, 5,697 tons on a mean draft of 22 feet 10 I-2 inches. The above vessel, when water ballasted only, and with 600 tons of coals on board, HOLD HATCH BULKHEAD BULKHEAD Marine Enyineering TWO ARRANGEMENTS OF BALLAST TANKS. had a draft of 13 feet 2 inches aft and 11 feet 1 inch for- ward, the distance from the base line to the center line of tail shaft being 10 feet 6 inches, the diameter of shaft 12 1-4 inches, and the diameter of propeller boss 2 feet 9 inches, thus giving 9 I-4 inches immersion of pro- peller boss in smooth water. The diameter of the pro- peller is 17 feet. This vessel used to take 19 to 25 days on the passage from the north-east coast port to Hamp- ton Roads, U. S., and Delaware Breakwater, U. S., and invariably arrived with machinery defects and was event- ually towed into the Azores with broken shaft and loss of propeller, the shaft having gone at the largest part of the cone. There was no trace of corrosion or other defects, the shaft was in perfect line, and the fracture was as clean a break as anyone could wish to see. The cause was directly traced to want of sufficient ballast. After such experience and consequent loss through de- lay, salvage and towage home, the owner agreed to have his ships sufficiently ballasted, with the following results, in this particular case. of A, on three successive voyages: August, 1897.—In addition to her water ballast and 6co tons of bunkers, she took 500 tons of sand ballast at Is. 6d. per ton f.o.b., and sailed from Blyth on August 14th, arriving at the Delaware Breakwater on August 226 Marine Engineering. May, 1go2. 30th, 15 1-2 days on the passage, with an average speed per day of 228.9 knots. October, 1897.—Left the Tyne on October 11th for Hampton Roads. Arrived there on October 29th. Average speed per day 221.9 knots over a period of 17 days. She had on this voyage 750 tons of sand ballast at 2s. per ton f.o.b., about 400 tons of this being on deck. The quantity of coals and other conditions were the same as previous voyage. December, 1897.—Left the Tyne December 12th for Hampton Roads and arrived December 31st. Average speed over a period of 18 1-2 days, 194.5 knots. Dur- ing this passage some exceptionally bad weather was experienced, and innumerable vessels put back in dis- tress and in a more or less disabled condition. The sions. the writer is not necessarily advocating sand bal- last, but ballast in any shape or form according to the exigencies of the case. Furthermore, he is aware of the fact that some shipowners are now having a special deep tank in the hold immediately aft of the engine room bulkhead. Others again are, he believes, having ballast tanks arrarged in the side tanks as advocated by Mr. A. McGlashan in his paper read before this Institu- tion in 1898, or in tanks ’tween decks. The writer does not advocate any special form or means of ballasting steamers, but he does wish to draw attention to the vast amount of damage done to the modern tramp steamers generally, and their machinery in particular, due to the want of sufficient ballast and to the general unmanage- ableness of the vessels when not answering their helms “TWEEN DECK TANK HATCH ic TWEEN DECK TANK HATCH UPPER DECK *TWEEN HOLD DECK HATCH ZB < Nh we = = AND WASH PLATE BULKHEAD M rine Engineering BULKHEAD *ARRANGEMENT OF TANKS FOR BALLASTING A MODERN TANK STEAMER. writer does not wish to state any more cases in detail, but he had data of four ships similar to A, during the same work or voyages, viz., to the United States in bal- last regularly and home with cargo. The approximate drafts, with sand ballast, were 17 feet 8 inches aft and 13 feet 6 inches forward, ranging down to 16 feet 4 inches aft and 13 feet forward, according to time of the year. The speeds given in ship A are not necessarily given to show the speed of the vessel, but to show the regularity of speed or passages made. Machinery dam- age was practically nil, there being no shait breakages or rudder defects during.the last four years. After ex- periences like the above one would wonder at any ship- owners allowing their ships to proceed to sea insuffi- ciently ballasted and with such absurd drafts as 12 feet 3 inches aft and 8 feet 6 inches to Io feet 3 inches for- ward. On ships of the above types, class and dimen- and falling off their courses into the trough of the sea, to say nothing of the great risk of life. Ballasting ought to be a more prominent feature in the design of the tramp steamer than it is at present, and the extra cost involved would be so comparatively trifling as to be scarcely worth considering. But ap- parently. up to the present time there are still vessels building of the following dimensions: (a) Length, B. P., 395 feet; beam, 48 feet; depth, molded, 31 feet; Lloyd’s highest class; total ballast tank capacity, 1,019 tons. The approximate displace- ment of this vessel, with all ballast tanks full and 100 tons of coal on board, fully equipped and ready for sea’ trial, is 4.059 tons. The approximate drafts are 13 feet 6 inches aft, 8 feet 3 inches forward, mean draft 10 feet 10 I-2 inches; tons per inch of immersion at this draft, 37; distance from base line to center line of shaft, May, 1902. to feet 6 inches; diameter of propeller, 17 feet 6 inches; vessel designed to carry over 7,0C0 tons. (b) and (c) are two sister vessels. Length, B. P., 360 feet; beam, 48 feet; depth, molded, 30 feet 10 inches; deadweight on 24 feet 6 inches, 7,000 tons; total ballast tank capacity, 896 tons; base line of ship to center line of tail shaft, 10 feet 6 inches; diameter of shaft, 15 inches. From these figures it can easily be seen that these two vessels would not have the bosses of their propellers submerged when leaving a continental discharging port for a United Kingdom loading port fully equipped, stored, and with 200 tons of bunker coals on board. ; With figures like these it is no wonder we have con- tinual breakdowns and unmanageable ships. To say the least it is a most unsatisfactory condition of affairs in regard to the ordinary tramp steamer of to-day. ATLANTIC TRANSPORT COMPANY’S STEAI SHIP MINNETONKA. The Atlantic Transport Company is at present hav- ing built four 600-foot vessels for service between this country and London. Two of these are building in Philadelphia, and the other two at the yard of Harland and Wolf, at Belfast, Ireland. The four vessels are to be sister ships in all general dimensions, and the Minnetonka here illustrated is one of the Belfast ves- sels. The general dimensions will be found in the tabulated form at the end of the article. The length over all is 625 feet; beam, 65 feet, and depth, molded, 44 feet. The Minnetonka is of the popular intermediate class of vessels for carrying cargo, cattle and first- class passengers. There are five steel decks through- out, and water bottom from forward collision bulk- head to the stern tube bulkhead. Forward of the boiler room is a deep tank of 8832 tons capacity, and aft of the engine room are five deep ‘tanks with combined capacity of 1,208 tons. The water bottom measures 1,563 tons; tanks holding 603 tons supply water for the cattle, and there is also a 4o0- ton tank for drinking water. Cargo is worked through nine hatches located along the center line of the ship. At each hatch are two steam winches. Cargo booins are swung from four pole masts and four derrick poles. The passenger accommodations and officer’s quar- ters are all located in the bridge amidships, and are large and airy throughout. Stalls for 804 head of cat- tle are built under the shelter deck. It has been the experience of all those who cross on this type of steamer that the cattle are in nowise objectionable to the passengers. The ship is propelled by two sets of quadruple ex- pansion, 4-cylinder, 4-crank engines. The sequence of cylinders is, from forward aft, high pressure, second intermediate, low pressure, first intermediate. Piston valves are fitted to all cylinders except the low pres- sure, which has a flat double-ported slide valve. Each cylinder is a separate casting, and is supported by cast iron box columns, the condenser being cast in the outboard columns. The bed plates are also cast iron and of box section. Marine Engineering. 227 The air, bilge and sanitary pumps are driven by ley- ers from the first intermediate crosshead. The shait- ing is of mild ingot steel, the crank shaft being 18 inches diameter, propeller shaft 18 1-4 inches diameter, and intermediate shafting 17 inches. The crank shaft is of built-up interchangeable sections, set at angles according to the Yarrow-Schlick Tweedy system for the reduction of vibration. The indicated horse power of both engines is estimated at 11,000 when running at 75 revolutions per minute. The propellers are three bladed and of sectional type, with cast iron boss and manganese bronze blades. The diameter is 18 feet 6 inches, and pitch, 23 feet 6 inches. Steam is supplied by four double end and four sin- gle end boilers, equipped with Howden’s forced draft system. The dimensions of the boilers are given in the accompanying table. The air is supplied to the boilers by three fans. There is also one fan for venti- lating the stoke hold. There are four feed pumps of the Weir type with automatic control. There are also two auxiliary feed and general service duplex pumps of the Admiralty type made by the shipbuilders. The fire and fresh water pumps supply deck service and sanitary tanks with salt water, and the cattle tanks with fresh water. There is a centrifugal circulating pump for each main engine, and one for the auxiliary condenser which is used in port, and which receives steam from the winches. These centrifugals, together with the auxil- iary condenser and air pump, are made by the ship- builders. An evaporator of 50 tons capacity, a distil- ler of 5,000 gallons capacity, and a feed water heater are also supplied. The electric lights are operated by three direct connected engines of 25 kilowatts capacity. There are all together about 56,000 cubic feet of in- sulated chambers for the preservation of chilled beef, butter, etc., and for the carriage of ship’s stores. These are cooled by the carbondioxide system of re- frigeration, the brine being circulated through pipes in the chambers. The refrigerating machine is located in the engine room between the thrust blocks. The steering gear is made by the shipbuilders of the Wilson and Prince design, and is located in the house aft, with the gear directly connected to the quadrant. There are two engines on sliding beds, each of suffi- cient size to steer the ship. Shipbuilding Returns. Returns to the Bureau of Navigation show that dur- ing the first nine months of the current fiscal year, ended March 31, 1902, there were built in the United States and officially numbered 949 vessels of 245,068 gross tons. For the corresponding period of the pre- vious fiscal year the figures were 753 vessels of 246,973 sross tons. These figures do not include canal boats and unrigged barges. A gain of about 8,000 tons on the Atlantic seaboard is offset by losses of about 5,000 tons on the Lakes, 3,000 tons on the Pacific, and 2,000 tons on Western rivers. Of the nine months’ construction only 57 ves- sels are Over 1,000 gross tons each, aggregating, how- . -nN FP naw SPO 2 9 un wo u w Q ONS BO G Fics ete bs tooo BBE g > ~ Qn eis VS .5 SO) 4 ToS eae we Ona ow B on ED es} fs ee ® DB © g iq 5 7o,So0 e “YOM pur purjrep]—suaating ° 1061 daHONAVT rey 3 — a, Ma S35 aS . Ss & o Be oS) ay ty is s = 4 a Ss =F mB a ES = fs 5 aa ret RS *yoBuasseg pur IW Slesy 9erpawiajul—Aqay, “YSN G—ALVIVNOILVN “pyuo}OUUL—ANVN iS g & T 3 u SOR RGEAS SSSSNSSe BER LUai OIdND NI SGIOH AO ALIOVdYD AHL ONIMOHS ‘VANOLANNIW dIHSNVALS AHL AO NOILVAATA IVNOILDHS Burcaubug aur SNOL Z8&! ALIOVdVO YSANNG 02 cs 08 =k OF Sk 0s SS SS S08 SG G_COOL_GOT__—COTT«SIT Oat GIL OIL SOL OOL 96 On GR 08 cL 02 co 0099" 08h OF 08 63. 0G ST 0L Gg ZIle ¢ Or SL Marine Eng H | ! H = || al a or 1 1 F09G I 4 ZESTS SPFIE pn eae oczee ! rl = jaime a 4 S73NNNL z ‘ON £ ‘ON >NYL dasa if +‘ON ty 4] J 1 F6FST 9 ‘ON 88bGF } L‘ON g920T r Side Keelson 154’x 10” Intercostal 9"x 123 Tatercocta lea: between B.H. and Web Frames = 9x 9x 10-2 in/\+ each Comp. } #6 RIVETING Rivets in Stem, Sternpost, Keel and Sheerstrake to be %"Diam, Frames to Shell to be %’ Rivets TSpaced 8 Diam, | anes « _ “ Floor—Floor to Rey. Bar 3<" Riyets Spaced 8 Diams. | Beams to Deck Plating K” Rivets Spaced 8 Diams. 4'Lap Bulb Angle Riv. _ |} 3 to $34 Diam, ——_ | 26x 216'x 4" Angle Bx3x 16 (EES —l I dl =e] Base Lint vy. ——_—SS— Base ieee | SAG i ang | Sfhetn | 3'x 246'x fe is 52 K \< : =a = = SE N57 “to. 12%." e's 17344 L206" : = : >| Marine Engincering MIDSHIP SECTION OF AN OIL BARGE, over and above the necessary.requirements in con- structing steel] ships for general purposes, may be briefly stated. Assuming that oil is to be carried solely in bulk, the practice of which is universal, special at- tention to the riveting, stiffening and ventilation is necessary in order to avoid serious trouble. RIVETING, Oil tightness requires closer spacing and more effi- cient riveting than does water tight work. The spac- ing for oil tight work, by the best authorities, is 3 to 3 1-4 diameters, using pan head rivets driven counter- sunk. Drifting a hole to get in the rivet is bad practice, and first-class work, where blind or partly blind holes wherever found. Very little danger may be appre- hended when the tanks are full of oil. Expansion hatches are provided for every tank, as shown in the longitudinal section above, and the level of the oil is carried up into these. These hatches perform a double service; first, in lessening the straining of bulkheads or sides when the vessel is in a sea way and the liquid would naturally swash from one side to the other if the compartment were not filled to the crown of the beams; and. second, it leaves a smaller surface of oil from which gases may arise. As the density of oil gas is greater than that of air, it will settle and when the tanks aré empty, or being emptied in port, this gas May, 1902. Marine Engineering. 2B 244"x 21;"" 14" ————d OF AN OIL BARGE. should be removed by suction ventilation. suction pipes may be used for this purpose after the oil has been discharged. The oil Marine Engineering can be used to advantage at these times in connection with the aforesaid method of using the oil suction pipes for ventilation purposes. OIL TANK Ti oe ea a Ee Y/29 J a mi ie ho | og es Y 4 SSC Jo = Vi i all | [| OIL TANK aa eae eee PLAN OF STRINGERS FOR AN OIL STEAMER, Loading and unloading are the most dangerous times, and ventilation by means of fans, although de- sirable, is hardly necessary or advisable, owing to ex- tra cost of operating high speed fans, the care and maintenance of same. ‘The familiar canvas wind sails bulkheads. Ocean-going barges and steamers stiffening longitudinally and transversely owing to the enormous pressure brought to bear upon the dividing Transverse bulkheads should be spaced Marine Enginecrig STIFFENING. require extra May, 1902. g. ineerin Marine Eng 232 TRANSVERSE BULKHEAD BULKHEAD CONSTRUCTION ON AN OIL STEAMER, i} ' | | ! ! | fe ———— {lq : — ee ye 2 it it i Ws 1 U 1 1 1 al I 1 1 Ul ) pe } i ! \ 1 fe 1 =n cz) til ' S| 1 I ! 1 yh > eed eee ee dN =l|5 a At We = ners 2S Sa NE Gre mae ieee = | H ' ' H : { tl ' My = ' \ ! iH a | ‘ tot | i I | rat i : iit iti a ih LHL = ! al el | — rt = : = : s | 1 ihQeAn ¢) 1 iW eet { Ih 1 {i I I i wy ih } \ it ' i! 1 i 1 i! fh 1 1 ' (in | on ‘qa ( h i:| nee It esall | z {e) [= 5 a 2 Ay — ul i | S S D if | ra) SSS ei NG eee c } = Veaill k J 1 Sh Sh il Z ' | qoM sll) rah Ss 1o) Sh I Xl aw ; =H 4 —- Rr 1 1 iH ! I i 1 Ht \ i | It | Uy _ : a = | a ie ie | ' \ | a : ! | | I nH i —| aC ! 1 1 ! 1 i ! i 1 ee Se He ee re = | See ||) een 3 | Sere ! 1h ' ; ——}— x f ! , | | ih ' 1 1 : fh 1 Wi | | | | | — : : im ! j i i 1 i 1 h 1 Hl | \ D ! 1| 1 1 i} i = i t ss = — ) ee ae a | es | Ul ee elt all Ls sy Faia} ! [i | ay fee 5 | H | ——— t st —_ | WH Ie | | OSS ' d é —Sr—H! I May, 1902. : Stiffeners 4’x 334"x 9, Angle ca J : MS langed Wyo Stiffeners 7x 3% "x 10/59 Bulb Angles sf i - = CENTER DIVISION WEBS ON STIFFENERS ON SECTION. BULKHEADS, BULKHEADS, Marine Engineering not more than 28 feet with one or more web frames within these spacings according to requirements, and a continuous longitudinal center line bulkhead is) de- sirable extending vertically from keel to deck, and from stem to stern brought up at the ends. The construction of oil barges recently built at one of the shipyards is shown in the accompanying draw- ings. On pages 230, 231 are given the midship and longitudinal sections of an oil barge built for coastwise and inland service to carry about 150,000 gallons. The barge is constructed of mild steel throughout, divided by six transverse bulkheads forming five tanks. Above each compartment is an expansion hatch. The prin- cipal dimensions are: Length, 150 feet; beam, 21 feet; depth, 10 feet 9 inches; and, draft when loaded, 9 feet. There are no pumping facilities on board, as the barge is for a special service in which there are pumping sta- tions established at the docks at both ends of the route. On pages 231 to 233 are shown the bracketing and stiffening of an oil steamer with carrying capacity of about 2,500,000 gallons. The ship will be 450 feet long over all, 51 feet beam and 30 feet depth. Bulb frames and stiffeners are used and have been universally adopted for this class of work. The necessary and seemingly large amount of stiffening shown in these drawings may be accepted as an example of the best modern practice. Several oil barges are at present under construction in the various yards, both on the coast and Lakes. One of these new barges will be 375 feet length over all, 360 feet on water line, 50 feet molded beam, and 28 feet 6 inches molded depth, giv- ing a capacity of 2,000,000 gallons on 24 feet draft. On this barge the distance of transverse bulkheads is 28 Marine Engineering. 233 feet. These are cut in way of the center line bulkhead, which is continuous throughout the cargo space and tapers down to the height of the center keelson fore and aft of the cargo space. There is a web frame in each space at the shell, also one at the center line bulk- head abreast of it and one on each transverse bulk- head on either side of the center line bulkhead. The side stringers, of which there are three on the shell side of the tanks, and four to the center line bulkhead, are intercostal between bulkheads and webs, the webs being continuous. The completion of these vessels will mark the first of such large capacity built in American shipyards. REFRIGERATION ON SHIPBOARD.—I. BY E. N. PERCY. The object of these articles is to emphasize the fact that a higher standard of refrigerating machinery ought to be required than at present for marine ser- vice; that it ought to be rigidly inspected and licensed; that it is a dangerous and important part of the ma- chinery; and that engineers in charge ought to be closely examined in the subject, and be of unques- tioned ability. The first article will deal with the troubles, repairs and many actual breakdowns due to inferior machinery of this class. The second, with the design and eco- nomical operation of the machinery, and the standard of men that should be required. The last will deal with the design and systematic operation of the cold storage, brine system, ice tanks and details; also will touch upon ways in which the steward and butcher can save many pounds of coal used by the plant. On a certain large ship chartered by the United States Government to take troops to Manila, the en- gine department had been supplied with a typical light weight refrigerating machine, of the ammonia compression type, “especially built for marine ser- vice.’ The expansion valve was a cheap affair, consist- ing of a valve with a coarse thread, and cone seat, and an oil chamber below, with a drain cock at the bottom, as in Fig. 1. As soon as the machine was started it was found that the valve could not be regu- lated closely enough. The machine would first be running wet, then dry. It was arranged as shown in sketch, with a long lever, at the end of which was a ~ circular strip of steel, properly indexed. With this, a fine, accurate adjustment could be obtained. The piping had been put in carelessly, and through careless attendance in the main engine room hot water was turned througth the condenser of the re- frigerator. The pressure of the ammonia went up to four hundred pounds in a few seconds, in spite of im- mediate efforts to correct the trouble. All the joints sizzled, and the compressor came to a dead stop. The brine circulating pump next gave trouble. It was a cheaply gotten up pump, and had a patent water pis- ton made up of sectional rings set out by screws. This piston got to sticking, and finally collapsed. We repaired this by making a new, soft packed piston out of two plates of steel, with soft packing between. The discharge of the compressor led into an oil sep- arator, as the compressor operated with oil injection. 234 Marine Engineering. May, 1902. The separator was merely a piece of 6-inch gas pipe four feet high, as in Fig. 2. The oil always staid in the form of foam, and was carried over, making trouble in the condenser. Also, it should collect in the expansion valve, where it was very unpleasant to tap it off because of the odor. If the valve were opened to blow it through to the coils, the adjustment was lost, the equilibrium of the system upset, and the coat- ing of oil inside the expansion coils decreased the effi- ciency, and caused much irregularity. SECTOR 4: LEVER OF STRAP-IRON Ds INLET) OIL CHAMBER Marine Enyincering FIG. I. On another ship the pipe to the expansion valve did not extend to the surface of the liquid in the reser- voir, and after arriving at a foreign port with provis- ions spoiled, it cost hundreds of dollars’ worth of ex- perimental repairs to find why the machine didn’t work. In double-acting compressors, unless the oil seal stuffing boxes are long and solidly designed, they will leak and give ceaseless trouble; particularly when horizontal. On many small plants the separ- ators, supposed to contain lime, caustic soda or pot- ash to absorb water from the ammonia gas, are hard to get at. Many are not supplied with cut-out pipes, necessitating the closing down of the plant to do rout- ine work. This work is painful and dangerous any- where, and every facility should be provided for deal- ing with these powerful chemicals. Many times, in the brine, or in the condenser, or even the jacket water, a white stringy substance will be noticed. This is a sure sign of an ammonia leak under (salt) water, as ammonia, added to salt water Marine Enyueering FIG. 2. causes a rich milky precipitate, as can be easily proven by any one with common washing ammonia and salt water. The reaction is Na Cl + HiNHO = HN Cl + Na HO. The sodium forming sodium hydroxide. Oil injection machines are to be looked upon with suspicion for marine work. Not that their efficiency Le IIT rh Marine Engineering Z Wg FIG 2 is questioned, but they have an inherited proclivity for knocking out their cylinder heads, an accident both inconvenient and dangerous, considering the suffocat- ing nature of ammonia gas. One make of machine has the crank shaft extended through a long babbitted stuffing box, with no means of lubrication as in Fig. 3. The babbitt melted out several times on one machine, Marine Engineeing FIG. 4. then the engineer bored a hole at (a) and put ina compression grease cup, and had no further trouble. This same compressor has a long sliding yoke, instead of a connecting rod, as in Fig. 4. Now a good run- ning compressor should not have greater clearance than I-32 inch, but this yoke springs so much that the crank pin brasses have to be run very loose, and the difference in efficiency with the larger clearance is quite noticeable. May, 1902. Other makes have oblique suction and discharge valves. If these are cheaply made, as is often the case, they soon wear elliptical, and leak, giving a great deal of trouble, and causing great waste. One machine runs a short crank shaft, supported on two narrow bearings, with two overhung cranks; the valve is op- erated by a return crank from the overhung engine crank. The valve stem has no guide except its own stufing box. This engine has to be stopped to be oiled. As it wheezed and groaned and thumped, and shook the deck, I asked, “What is the matter with it?” out of curiosity, to find out the Irish engineer's opin- ion. “Sure, sor, an’ they allus run an ice masheen thot way.” I meekly said, “Is that so?” and retired. Ordinarily, when a machine needs charging at sea, a cylinder is laboriously carried down from’ the upper deck. Then, while scantily chocked on the floor, to keep it from rolling, a crazy pipe connection is made, and the ammonia is turned on, with a sure chance of breaking the pipe if the cylinder moves from the roll- ing of the ship, and not a chance in the world to shut it off, as the valve on the average drum is very hard to get at. There is no weighing, merely a rough guess at the pressures from the gauges. Very frequently we hear of the ammonia pipe on a ship bursting, and often the ship returns to port, showing how serious an accident this is. Leaky fit- tings and poor workmanship are common defects in ammonia piping on shipboard. One engineer (?) put in some nice, new galvanized pipe for his ammonia. The way the pressure ran up, and the amount of nameless gases he blew off before his machine would “freeze” was a lesson to him for many days. Another would-be scientist engineer undertook to “neutralize” the odor of some oil he had tapped off, with concen- trated sulphuric acid. He couldn’t be found when the fireworks were over, and the chief got a new man. These things show the need of men imformed upon refrigeration, and to whom it is not a science pregnant with mystery. If an inferior quality of piping is used, the brine will soon corrode it, causing ammonia leakage, and up at the ice house the brine may leak through on to the meat; whereas, the days of “salt horse’ are sup- posed to be done away with, if we can run our re- frigerating plants properly. Where drinking tanks are cooled by brine pipes, the distilled water outside and the brine inside will eat away the pipe, the water is salted, and the blame is laid upon the innocent evaporator attendant for allowing the evaporator to flood and prime. Another point that is not to be ignored when meat is hung closely in a storeroom, and close to the wall, it is possible when the ship is pitching, for an attend- ant to be severely squeezed against the wall. The writer has had several storeroom experiences in rough weather which were not entirely pleasant. Several tons of frozen meat swinging around, one hundred pound cakes of ice skating around the floor, to say nothing oi buckets, implements, turkeys, vege- tables and water, all one great mess, dangerous to life, limb and stomach. With the apparatus usually pro- vided it is difficult and dangerous to draw ice in rough weather. Also, while the cans are out, or being man- Marine Engineering. 235 ipulated, much valuable brine is lost by spilling from the ice tank, as the ship pitches. This could be pre- vented by a by-pass pipe, with a gauge glass on the tank. The writer had much trouble on one ship with the brine coils in the storerooms. There were two rooms, one port and one starboard. The brine supply was supposed to divide and go to each room, but in rough weather, or when the ship was listed, it would all run to one side, and if choked off by the stop valve that valve needed constant attention to adjust it to every little change of the ship or machine, and in certain positions of the ship, all the brine would run to the ice tank, leaving the pipes empty, except for the small stream supplied by the pump. These pipes were strung around each room in one continuous spiral, without manifolds. The frost would gather so heav- ily on the first part of the pipe that it could not be scraped off, hence the temperature of the rooms never got below the melting point of ice, and the brine was so warm after coming out that it could not be used in the ice tanks, frequently returning to the machine at a temperature of 45 degrees Fahrenheit. The most of this heat went to make the ice on the first half of the pipes: in the storerooms. From this, we’ can justly conclude, I think, that a poor class of refrigerating machinery is used for ma- rine purposes, and we stand in need of solid and economical designs, men skilled in handling them, and laws to enforce this. In this article no mention has been made of the number of people hurt or the in- convenience experienced through failure of appara- tus, as the writer does not wish to direct attention to the failings of any particular company or manufac- turer. : Careening Ships. Editor of Martine ENGINEERING: I was very much interested in seeing in a recent num- ber the illustrations of the New Bedford whaling ves- sels undergoing repairs, and beg to call to your attention that this method of repairing the bottoms of ships is not confined to the New England ports. At Pensacola, Fia., large and small vessels are frequently repaired in this manner. In fact, the bottems of so many ships have been overhauled by careening them that it is an ordinary thing to see a large vessel at the wharf lying on her beam ends. To illustrate the methods used at Pensacola, [ am sending you two photographs taken not long ago of the English ship Yarkand, which went ashore in the Gulf during a gale and was brought for repairs to Pen- sacola. Strong backs were placed from the main and foretops to the gunwale and then a block and fall were led from the wharf to each of the tops, and the lines carried to a small hoisting engine, which is seen on the dock. Hose from suction pumps was led to the hold ‘in case the ship should take water, and, when all was ready, the hoisting engines were started and down went the shin. Sometimes ballast is used to facilitate this opera- tion. When the vessel is all over, the keel is entirely out of water, and the workmen, from rafts and staging brought alongside, can get at any part of the bottom plating. May, 1902. aoe ineerin e Marine Eng 236 ‘NO dled OYS 1d}Je UOOS jseoOd osouedef oy} UO jsoy SseM ‘ovo, fo KD ayy “diys 1oqsis Jopy “PZgI ul “eg “taysayD ‘paekdiys soyovoy 3e YING sem myaq oY], “ouly sy} uO aozjd s9y oye} [IM ‘Aueduroy diysuresazsg jieyy ouloeg oy} IO] SMON JIOGMON je Surpying ‘pasoy diys Mou 9yy ‘KIZUNOD SITY} O} SUINJoI dys out} dy} Aq “TOF ‘oper Suoy -SUOF{-OdSIOURI,T ULG dy} UL 9SVAOA jsv] JOY UO MOU STI WIYIT WJ, “SIo[I0q oy} Jopun peuinq usoq oAvy [Rod Jo suo} zgr‘Sbhe pur sojiut 61S‘POS‘t potuvsjs sey ays {suo} “NJOADI F60{0QQ‘QFI 9dIAIOS 94} Ul SuIzIe}S dduIs speUut dARY SOUISUD JOFZ ‘ozyel SAep I1 A[UO PoAlIie pue ul AeM oY} [[@ payles ayS “Ur Puno ‘odsIDURIY, UeG Woy {NO so] Polpuny UdAd|[s sem diys 94} UIYM 9dUO SBM YUM Jou UMOPYRIIq snolies AjUO syT, “SZgr ‘Areniqay UL opeul seM dIIj JsIY OY T, “Suoy suoz_ 0} dit} punor YjJusce}XIS pue poipuny suo J9y Suljojduiod ‘oosIouR.IYT ues Je poate wmyaq fo fp diyswesys sy] 19h yUosoId oy} JO IOI YL UO—‘uryed Jo AYN JoOMIKI}g oyL ‘VId ‘VIODVSNAd Ly SXlvdauY YOTI GANAAUYVI ANVMNUAVA dIHS Tt -d¢H “IQUURUT SIY] Ul ., SuryOOp,, Ide powtsojiod are suro}joq s.diys 0} sireda1 ay} Jo Auew ‘y10d sy ye AVM|IEI DULIVU [[PUIS B SI 919} YSnoyyye ‘pur ‘suiseo1dul SI “SuUIseo1d9p JO peoqysur ‘ooOeId si], “19p1o 10YsS- AIQA Ul polredsl pue IOAO poyneYy oq Ud JoOSsaA v yey} pesuriie Os pue dja[duroo st YOop ay} uO JusUIdINbS oY T, ‘uolsod siy} Ul SeM dIys 3y} I[IYM poovridor pue poaow -91 SPM d}e[d Poseuep & puny4n ZX JY} JO ISed 9Y} UT 237 ae ineerimmn Marine Eng May, 1902. “WOLLOd UAH OL SHIVdHu YOA “via ‘VIOOVSNHd LY GHNEAXYVI ANVMYVA dIHS IHALS AO MAIA ADAG 238 Marine Engineering. May, 1902. Oil Fuel Burning on the Pacific Coast. The Journal of the American Society of Naval En- gineers contains an interesting letter on the above topic and from which we make the following extracts: Bakersfield oil is sold at &5 cents per barrel of 42 gallons, delivered. It is an average of 16 degrees Baume with an asphaltum base and equally limpid at 150 de- grees Fahrenheit, but cools at about 40 degrees, enough to prevent it passing through a 3-8-inch pipe with an ordinary funnel. If heated in pipes or tanks at about 200 degrees, it tends to separate and deposit carbon on the oil side of the pipe, and will also do so when heated to about 160 degrees if the heat applied has a temperature of about 150 pounds steam pressure. There- fore, any heating to make this oil fluid for pumping is best done by using exhaust steam or warm water. HOT AIR OIL =. x HOT AIR IS ey OIL AND STEAM SPRAY CAST IRON ‘‘HOWDEN”? FRONT WITH LINERS AND BEAD PLATE REMOVED. In his opinion sufficient space for combustion must be secured before the gases impinge upon any surface. This burner requires about 4.1 per cent. of the evapo- ration for the fan power, oil heating and steam jet. Some of the jet burners require 8 per cent. If the ap- paratus was left in the hands of an ordinary fireman this figure increases to I2 per cent. Another burner used with an air pressure of about 9 ounces with no steam jet is briefly described. The air enters through a flattened nozzle at the rear, where it is controlled by a damper and passes partly over an in- ternal tray with a wide lip with sawtooth edge over which the oil drops and is swept by the incoming air into the furnace. This is gas making in a short time and distance, and, when adjusted, gives perfect combus- tion at a low cost of spray. Marine Engineering FUEL OIL BURNER ATTACHED TO SCOTCH BOILER Applying it to a marine boiler which was already fitted with Howden’s forced-draft, the grates and bridge walls were removed and a brick wall built against the back connection sheet as a protection to the stayholt nuts. The burner was inserted in the front of the fur- nace and the forced-draft air ducts were used as they existed, with the addition of a pipe © inches in diameter from hot air duct directly to ell on burner. Aiter trying various burners, the one here illustrated was found best adapted to this system of forced drait. It gives a large volume of flame, which, it has been found, does not subject the boilers to the risk that jet burners have. : The writer states that, in his opinion, it is a mistake to spray the oil on a brick wall under the supposition that the wall will be hot enough to aid in raising the temperature of the flame in the furnace. With heavy oils, if combustion is not completed before an impact with the wall, a carbonaceous deposit, something like coke, will be deposited on the wall, which will burn slowly, after the oil supply is cut off, in a strong blast. The points to be considered in fitting up oil furnaces are: Constant pressure of an oil supply at a tempera- ture of about 170 degrees; the pump discharge should have loaded escape valve connection to the suction. Gas traps in the piping should be carefully avoided as the gas will cause the flame to flicker and sometimes put it out. A settling tank should be provided to remove the water from the oil, the water being drawn off from the bottom of the tank; all valves and joints must be perfectly tight. The cock, with triangular hole in the plug, is a better regulator than needle valves tor oil. The oil supply for combustion should surround and enter from behind the point of the burner and not be admitted all over the full width of furnace front. Where a battery of boilers is in use, the tendency of the fireman is to get one or two boilers evaporating more than the others. To obviate this, fit thermometers in the base of smokestack or upper part of breeching, and instruct the men to try to keep the temperature as nearly equal as possible. Also, when steam jets are used insert a nipple between valve and burner, this “ May, 1902. nipple having a hole in it just large enough to pass steam suited to the requirements of the particular burner. Among the many patented burners there is little dif- ference in their economy, and all depend for their econ- omy on the cost of the spraying, which is too often left to the control of the firemen. The results of a seven-hour test on a three-furnace Scotch boiler fitted with one Sunlight oil burner on each furnace are as follows: Boiler, steam heating surface ..........+.+- 1,700 sq. ft. Howden system, air heating surface...........1,350 “* “ @iliburned per hours. eee esis > oopoove Cay Ills, “ Evaporation from and at 212 deg. per Ib. oil.......14.7 Steam used for atomizing oil...2.5 per cent. Surheatingaoilseernmrs SS DOWIE s0000 ooooitog} oe ony Marine Engineering. 239 Engines of the Steamboat Connecticut. The side wheel steamboat Connecticut is again in ser- vice cn Long Island Sound, and‘ for the last twelve months has been running between New York and Providence. Unusual interest is manifested in this boat because of the engines which are of the com- pound oscillating cylinder type. The Connecticut was built in 1889. For several years accidents to the ma- chinery of a greater or less extent were met with, un- til, finally, one night while on a regular trip, one of the piston rods of the low pressure cylinder snapped off about four feet from the crank, and demolished the cylinder. The boat was laid up and not repaired until recently, when the contract was given to the W. and A. Fletcher Company, of Hoboken, N. J. COMPOUND OSCILLATING ENGINES Total steam used in combustion. G00 Net water evaporated per Ib. Sil Total evaporation per square foot heating surface. 5-9 .++.4.I per cent. -14.1 Ibs. we Temperature OH GmMOlAGAC|!e Goeon90008000 00000 419 deg. F. Alife Horr COMMOVEUOIMN coocccoo0000 250 ‘s ee OLE rds Seta ierhsiie cists sie crosiane 136) e5)8 S In a second test, when 983.8 pounds of oil were burned per hour, the total evaporation per pound of oil was 14.3, and the temperatures were: Smokestack, 485 degrees; air for combustion, 275 degrees; oil, 157 degrees. Liquid Fuel.—The Oceanic’Steamship Company and many other Pacific vessel owners are burning fuel oil on their steamers. OF THE STEAMBOAT CONNECTICUT The hull is of wood, built by Robert Palmer and Son, Noank, Conn., and the machinery was construct- ed by Wm. Cramp and Sons’ Ship and Engine Build- ing Company. The diameter of the high pressure cyl- inder is 56 inches, low pressure cylinder 104 inches, and the stroke is 132 inches. Steam is supplied by six gun boat boilers, at a pressure of 120 pounds per square inch. In repairing the engines several important changes and improvements have been made, and the illustra- tion on this page is of the engines as they are to- day. The two piston rods of the low pressure cylinder, which were in a plane perpendicular to those of the 240 Marine Engineering. May, 1902. high pressure rods, have been replaced by a single rod 16 I-2 inches in diameter, and the friction of the rod in the stuffing box is taken up by segmental staves of steel, Babbitt lined. The box is made steam tight by packing rings at the upper end. Water circulation is provided through the guide holders in the cylinder head. Another defect in the engine was the _ side thrust of the cylinders, owing to the difference of steam pressure in the trunnions on the two sides of each cylinder. In rebuilding the engine this side thrust was taken up by introducing a ball bearing con- sisting of one hundred 2-inch hardened steel balls, run- ning in hardened steel ball tracks. The trunnions are supported in adjustable quarter boxes of chilled cast iron, and provided with water circulation through an- nular holes extending lengthwise through the trunnion between the steam passage and bearing surface. Oil lubrication is secured on the bottom of the moving trunnions by holes in the quarter boxes and grooves in the moving bearing. The valves on this engine are of the Wheelock grid- iron type, and permit of delicate. adjustment. The small size of excentric rods, as seen in the engraving, shows how easily these valves are operated and what little power they require. The valves are located on the top of the cylinders, a steam and exhaust valve at either end. There is an independent cut-off gear for tripping the steam valves. This style of engine is seldom seen in these waters, the only other vessel equipped with oscillating cylin- ders of this type being the freight steamer Nashua. In England and on the Continent oscillating engines were used extensively on channel and coast steamers, but in these cases the cylinders were generally mounted vertically below the shaft and worked on two cranks. The principal advantage of this type of en- gine is directness of application of the power by dis- pensing with the connecting rod, but it is questionable whether this advantage is not more than overweighed by the absorption of power required to oscillate these immense cylinders. The cut on the preceding page is reproduced from Power. ; Repairing the Torpedo-boat Destroyer Salmon. The British torpedo-boat destroyer Salmon, which was built by the Earl Company in 1895, and is one of the original fleet of 27-knot boats, was run into dur- ing the last winter by the channel steamer Cambridge during a heavy’fog on the North Sea. The Cambridge struck the destroyer on the port side, almost amidships, and in order to save the crew the bow was kept in the indent made in the side of the destroyer. This indent was 5 feet deep and 8 feet broad in a fore and aft line, and was triangular in form, the apex being toward the bow of the destroyer. The plates of the destroyer were torn and twisted and the bow was displaced in a most remarkable manner. The main rent, which is shown in the illustration, extended down to the bilge, the shell plating being driven through the timbers into the boiler room. The bottom plating was buckled up athwart- ships, as well as in a longitudinal line, and the deck plating was twisted and bent. The starboard shell-plat- ing was also buckled, the bow was driven out of line tu the extent of 15 feet, listed to starboard to the extent of 5 inches in 12 feet, while the keel was irom 6 inches amidships and 21 inches at the stem lower than the stern, which remained unaffected. Such a contortion in all three possible directions is unique. The section of the Salmon is much the same as those of the destroyers building in this country. The shell- plates are 7 pounds per square foot and the sheer- strake stringer 9 1-2 pounds. The frames are 2 1-2 by I I-2 inches by 2 1-2 pounds angle bars, spaced 20 inches centers. Fore and after coal bunker bulkheads are on either side about 3 feet from the sides. These bulk- heads are of 4 and 6 pound plating, stiffened by 1 1-2 by I I-2 inch by 1 1-2 pound angles. The beams are 2 1-2 by I I-2 inch by 2 1-2 pounds. The sheer-strake angle 2 by 2 inch by 3 1-2 pounds, and the double con- THE WRECKED TORPEDO BOAT DESTROYER SALMON. tinuous longitudinal angles in the coal bunkers are I 1-2 by 1 1-2 inch by I 1-2 pounds. The vessel was brought into Harwich harbor and there beached and temporary repairs nade to enable her to be towed to Ipswich, where, although there is no dock, a soft mud beach was available. At Ipswich fur- ther repairs were made to enable the boat to be towed to Sheerness dock yard, where she was finally repaired. Wooden planks. were fitted oyer the rent and a deck stringer plate 3 feet 6 inches broad and about 24 feet long was laid. A sheer-strake or girder over 30 feet long and 4 feet 6 inches deep, with double angle bars at top and single bar at bottom, was riveted to the plating forward and aft of the fracture, and was also secured to the wooden planking and deck stringer plate. Four girders were placed in the bottom of the ship and the bottom skin plating was reinforced by a special plate. : Thus strengthened, the destroyer was towed to the dock yard by a wire hawser, which was placed around May, 1902.: the boat with a shackle at the bow, so that no strains would be brought on the forward structure. The steer- ing of the boat was very difficult, owing to the swerv- ing of the bow. On arriving at Sheerness it was necessary to take the exact draft at many points along the keel, and the dock blocks were laid to suit this form. At the same time the usual keel blocks were set in the central line of the dock true to the ultimate line and level of the keel. Timbers were laid across the dock on which were built three cradles for carrying the bow. The ship was then cut completely in two and the fore body first brought into a true vertical line by shoring within the cradle, Marine Engineering. 241 Burning of the Steamer British Queen. A second Hoboken fire, more spectacular but not so disastrous as the one which occurred 21 months ago, broke out March 18th on the Phoenix Line pier, com- pletely destroying that pier and seriously damaging the steamer British Qween and several lighters which were lying alongside. The fire broke out at night time on the river-end of the pier and fanned by a forty-mile gale of wind, quickly spread throughout the length of the shed and into the hold of the British Queen through her cargo ports. The crew and longshoremen aboard only saved their lives by jumping into the water and swimming to places of safety. Before the ship could be STEAMER BRITISH QUEEN which was subsequently lifted above the level of the ordinary dock blocks by hydraulic jacks and then slipped over until the fore part of the hull was in line longitu- dinally with the after part. Due to the buckling of the plates, the over all length of the boat was 3 feet less than the original, and, therefore, the bow was drawn ahead this distance and finally lowered to the central dock blocks as originally prepared. About 32 feet of the ship in the neighborhood of the rent was cut away and a new part built in. The boilers, which had received considerable damage, were repaired and the vessel given a general overhauling. The above facts and accompanying illustration are taken from Engineering. SUNK IN NEW YORK BAY. towed into the stream, fire had spread from stem to stern. Many tugs and fireboats came to the scene, but the most they.could do was to prevent the flames from spreading to the adjoining property of the Holland- American Company. The ship, enveloped in flames, was finally drawn into midstream and carried by the ebb-tide down the river to opposite Bay Ridge, where she grounded and sank. The burning barges, which were towed from the burn- ing ship also started towards the Bay. Some of them striking the piers on the New York side, and, on Goy- ernor’s Isiand, started small fires, which fortunately, however, were extinguished by the fireboats before serious damage resulted. The British Queen continued 242 Marine Engineering. Wise, ewe to burn for many hours until her holds were flooded THE STEAM BARKENTINE GAUSS OF THE with water from the pumps of the wrecking boat moored GERMAN ANTARCTIC EXPEDITION. eA by. A large part of the SIRO WEIS made ep of Designed and Built at the Howaldtswerke, Kiel, oil. The accompanying illustration shows the ship as Germany, she lay aground after the fire had been put out. She was built at Newcastle in 1890 and is 400 feet long, 47.2 SiG nine aaa ceca feet beam and 28 feet deep. The pier was burned to the water's edge. The origin of the fire is not known, but it was re- ported that it broke out among some boxes of car- tridges stored on the pier which were to be shipped on the steamer to South America via Belgium. The present German Antarctic expedition is, as is well known, prometed by the German government and was officially authorized by an imperial decree addressed to the Chancellor of the State. This decree formally directed the object and duties of the expedition and appointed Dr. Erich von Drygalski, of the University of Berlin, to be the leader in the scientific work. The expedition, which left Germany early in August, Igor, will proceed first to the island of Kerguelen, where a Oil Fuel.—The first ship to cross the Atlantic with magnetic and meteorological station will be established. boilers burning oil fuel was the British tank steamer It will then push south for the main object of exploring CZ MIS wy PINE 24—7 t , uw WATERWAY-PINE 10x 13%” Pie te PINE 834 ANNAN SYR UV SSD SS HESTON NWSNWSS 1A 5 AS :]__PiNE DECK BEAM 104x114" ON ALTERNATE FRAMES SSS mk Sy , i SZ i DIMENSICNS oy av le, APs ra LENGTH BETWEEN PERPENDICULARS 150.9 Sy 3 Yl y||| BREADTH OVER FRAMES 35.01" ye = ||] BREADTH OVER OUTSIDE PLANKING 37.00" | OAK a S||| DEPTH FROM INNER RABBET TO UPPER - K ‘| DECK BEAMS 20.67 ~~ WATERWAY-PINE |] DISPLACEMENT(TCNS) ‘ = 10° 20 i]_ = DECKING 3 PINE uv Z PINE DECK BEAM 1274 x 1334. ON ALTERNATE FRAMES 6 GREENHEART | H Mu TY H EEAM CLAMP > Ne 3 12'PINE | Se 3 PINE alee Hei SIRS | oN wall 7 Fall = | ~o 1 +o it | i} 1 Hl | tI ur Za SS 1534 X 13 OAK \ Ss D iw : 17 X 1534 OAK ¢ Ss f i % os DOUBLE OAK FRAME: S ee SPACED 28°C.7T0C. | US pp FUTTOCKS 11}¢ SIDED) ! FR ___ AND 14’MOLDED _| L "Marine Engineeri = uy wm UZ “ 4 PINE KEEL-OAK-16 }6 X 1434 6 GREENHEART. | yt FALSE KEEL 1436 X 7 1 Bp ¢ &§ G7 8 9 TO in rt | || | a | SCALE OF FEET MIDSHIP SECTION OF BARKENTINE GAUSS Clam owned by the Shell Trading and Transporting the Indo-Atlantic side of the South Polar Region and Co. which arrived in Philadelphia recently. Many ves- where a second scientific station will be established if sels of this company are equipped for burning oil fuel. suitable land is discovered. This station will be kept One of the advantages this system has over coal, which open for observation and study for at least one year, is not generally appreciated, is in the amount of fuel while the main body of the explorers will survey and that can be supplied to the boilers. The human ele- map as much of the region as they are able to cover. ment comes so largely into play in the stokehold The party will attempt to return with their ship either that the maximum speed of an ocean liner is frequently in the spring of 1903 or 1904, as the leader decides to be not attained because of the inability of the firemen the more profitable. to shovel enough coal through the furnace doors. An- The brightest hopes are held for the complete success other advantage of this fuel is that the amount of oil of the expedition, and no expense or care has been can be absolutely regulated by the engineer. While spared in supplying the best equipment and outfit that this class of fuel is limited to a certain extent to could be acquired. The ship was designed and built ships plying between oil producing countries, yet the particularly for this expedition and the party may be discovery of oil in Texas has greatly increased the said to have in the Gauss the finest vessel that has ever world’s supply and will reduce the cost of this fuel. started on a similar service. May, 1902. Marine Engineering. 243 The leading features and dimensions of the vessel Length between perpendicu- lars, 150.9 feet; breadth over frames, 35.01 feet; breadth over the outside planking, 37 feet; depth from inner may be noted as follows: a The detailed characteristics of the construction and arrangement of this splendid vessel may be pointed out for their full appreciation, and each of the following points may be noted in the accompanying plans, which 95 d . } Fits se80—-> ‘ ° 190 % \) ks $0 3 a Li 185 Nat NK 23611 Rey 210 IIE w 135 = ! e | =12450- fHHINEol \ ee 8 Sg 250 a ale = UI & + US. \ 220 70 ahs 155. \ 130. hd \ soe : —— 2 Ser ts WT 3t0. = z > Se TT HA 2 > S 260 H| 3 ENS © il k He = = “Be 430 HI 4 > ‘o} 3 K Wie a SA NO % . S20) At < SEN 4, pees == i 4X, Ht a Peale StI 47300 - ey Ht % 1 Sy, Wires Hee \ . ‘ fit | " Sy! L—- I | \ \ N .~ uk i \ A R 2 I ey\e sS Oa] % = t 1 eee EI - 1 Go SEN \172_ 400! g g aa A 8 Tes | \ (] > 140% = o ‘Ss ee semi Wf \ ‘ i " i es, = - wea BI \ 2000 Pate - —13500— -—\ |} | I} \ tt = ay i = 190 NA Sm Saf | 170 M/y a ewe Ace =. ou eu ss) Sti mies ah ie 1 k 1 sot IN —— 600: bet . ii = BZ EE ——qil Marine Engineering SAIL PLAN AND DECK PLANS rabbet to upper deck beams, 20.67 feet; indicated horse power, 275; speed with 728 tons deadweight on board, 7 knots; total displacement in salt water, 1,442 tons. It will be understood that the odd decimals appearing in the figures are developed in the change from the metric system cf measurement used in Germany. OF THE BARKENTINE GAUSS. are reproduced from the builder’s drawings. In cach feature of the design and construction the ruling idea was to advance the efficiency of the vessel for the ob- ject which it was to serve and a study of the following plans will show to what a high point this has been achieved. 244 Marine Engineering. May, 1902, As the form of the vessel was the first item to receive consideration in the design it will be well to give that the first notice. In the outline of the midship section the key to the whole design of the form may be seen, and it was so chosen to cause a vertical resultant in the compression of ice about the vessel which would tend to lift it bodily rather than crush in the sides. The same idea may be noted in the profile of the stem and stern which fall in below the water line, and, as far as possible, all projections which could possibly give a hold to the ice are cut away. In the general ar- rangement plan it may be seen that both the rudder and propeiler may be drawn vertically up into trunks designed for the object, and thus preserved when sur- rounded and racked by ice. The removal of the rudder and propeller also serves to reduce the possible grip of the ice on the ship, which would prevent it from lifting. The rig used is that of the barkentine, or three-mast schooner as it is called in Germany, and one which stands commended for simplicity and efficiency in it- self. The sail area is comparatively small, but necessa- rily so, for the severe conditions in which the vessel will serve. The masts and yards are strong and heavy, and steam winches are placed on the upper deck at con- venient points for working the sheets and braces. Prac- tically all the standing and running rigging is made up from hemp rope, as this can be handled with greater safety in intense cold than that made from steel wire. The arrangement of the vessel has special reference to warmth and convenience. The accommodations for the officers and men are all placed in the ‘tween decks, as may be seen on the plans. Separate cabins are pre- pared for scientists of the expedition and officers of the ship, but they have common mess and work roorns. The absence of side lights or ports will be noticed, and this leads to the feature of the arrangement which places the principal rooms, that is the mess and work room, in the center of the vessel, where they can be most conveniently lighted from overhead. The ends of the ship, both on the berth deck and in the hold, are filled with ship’s stores and provisions, except aft on the berth where a compartment is given up to the balloon and aeronauts’ equipment, with which the expedition is supplied. In the hold a section of the space is taken up by the engine and boiler compartment, but the greater part is given over to the coal bunker, or rather the coal hold, which has a capacity of 340 tons. Addi- tional.coal is carried abreast the boiler room and on the berth deck, which gives a total supply of about 400 tons. A low poop and topgallant forecastle are built in on the line of the bulwark and give accommodation for the dogs and dog supplies carried by the expedition. On the upper deck amidships are two deck houses, the after one being merely the engine and boiler room casing carried up to form a short beat deck, and the forward being a chart house, work room and base for the navigating bridge. An additional steering wheel is fitted on the poop ait, and used principally when the vessel is under sail. The construction of the craft is as strong and efficient as it could possibly be made. Oak and yellow pine are used throughout and probably in as large quantities as has ever been the case in a craft of equal size. This fact will be evident by a note of the midship section. deck, The outside skin of the vessel is particularly note- worthy, as it is made of three completely independent layers of planking. The two inner layers amidships are made up of yellow pine 3 inches and 4 inches thick respectively, but changed to oak of equal thickness at the ends. The outer layer is of selected Demerara greenheart, varying in thickness from 3 inches on the bottom to 6 inches at the water line, and is carried all fore and aft. A heavy coat of marine glue is laid be- tween each layer of this planking and all ue seams care- fully calked. Practically the only metal used in the construction of the vessel, outside of the connections and fastenings, is in the engine and boiler room bulkheads and casings, which are made up of steel plate and stiffened by Sie angles in the usual manner. While the main dependence of the vessel for propul- sion is on the sails, the engine and boilers are capable of developing a speed of 7 knots per hour when steam- ing at iull power. The engine is of the direct-acting, triple-expansion type. developing 275 I. H. P. when turning 130 revolutions per minute. The diameters of the cylinders are 12, 19 and 30 inches, and the stroke is 18 inches. Steam is supplied by two ‘cylindrical fire tube boilers, each 7 feet in diameter and 9 feet 3 inches long. Each boiler is fitted with Morrison suspension fur- nace and carries a pressure of about 180 pounds. Ail the living rooms of the vessel are steam heated by radiators of such size as to keep the temperature at + 10 degrees Centigrade when there is a temperattire of — 30 degrees Centigrade outside. The vessel is also lighted throughout by electricity, and in these items the expedition is by far the best equipped that has ever sailed. The equipment of the vessel is equally complete and satisfactory tor the service. The usual equipment of anchors for a much larger craft is supplied, and, in addi- tion, special ice anchors and much spare chain and hawsers. All the main sails, rigging, blocks, etc., are in duplicate, and a heavy awning is supplied to cover the entire upper deck. A complement of five boats and a naphtha launch are carried; each of these is completely equipped with masts, sails, water tanks, compass, ete. The complement of men starting with the Gauss on this bold expedition, and with whom the success or failure so much lies, consists of eight explorers or leaders, four officers of the ship, three engineering officers, twenty men in the ship and engine crew, and a cook and steward. Each of these men was carefully chosen for his particular fitness in this work and, for some time before the expedition left Germany, was given special training in his duties. - Liquid Fuel.—Interesting trials in fuel oil -burning have recently taken place on board the North German Lloyd Company’s ship Tanglin. This steamer was lately chartered to convey Eskimo dogs and equipment to the German South Polar exhibition from Bremen to Kerguelen Island. On the homeward voyage the ship took 350 tons of Borneo oil at Singapore and from there to Bangkok burned 13 tons of oil a day. It is stated that if coal had been used 18. tons of British or 20 tons of Japanese coal would have been required to drive the ship at the same speed. May, 1902. , Marine Engineering. 245 Oil Fuel. We have frequently heard of late years the cry of warning because of the rapid consumption of available coal. Whereas the eventual destruction of the coal fields is a remote possibility, yet at present we now have opened up to us, through the discovery of the oil fields of Borneo and Texas, a supply of cheap liquid fuel that seems almost inexhaustible. For many years the great fields of the Alleghanies and Russia have supplied the world’s demands for mineral oil for lubricating and illuminating purposes and for the various arts, but the supply has not been large enough to warrant oil being used generally as a fuel. In these two great fields of Borneo and Texas, located almost diametrically opposite on the earth’s surface, with the auxiliary fields of Penn- sylvania, California and Europe, we find sources of supply well located for the general distribution of oil. At present fleets of steamers are engaged in transport- ing the oil to the cities of the world, and the shipyards in this country are being filled up with orders for oil barges and steamers to further augment this fleet. Oil is an ideal fuel for use on board ship, and the many experiments which are being carried on at present assure us that the difficulties of burning oil under a marine boiler will soon disappear. These experiments are being conducted by several companies independently of each other, and the reports received at present in- dicate that the success attained is so great that the companies are to equip more steamers with oil burners. It is stated that not less than fifty steamships have been fitted out with oil burners by a single English com- pany. Two of the transatlantic lines, and many others traversing the Atlantic and Pacific, are also equipping their ships for this fuel. The prejudices against oil as a fuel are thus disap- pearing in view of its many advantages. The relative heating value of oil and coal are about as 1.7 to I per unit of weight, and the space required for stowing a ton of oil is about 35 cubic feet in comparison to about 45 cubic feet for coal. The oil can be stored ‘in the water bottom or ballast tanks of ships, thus occupying unavailable space, and throwing open for cargo space formerly occupied by the coal bunkers. The question of securing complete combustion has already been solved, so that no smoke nor soot are formed. On ac- count of the lighter weight of oil per unit of heat the carrying capacity of a ship is also increased. The lar- gest economy is found in the saving of labor, for with oil, not only are there no ashes to remove, but one competent fireman can perform the work of four or five men when coal is burned. In loading the oil, much less time is required than in loading coal, for the liquid can be taken on board in port through a hose from tank barges at the wharf, similarly to receiving fresh water supply. It is difficult to compare the cost of the two kinds of fuel, owing to the several elements of labor in the stoke-hold and in loading, space saved, which would otherwise be devoted to cargo space, and first cost of the material. As to the latter item, with coal contain- ing about 14,000 B. T. U., at $4 a ton, the cost of oil for the same amount of heat raising power would be about ge cents per barrel of 42 gallons. It is generally conceded that it is necessary to heat the oil before piping it to the barners. In iormer in- stallations these heating coils were p.aced in the up- take, where they were subjected to a high temperature as a result of which carbon was deposited on the inside of the coil, and, in one or two instances, the coil even- tually burned out and the oil flowed down into the boiler causing disastrous fires. Now, a temperature of 140 to 180 degrees for the oil seems to give the best results, and this heating is secured by coils placed in settling tanks through which exhaust steam is passed. To re- move the water from the oil, two settling tanks are provided. The size of these tanks depends on the amount of water found in the oil; the percentage of water in Texas oil is very small and the tanks are there- fore of a size sufficient to contain but three or four hours’ supply. If the water is not removed and enters the burner it puts the flame out, and, when the oil en- ters again, it runs into the furnaces unconsumed and is liable to cause severe explosicn. Most of the appliances heretofore used have been adapted to the present type of Scotch boiler, and some of the burners have been so arranged that the furnace can be used for burning coal:also. This does not ap- pear to be good engineering, and we may look forward to the day when a new boiler will be brought out to meet the special requirements of oil fuel. It appears to be the general belief that a large com- bustion space must be provided and that the gases _should have direct contact with the plates of the boiler rather than having a brick lining intervene. There are many patented burners on the market, all with good points about them, but the greatest success seems to be found with the burners which use oil, and air or steam at a low pressure. The function of the burner is simply to divide the oi] into a fine spray and mix it with the proper quantity of air for complete com- bustion. Satisfactory results have been attained with oil under about 20 pounds pressure and the air under 8 to 16 ounces pressure. The disadvantage of using steam for spraying the cil on board ship lies in the fact that larger evaporators must be supplied to make up the quantity of water used for the purpose of spray- ing, which varies from 2 to 10 per cent. of the total evaporation. The total power required for the air and steam blast will be found from about 5 to I5 per cent. of the power developed. The most successful experi- _ ments appear to have been made with hot air forced or induced-draft systems, such as the Howden, and Ellis and Eaves, where the entering air is first heated by the escaping gases. Certain it seems that, with the large supplies of fuel oil and the many advantages of this kind of fuel, we shall soon find many of our steamers burning oil under the boilers. Trial Trip of Shawmut.—On March 22d the steam- ship Shawiwut, belonging to the Boston Steamship Com- pany and built by the Maryland Steel Company, was given a light draft trial A speed of 14.78 knots was maintained, draft forward being 12 feet and that aft 18 feet, displacement 8,440 tons. The twin-screw engines making 95 revolutions per minute, developed about 5,000 horse power. A complete description of this ship was given in MArtNE ENGINEERING of January, 1902. 246 Marine Engineering. May, 1902. Marine Engineering Published Monthly by MARINE ENGINEERING, INCORPORATED 309 Broadway - - - New York. H. L. ALDRICH, President and Treasurer. PROF. W. F. DURAND, Advisory Editor. F. D. HERBERT, Associate Editor. G. SLATE, Advertising Representative. Branch Offices. Philadelphia, Pa., Mach’y Dept., The Bourse, S. W. ANNESS. Detroit, Mich., Hodges Building, L. L. CLIne. Boston, Mass., 170 Summer St., S. I. CARPENTER. TERMS OF SUBSCRIPTION. Per Year. | Per Cony. United States, Canada and MeXiCO..........ssseeseeeeeee- $2.00 20 cents. Other countries in Postal Union..........cccseseeeeceeeees 2.50 25 cents Entered at New York Post Office as second-class matter. Notice to Advertisers. Changes to be made in copy, or tn orders for advertisements, must be tn our hands not later than the 15th of the month, to insure the carrying out of such tnstructions tn the essue of the month following. HE request which the contractors building torpedo vessels for the Government have recently made regarding an increase of 40 per cent. in the contract price, is one which the Navy Department will perhaps hardly find authority for granting, without special legislation from Congress, but we believe that the attitude of the Department will be generous regarding the mat- ter, and if brought to the attention of Congress, as it probably will, we trust that it may receive favorable consideration and that such additions to the price for these boats will be made as may seem fair to both parties to the contract, having in view all the circumstances of the case. It is an unustal request, but the situation is un- usual and we believe justifies the departure from the usual policy in such matters. In 1898, when Congress appropriated the money for these six- teen destroyers and twelve torpedo boats, it was specifically provided that not more than five de- stroyers or four torpedo boats should be built by any one contractor. The obvious purpose of Congress was to distribute the work among the different shipyards and to stimulate and foster the investment of money and skill in the equip- ment of such engineering plants as should be able to do work of this high character. It must at the same time be admitted that the number of establishments capable of doing such work at that time was very small, and we should also re- member the highly specialized character of the work on vessels of this description, and the ad- mitted fact that of all classes of marine design and construction it is one where the attainment of the highest results necessarily calls for pre- vious experience with work of this character, to- gether with the highest technical and construc- tive skill in utilizing the results of such expe- rience and in carrying out the work itself. Hav- ing in view these facts it was manifestly too much to expect that establishments without ex- perience, with neither a technical nor operative staff trained in work of this character, should be able off-hand to achieve the advanced results aimed at and fulfill the difficult specifications supplied by the Government, especially within the limits of cost fixed. The report of a special Board of Naval Offi- cers appointed to investigate the condition~ of these boats has been made public, and we pre- sume is familiar to our readers. The chief points may be summarized as follows: With scarce an exception the boats will be overweight to a varying extent, but in many cases as much as 40 tons or upward. Few will be able to attain the speed anticipated. In some cases the structure of the boat is manifestly weak. In many cases excessive vibrations ap- pear at high speeds, due to poor balance in the engines and to weakness of hull. In a general way, the destroyers will be more satisfactory end serviceable than the torpedo boats. Of the latter, while some are likely to prove good boats of their class, others seem likely to prove flat failures. Having in view the points referred to above, is this general result really surprising? Looking at the situation with the benefit of ex- perience, is it not what we might have expected, Naving in view all the circumstances of the case? In fact it is probably not too much to say that there have not been lacking some who have fore- seen this result from the first. Whatever may have been the causes that have led to the pres- ent situation regarding these boats, however, we believe that we should now look at the present and to the future rather than the past. A condi- tion exists. Whether Congress or the Navy De- partment or the individual contractor is the more responsible for the condition, is a question May, 1902. which we do not believe should be pressed, espe- cially in view of the admitted fact that all have undoubtedly been honestly working for the ac- complishment of the purpose intended. The facts of present impertance are these: The construction of the present boats has been a school of training for the contractors, and the experience and benefit which they have derived are, of course, undoubted. In conse- quence there now exists in the United States, for the design and construction of boats of this character, a store of potential ability and capacity immeasurably beyond that available in 1808. This fact is indisputable. Now, in the broad sense, which profits the more by reason of the existence of such potential capacity? Undoubt- edly the Government as representing the inter- ests of the nation at large. Since, therefore, the Government profits the more, and since such experience and such poteutial capacity could have been gained in perhaps no other way, it seems only fair that the Government should pay. We believe, furthermore, that it is worth all it vill cost. The capacity to improve on the past, the capacity to build boats of this type which shall be improvements on those now approach- ing completion, could have been acquired by no other mode of procedure than that which has been followed; and while the results may not be altogether satisfactory as regards the present output, the capacity for improvement in the present and immediate future is the result of chief importance. And since this is far more to the advantage of the Government that the pri- vate contractor, we believe that a wise and just policy on the part of the Government will dictate a generous treatment of the contractors, and we trust that a measure of relief may be passed which will fairly reimburse them for the part _which they have thus taken in upbuilding the capacity of our country for the production of ships and munitions of war. HE question of oil fuel on shipboard seems to be attracting increasing atten- tion at the present time. The entry into the mar- ket of the Texas and Borneo supplies in relative- ly recent times puts a somewhat different aspect on the question of the use of oil for fuel pur- poses. Regarding the possibilities of such use from the engineering point of view, there has been no doubt from the very first. Such diffi- Marine Engineering. esl culties as have arisen have had reference solely to matters of detail, and in no important funda- mental point has the use of oil presented any serious difficulty. The question has been very largely a commercial one. - With most of the supply in sight spoken for in other branches of industry and ior other purposes where more could be obtained for it than*by its use as fuel, it was very uncertain where the price of oil would go if there should suddenly arise large demands tor fuel purposes. With new supplies available, however, and with a reasonable probability of a orice for oil which will enable it to compete with or even outclass coal, it is not surprising that re- newed attention should be given to the engi- neering details relating to its successful use. In the various systems and methods for burn- ing oil in use or proposed, the following seem to be the essential items: (1) Settling tanks which will allow the small amount of water to separate and sink to the bottom where it may be drawn off as occasion requires. (2) Suitable burners for bringing about the proper conditions for the perfect combustion of the oil. (3) Suitable pro- tection for the furnace sheets against the direct action of the impinging flame. The greatest variety exists in the nature of the burners and in the methods employed for the perfection of the combustion. In a general way, however, these methods fall under two groups: Those which introduce the liquid as a spray atomized by steam or compressed air or both, and those which seek to first vaporize the cil and introduce it as a vapor. In both cases it is to be presumed that the substance burns as a vapor. The real difference in the two systems would seem to consist in this, that in one a liquid spray is introduced which almost instant- ly flashes into vapor and then ignites, while in the other the change into vapor takes place out- side the furnace, whence it is then introduced, mixed with air, and ignited. Higher efficiency of combustion has been claimed for the latter system. This, however, is very largely a ques- tion of air supply in proper amount and thor- cughly mixed with the spray or vapor. Heat- ing the air is found to be an important feature iri modern systems. This follows the analogy of hot draft in general, and a hot blast is also much more efficient as a vaporizer than a cold blast. To close with a word of advice, the pro- gressive marine engineer will do well to keep his eye on the modern developments relating to the use of oil as a fuel. 248 Marine Engineering. May, .1902. MISHAPS AND REPAIRS. Engine Breakdown. A few years ago I saw a breakdown on a small steamer, an account of the makeshift repairs to which may probably prove interesting to your readers. The T was a small steamer with a two-cylinder com- pound engine, the cylinders being 15 and 30 inches in diameter and 24 inches stroke. A uew boiler had just been put in and the pressure increased from 70 to 85 pounds, and the vessel was making her second voyage. Everything had gone very comfortably until we were about 350 miles from our destination. Thé second en- gineer had just relieved the chief at midnight and was just taking his customary look around when a terrible jar and a jerk somewhere ait gave notice that some- thing had gone wrong. It was the work of a moment for him to jump to the throttle and shut off steam, but too late, for with a shower of sparks the low pressure crankpin broke close to the forward web of the crank. The captain was im- mediately notified and the boiler made safe. The chief, who had returned to the engine room, now took a hand lamp and procceded to investigate the cause and extent of the damage. It was found that three of the four bolts in the after coupling had sheared off and the forward part of the shaft had turned around the remain- ing bolt, bending the shaft and breaking the keeper bolts of both the spring bearing and the after main journals, in addition to bending the low pressure eccen-~ tric rods and breaking the after crankpin. After realizing the full extent of the wreck it became a ques- tion of how we were to reach port. We had a valuable cargo of a perishable nature, and of course every hour’s delay was calculated to make things worse. The engine, as I have aiready said, was an ordinary two-cylinder compound with balanced cranks. The air pump was driven from the L. P. crosshead; the circu- lating pump was an independent centrifugal pump and the feed and bilge pumps were driven from a disc on the forward end of the shaft. The valve gear was the ordinary link motion with the slide valves on the for- ward and after ends of the engine, the cylinders being side by side. The first suggestion was to drill a hole through the broken crankpin and put a bolt through and rivet it over. But this proposal was summarily settled by the remark that there was neither ratchet nor drill on board. In fact a few chisels, a couple of files and a really good set of taps and ties were the only tools on board. It was then decided to try and fix things up and run home with the L. P. engine. Three bolts were made out of a big slice bar for the after coupling. Threads were cut on both ends and the old nuts used and three nuts we stole off the foundation bolts. The bolts out of the forward and center journals were taken to replace those broken in the after journal and spring: bearing. The H. P. engine was stripped, the rods being lashed to the columns out cf the way. The forward part of the shaft was lifted and the brasses taken from under to allow it to slide forward out of the way. It was then forced forward and secured with wooden wedges. The H. P. piston was secured at the bottom of the cylinder and the H. P. valve taken out and the bottom port stopped with some sheet gum and wedges, after which the steam chest cover was replaced. The L. P. eccentric rods were taken down, heated in the furnace and straightened and then put up again. All being now fixed but the broken crankpin, that was taken in hand. It was broken with a pretty clean straight break about a quarter of an inch from the forward web of the crank. We stripped the brasses off and rounded the edges of the break nicely with a file and then put it together again and were ready to turn over with the turning gear. Upon turning over we found the bent shaft was going to give further trouble, but we got over that by putting two strong shores from the top of the after journal under the bottom of the cylinder and lashing them secure, and then slacking up on the foun- dation bolts so that the whole thing could accommodate itself to the slight vagaries of the shaft. We were now ready with the exception of the feed pump, and that we decided we could dispense with, letting the air pump discharge into the bilge and pump- ing from the bilge to the boiler with the donkey pump. So we got steam to 30 pounds and prepared to make a start. The chief took the throttle and had her pretty well warmed up. We then turned her just over the top center and removed the turning bar and gave the word “All clear.’ He gave her the steam with a jerk, but she only went to the bottom and there stuck. This process was repeated perhaps a dozen times with the same result, until at last the chief got disgusted and gave it up, telling the second to try what he could do. The second had been around “‘one legged jobs” be- fore. He had her turned just off the bottom and began to lift her nearly to the top with a little steam and then pushing her down again until she began to form a little vacuum. Then he gave her the steam and over she went, and we were away after twenty-six hours of in- cessant work. The old engine walked all over the engine room every revolution, but she kept going. We reached home without further mishap, only stopping occasionally to let up on the coupling bolts. We made about 4 knots per hour and docked the vessel without any assistance. And now comes the aftermath. The insurance companies made the captain a very substantial present for bringing his ship home without assistance, and the owner “fired” the chief and second engineers for letting her break down. But then, they were only a pair of “shovels,” so what could you ex- pect? ID), 12, 18, Auxiliary Machinery Mishaps. One very rarely hears or reads of breakdowns that do not directly concern either the main engines, the gear connected thereto, or the boilers supplying them with theirs power. Are we, accordingly, to infer that mis- haps to the hundred-and-one auxiliaries are so insig- nificant that they are not worth recording, or that they never occur at all? I do not think that any sea-going engineer who has been so fortunate—or perhaps so un- fortunate—as to put in some of his time on a modern transatlantic greyhound would answer this question otherwise than by an emphatic negative. The present system of fitting up the engine room with as many in- May, 1902. dependent units as possible minimizes the chances of a general breakdown, but it multiplies chances for in- dividual troubles, and it is rare that any single pump or engine can go out of business without making its effect felt throughout the whole system, thus influencing to a greater or less extent, the “pulse” of the entire department, the “turns.” STARB’D FAN RADIAL SHEET-IRON BLADES | AFT Marine Engineering. 249 gine, but it was quite as apt to be a main-feed pump, or a circulating centrifugal, or even one of the air pumps, between which and the circulators there was naturally a strong bond of the “sympathetic strike’ nature. This forced draught. , vessel was fitted with Howden’s system of The fans were direct-connected to the PORT INTAKE FROM VENTIL. CHUTE TO DECK ROTATION v NORMAL REVOL'S 450 PER MIN, The writer spent some months on a liner whose daily runs averaged not far from the 500-mile stretch. She was twin-screw, and her engines developed over 20,000 I. H. P. at about 90 revolutions. There was absolutely no attached gear of any description, and I only knew of Marine Engineering Fig. 3 | her main engines stopping at sea for accident but once in over a year, and then only to tighten up a nut on the after-end of a link quadrant, and the job took not more than a minute. But there was never a trip, and seldom a watch, when the “turns” were not cut down more or less by trouble with one or frequently with several of the numerous auxiliaries. Very often it was a fan en- Marine Engineering Fig. 1 engines, and were supposed to be run not over 450 revolutions to the minute. The engines were heavy, upright, 2-cylinder machines, cranks 180° apart, with water-tight casings around the cranks and rods, run- ning in a bath of engine oil and fresh water. In a cool and open place where they could have been readily and carefully inspected, I believe they would have given very little trouble; but situated as they were, they did not get quite the same solicitous care that was lavished on the gear in the engine room, and they took their revenge. They were located in small box-like rooms directly over the ends of the boilers amidships (see Fig. 1). The temperature in some of these rooms, or “ flats,” as we called them, was around 160 degrees F. with both fans running. With one stopped it ran-up 20 degrees or so higher, and with both out of commission the place was unbearable and the carbonized grease around the engines frequently ignited and drove away the most fireproof of the staff till the stuff had burned away. One of the favorite breaks was as follows: The piston rod /e (Fig. 2) screwed into the cross-head C far enough to get the clearance right, and was then locked in place 250 Marine Engineering. May, 1902. with the nut N. This nut was always hammered up hard, but the vibration of the engine frequently caused it to slack back. The rod would then screw itseli out by degrees, and soon the piston would be banging away at the cylinder-head. If anybody happened along about this time, the thing would be caught in time; if not it was only a-question of minutes till the six studs gave way, and generally a few pieces of cylinder flange and walls as well. Then there was a nice, warm job on. The stock method of making this repair was to replace the head on a piece of thick asbestos joint, having put the broken: pieces of cylinder back with plenty of red- lead putty. Then a block of wood was placed on the head, with a screw-jack top of that, bearing against the steel beam passing overhead, and shored down hard. But this pro-tem method did not obviate the necessity of getting a new cylinder the next time in port, and as both cylinders and their common yalve-chest were cast in One piece the smash was rather expensive. , To this was due an improvement which shortly made its ap- pearance, and while it did not lessen the chance of breakdown, made the repair much quicker and almost entirely did away with the chance of injury to the cylin- der flanges. This was a stud, made as in Fig. 3. The necked-in portion was quite strong enough for the strain of normal running, but broke promptly under a blow irom the piston, leaving a stump large enough to be easily gripped and removed with a Stillson wrench. Of course we carried numerous spare cross-heads, brasses, pistons and rods, valves, and valve-spindles, ec- centric straps, etc., and we needed them all. On one oc- casion, when a large portion of the casing was shattered by the connecting rod breaking way from its crank- pin bolts, a water-tight patch was fitted and bolted on, a piece of ribbed floor-plate being borrowed from back of the port engine for the purpose. I have seen other holes in the casings plugged and patched in most orig- inal and ingenious ways, utilizing everything from car- penters’ wedges to spare zincs for the boilers, and more than once has a stout wooden plug, bolted or shored down, done yeoman service as a cylinder cover. The smail flywheels shown at JV in Fig. 1 disappeared in time and a cap was put on the end of the main bearing, preventing the leaking of the “slush” in the casing. And last, but not least, I have learned recently that so far as the fan engines are concerned this ship has be- come the proverbial “home,” all due to a little wrinkle of the chief's. It seems the principal cause of all the trouble was laid to excessive speed for the engines. They took their steam from the main boilers (200 pounds) through a reducing-valve at 120 pounds. When cleaning fires, steam generally fell to 185 or even lower. This meant a corresponding reduction of auxiliary steam and a con- sequent slowing of the fans at the very time they were most needed. Sometimes it was noticed that the steam on the fans did not fall in the same ratio as the main steam; and when the main steam went up again the auxiliary steam went up too, and also the speed of the fans. This meant lots of revolutions, so dear to the heart of the folks on watch—till a fan gave out some- where out in the stokehold, and down came the steam again. As the reducing-valve was evidently the prime culprit, it was decided to trust it no longer, and the “Old Man’s”’ scheme was put into execution. In Fig. 4, TI is the throttle-valve to the engine, bolted on the valve-flange at E. S is the steam to the engine. At F was inserted a blank-flange of stout sheet metal, with a hole 1 inch in diameter in its center and thus con- siderably smaller than the pipe, though I have forgotten the exact size of the latter. This solved the whole trouble, simple though it seems, and so far as I can learn has not added any hours to the length of the voyage. The cry of “ Port No. 1 gone up through the deck!” is now about as rare as “Man overboard !” while the boys off watch go quietly ahead with their pipes, their ‘7854,’ or their Marine Engineering, and stow their boiler suits and their brogans away in full confidence that they won't be wanted for eight long hours. THEOR. LAUNCHES. Steamer Alice M. Jacobs.—The new fishing steam- er Alice M. Jacobs, built for Capt. Sol. Jacobs, of Gloucester, Mass., was launched from the yard of Arthur D. Story, at Essex, on March 11th. This craft is built especially for fishing industry on the New England coast. The principal dimensions are: Length over all, 141 feet 7 inches; beam over plank, 24 feet; depth, 12 feet; draft, 10 feet 4 inches. Her keel, stem and stern post are of white oak; the frames are of white oak and hackmatack; the outboard plank and ceiling are of yellow pine, and the deck is of white pine. She will have a very large and roomy forecastle and galley, with ample accommodations for a crew of twenty-six men. From the after forecastle bulkhead to the machinery bulkhead is the main hold, about 50 feet long. It will be fitted up with bins, etc., for the stowage of ice, fish and stores in the most com- plete manner. Abaft the machinery space is the cabin with accommodations for the officers. She will be fit- ted to carry 40 tons of ice and the usual gear, boats, etc., of the most complete modern fisherman. There will be about 35 tons of ballast, part of it be- ing cement and iron punchings between the frames, and the remainder pig iron, stowed about the keelson. The main engines are light and compact and of the vertical inverted compound type, with cylinders 18 inches and 28 inches in diameter, by 18-inch stroke and capable of developing 300 indicated horse- power. The cranks are set at an angle of 90 degrees. The main valves are of the piston type. There is a sur- face condenser with 600 square feet of cooling surface; air and circulating pump, feed pump and bilge pump, all independent, with inspirator and ejector. Steam will be supplied by two Almy water tube boilers, the breeching from which connects with a smokestack 25 feet high above the deck. It is fitted with a hinge so that it may be lowered to the deck when under sail. The working pressure is to be 150 pounds per square inch. The propeller is to be of cast iron with four blades. There is to be a steam windlass and a steam hoister. The owner also has under consideration the installation of an electric plant and a refrigerating plant. There are fresh water tanks with a capacity of about 3,500 gallons of water. May, 1902. She was designed by Richard F. and William T. Keough, East Boston, the hull being built by A. D. Storey, Essex, and the machinery by Bertelsen and Peterson, East Boston. Steamer G. J. Grammer.—The first winter launching to occur in Superior yards for several years took place on January 18th, when the steel steamer, G. J. Gram- mer, built to the order of the Seither Transit. Com- pany, of Cleveland, was launched. The vessel is 366 feet in length, 48 feet beam, 28 feet deep, and was built for the ore trade. Steamship Columbia. —- The steamship Columbia, for the Anchor line service between Glasgow and New York, was recently launched on the Clyde. The new steamer is 500 feet length over all, 56 feet molded breadth, 36 feet deep, with a gross tonnage of 4,800 tons and at load draft the displacenent will be about 15,000 tons. The ship has handsome accommodations for the three classes of passengers. There are state- rooms for 216 first-class passengers on the main and bridge decks luxuriously fitted up. Marine Engineering. 251 Steamer Etruria.—On February 8th the steamer Etruria was successfully launched from the West Bay City (Mich.) Shipyard. She is owned by the Haw- good Transit Company, of Cleveland, and is a single deck freighter. The dimensions are 434 feet length over all, 50 feet beam, 28 feet depth. Steam is sup- plied by two Scotch boilers 13 feet 2 inches in diameter, and i1 feet 6 inches long, and fitted with Ellis and Eaves induced draft. The engine is a triple expansion with cylinders 22, 35, 58 inches in diameter by 42 inches stroke. Steamer W. H. Gratwick.—On February ist there was launched from the Cleveland yards of the Ameri- can Ship Building Company the steamer W. H. Grat- wick, which is 436 feet long over all, 50 feet beam, 28 feet molded depth. Her carrying capacity is 6,200 gross tons of ore on 18 feet draft. Ihe ship will have triple expansion engines, with cylinders 22, 35 and 58 inches in diameter by 40 inches stroke. Steam will be supplied by two Scotch boilers, 13 feet 2 inches in diameter and 11 feet 6 inches long, allowed to carry steam 170 pounds pressure. SNe NOV TS ONG TS nN CDS BSS ANAS SE FISHING SCHOONER ALICE M, Steamship Hanoverian.—The steamship Hanoverian was recently launched from the Tyne for the Leyland line. She is built for the New York and Liverpool service and is of the following dimensions: Length over all, 601 feet; beam, 60 feet 3 inches; depth, molded, 42 1-2 feet; carrying capacity, 13,700 tons. The capacity of the water bottom is 1,650 tons and of the deep bal- last tanks 3,500 tons. The vessel has accommodations for 245 cabin passengers in the bridge house amidships. Steamer City of Memphis.—The steamship City of Memphis, for the Ocean Steamship Company, was re- cently launched from Roach’s Shipyard, Chester, Pa. The ship is of the following dimensions: Length over all, 395 feet; beam, 49 feet; depth, 27 feet. The vessel is of steel throughout, with double bottom the en- tire length, and is of the hurricane three deck type. The ship is primarily for the carrying of freight, but there are accommodations on the hurricane deck for fifty first class passengers. The propelling machinery: consists of a three cylinder triple expansion engine, with cylinders 28, 46 and 75 inches in diameter, with a common stroke of 48 inches. Four Scotch boilers, 15 feet in diameter, supply steam at 180 pounds pres- sure, Marine Engineering JACOBS. Steamer W. W. Brown.—The steamer W. W. Brown, second of six freight steamers being built for the United States Transportation Company, was launched from the yards of the South Chicago Ship Building Company on February Ist. The vessel will be 366 feet long over all, 340 feet between perpendiculars, 48 feet beam and 28 feet depth, and will cost $220,000. — Steamboat William G. Payne.—On February 8th, the steamboat William G. Payne, built for the New York and Bridgeport line, was launched from the yard of Harlan and Hollingsworth Company, Wilming- ton, Del. The general dimensions of the Payne are: Length over all, 257 feet; on water line, 240 feet; beam at water line, 36 feet 10 inches; depth molded, 14 feet 6 inches; draft, 8 feet. She is intended for day ser- vice on Long Island Sound, and can accommodate 1,800 passengers. A compound, inclined cylinder, di- rect acting engine is installed, with cylinders 35 and 72 inches in diameter and a stroke of 72 inches, driv- ing feathering paddle wheels 19 feet diameter with nine buckets, 10 feet 6 inches long. Four Scotch boilers, 10 feet 6 inches long and 12 feet in diameter, built for the pressure of 140 pounds, will furnish steam. 252 Marine Engineering. May, 1902. Schooner Jennie R. Dubois.—On the 11th day of February, there was launched at the yard of the Holmes Ship Building Company, West Mystic, Conn., the five-masted schooner Jenimie R. Dubois, built for the Sutton fleet, and to be commanded by Capt. E H. Smeed, of Providence, R. I. The measurements of this vessel are: Over all, 249 feet; depth, 26 feet; breadth, 46 feet; net tonnage, 1,942, and gross ton- nage, 2,227. She is capable of carrying in her holds over 3,500 tons of coal, and could carry more than 2,000,000 feet of lumber. She has three full decks, the holds being respectively 12, 8 and 16 feet in depth, four cargo hatches and three deck houses. The for- ward deck house, which is 22x23 feet, is used for an engine room and forecastle, the midship deck house is 14x17 feet, and contains the cook’s galley and state- room and the second officer’s quarters, and the after is 122 feet; on water line, 104 feet; beam, 18 feet; con- tract speed. 15 knots. Steam Yacht Turbese.—There was recently launched from the Greenport Basin and Construction Company, at Greenport, N. Y., the handsome steam yacht Turbese, for Mr. A. Schwartzman, of New York. The general dimensions are: Length over all, 145 feet; on water line, 122 feet; beam, 17 feet 6 inches; draft, 7 feet 3 inches. She is built of wood throughout. Steam Yacht Rheclair.—There was recently launched at the Burlee Dry Dock Company, Port Richmond, S. I, the steam yacht Rheclair. She is of the follow- ing dimensions: Length over all, 215 feet; on water line, 183 feet; beam, 27 feet; depth to main deck 12 feet. The yacht was designed by Messrs. Tams, Lamoine and Crane, New York city, for Mr. D. G. Reed. SCHOONER JENNIE R. DUBOIS deck house, 33x28 feet, is divided into several rooms, containing the captain’s stateroom and quarters, and also spare staterooms, bath and toilet rooms. The ground tackle for this vessel consists of one patent Baldt stockless anchor, weighing 7,250 pounds, and one ordinary anchor of 6,009 pounds. The windlass for hauling the anchors and chains was made by the Hyde Windlass Company. The engine is a thirty horse-power, and so arranged that it can be used for hoisting the cargo when desired. She is well arranged with all the most modern facilities for the handling of cargoes. There are three powerful wrecking pumps on board, one 6 inch, one 4 inch and one pair of Adair steam pumps, which, together, are capable of throwing from 6,000 to 8,000 gallons of water per minute. Steam Yacht Quickstep.—On March roth the com- posite constructed steam yacht Quickstep, built for Fred Grinnell, Fairhaven, Mass., was launched from Herreshoff’s yard at Bristol. R. I. Length over all Steamer Berkeley.—On March 7th the steamer Berkeley, of the Old Dominion Steamship Company, was launched from the yard of Wm. R. Trigg Company, Richmond, Va. The Berkeley is for night service on the James River between Richmond and Norfolk, is 213 feet long, 36 feet beam, 17 feet deep and will carry 500 tons cargo on a draft of 12 feet.. There are accommo- dations for 54 first-class and 48 steerage passengers. Steam Yacht Noma.—Messrs. Tams, Lemoine and Crane are the designers of the steam yacht Noma. which was launched recently at the Burlee Dry Dock Company, Port Richmond, S. I., built to the order of Mr. W. B. Leeds. ‘The ship is of steel, twin screw, and of the following dimensions: Length over all 263 feet: on water line, 226 feet; beam molded, 28 feet 6 inches; draft, 14 feet. Triple expansion engines are designed to develop 4,000 horse power. They are of the four cylinder type, 17, 27, 32 and 32 inches in diameter by 24-inch stroke. Six water tube boilers will supply steam. The guaranteed speed is 18% knots. May, 1902. QUERIES AND ANSWERS. Q.—A boiler is 54 inches in diameter, 5-16 inch sheets, 50,000 pounds T. S., with a lap joint and a strap on the inside, same thickness as shell, 3-4 inch rivets pitched 3 inches, 6 inches and 12 inches. The joint is just the same as a common lap joint double- riveted, with rivets pitched 3 inches, except that there is a strap on the inside of this joint, as shown in the sketch, and two rows of rivets on each side, the sec- ond row pitched 6 inches and the third row 12 inches. I would like to know how many shear there are in 3 inches and how many in 6 inches, and how much strength this strap adds to the joint, and how to find it. Nfs bard aks A.—It should be understood that the figuring of joints like these is very much a matter of judgment. Regarding the num- ber of sections in shear you can easily count up that in 12 inches there are, reckoning on one side, three sections in single shear and eight in double shear, while on the other side all eleven are in single shear. Since this would then be the weaker side we may take the eleven sections 13-16 inch diameter. This gives 11 x .5184 = 5.70 inch. This at 40,000 pounds would give 228,000 pounds as the strength in shear for 12 inches of the joint. : Marine Engineering. 253 IDEAS OF [YOHMOPs coccooocavcoo00cds 54 inches LEME OC SAM 5 co00000000020000000 cy, IDVEVENGUSE OF MEMEG oocooocccv00000 A Length of furnace and tubes........ WO ~ IDEVENEUSE OH TEIDESs ou coavoocc0cec00 2 INferaM XO? OF {HEIDES 5 o0000000000000000¢ i % SGb tii, INSUGTNE GETACE soccoococscscn Ae IL@MeEANR Ohi EBTAES cocvocc00ce0c00000 4B IDE VNEEER OF GOTAE oobconcoccocccesc 26 ; TIGA ME Oe CWPDE ong 00n0.0000000000000 A * Vg 18, &. A.—The term ‘“‘Horse Power of a Boiler’ has very uncertain meaning. Power, it must be remembered, is developed at the (ngine from the heat in the steam furnished by the boiler. Some engines will develop a horse power for one hour from the heat in, say, 15 pounds of steam. In others more economi- cal, not more than 12 or 18 pounds would be required, while in others less economical, the ‘steam required will rise to 20, 30 or 40 pounds and over. The actual power which can be gotten out of the boiler depends, therefore, entirely on the engine with which it is coupled up. The boiler which you specify has about 7.28 square feet of grate surface and 284 feet of ‘heating surface. This gives a ratio of about 39 to 1. The boiler should therefore show good economy, or a good return per pound of coal burned. With a good rate of combustion you should be able to burn 20 pounds of coal per square foot of grate per lLour. This would give a total combustion per hour of 145.6 Marine Engineering LAP JOINT OF BOILER. For the plate we have an area 5-16 x 12 = 3.75 inches. This at 50,000 gives 187,000 pounds. This shows that the shearing strength of the rivets is therefore greater than the tensile strength of the corresponding original or full section of plate, and therefore that there is an excess of rivet section in the joint. If the row of rivets spaced 12 inches were omitted we should have in 6 inches five sections in shear. This would give in the same way as above, a shearing strength of 103,$80 pounds. The corresponding plate strength would be 5-16 x 6 x 50,000— 93,750. This shows that even with the outer row omitted there is still an excess of rivet section. Turning now to the plate the question of the efficiency and of the strength so far as the plate is concerned depends solely on where we may expect the plate to rupture. If, for example, it could be expected that rupture could be kept to the outer row of rivets spaced 12:inches, then the efficiency would be- come (12—13-16) + 12 = 93 per cent. This, however, is out of the question, and, in the opinion of the writer, the very most that. could be done would be to keep the fracture, per- haps, along the row spaced 6 inches. This wou'd give an efficiency (6—13-16) + 6= .86. _If the strap were not there, the joint becomes a plain double riveted lap. In 3 inches there are two sections in shear giving a shearing strength of 41,472 pounds. The corresponding sec- tion of plate has a strength of (8 — 18-16) x (5-16) x 50,000 = 34,000. This again shows an excess of rivet section. The real strength is therefore that of the plate. For the plate we have an efficiency (8—i3-16) + 3 = 73 per cent. It appears, therefore, that without the strap and as a plain lap joint the efficiency will be about 73 per cent. With the strap this becomes raised possibly to 86, though this might be ‘considered as more than probabilities would warrant. Q.—Will you kindly give me a thorough and accurate rule for working the horse power of a boiler of the fol- lowing dimensions:— pounds of coal. With yood econumy each pound of this coal should evaporate about 9 pounds of water into steam. This would give 1810.4 pounds of steam per hour. With an engine using 15 pounds per indicated horse power per hour this would give steam for about 87 indicated horse power. If the engine required 20 pounds per indicated horse power per hour it would furnish steam for about 65 indicated horse power only; and if the engine required 30 pounds per indicated horse power per hour, only about 48 indicated horse power could be provided. If, on the other hand, the draft were poorer and less coal were fur- nished, less power proportionately could be developed, and similarly with more coal, more power; though with the higher rates of combustion the evaporation per pound of coal would decrease somewhat. From these remarks you will easily see that the horse power of your boiler is a very uncertain thing and cannot be told from the dimensions of the boiler alone. It may be mentioned that boilers are sometimes rated ac- cording to what is often termed “‘Boi’'er Horse Power.’’ This is simply horse power based on a certain number of square feet of heating surface per indicated horse power. The figures usually taken are 10 or 12. According to this the boiler horse power of vour boiler would be 28.4 or 28.6, according to the number taken. It should be observed that this has no particu- ler cr necessary relation to the actual indicated horse power which can be provided with steam from the boiler. In good practice 2% to 8% square feet is an ample allowance per indi- cated horse power. Q.—Will you please tell me what regulations, if any, control the passage of ships laden with oil through the Suez Canal? lal, ID. IF A.—In replying to the above question we make the following ex- tract of the regulations for the navigation of ships laden with petro- leum oil in bulk, issued by the Suez Maritime Canal Universal Com- pany: 254 Marine Engineering. May, 1902. Any ship laden with petroleum oil in bulk, arriving before any port of access to the Canal, must make herself known by flying at the mizzen one of the following signals: BY DAY: A red flag above one ball. BY NIGHT: A white light beneath two red ones. When the ship goes through the Canal, she must keep the above signals flying during the whole of her transit. ; Before the ship enters the Canal, the Captain must sign and hand to the officials of the Company the following declaration : DECLARATION. Ithemundersioned ences 90000000000 commanding the ship 00000000090000000000000000000000000 laden with petroleum oil in bulk and belonging to......... NooaaoDCCNRC +... Owners, do hereby declare, on behalf of the said owners, as follows: 1. This ship is specially classed for the carriage of petroleum oil in bulk in class:* * =100 Ar at Lloyd’s in London; ek One 3/3 1. r. in the Bureau Veritas ; > 100 Ay in the Germanic Lloyd (Berlin); 2. No single tank in the ship has ‘a cubic capacity greater than 509 tons measurement (being tons of 2.83 cubic meters, or 100 cubic feet = =| OIL-BURNING English) nor can discharge its conterts into any adjoining tank through any aperture or want of continuity whatever of its walls; 3. The petroleum oil contained in her tanks is solely refined petro- leum of a uniform quality, no sample of which taken at the port of loading shall have givena flashing point below 23 degrees Centigrade (73 degrees of Fahrenheit’s thermometer), this temperature having been ascertained conformably with such process of close test as may be recognized and made use of in the petroleum oil trade, as for in- stance the Abel test or any other close test of a not lesser degree of accuracy ; 4. The petroleum oil contained in any of the ship's spaces other than her tanks has a flashing point not under 66 degrees Centigrade (150 degrees of Fahrenheit’s thermometer), this temperature having been ascertained as prescribed in paragraph 3. (Date) Commanding Officer. * Strike out the names of the offices where the ship is not entered. Tank Ship Atlas.-On January 11 the Standard Oil Company’s tankship Atlas was launched from the yard of Arthur Sewall and Company, Bath, Me. She is 332 feet long, 45 feet beam and 26 feet deep and is for the oil trade. ENGINEERING SPECIALTIES. Plate Furnace with Oil Fuel. Owing to the general interest in the use of oil iuel among manufacturers in connection with cheap Texas oil, the accompanying illustration of a plate-heating furnace for shipyard work, operated by oil fuel, is of special interest. Several burners are placed along the side of the fur- nace shown at the left in the cut, and are supplied by steam from the piping above, and by oil from the piping below led underground from the oil pump. This pump, not shown in the illustration, pumps the oil from the storage tank through a heater mounted in the base of the pump and delivers it at about 170 degrees temperature and 70 pounds pressure to the service lines. PLATE FURNAC#. For regulation there are two valves at each burner; the upper one is a steam vaive, and the second one, which is at the burner, is the oil valve. A lower valve is used for turning on or off the supply of oil. The oil is blown into the furnace and atomized by the steam, and the draft, thereby caused, draws in through an opening below the burner, air of sufficient quantity for completing combustion. Combustion takes place in the furnace, where a uniform heat can be maintained. Plates can be quickly and uniformly heated in this furnace without the formation of scale. Another ad- vantage is that these furnaces require no chimney. This furnace, and also rivet heaters, angle and forge furnaces of various forms, are built by the Rockwell Engineering Company, 26 Cortlandt street, New York city. The company also has a system for operating marine boilers on shipboard with oil fuel, and has equipped a number of vessels during the past few months with this system. i er tl a ln a ann May, 1902. Marine Engineering. 255 Electric Blue Print Apparatus, The accompanying illustration shows a simple but efficient electrical device for making blue prints or photographs indoors at any time of day or night, thus allowing each user to be entirely independent of sun- light. The machine is self-contained in all of its operations, and does not require an expert to erect it after receipt by purchaser. All machines are tested and adjusted be- fore leaving the factory, ready to operate. The apparatus consists of a transparent cylinder, ro- tatably mounted in a portable frame, having means whereby the cylinder may be locked in either a verti- cal or horizontal position. The lamp is suspended by means of a standard with horizontal arm, this standard being fastened to the extension of the portable frame. APPARATUS FOR MAKING BLUE PRINTS BY ELECTRIC LIGHT The lamp (or light) acting as a counter-balance to the piston, is gradually lowered by being attached to the piston rod, which is provided with a valve, for the purpose of regulating the downward speed of the lamp. The range of speed can be adjusted anywhere between five seconds and twenty minutes, depending on the degree of sensitiveness of the paper used. When the lamp (or light) has reached its maximum downward movement, the supply of current is auto- matically cut off, and the automatic “cut out” is held in this position until the lamp is returned to its nor- mal position, and may be “cut in’ at any point where to the lamp may have been lowered by the operator. The apparatus, which is made in various sizes, may be placed anywhere in a room, and the user will soon determine the proper exposure with reference to the grade of paper employed. For further information, application may be made to the Elliott Electric Blue Print Company, 723 Lib- erty avenue, Pittsburg, Pa. Universal Milling TMachine. The Brown and Sharpe Manufacturing Company, Providence, R. I.; has recently placed upon the market a new design of Universal Milling Machine, which is shown by accompanying engravings and embodies new features that are of interest. A feature that attracts attention is the entire absence of the usual feed pulleys and belts, thus eliminating the overhanging brackets and other appurtenances necessary to a belt-driven feed. The variable feeding mechanism, being an entirely new feature, a description will be of interest. It is driven from the main spindle of the machine by a chain and sprocket wheels. The gearing of the mechanism itself being spur gears, and the drive to the feed-clutch gears in the knee being also by spur gears, all with UNIVERSAL MILLING MACHINE properly arranged bearings, the loss of power by fric- tion is slight, thus making the efficiency unusually high. It is designed to obtain a wide range of feeds, varying in geometrical progression, fully covering all the re- quirements of modern milling machine practice. The mechanism, as a whole, is self-contained, and care has been taken to insure ease and quickness of manipula- tion. The drive is from the main spindle of the ma- chine by chain to the sprocket wheel that drives the shaft. ‘This shaft carries the two main driving gears, one gear running directly upon the shaft and the other upon the hub of this gear, these in turn being driven by clutches. The power is transmitted irom either of the gears to the intermediate shaft carrying the two sets of gears, which are keyed into position on the shaft and transmit the power to a series of loose gears mounted to run one upon the other. This method of mounting insures long bearing surfaces for each gear. The power is transmitted from the variable feed 256 Marine Engineering. May, 1902. mechanism through the telescopic shaft to the gear case. This case contains the feed reversing mechanism which is operated by a lever, the movement of which serves to start, stop or reverse all feeds. To guard against accidents or breakages, which are inherent in any positively driven mechanism, a safety screw is placed in this telescopic shaft, which is intended to break under any unusual strain and prevent damage to the machine mechanism. ‘The table is heavy in propor- tion to the capacity of the machine, and provided with T slots sufficiently deep to insure strength. The arc through which the table can be swung is amply long; for example, on the No. 2 machine, this are is 286°. A PORTABLE CRANE IN The power feeds can be used with the table set at any angle to'53°, on the No. 2 machine, either side of zero; an exceptionally wide range and greatly in- creases the capacity of the machine for automatically cutting spirals. The telescopic knee screw is another impcrtant feature, the advantages of which are readily appreciated, as it does not extend below the base, and the machine can be placed at any point upon the floor, regardless of girders or foundations, The thrust of this screw is taken by ball bearings. The clamping arrange- ment for the overhanging arm is worthy of attention; it is simple and efficient. One lever, shown at the front of the machine, operates a shaft with rack teeth that engage the nuts on the clamping bolts, thus clamp- ing both ends of the arm with one movement of the lever. The arm being a straight steel bar makes it possible to place any of the regular attachments in posi- tion without the necessity of removing the arm. Arm this is braces are furnished for tying the arm rigidly. The arbor support, besides carrying a bronze bushing for the arbor bearing, also carries an adjustable center that is always in position. In the design of this machine great care has been taken to secure the greatest effi- ciency, together with extreme accuracy and simplicity. The parts are so arranged as to be compact and easy of access. As to the rigidity of the machine attention is called to the disposition of the metal, there being no ex- cess where not needed, and when great strength is re- quired the metai will be found to be suitably disposed; for example, the uprights that support the spindle bear- ings, and the overhanging arm, are solid and rigidly tied. USE. Portable Crane and Hoist. A portable hoist built especially for the quick hoisting and transportation of machinery of any shape or weight up to 6,000 pounds, has been placed on the market by the Franklin Portable Crane and Hoist Company, Franklin, Pa. It is a very handy machine and can be used in almost inaccessible places where overhead cranes cannot reach. In every shop there are many spots not covered by cranes or industrial railroad, but the Frank- lin is serviceable wherever it can be wheeled. One man can operate it, hoist or lower the weight, and transfer it about the shop or yard, and do the work of three with ordinary tackle and hand car. The handle is rigid in the axle, which is a cam, and when raised against the arms the weight of the machine rests on the wheels and axle forming a strong and efficient brake. These cranes have been used satisfactorily for many months by the New York Shipbuilding Company. May, 1902. Marine Engineering. 257 A Portable Heater. A very useful little machine for shipyards, to be used wherever temporary heat is required, is the Fer- guson portable heater, illustrated in the accompanying drawing. It consists of a tank mounted on wheels and a long length of hose leading from a compressed air supply pipe to the portable burner. At the half way length of the hose is placed the oil tank and the oil bo SU Ue SEES rnin is desired to blow out the pipe. There are many kinds of work in which the Ferguson portable heater can be used, as for heating and expanding a propeller when it is to be removed, expanding socket couplings, etc.; but it is in hull repair work that its greatest field of service is found. Where bent frames and plates are to be straightened this work can be readily done by applying the heat from one of these machines to the SSSR A PORTABLE HEATER FOR USE IN SHIPYARD REPAIR WORK. regulating valve. Compressed air enters the regulat- ing valve and there mixes in such proportion with the oil that a perfectly combustible mixture is obtained which is carried through the remaining length of the pipe to the burner. This mixture of oil and air is not affected by friction and the oil will not deposit in the pipe. The mixing valve can be regulated so as to give a greater or less amount of oil, or no oil at all, when it bent member and forcing it out in place by strong backs. The cost and time required to heat these plates or angles by the ordinary method is very great in comparison to that when this machine is used. Plates in any part of the ship can be straightened. The dis- charge pipe from the oil tank can be carried down into the holds and to the most inaccessible places; for the mixture obtained by the valve in the oil tank is such 258 Marine Engineering. May, 1902. that it can be carried through 200 feet of hose without being affected. The length, direction, and intensity of the flame are under the complete control of the operator, and a great saving in both time and expense of fuel is secured by the use of this heater. Further inquiries should be ad- dressed to W. M. Simpson, Old Colony Building, Chicago, Il. Pneumatic Mattresses and Cushions. A most important consideration on any vessel, and especially on yachts and launches, is to make life as comiortabie and as safe as possible. There is perhaps no device that comes nearer doing this than pneumatic cushions and mattresses. The illustration herewith shows the type of Perfection air mattress manufactured by the Mechanical Fabric Company, Providence, R. I. Mattresses and cushions of the Perfection type add greatly to the safety on board a vessel of any kind, for they are equal to ordinary life preservers, and have many advantages over them, in that they are always at hand and are decidedly useful and ornamental. On each mattress there is a line to be used for lite- saving purposes in case it is necessary to use the mat- tress in this way. It is claimed that one of these mat- tresses will keep from sinking as many people as can hold on to the line. Cushions are made in the same way that the mattresses are, and are especially desirable for use in cock-pit seats as well as in chairs and in any place where cushions are needed. Even a small cushion is claimed to have sufficient buoyancy to support as many people as can hold on to it. The comfort of the mattress can readily be shown by the manner in which it is made. The foundation is strong cotton duck, which is coated with a pure rubber compound, vulcanized, thus making it perfectly air tight and odorless. The mattress is furthermore properly stayed, so that the shape is always maintained. For covering, any- thing commonly employed for this purpose may be used, giving them any appearance desired. ure in connection with the use of these mattresses is that no springs are needed. Twin Cylinder Gas Engine. The Lake Shore Engine Works, Marquette, Mich., are building a twin cylinder engine for small marine work which embodies many excellent features. These twin cylinder engines are cast in one piece, making the two cylinders, crank chambers, bearings, and base plate one solid casting, thus reducing to a minimum the possibility of vibration due to loose joints, etc. The new igniters are driven from an eccentric which operates both the igniters from one rocker arm, and the pump is also driven direct from the same eccen- tric. TWO CYLINDER GAS ENGINE FOR LAUNCHES. The new type of engine has the fly wheel turned all over, inside and out, and is perfectly balanced, and the balance of the reciprocating parts is also taken care of. Instead of having one cylinder head covering both cylinders, a separate head is fitted for each cylin- der, so that if it is necessary to get into one cylinder only one head has to be removed. The firing plugs are removable from the cylinder head without taking it off, and if the insulation gets out of order a new plug entirely can be fitted in less than thirty seconds. All the journals on this engine are phospher bronze, AIR MATTRESS, Another special advantage of these goods at sea is that they resist moisture,as there is nothing in or about them to absorb dampness or in any way be affected by water. Other important claims are that they are vermin proof, and that they can be used for a great many years with an occasional change of ticking or covering, as there is nothing about them to absorb odors. When inflated they will remain in excellent condition for many months, and, as in the case of yachts, should it be desirable to lay them away for the winter, they can be deflated and stowed away in small lockers. Another important feat- and every joint is ground metal to metal, with the exception of under the cylinder head, where a metallic gasket is used. The pistons are all ground to a fit with the bore of the cylinder, which is made to a standard gauge with standard reamers, and afterward burnished so as to make as perfect a fit as possible. It is the aim of the builders to continually improve the engine wherever experience has shown such to be possible, rather than to make an engine which will sell commercially in competition with those of other builders. May, 1902. Marine Engineering. 259 ENGINES FOR DIRECT CONNECTED SETS.—III. High Speed Engines. The Case engine herewith described has many novel features, and the type is remarkable for simplicity, di- rect action, compactness, lightness of moving parts, automatic regulation and lubrication. This engine has now been manufactured for ten years, and has a great diversity of application. The accompanying illustra- tions show, in Fig. I, a transparent view of the engine illustrating the working parts, and in Fig. 2 the engine direct connected to a generator. As seen in Fig. 1, the piston is direct connected to the crank pin without the intervention of the connecting rod, thus eliminating many parts and wearing surfaces of the common en- gine. The design is materially lightened, resulting in the attainment of high speed without injurious vibra- tion, and at the same time the increased speed reduces TRANSPARENT VIEW OF CASE ENGINE, the necessary size of cylinder. By eliminating the con- necting rod the height of the engine is also diminished. One end of the piston is thus connected direct to the crank pin, and the other travels back and forth through the bore of the cylinder, which latter, by reason of its shape, is free to turn in its casing and is rocked by the vibrating piston rod through an arc sufficient to open and close the steam and exhaust ports on its face. A long sleeve screwed into and forming a part of the cylinder, and through which the piston-rod works, im- parts the rocking motion to the cylinder. The upper end of the cylinder is open, so that steam admitted for the downward stroke acts from the head _ of the piston to the surrounding casing or steam chest, and therefore there is no steam thrust tending to cause friction of the cylinder against the casing. The lower end of the cylinder is closed, but the same thing is ac- complished for the upward stroke by the admission of a film of steam to a small balancing chamber hollowed out of the cylinder. By these ingenious methods the friction required to rock the cylinder is reduced to a minimum. This rocking motion is slight, and although the wear is very small, whatever may occur may be taken up by two taper keys which expand the cylinder. The casing surrounding the cylinder is chambered out, forming a steam jacket, so that an equal degree of ex- pansion is carried to all parts of the cylinder. The action of the fly-wheel governor does not dimin- ish the throw of the valve, but rotates the eccentric on the shaft, and thereby gives the valve the right amount of lead over the crank. The cut-off vaive is of the plug type, perfectly balanced and made with a slight taper so that it can always be kept tight. The lower half of the case of the engine forms a reservoir for oil and water, into which the crank pin dips at each revolution. The lubricant is conveyed at every stroke automat- ically by pockets in the crank disks. HIGH SPEED ENGINE AND DYNAMO, The Case engine is manufactured by the New Britain Machine Company, New Britain, Conn., and is built in several types to meet the various demands for light- running high-speed engines. Racine Automatic Engines. The accompanying illustration shows the Racine Vertical Automatic Engine made by the Racine Hard- ware Company, Racine, Wis., direct-connected to a gen- erator, and intended for lighting, storage battery or power service. Special attention is called to the neat-. ness of design, compact arrangement and rigid and substantial mounting of the entire unit. These en- gines are eminently adapted for marine lighting, and for use in all places where economy of space and noiseless operation is desired. The engine is of the piston valve type with rings in both valve and piston. The valve and governor are perfectly balanced and all moving parts are ad- justable. The crank shaft and connecting rod are steel forgings. The crank boxes are babbitt lined, insuring cool running qualities and freedom from cutting. The shaft is supported by a broad out bear- ing, beyond the governor wheel, which is mounted on the extended base of the engine, thus insuring perfect alignment and additional steadiness of motion. A very important feature in an engine for operating electrical apparatus is the regulation. This governor is of the inertia type, very simple in construction and 260 yet so sensitive in operation that a regulation within one per cent from no load to full load is guaranteed. An automatic oiling system is provided, which per- mits of long continuous runs, as all moving parts can be lubricated while the engine is in operation. On all direct-connected engines there is furnished a shield on the generator side, which makes the en- gine practically inclosed and protects the armature from oil or water. In the illustration the shield has SINGLE CYLINDER RACINE AUTOMATIC ENGINE, been removed, showing the working parts of the en- gine. The specialty of this company is the manufac- ture of high-grade automatic engines of the vertical type, in sizes from 2 to 37 horse power inclusive. ENGBERG’S SMALL GENERATING SET. Small Direct Connected Sets. To meet the increasing demand for small direct- connected generators there has been placed on the market by Engberg’s Electrical and Mechanical Works, St. Joseph, Mich., a new type of machine of very compact design. As will be seen by the cut, these generating sets are very small, occupying a space of 18 by 24 inches only. They are, however, being designed and built with as much care as the largest machine, the workmanship and materials being of the very best. The inclosing of the connecting rod, etc., makes the machine very clean and dust proof. It spatters no Marine Engineering. May, 1902. oil about. Other very desirable features of this size generator are the automatic cut-off governor and balanced piston valve which insure economy and close regulation, doing. away with the old style of cumber- some belted throttling governor. All the bearings are large, and a complete sight-feed oil arrangement con- nects with all the bearings. This generator was de- signed for places where space and weight are consid- ered and a small number of lights are necessary be- sides the search light, such as on steam yachts, tugs, etc. The generator is of the six-pole type wound for 50 volts, thereby doing away with a loss of current in the resistance coils which are necessary on a IIO0-volt circuit for search light use, and otherwise wound for 110 volts when wanted for that system. I. 5 K. W- GENERATOR, ' Marine Generating Set. The marine generating set shown in the accompany- ing cut has been designed to meet a demand for a small and compact set, extreme lightness being especially de- sired. Aluminum is used very extensively in the con- struction in portions where great strength is not re- quired. The dynamo is of the multipolar type, the ring and poles being of a high grade of wrought iron, se- lected on account of its high permeability. It is reduced in weight to as great an extent as can be done without interfering with the performance of the machine. The armature is of the drum-wound type and well laminated. It is mounted upon the engine shait. The brush hold- ers are of the radial type, such as are used on all Holt- zer-Cabot motors: Self-oiling and self-aligning bearings are used. In the cut the dynamo is shown in direct connection with a Herreshoff engine of a recent type, which has been brought out especially for this class of work. It will be observed that all working parts are completely enclosed and run in oil. The engine is of the slide valve pattern with throttling governor. This set weighs about 208 pounds and will supply 30 16 c. p. lamps or 5 watts output per pound weight, at a speed of 850 R. P. M. A line of these sets is being manufac- tured by The Holtzer-Cabot Electric Company, Bos- ton, Mass. May, 1902. Marine Engineering. 261 THE PROFESSOR ON SHIPBOARD. Story of an Attempt to Combine Theory with Practice. BY C, A. MC ALLISTER, FIRST ASSISTANT ENGINEER, R.C.S. CHAPTER IX. In company with several of the passengers the Pro- fessor spent another delightful evening on shore, but as the ship was to sail early the following morning he reluctantly had to forego the pleasures of another com- fortable night’s sleep at the hotel. As they were rowed out to the ship in a shore boat, the Professor was much impressed with the beauties of the harbor at night. The sky was brilliant with innumerable stars and for the first time in his life he gazed upon the Southern Cross which was pointed out to him. The boat left a golden wake behind her, and each stroke of the oars seemed to make a swirling pool of molten gold, so pronounced was the phosphoresence of the sea water. The faint outline of the steamer could be discerned with the elec- tric lights gleaming through her air ports. From sev- eral other vessels in the harbor faint sounds of singing could be heard, and the distant strains of an accordion, the sailor’s favorite musical instrument, were wafted over the still waters. Arriving on board he found the Chief Engineer, who informed him that the repairs to the boiler would soon be completed and that they would sail at about five in the morning. When he awoke on the following morning he found that the ship was roll- ing around in the same old way, and he was brought to a realization that he was once more at sea and subject to the many vicissitudes of the deep. After he had finished his breakfast he strolled out on deck, where his attention was attracted to a group of the passengers standing near the rail engaged in an animated conversation. Listening a few moments to the trend of the remarks, he was surprised to learn that the subject under debate was whether the flying fish, which were at that time very numerous about the ship, actually flew or not. One dogmatic individual took the side that they did not fly at all, and that they simply “soared,” as he expressed it. The Professor, after apologizing for breaking into the conversation, asked how it was possible for the small area of the fish’s fins to support the weight of the body if the fish simply soared. Continuing, he remarked that the question whether these fish actually fly or not had been dis- cussed at a meeting of a scientific society about twenty years ago. Several of the so-called scientists argued that it was impossible for the creatures to propel them- selves through the air owing to the small size of the muscles of the pectoral fins. Their theories were com- pletely routed by a paper read by an engineer officer of the U. S. Navy, wherein by mathematical calculations he demonstrated that it was not only possible but that they actually did fly, as it was shown clearly that “ soar- ing’ was an impossibility. This statement led one of the passengers to remark that marine engineers must be very intelligent men to discuss such subjects. To this the Professor replied that the profession of marine en- gineering was essentially one wherein common sense predominated, and that in his experience he had found that men educated and trained in this branch were enabled to grasp almost any subject and deal with it in an intelligent manner. The diversified problems which present themselves almost daily to sea-going engineers, and the celerity and originality with which they must be met, constitute a mental training which, said he, is calculated to prepare men for almost any walk in life. Continuing, he remarked that some of the most eminent men in the entire engineering profession are those who have served some time at sea. The Professor then cited a number of instances where former marine en- gineers had attained great prominence in various pur- suits on shore. By the time the college man had fin- ished his discourse, that group of passengers, at least, had a much higher opinion of the toilers below. In the afternoon he was joined by the Chief En- gineer, and the conversation drifted to engineering sub- jects. The Professor asked him how often they took indicator cards from the engine. ‘‘ Well,” replied the -Chief, “ I don’t have them taken very often, as it is too much bother, and besides that I don’t see what par- ticular good it does anyhow.” ‘“ You are mistaken there,” replied the college man, “for in my opinion at least, one set should be taken every day. In that way only can you keep track of what your engine is doing. It is not so important to take them for determination of the horse power developed, but you can determine how your valves are set, and whether the valves and pistons are leaking. Of course there are a number of scientific facts to be determined from indicator cards, but for your purposes on board ship it is well to take at least one set every day, for future reference, if for noth- ing else. He then inquired if the ship was furnished with a set of indicators and the necessary gear for work- ing them. He was informed that there was only one indicator on board, but that the gear was fitted to each of the three cylinders. “Only one indicator,” said the Professor. ‘Then I don’t blame you much for not wanting to take indicator cards, as I have had some experience myself in shifting springs on a hot indicator. I don’t see why the owners don’t furnish you with a set of three indicators, as the additional first cost is very little when compared with the trouble it gives the engineers in taking a set of cards with a single indicator, not to mention the fact that it is impossible to accurately compute the horse power, unless the cards are all taken at practically the same time.” Continuing, he said: “I haven’t seen your indicator gear, but if I was a betting man I would wager even money that the gear is not fitted correctly.” “I don’t know about that from your standpoint,” replied the Chief, “ but our gear is fitted in about the same man- ner as I have seen it fitted to many other steamers.” Just to satisfy his curiosity the Professor walked down below in the engine room, and at one glance he dis- cerned that the indicator gear was fitted, in common with a great many other merchant vessels, in a wrong manner. The reducing motion was, of course, taken off the cross-heads through the means of a short link, and an indicator arm pivoted on a stud screwed into the back column, the motion being transmitted to the indicator by means of a string looped over a pin screwed into the arm about 6 inches from the pivot. Returning to the deck he informed his brother that the gear was fitted wrong, just as he had expected to find 262 Marine Engineering. May, 1902. it. To a request from the Chief that he would like to have it explained to him wherein the gear was not ac- curate, his brother replied as follows: “The most essential thing about an indicator gear is to have the motion of the revolving barrel exactly coin- cident with the stroke of the piston. That is, every point in the length of the card must correspond exactly to the similar point in the stroke of the piston, or other- wise you will not have an exact representation of the steam and expansion lines on your card. While it is true that for practical purposes a slight discrepancy does not make a great deal of difference, as long as you take indicator cards it is better to have them ab- solutely correct than to have even the slightest doubt concerning their accuracy. Now,” said the Professor, as he pulled out a scribbling pad from his pocket, “here is the manner in which your gear is arranged. FIG. 1 of the small link ¢ f should be such that the point f is at the intersection of the line a d with the vertical line through the center of the rod, and hence is proportional to it. The links a b and f c will then be parallel, and as a result the point f will always have a precisely similar motion to the point a; that is, the barrel on the in- dicator will be given a motion in a constant proportion to that of the piston, which accomplishes the desired object.” : “T can see the point of your argument,” said the Chief Engineer, “but I really don’t see that it makes much difference practically, only as you say, if we are going to have indicator gearing fitted, it might just as well be correct.” “ Another good feature about this kind of a rig,” con- tinued the Professor, “is to have these vertical rods run up to about two feet below the indicators, and OF FIG. 3 A CORRECT AND INCORRECT FORM OF INDICATOR REDUCING MOTOR GEARS. “A is the point on the cross-head of the attachment of the link A B, and B D is the indicator arm. At the point C the pin to which the indicator cord is fastened is screwed into the arm. Now, as you will see, the point A travels up and down on the straight line A E, representing the stroke of the piston. The point B travels on the arc of a circle which has D as its center. As you can easily see, this point B, while traveling on this arc, does not cover the same distance in a vertical direction as does the point A, which is going up and ~ down in a straight line. Now the same can be said of the point C, which also travels on the arc of a circle, and hence does not impart a motion to the indicator barrel accurately coincident with the stroke of the pis- ton. “ere is how this difficulty can be overcome, and is the way that all indicator motions should be arranged: “By fitting a small link to the indicator rod at the point C, and connecting the other end of it to a vertical rod guided as I have shown it, you will find that a cor- rect motion is given to the indicator barrel. The length leave the top ends forged into the shape of a hook. The strings can then be attached to these hooks by the man using the indicator, without the bother of crawling down below and performing sleight-of-hand tricks every time he tries to loop the string over the pin on the in- dicator arm.” “By the way,” said the Professor, “if you don’t ob- ject I will go down below this evening after it gets cool and take a few cards oft the engine.” His brother assured him that he would be very much pleased to have him do so, and that he would go down and help him. After dinner was over that evening the Professor donned his overalls, which he had taken pains to have washed white while he was in port, and bravely marched into the engine room, not forgetful of his past ex- periences there. He was agreeably surprised to find , that after sundown it was not quite so warm as it had been, and that the breeze coming down the ventilators kept: the temperature of the engine room down to a moderate point. The Chief sung out for Barney to get May, 1902. the indicator out of the store room. After considerable delay he managed to find it, all covered over with dust in an out of the way corner. Upon opening the box the Professor found, much to his disgust, that when last used the spring had not been removed and that the interior of the instrument had not been properly dried out and oiled. As a result the spring was quite badly rusted, sufficiently so to make it unreliable in recording pressures. The Chief inquired if there was not a rule governing the strength of springs to be used in in- dicators. To this the college man said that he knew oi no rule applicable to all cases, but that in his opinion, for a triple expansion engine using a boiler pressure of 100 pounds per square inch, it would be a good pro- portion to use springs of 80, 40 and 20 pounds’ strength respectively in each of the three cylinders. He further said that it was a good rule to select springs which would not give cards over two inches in maximum height, and that it was also a good idea to so arrange the reducing motion as to give cards of a uniform length of four inches. He also said that a 20 pound spring in the low pressure indicator would not give a card much more than one inch in height, but it was better to use a spring of that tension in order to pre- vent the pronounced vibration which would necessa- rily result from the use of a lighter spring. Selecting the proper spring for a high pressure card, he fitted it in place and oiled the steam cylinder with some cylinder oil, remarking as he did so that it would be much better to use a lighter grade of oil, such as is furnished by the manufacturers with the instrument. A new piece of string was cut oft the hank in the box and Barney was directed to loop it over the pin on the in- dicator arm, which he succeeded in doing after a num- ber of efforts. The Chief gave the indicator pipes a good blowing out and then secured the instrument in place. The next thing was to adjust the string so as to give the barrel an even stroke at the ends. After making a number of new slip-knots this was finally ac- complished. The Professor explained to his brother that it was a good scheme to have a small flat piece of brass with three holes bored in it so that the length of string could be more readily adjusted. To illustrate his remarks he made the sketch shown in Fig. 2. The Chief promised to have one made for him, and remarked that he had seen such a device before, and that it was all right. The Professor next sharpened the pencil at the end of the indicator lever, saying as he did so that he preferred to use chemically prepared in- dicator cards upon which a black mark could be made with a sharp pointed brass screw instead of a lead pen- cil. Everything being ready the Professor drew the atmospheric line, calling his brother’s attention to the fact that during this operation the lever on the indicator cock should always be so placed as to connect the in- terior of the steam cylinder with the atmosphere, as otherwise the leakage through the cock might affect the height of the line. After very dexterously taking several cards the Protessor said that as it was getting rather late in the evening he would “turn in,’ but promised that on the next day he would have some- thing further to say about the indicator cards them- selves. Marine Engineering. 263 TECHNICAL PUBLICATIONS. Marine Boilers, by L. Bertin, Director of French Naval Construction. Size 8vo., pp. 566 with 300 figures. Price 25 francs. Paris, E. Bernard & Co. This book is the second edition of the well-known work published by M. Bertin in 1896 and which was made familiar to English and American engineers through the translation by Robertson. These works have become so well known through the first edition, both in French and English, that no extended notice of the book as a whole is called for at the present time, and it will be sufficient to refer briefly to the changes and additions. In the amount of matter as compared with the first edition we find a notable increase, the total addition amounting to 130 pages, with an increase in the number of figures from 233 to 300. The added matter is dis- tributed throughout the book and is intended to bring the work more completely down to date, and to amplify various topics which have increased in importance since the publication of the first edition. Thus a considerable addition is made to Chapter V, dealing with the use of liquid fuel. The later methods and appliances are dis- cussed and the subject is brought down to the present time. Large additions are also found in the chapters dealing with the various forms of water tube boilers, as we should expect from the activity in that part of the marine field, and the prominence which this type of boiler is taking on, especially in naval practice. Soime further additions are also found in the chapters dealing with attachments and accessories. Taken as a whole this new edition maintains the high standard of excellence set by the first issue, and furnishes on the subject of marine boilers, and especially as viewed from the standpoint of French and Continental practice, the most comprehensive and extended pres- entation to be found. Great Changes in Power.—With its April issue Power appears in a new form, having been reduced to 9 by 12 inches in size. Typographically, the change is as great as from a brass stencil and blacking brush to a fine modern printing press; the result is one of the hand- somest publications in the engineering field. Editorial- ly, it gives evidence of as great a change, for broad- minded management is now very evident. Power is published by the Hill Publishing Company, World Building, New York. The price has been increased to $2 a year; this, however, is only I00 per cent. change, while the other changes are several hundred. Objections to Searchlights.—Many complaints have been filed in the Treasury Department, Washington, against the temporary blinding of steamer pilots by searchlights on other vessels. These complaints are coming mostly from the Great Lakes, and are so nu- merous that a rule has been embodied in the steam- boat regulations recently issued by the Department, as follows: “That masters, mates and pilots of all vessels be required to exercise due caution in the use of their searchlights so as not to throw the rays of light into pilothouses of passing steamers. A wilful violation of the above requirement will subject the of- fender to a susvension or revocation of license.” 264 SELECTED MARINE PATENTS. 695,634. LIFE-BOAT. CHARLES DICKENSON, WASHING- INOW, M5 Gp Claini—The combination with a life-boat provided with a sunken deck and hoods extending above said sunken deck, one hood at each end of said boat; each of said hoods provided with an air- tube extending above and opening outside of said hood; open shelves secured to the body of the vessel below the deck thereof in near proximity to the lower ends of said hoods; a self-acting pivot-valve; a chain provided with a ball, whereby the self-acting valves will be operative when said boat is on its bilge or when entirely inverted. Marine Engineering 2. 3 0 areefy ” ” aan <= 7 = a i 4x1% Y.P. i V4 314x134 Y.P.24'C. toc. |)! 5 9 t K Stiffener 3 x 24g x 43¢ 1bs.——p} 7% Plate 7x3¥.P.__1 De i Wire Mesh —]] 5 | BY = 1 T, and G. Deck 4 B) Rt Pr 3K re 1 OO | _14'x 1244 446 x3 Y.P. oT ~ l Coaming Guecet'Flanred tL exon exe 4g x13 Y.P.24C. toc. § ig [ yA 16 x 16 Stringer Spring 8'in 32 io “16 x 12 x 10 g 49 =| 6x14 Y.P. Battens~ SN |__ 936 Gas Pipe \ 2 Half Ruurd - 14 Y.P.-T. and G. — Run to Saloon Dk. on Alternate Frames Betw’n*19 and*‘7) inclusive 10 Plating D \ 36% C's, xX “ \, 18 Reverse Bars in Boiler 15> for) 3g Length__\\ Space to be 244"x 244'x 5° to 10“\at Ends ; Sills . 1” ¥ “oe 23g x 236 x 4.1 a Cc Nal I ee a| kes 11 3 ac - ie >, Al es a | g ats fl | 6 8 ra eet = Fa S g zy FS 03) 10 —— s+ \e- 3 Sf} 2? ae ee er SS sey le is ls s we ae eS Tas, fl Ss Ss) 9p Sasso eS Ae ] yy AS ) at) ZA o tlw le VAS [| awa see (ols Fee | aw. a= I} | ie %, €CDEI Sys ky Sy eee et } | 2 = wi er yy Oy Sy ge OF o | | /2W\% eS Shik WF ve 8 s 2 = ONr Fa = bal} PAKS ES Oe YQ Zoy s 4 & a) 2. i yy ce 3 s € e Big 2 & io ‘@, SLA § 39% ‘ ik an =o FA le fF \ , oe bea S. 8) : i=} 28 a si 0 0 fo} SOR o GH GE aGaee= O BSN GS SG) fe, GI er See Ie) @) & fai ES @ Bee) ee a © OreA ORAS a) gs 8 EO O ao - = At SenceNe Cn) Di xt) nom Bi od SEA Gey Se Sager - < QWs me OS Go OMA: SS {are ey Sg SPR 6 Ga Oo Oley oO Ole = Dedicate CON ey TNCs oS Sa 8 a 8 8.8 o BR 0 oe OD See S| Og MNS GN bE} 8 8 8 tc St fs 0 % & C Cry SV) ey aoe 5 6 8 2h VOD toy EO HSC Gtr has we 18 e O ode do) 6 TE, qa $8888 eHS cog 22 8 22@oOm ss eis} |) 2 88 88 seo 8G 2.33 38s oa i=) 9082 0 og OP a o oo 2% vo a5 OO OOo Oi hey a(t & oO: BO Gain 1 e uo} ZO SO 888 eee poe seme k se g o omy 0a ® G Gy Sy 2 2 5 Oo 8 Oe Pel SSG ca te ae 28 8s 28 8S Dal Fe BOA ATESD Om 2 BAS 8 38 w Sb Saat He OR SS 8 es 88 8 8 OH 8 oO Oe Site 6 8H 89 8 8 8 3 oS § Sti Fosvead sku 8 3 so g ow aio CHAN OBA ee GFR os 8 9 Eio oN SOR RPODORS ABS 9° 8h 8 BQ ef wis AS a Set cs eo: io) =O cfc am eA age 8 0 5 Fl 8 || dU Ow Sa wah ogg sy = 3 2 os © 4A re, tS VDC ms eZekts seu e 6 66 (Sl or vu dad YU Swe ech Det os sw > a Seo Ma ee OOS 234 8 | SOS BH SaGRaEH BOSCH AEE a SA a a aeqotis~awBaoary se eae kggha s 4 Haase taass Saga ees ios 22 | eeeeegh5 285855 88 Qader Zoi §sanaAdodeovoZzom ia Number of 1 I-4-inch tubes, 372 in each boiler. Thickness of tubes, 11 B. W. G. Ratio heating surface to grate surface, 48.5 : I. Smoke pipe, oval section. Smoke pipe, area 27 square feet. Height above lower grate, 60 feet. Safety valves, one on each boiler, 4 1-2 inches diam- eter Main stop valve, diameter 6 1-2 inches. Total heating surface, two boilers, 9,118 square feet. Total grate surface, two boilers, 188 square feet. The closed fire room system of forced draft is used, the air being supplied by two blowers in the fire room. These were made by Mr. W. D. Forbes, and their per- June, 1902. Marine Engineering. | 271 | 15-inside— T 7a t 4 34 . : amcZ nop GE 4 cat aSessss f ne | GB ea —— — fin vs S monet () = tk SSSSSS E H far Sri (iP i RSet het —— =e = = BD al iN i i S | Se) aN | D % Za ‘ : — tee HIGH SPEED TRIPLE EXPANSION ENGINE OF THE VIRGINIA. {)) rm = 10/914 | a (| } 14 SI =—— =a (
sono | pee Ve i 7 | BN Nes y YY an Wd Ty BNI 3 ZZ LL * S) c= Buoy 91 iS > = SN LZ 7 Pratt SSS SSS Hl EN SSE WSit eg CERO: JA odra sty % Nj Sood SIV, ae FEE nogr yortd NOT, 36 sea” \ D AS S—— “ ee a . ae GG LBs mica CAEN HER , 2 “fa OpISUL 549 TF, Wb ae ~gossny) i wld BL 2 > y a o[suy 7rd wy Ves ALE ML a “ TAGS . | ‘ALV1d % SWVYUS HOOG 3uls ‘TIVM Gvaa ‘suyayvad ‘Suva 3LVYD 4O NV1d UNE, 1902. J condensed steam can accumulate are fitted with drain pipes and traps, with discharge into feed pipes. The traps are provided with by-pass pipes and valves for convenience in overhauling the steering engine. The chief deck auxiliaries are a steam windlass, Hyde hand capstan, with horizontal wild cat for 1-inch chain, and a Williamson steam steering gear, with double 5 by 5 I-2-inch engine. “LECTRIC LIGHT PLANT. The electric light installation consists of 180 16-C. P. 110 volt lamps, which are supplied by a 10 K. W. direct-connected generating set of the General Electric make, which is located on the port side aft of the port engine. The generator leads are encased in iron con- duit and lead direct to the main generator switch on the switchboard. Marine Engineering. 273 tight and decorative fixtures. The plant was thorough- ly tested after the complete installation, and proved to be satisfactory in every respect. The trial of the Virginia took place at the mouth of Chesapeake Bay on February 5, 1902. The trial was conducted by the William R. Trigg Company, who were represented by Mr. J. A. Nelson, general superin- tendent, and Mr. Thomas Jardine, superintendent of machinery. The Chesapeake and Ohio Railroad was represented by Captain Cooksey, superintendent of floating property, and Captain Warren, now captain of the Virgiiia. The weather was favorable and sea smooth. After a four-hour trial at full speed the boat was run over a measured course and maintained a speed of 18 1-2 knots, against a heavy tide. The forced draft pressure was about two inches. The MAIN SALOON ON THE STEAMER VIRGINIA. The switchboard is mounted on the bulkhead be- tween the engine room and shaft alleys, supported by suitable iron brackets. The switchboard is made of I ‘I-4-inch black enameled Vermont slate, and has mounted on it the necessary volt- and ammeters, gen- erator and circuit switches, together with the pilot lamp fixtures and ground detector lamps. All wiring in the engine and fire rooms is encased in iron conduit, with water-tight junction boxes, and water-tight fixtures are used in connection with the lamps. A small panel board with several switches is mounted in the engine room, from which the various circuits feeding the engine and fire rooms are controlled. The main feeders from the switchboard to the various panel boards on the main, saloon and hurricane decks are also encased in iron conduit, which passes up through the engine enclosure. The wiring on the main, saloon and hurricane decks is in standard molding, and leads to the various water- boilers steamed freely and steadily, the engines worked smoothly and all auxiliaries gave entire satisfaction. The trip was a success in every particular, and the company are to be congratulated on the sucess of their first merchant boat. Steamship Thespis.—On December 23d the new steamship, Thespis, built by Sir Raylton Dixon and Company, Ltd., Middlesboro, England, to the order of Messrs. Lamport and Holt, made her official trial, and was accepted by the owners. The principal di- mensions are: 390 feet length between perpendicu- lars, 50 feet breadth, by 29.6 feet molded depth, dead weight carrying capacity, 6,450 tons. She is built for the trade between Brazil, New York and Liver- pool, and has handsome passenger accommodations for a limited number on the bridge deck amidships. 275, Marine Engineering. JUNE, 1902. THE CORNELL UNIVERSITY EXPERIMENTAL CANAL. EQUIPMENT FOR EXPERIMENTAL WORK ON RESISTANCE AND PROPULSION OF SHIPS INSTALLED AT THE HYDRAULIC LABORATORY OF CORNELL UNIVERSITY. BY W. The new hydraulic laboratory of Cornell University installed in charge of the College of Civil Engineering possesses among other features a canal or tank about 340 feet in length by 16 feet wide and ro feet deep. It is in part excavated through the shaly rock which pre- vails in the jocality, and in part formed by walls of a special mixture of concrete. The surfaces of the canal wal! are all faced with a iayer of silica-cement from two to three inches in thickness. The canal is provided with water from the reservoir above, through double shut off gates and an interme- diate lock or measuring chamber. Once filled the water is quiescent and the level may be maintained where desired by an adjustable weir at the western end. At the present time the canal is open to the weather. It is to be hoped that in the near future means may be found for covering it over and thus greatly extending the facilities for work. Through the courtesy of the College of Civil Engineering the facilities provided by this canal are open for the use of the School of Marine Construction for experimental research along lines of importance to this field of engineering work. The two chief lines of work which can be carried on in such a canal and which are of value to the science and art of marine construction are those relating to the resistance of ships and to their propulsion. The equipment thus far installed consists of the following leading features: (1) A carriage or truck spanning the canal and car- , F. DURAND. rying the propellers to be tested and the apparatus re- quired, and running on a track extending the length of the canal. (2) A transmission dynamometer for the measure- ment of the power absorbed by the propeller. (3) Means fer driving the propeller through the dynamometer at speeds varying through a wide range, and for any run in constant proportion to the speed of ihe truck along the rails. (4) A thrust dynamometer for measuring the thrust developed. (5) Means for registering time, distance, and revolu- tions. CARRIAGE OR TRUCK. This consists essentially of a platform about 8 by 18 feet, and carried primarily on two 10-inch steel channels spanning the canal, with two shorter I beams framed in between at each end, as shown on the general ar- rangement plans of Fig. 1. Between the latter are car- ried the wheels and motive power. The latter consists of one 15 H. P. electric motor geared down by a double reduciion to the driving axle. The range of speeds at present contemplated is irom about 100 to 800 feet per minute, or from about 1 to 8 knots. The speed of the motor is under control by means of a rheostat at the starting end and in circuit with the field coils of the generator in the power house. By means of this setting rheostat an adjustable E. M. F. can be readily provided JUNE, 1902. Marine Engineering. THE EXPERIMENTAL CANAL, LOOKING WEST. at the motor, and thus any speed obtained within the limits provided. For the more common range of speeds, 300 to 500 feet per minute, the distance required for acceleration is found not to exceed thirty to fifty feet. TRANSMISSION DYNAMOMETER. The form adopted is that used in the experiments previously made on Cayuga Lake and elsewhere de- scribed.* This consists of a special form of rope dyna- mometer as shown in Fig. 2. The rope leads around the driving sheave on the after end of the propeller shaft, the two parts passing over sheaves H and /, and then around the driving sheave G. These sheaves are all of the same diameter, in the present case Io inches. The sheaves H and / are mounted with ball bearings on a shaft PQ which is carried by a block LM, the latter be- ing connected to the base by a pair of thin plates of spring steel. This is the well known Emery support or substitute for a knife edge, and for slight movements is almost perfectly frictionless, at the same time affording rigidity in the directions desired. The sheaves H and / and their shaft thus form a balanced rocking system or lever pivoted in the middle and therefore without de- flection so long as the tension of the rope on the two sides is the same. When running, however, the differ- ence between the tensions on the tight and loose sides determines a moment which tends to throw this arm down. The downward thrust is then measured either * Proceedings Society of Naval Architects and Marine Engineers, Vol. V, page 107. : by a spring dynamometer, or by specially designed hydraulic step connected to a mercury manometer. A is a cylinder with plunger fitted with extra care so as to work with small leakage of oil and almost perfect absence of metallic contact. The head of the plunger rod is spherical and is connected to the rocking shaft through the socket B which provides a ball-bearing rest for the spherical head and thus entire absence of angular constraint between the two. The base of the cylinder A is also carried on a flexible support so that any slight angular movement which may be given to it as a result of the up and down motion of B will be free from all constraint. The downward thrust of the shaft PQ is thus transmitted to the plunger and thence to the oil in the lower part of the cylinder the pressure of which is read or registered by an ordinary open mer- cury manometer. The movement of the shait PQ is limited by stops to about % inch on either side of the position of equilibrium. A hand pump is connected up for supplying oil to the cylinder, and this together with an overflow make it an easy matter to keep the shaft floating between the stops during the runs. In order to remove any residual frictional resistance to the lon- gitudinal movement of the plunger in the cylinder, the plunger rod is provided with a means for rotating it on its axis either by hand when reading, or automatically, such motion being allowed by the spherical joint at the top of the rod as referred to above. By this means a very delicate measure of the forces is obtained, the read- ing being the height of the mercury column which may reach values of 12 to 15 inches or more. The location of 276 Marine Engineering. JUNE, 1902. the arrangement relative to the shaft PQ is adjustable so that the capacity of the dynamometer may be in- creased with the same range of reading by lengthening the effective arm of the plunger about the axis of the rocking couple. The indications of the dynamometer are connected with the actual forces through a calibration by means of a prony brake placed on the propeller shaft in lieu of the propeller. For this purpose the water in the canal is drawn down leaving the brake out of water, and thus convenient for manipulation. All friction of the bear- ings in the dynamometers, small as it may be, is thus eliminated, and experience with this form of dynamom- eter shows that the indications are very delicate and accurate and the calibration constant. HT engaging with those on the plunger rod. The con- nection between these pairs of arms is by means of a pair of small sieel rollers carried by the arms HJ and resting on EF. These rollers are carried also in ball bearings and the rollers are so adjusted that forward and backward motion of the plunger and rod is allowed by the rolling of the surfaces of one pair of arms on the rollers carried on the other pair. The torque is thus transmitted from the driving pulley to the plunger rod, with perfect freedom for the latter to move longitudi- nally back and forth. These various parts are carried in a small caisson or boat pointed fore and aft and hung from the truck by adjusting bolts, as shown in Fig. 1. The shaft, which is about 8 feet in length, is carried in a pipe to the forward support shown in the side ele- EXPERIMENTAL TRUCK GENERAL ARRANGEMENT OF APPARATUS : FOR PROPELLER EXPERIMENTS FIG, I. _ VARIABLE SPEED CONTROL. This is effected by driving the propellers through the transmission dynamometer by a shaft connected through an Evans friction cone and appropriate gearing to the motor. The general arrangement of these features is shown in Fig. 1. By means of a single change of gears and the friction cone, a range of revolution from about 120 to 700 at a speed of about 300 feet per minute is thus provided for. THRUST DYNAMOMETER. The thrust dynamometer is shown in Fig. 3 and con- sists of a cylinder 4 with plunger B to the rod of which is coupled the propeller shaft C. The plunger rod is also continued backward as shown at D, and carries a pair of driving arms EF. The driving pulley G is car- ried on a shaft running in ball bearings as shown. The forward part of the shaft carries a second pair of arms vation of Fig. 1. Here the pipe carries a ball bearing on which the shaft rotates and moves longitudinally as may be required. The other bearings are distributed as shown and the cylinder A Fig. 3 is simply supported between the two vertical faces of the base plate. The plunger and rod with propeller shaft attached is thus free to move back and forth without constraint from its surroundings. In operation the propeller is run at a number of revolutions relative to the speed of advance which will give it a positive slip, and thus a pull forward. The cylinder forward of the plunger is filled with oil connected to an open mercury manometer, and the forward pull developed by the propeller is thus opposed by the pressure of the oil, and the manometer becomes thus a means for measuring the force as de- sired. The space behind the plunger is also filled with oil under pressure from a stand pipe with a small res- JUNE, 1902. . ervoir on the upper end, and at the height of the manom- eter. This balances the column of oil in the pipe be- tween the manometer and the cylinder and leaves the mercury in the former free to record simply the forces developed by the propeller. A small hand pump is pro- vided for forcing oil in forward of the plunger, as well as an overflow for allowing it to escape, so that between the two the location of the plunger may be adjusted as Marine Engineering. 277 one arm of the lever being horizontal and the other vertical. To the former are hung known weights, while the end of the latter presses against the plunger shaft through an intermediate steel rod passed through a hole in the shaft of the driving wheel G. The shaft being then rotated, known weights are placed on the hori- zontal arm, thus producing known pressures axially on the plunger shaft. These pressures are measured by the THE CAR AND FLOAT. desired, and leakage of oil may be made up as necessary. The motion of rotation eliminates practically all friction- al resistance to the longitudinal motion of the shaft, so that all of the pull developed by the propeller is trans- mitted to the oil, and the apparatus as a whole is found to provide an extraordinarily delicate and accurate meas- ure of the forces involved. The indications of the dynamometer are connected with the actual forces through a calibration effected by the use of a bent lever fitted with a knife-edge bearing, manometer in the usual manner, and in this way its in- dications are connected with the actual forces in play. The automatic registration of the forces in both the power and thrust dynamometers is made by means of a special type of open end mercury manometer as already referred to above. The indications of the mercury column are registered by the use of an aluminum float carrying a slender steel rod moving in guides, and to which is attached a light pen carriage and pen. The latter is held by a very light spring against the paper, 278 Marine Engineering. JUNE, 1902. and the whole is free to rise and fall in answer to the movement of the column of mercury. In practice it is found that this form of recording device is reliable and sensitive, and that it can be depended upon to respond with certainty to the movements of the mercury column. The vertical drum carrying the paper is given motion from the driving axle so reduced as to revolve once for a complete run over the course. The indications of the manometers are thus recorded on a distance abscissa and show the history of the variation of the forces throughout the entire course of the run. RECORDS OF TIME, DISTANCE AND REVOLUTIONS. These records are all made by a chronograph of spe- cial form and recorded on a strip of moving paper. The entirely unable io deal with the problem of the forces concerned in the motion of a body through a liquid. These forces depend on so many variable conditions, and are related to these conditions in such obscure ways, that at present all attempts at a full mathematical discussion of the problem seems out of the question. The only method is. therefore, to investigate the prob- lem experimentally in such way as shall best answer the needs of the case in hand. In a general way such investigation might be of two kinds—direct or indirect. In the first the objects to be investigated are represented full size, and all the condi- tions of the problem are reproduced as nearly as may be, and the results noted. Thus we might determine ac -_ 4 ID Yiidh YY, FIG. 2. time signals are furnished by a clock with electric sec- onds break attachment. The distance marks are given by an electric contact arrangement along the rails, and the revolutions by an electric contact attachment count- ing every fifth revolution of the propeller shaft. SPECIAL PURPOSE OF THE EQUIPMENT. Problems arise in all branches of engineering work which cannot be properly investigated without the aid of experimental investigation. Nowhere is this more fully realized than in the field which is concerned with the design of ships and their propelling machinery, and with all the problems met with in this field, none is of higher importance or more completely dependent upon experimental investigation than those which arise in connection with questions of resistance and propulsion. It is indeed a fact that notwithstanding the enormous advances made by the science of mathematics, it is still the resistance of a torpedo boat by building the boat full size and then towing it at varying speeds and noting the resistance with a traction dynamometer. Or again the performance of a screw propeller might be examined experimenially by building the propeller full size, pro- ducing the conditions of use, and noting the forces de- veloped. From the labor and expense connected with experiments on such a scale it is but rarely that they can be carried on in this manner, and if there were no other way, the application of experimental methods would be of limited use. In fact the important feature in all experimental work of the kind we are now considering lies in the fact that the data for any one case may by appropriate laws be applied to an indefinite number of other cases, and thus its value as an observation indefinitely extended. The laws which govern this relationship being accepted as a JUNE, 1902. working basis, it becomes possible to represent the ob- ject under investigation by a comparatively small model. The latter is then made the subject of a direct examina- tion under suitably related conditions, and the results thus found may then by means of the laws of com- parison be used to determine the results for the full- sized body used under the conditions proposed. But this does not necessarily end the usefulness of the re- sults thus found. Having served its immediate purpose it may be filed away for future use and may then be made to serve, as occasion arises, for an indefinite series of other similar problems under suitably related condi- tions. We shall not here enter into these laws of rela- tion and comparison. It will be sufficient to note sim- WS _ O) H- | = © pn] wy Crt es vy, Y VEN |_| EG. BS SY ee ae Se ZZ LID: Middl LLM MMM sdleeed NENG) ion XN oN NYY KK AY a Marine Engineering. z BRS 279 pitch ratio and distance apart, in the case of more than one propeller on the same shaft? What is the least diameter of propeller that can be safely depended on to efficiently absorb a given amount of power under stated conditions? What will be the effect in any given case of keeping steam pressure the same and slightly changing the pitch of the blades? ete., ete. With slight additions to the erainment described above it will be possible to extend the range of in- vestigation to cover the resistance of ship models and to aid in answering such questions as the follow- ine: What is the resistance of a proposed ship at a given b SSS cnn SF ae ULL IATA TAL A ae a _ ool tS * alll FIG. 3. ply that their object is to render as far as possible the investigation independent of size or dimension, so that the series of cases referred to above may consist of an indefinite series of sizes, all of the same form and pro- portions, and operated under speeds related to that of the original model. With this by way of general in- troduction we may note briefly some of the impor- tant problems which such an equipment is able to aid in solving: What size and form of propeller is suited to a given ship at a given speed? What revolutions and speed might be expected of a given propeller fitted to propel a given ship? How much surface can be given to a proposed pro- peller under stated conditions? What is the relative efficiency of a propeller backing and going ahead? What is the best combination of propellers as regards ‘speed, and how much power will be required to drive her at such speed? Which of two or more models proposed will require the least power at a given speed? What type of propeller is best suited to a given or proposed model of ship? What effect on the resistance of the ship will be pro- duced by changing the location of the propeller nearer or farther from the stern post? What effect will shallow water have on the power re- quired to maintain any proposed speed with a given model? etc., etc. The lines of experimental research which we have thus far noted are those directly connected with commercial questions. There is in addition a large field of work of the very highest importance and which has been but imperfectly worked over. This consists of the more fun- damental problems connected with the forces acting 280 Marine Engineering. - JUNE, 1902. on bodies of elementary forms under varying condi- tions, such, for example, as planes of varying size and form moved at varying speeds, immersions, and angles of obliquity with the course. Likewise bodies of ele- mentary form, such as the section of a propeller blade moved under varying conditions. There is in these and allied problems a vast field of work not related to any one commercial problem, but related to them all and to the whole subject in a very important and funda- mental way. From the scientific standpoint, therefore, Stern Wheel River Steamer. The fine steel stern wheel river steamer, the City of Fayetieville, has recently been completed by the Merrill- Stevens Engineering Company, Jacksonville, Fla., for service on the Cape Fear River of North Carolina. In the construction of this boat many novel ideas have been used, and she represents the latest type of shallow draft river steamer. The hull is 125 feet long, and, including the transom at the stern, is 140 feet over all, the molded beam is 24 PILOT HOUSE Studded 6 6 | { 7 u 2'x2” Net Rail A Cover Board 7 i 13x 336 Carlin 16’Cen. Crown to Deck 6 7.62 3'Pipe Stanchion 4x 4 Stanchion /2 White Pine SSS SSN 2 Z SE iy 36 ~ Re ee HA x 3 Angle a pee 12 Lodger Plate! 36- ; 3 = pea les a A Sa ie eS 2 ball bes < = “oa a 2 ee 3 a a HH Rea iiitcs eS o] | 4 = g 3 44 y 6-4— , ee | obi eer 3 Te tof 2 y; e | 0) 0 2x 2 Reverse Angle, n 8 Tee 2x2 Reverse UU / x ngie Z 12 x 3Angle ~ 3's 3'Corner Angle MIDSHIP SECTION OF STERN WHEEL RIVER STEAMER no work is at present more needed than a thorough and comprehensive examination of many of these questions, and no great advance in our theories of hydrodynam- ics as applied to such problems is likely to be made until the results of such investigations become available. The programme of possible and really important work of this character which may and which should be done is so large that there will be no trouble in utilizing all the time and capital which can be found for the prose- cution of these and allied lines of work. 2+ | Ce to'C722” Marin: Engineering z al BUILT BY THE MERRILL—STEVENS ENGINEERING COMPANY. feet, the beam over all 30 feet, and the depth is 4 feet. The general construction is shown in the midship sec- tion and other views. To make the shallow hull suffi- ciently strong to support the weight of the engine at one end and the boilers at the other, the intervening space being filled with cargo, special fore and aft stiff- ening is fitted. This is supplied by three lattice girders, one on the center line and one on either side 6 ft. 4 in. from the center. These girders extend from the stern to the forward collision bulkhead, the center one to the 281 ae ineerin Marine Eng _ JUNE, 1902. ‘D“N ‘UHAIY NVA AdVD AHL NO NOLLVDIAVN AOA ATIAALLAAVA AO ALIO YAWVALS THHHM NYBLS Burwsoubug aurunyy BTNASLLZAVA 40 ALIO ~ ZY VRVEV pres TMM 2 Ul (dam iF Saal a “NOILVONNO4 ANISNA AGNV NANVHLS THHHM NUATLS YOU ANIONGA ANNSSHAd HOIH 9 £4 LAVHS 40 "N30 O1 WOSNVYL WOYS | ad Reel = 14VHST3SHM4O*NJOOL 2 AL4VHS HOO SAIVA 40 *N30 ——— 282 Marine Engineering. JUNE, 1902. stem. In navigating shallow streams it has been found that the greatest wear of the hull is at the turn of the bilge, and to remove the bilge plates requires much time and expense. In this vessel, as well as other recent ones of this type, the bilge is made square and at the knuckle is run a 3 by 3 by 1-4 inch angle along the in- SHOWING GENERAL CONSTRUCTION OF RIVER STEAMER. side of the plates all fore and aft; this angle takes all the wear and can be replaced at small expense. The construction of the girder is shown on page 281 with the view of the engine. The frames are made in one piece PUNCHING. DECK BEAMS BY HAND. from side to side. The reverse angles run from knuckle to knuckle and are 2 by 2 by 3-16 inch. Deck beams are placed on every frame and are 2 I-2 by 2 1-2 by 1-4 inch angles. The hull is divided by four watertight bulk- heads of 7 1-2 pound plating, and the lattice girders are intercostal between bulkheads. At the forward end of the main deck are two water- pounds pressure. In the after deck-houses are acccm- modations for the crew, and the engine room. The stern wheel is driven by two high-pressure engines each 12 inches diameter by 60 inches stroke. The piston valve which is placed below each cylinder is 5 inches in diameter and is operated from the eccentric as shown. The engine and wheel are mounted upon a heavy tran- = = F232 lo) wo S *| Es Zox PS arr) eS a) [ay z B9vVSSWd _yood | 30!Liv7 [=) a nn = = = ‘ = Es 3 7 3 ~ => 22 ~) & 3 Oo _x of S ~x< = Zt > = oO oa a7 os =< z 2 9 ao a = Z|} S e > a > wD . | Sa< S< iF a ZS 3] Fa a oe Tm a2. iy c_xX cx x el 6.2 G2 = *& a o o i<] z] <° co [z 3 »~ © o x |e Vz] ex SS < Do = Ss] Pso dD to i) ~o a fe, ° = - = > cake ¢ & oe Oo = S RP oe reels 3 C2) Ww) 1D) ° " 2 . Be FS i & aX flew =z x 2 > o o > 3) = <0 a < Q 4 = = fa) o oO 9 = Zz 3 z z E ry Fe elo ly 6 x 6 TAY 6 ° z [) a A 7) i } h + 1 OVS AOVLS, I on = 2u° 2 a.% wit X89 =x Wood f> = we SuaSuNd Saf, ¢ Marine Engineering Toy) i eat FU 1vas som frame which is riveted to the deck and after bulk- head. The crosshead is carried by two wrought iron slides supported by the head of the cylinder and a bracket at the after end. The valve motion is con- trolled by the reversing lever, which swings through the arc X. This system of gear and arrangement of the valve below the cylinder is a distinctive feature of the Merrill-Stevens engine and has given great satisfac- tion. Its simplicity is apparent. In the engine room tube boilers 7 by 9 feet each carrying steam at 200are mounted the various auxiliaries, including a small JUNE, 1902. direct driven dynamo. At the bow is placed a steam windlass. The vessel is steered by two balanced rud- ders with rudder stock running down the outside of the after bulkhead and supported by the transom. The two quadrants are yoked together above the deck and the steering gear leads to the pilot house. The stern wheel is made up of wrought iron rings and is 13 feet 6 inches diameter by 16 feet face. The accommodations for passengers on the saloon deck are found to be much more commodious than usual in this type of boat. Forward are the mail, purser’s room and smoking room, and then come ten staterooms 6 feet 6 inches by 6 feet 3 inches, and three larger state- rooms. At the after end are the pantry, dining-room, social hall, lavatories and lockers. Above the saloon deck-house are the captain’s and pilot’s rooms, and above them, behind the two stacks, is located the pilot- house. The designers have thus been able to build a com- plete steamboat, which, when loaded, will only draw 18 inches of water and will be capable of making a speed at 40 revolutions of the engines of 14 miles an hour. | REFRIGERATION ON SHIPBOARD.—II. Points on Design. BY E. N. PERCY. Beginning at the source of power, which is usually a steam engine, it should be so designed as to operate the compressor at 70 to 120 strokes per minute. We assume an ammonia compression system to be used, as it is the preferred system today. The tendency, or at least the hope is among marine engine designers, to find some practical method, other than steam, of operating all of the auxiliary machinery. Three prin- cipal systems of transmission present themselves; they are electricity, air and hydraulic service. The near future may see our refrigerating plants driven by any one of these systems. The principal object of these efforts is to increase the economy of a very uneconomical class of machinery. The average re- frigerating machine comes under this head with em- phasis, when driven by a cheap steam engine. Not long ago, one of our naval engineers made an inves- tigation of the economy of auxiliary steam engines. He was astonished at the amount of steam wasted by them. I do not recollect that his report mentioned refrigerating machinery, but it showed the importance of economy of the auxiliary machinery in general. Taking the steam engine as generally applied to refrigeration, it should be solidly designed, with ample bearing surface, heavy flywheels and proportioned for shocks and stresses, due to the various demands of ammonia compression. The compressor may be con- nected tandem with the engine, or may be connected to another crank upon the same shaft. The latter way is preferable, as the balance wheel need not be so heavy, because the cranks can be so arranged as to have the engine turning moment at its maximum when the compressor is at the point of greatest re- sistance. The former way is the cheaper, but not to be recommended for economy or easy running. Designers have seen fit to apply compound engines to generators, pumps and air compressors; why not apply them to the refrigerating plant? It would re- Marine Engineering. 283 sult in marked economy and smoother running. The double-acting compressors often give trouble by leak- ing at the rods. This seems to point either to using one large or two small single-acting compressors. Still, it seems as though double-acting compressors ought to work successfully if carefully constructed, and the oil seal glands designed with ample propor- tions, as the large machines of this class work well; but this necessitates a long machine, which is always more unhandy than two cylinders close side by side. The enclosed type of compressor is very popular, as the crank pit can be connected with the suction of the compressor, and the shaft enclosed in a long stuff- ing box without oil seal, as a rule. This form, as usually made, while eliminating the leakage of am- monia, is open to many objections. Usually, the cover is on the side opposite the main bearing, mneces- sitating an over-hung crank and a yoke, both of which are’ unsatisfactory in operation; and repairs can only be effected with much discomfort and loss of am- monia. The proper proportions of the volumes and piping is a subject too complex to touch upon in this article, but in general, too little attention is paid to these points with small machinery of this class, and thus many a pound of coal has gone to waste. Throttle governors are usually used with these engines. A very successful form is a sensitive diaphragm gov- ernor attached to a butterfly valve, and operated by the pressure in the freezing coils; but in all cases, the regulation of the engine must be arranged so as to be instantly changed by hand. If the brine and circulating pumps are attached di- rectly to the engine and compressor, additional economy is realized, and the plant is simplified in pip- ing and less floor space is required. With this ar- rangement, the plant must be started cautiously, and the expansion and compressor suction valves only opened enough to prevent a vacuum, until the brine and condenser water circulate freely. If horizontal compressors are used, they should have horizontal valves, as vertical or oblique valves are bound to give trouble by wearing elliptical in time, and a very small leak suffices to displace the piston, and seriously reduce the efficiency of the compressor. In the best compressors, the whole, head can lift like a large valve, in case the pressure becomes excessive, or oil or liquid ammonia gets on top of the piston. In oil injection machines this is a necessity to save occasional broken heads. The machine should be pro- vided with an oil separator of ample capacity. It should be so designed as to prevent the oil foaming up, and being carried over into the condenser, and thus reducing its efficiency. There should also be a lime vessel to remove any moisture from the ammonia. This should be cleaned regularly. A by-pass with shut off valves should be provided so that the machine need not be shut down. Few machines on ships have this contrivance, yet it is most necessary, as water will get in from lubricating oils, from air and from leaks in the suction pipe in the brine tank. For the latter reasgn, the pressure of the brine in the tank (if closed) should never exceed the pressure of the ammonia, which should never be less than twenty pounds per 284 square inch, absolute, either for economy or leakage prevention. Ammonia drums should be carried on deck, and permanent connections run from them to the ma- chine, except where joint is broken at the drum. They should be shaded or covered from the sun and weather. The practice of keeping them in the en- gine room is dangerous and unscientific. The energy of a drum of liquid ammonia compares with that of gunpowder, and at 165 degrees Fahrenheit, it is at a pressure of 550 pounds per square inch. Hence all fittings and piping for the refrigerating machine should be tested at 800 or 1,000 pounds hydraulic pressure. This applies particularly to the condenser, as cases are on record (as mentioned in the last is- sue) where hot water has accidentally been turned into the condenser, raising the ammonia to alarming pressures for light fittings. As for the expansion valves, the best are none too good. The automatic type of the best make is to be preferred. The closer they can be adjusted the bet- ter, as this is important in small plants; .a_ slight change of the valve throwing the whole system out of regulation for an hour or more, until a balance is again reached. The piping of the compressor should be so arranged that it can reverse its action and force its ammonia into the brine tank coils in case of leakage, or the necessity of repairs to the high pressure side of the system. This is very important, but is left off of many cheaper machines. As to the men who have these plants in charge, the safety of the ship, as well as their economical operation and maintenance, requires that they should at least know what anhydrous ammonia is, and also something about the other low evaporative fluids used for refrigerating purposes. They should know every detail of the plant, and its functions. They should know about “wet compression,’ “dry compression,” the heating of compressor cylinders, isothermal and adiabatic compression, why frost on pipes lowers their efficiency, what temperatures are best for certain pro- visions, and how to get clear ice from dirty water. The refrigerating plant would then no longer be an object of mystery to the owner and chief engineer alike. In the next article we shall treat of the design and operation of the ice house on shipboard. Oil Steamers.—The lake built steamers Northwestern, Northeastern, Northland and Northtown are being con- verted into oil carriers for the Texas trade by the Morse Iron Works, Brooklyn, New York. - Oil Soaked Coal.—The Missouri, Kansas and Texas railroad has been conducting a series of experiments in the use of oil mixed with coal for fuel in its locomotives, and, according to the statement of officials, the new. method has proved highly satisfactory, and plans are now being perfected for its general adoption throughout the whole system. The mixing is done by placing the coal in a large tank and thoroughly soaking it with Beaumont fuel oil, thus greatly increasing the steaming power of the coal. By using oil in this form no changes are required in the fire boxes of the boilers. Marine Engincering. JUNE, 1902. MODERN SEARCH LIGHT PRACTICE. BY FRANK C, PERKINS. Search lights used in the Navy Department of the United States government are fitted with parabolic - ground glass silver plated mirrors, except the smaller sizes of 9 inches and 13 inches in diameter, which are supplied with Mangin spherical ground glass silver plated mirrors. While the quality of the light is not so white in the latter, they are not as expensive as the para- bolic type, and are used extensively in most commercial projectors. The general design of the American search light as constructed in sizes from 9 to 36 inches by the General Electric Company is noted in Fig. 1. The hand control type is constructed in sizes up to 36 inches, and is arranged so that the beam of light can be trained vertically or horizontally by the operator stand- ma i ' 1 \ A 1 i ' i 1 { i} FIG, I.— AMERICAN TYPE OF SEARCH LIGHT, ing at the projector and moving the barrel in the de- sired direction with the handles. A star wheel is mounted on the arm and clamps the quadrant part of the trunnion and acts as a locking device by means of which the barrel of the projector may be held at any desired angle. The General Electric pilot house control search lights are mounted on the top of the pilot house and operated from within. By the use of a single lever, which is located within easy reach of the pilot the light may be moved in either a vertical or horizontal direction. The electrically operated search lights of this com- pany are only made in the larger sizes having diameters of 2 feet, 2 feet 6 inches, 3 feet or larger. These search lights are controlled by a single switch or controller handle, which starts or stops the electric motors, oper- ating the horizontal and vertical movements, accord- ing as the lever is moved to the right or left or up or down. This is quite an advantage, as the single lever simplifies the control and requires only one hand for the manipulation, while it will be noted that the controller JUNE, 1902. Marine Engineering. 285 for electrically operating the Schuckert search light seen in Fig. 7, requires two handles, one for raising or lowering the beam of light and the other handle for moving the beam from right to left or the reverse. In the General Electric electrically controlled projectors, on releasing the handle it is brought back by a strong spring to the neutral position short circuiting the arma- navies, even in France, where otherwise Mangin’s spherical mirrors manufactured by Sautter, Harle and Company, hold the. field. The French search light is noted in Fig. 2, located in the fighting top of one of their modern war ships. The diagram of Fig. 4 shows some details of the electrically controlled search light of Siemens and Halske, of Berlin, while Fig. 3 shows FIG. 2.—A FIGHTING TOP WITH SEARCH LIGHT. tures oi the motors and holding the projector locked in position. The motors in the base of the projector are connected to the controller by a seven conductor cable, and while one motor operates a train of gears con- trolling the vertical movement, the other motor operates another train of gears controlling the Horizontal move- ‘ment. Schuckert designed and built machinery for grinding parabolic mirrors, as suggested by Munker, and these search lights have been adopted in several armies and a type of English projectors as manufactured by J. H. Holmes and Company, of Newcastle on Tyne. The Mangin type of projector mirror has two spher- ical surfaces of different radii, and the reflection and refraction of the glass cause the rays of light to be pro- jected in a parallel beam when the arc is in focus. The parabolic reflectors, however, produce a beam of light which is more penetrating, and: the Schuckert pro- jectors built at Nurnberg, Germany, have become very popular. In this form the mirror is supported in a 286 Marine Engineering. JUNE, 1902. cradle in which it can be turned about its horizontal axis, while the cradle is fixed on a pivoted bedplate, as noted in Figs. 5-7. In fortifications and on shipboard it is desirable to have two types of search lights, one for illuminating a wide belt for a short or moderate distance and the other for long range work for the intense illumination of an object such as a ship, torpedo or buoy. For the latter purpose the projector is placed high up in the fighting top or in as elevated position as possible, while for the former purpose, using a wide angle of light, it is placed near the water line, as in detecting and following up torpedoes. It is not convenient to have long and short range search lights combined in one, and when pro- jectors are required to furnish a beam of light covering FIG, 3.—AUTOMATIC FEED SEARCH LIGHT. a wide area, the General Electric Company furnishes a front door made up of strips of glass ground plano- convex, each strip being a lens, with the convex side outward. The beam of light passing through this door is diverged, making it wider but not increasing its height. These diverging doors for either Io, 20 or 40 degrees divergence are furnished for any projector. Schuckert and Company provide single or double dis- persers, the latter consisting of two systems of cylin- drical lenses, whose distance apart can be adjusted, and the light thus concentrated in a parallel beam or dis- persed to form a cone of 45 degrees. The single dis- persers serve to spread the beam in one direction only (usually the horizontal), and consist of a series of plano- convex cylindrical lenses, set in a round frame, and supplied for angles of dispersion of 6, 12, 15, 20, 30 or 45 degrees. The double dispersers consist of two single dispersers, so superimposed that by bringing them to- gether or separating them, either concentrated light of about 5 degrees, or any degree of dispersion up to 45 degrees can be obtained. In the dark spaces thus pro- duced, shutters and signaling apparatus are arranged. For marine purposes it is often necessary to be able to instantly shut off the light of a projector without in- terrupting the burning of the lamp. For fhis purpose Marie Engineering FIG. 4.—SEARCH LIGHT WITH MOTOR CONTROL. the Schuckert projectors are provided with a special form of iris shutter, often used in photography, which, while easily controlled, possesses resistance against heat and is absolutely light proof. This type of shutter is noted, half closed, in Fig. 7, showing the enormous search light, 2,000 mm. in diameter and having 316 million candle power. This iris shutter is particularly well adapted for use with signaling apparatus. As the central part of the projector mirror (in consequence of the shadow of the negative carbon) does not give out JUNE, 1902. Marine Engineering. 287 any effective light, the iris shutter, in spite of the center disk, in no way causes a loss of light. These projectors are sometimes supplied with horizontal automatic arc lamps with shunt winding and with simple arcing de- vice and often with horizontal arc lamps, shunt wound with differential arcing device. These lamps burn two in series and adapt themselves for low primary potentials of 65 volts, and high currents of from go to 150 amperes, better than the Jamps with simple arcing device. ! Marine Engineering ' | U FIG. 5.—SEARCH LIGHT USED ON AUSTRIAN WARSHIPS, The Schuckert search light projector for land and marine fortresses is seen in Fig. 6. It is fitted with a parabolic ground glass mirror 1,500 millimeters in di- ameter and has a total power of 180 million candle power. It is arranged for electric motor control, two shunt wound motors being used of the inclosed type. The motors have ball bearings and carbon brushes and are designed for reversible working, with worm gearing and transmission device for turntable. When the single switch lever is used, it permits each movement to be effected separately, and is provided with armature short circuit brake. The double switch lever arrangement is for both horizontal and vertical directions of movement, and allows both movements to be effected simultaneously. Both levers are provided with armature short circuit brakes to stop the motors suddenly. This device is seen in Fig. 7 connected to motors of the projector by cables, which may be of any reasonable length. Search lights for military, naval and mercantile ma- rine use are designed differently and with special refer- ence to the work they are to do and the nature of their location. The torpedo boat search light usually has a parabolic glass mirror of from 350 mm. to 400 mm. in diameter, and weighs from 80 to 120 kilograms. It has sometimes hand regulated and sometimes automatic horizontal arc lamps, usually operating at from 30 to 50 FIG. 6.—180 MILLION CANDLE POWER SEARCH LIGdTI. amperes. Bronze frames and cases are frequently made use of, while for military purposes, aluminum frame and case construction is the rule abroad, with parabolic glass mirrors of 350 mm. in diameter and aluminum automat- ic lamps using a current of about 22 amperes. This en- tire outfit only weighs 18 kilograms. Projectors for naval transport steamers, and for trade and cargo vessels, are usually mounted on high sheet metal pedestals, with parabolic and often Mangin glass mirrors 450 mm. in diameter, with often hand feed and sometimes automatic horizontal arc lamps of current capacity from 40 to 50 amperes and weighing from 170 to 195 kilograms. The largest search lights are used for naval and large mercantile ships, and have parabolic glass mirrors 600, 750, 900 mm. and even 1,100, 1,500 and 2,000 mm. in diameter, as noted in Figs. 6 and 7. These large pro- 288 jectors are usually electrically operated by motors and are equipped with dispersers, and iris or other types of shutters according to the country in which they are manufactured. The currents vary for the horizontal arc lamps irom 60 to 200 amperes, and the weights from 490 kilograms to 900 kilograms, and even much greater in the 1,500 mm. and 2,000 mm. search lights of Schuck- ert and Company, ranging from 180 million to 316 mil- lion candle power. Marine Engineering. JUNE, 1902. BEAM ENGINE VALVE GEARS. BY THEODORE LUCAS, The large amount of literature that in text books and current publications deals with the important subject of marine valve gears and their steam distribution, is devoted almost exclusively to the form of the com- mon slide er piston valve, and its forms of radial or link reversing mechanisms. It may not be untimely, however, to pay a well-deserved tribute of recognition > * FIG 7-—316 MILLION CANDLE POWER SEARCH LIGHT. Turbine Driven Torpedo Boat.—The British Admiralty have ordered the construction of another turbine driven torpedo. boat destroyer. Monthly Shipbuilding Returns.--The Bureau of Navi- gation reports 115 vessels of 79,753 gross tons built in the United States and officially numbered during the month of April, 1902. The largest steel steam vessels included are: Shawmut, 9,606; Alaskan, 8,671; Min- newaska, 5.273; City of Menphis, 5,252; Etruria, 4,744; Bransford, 4,744; Stel King, 4,308; William Notting- ham, 4,234. The foregoing figures do’ not include craft without motive power of their own. to the designers and constructors of the distinctively American beam engine and point out the remarkable accuracy and perfection of its steam distribution by a form of valve gear, which, although apparently cumber- some, is remarkably free from possibilities of derange- ment and affords the greatest possible adaptation to the. purpose. ‘ The beam engine has been retained in American marine practice in a form closely resembling Watt’s original steam engine construction. Under our American conditions of a nearly complete absence of over-sea steam shipping, there was no in- JUNE, 1902. centive to discard the beam engine for service in shel- tered waters, as ships with high deck erections can conveniently accommodate the necessary engine shaft. It was the high perfection of the steam distribution by its valve gear that enabled the beam engine to attain, even with low pressure, remarkable economy of coal consumption, which advantage, coupled with few break- downs and small repairs, made it for a long time an economic success. Marine Engineering. 289 The general arrangement in Fig. 1 shows clearly the separate. steam and exhaust valves for top as well as bottom ports with their lifting rods and operating cams. Through this complete separation of the valves, it is possible to operate the two separate halves of the rockshafts by the end rockarms from eccentrics that may differ in their angular advance, with the conse- quent important modification of the steam distribution. Additional variation may occur in the steam and Patt lt i \ ht Ty ol Fi qf yi \ DASH POT PLUNGER \ i Py i | lo} Ue BO) ty 1 1 fe) if oH " Ub Elid) © OF 1 Ope (2 Ah) ee va OR \ j se) 1 ! —= i) inl Hind io! SICKLES -\- wh Hl} + +—4/=- TRIP SHAFT LO i it WW UPPER | oi, Wi : EXHAUST VALVE |lo} a = \ ol UPPER STEAM VALVE FLEXIBLE JOINT OF SIDE PIPES LIFTING RODS SLIDE TO © = i: REGULATE aa H SHIFTER EXPANSION | li ROCK ARM PIN Sp UT- i SUT OnE NUL ECCENTRIC ROD =H q 1 Hi . STEAM TOE | Hy Pere a Wy] ex. steam a) Pot f an NW ROCK, a (SH : I H i H 1 i| LU { Wat ROCKTARM ot Mr tt ta |i | ti) fmiL_tol oe) i y fu eth 73) i j ae Geek II! D Eaton 16 eh || STEAM | i| LigTING |EXHAUST | \ H y pipe | 1 1 ES ISIDEIPIPE | ' ! \1 HSN: 2 Ad feels \ \Gh 11 \y i] Volt Hi : all H 10) tol it or ia baled ian i} {o! 1 Hol rH i Clee im <— I! 1 30) 1 ‘| i) \oh\ | | iy i SickLes || T | HAND ROCK|SHAF 3 GN TroweR sioxtes IS} |iinup. sitar ties lea | \9 | DROP SLEEVE Hed } |! | I \ i} Yo io} | } \ \9\ 1 lo} | | I 4 \ 19) | | 1} | 5 i 12) the : . } 10 lo! {0} oy 10} H \ HO} j fo}| i} t va (le) tt LOWER oO WI Z-T_ EXHAUST WALVE 10) el fol Ke=wweer! IMEEE spy | to} THROTTLE oy lio! <= i co I VALVE z pt yas iol a fo! PATA 2SESSS - rel t I fig! STEAM V: lo 1 loll rh) a SAIN WO: eat Mane A eRe eee se 12} \ Hor i } teh = Na ro| | CONDENSER 1 ro} —— (et Se oy H \ lol i SAS , Sess mS H FIG. I.—SIDE AND FRONT ELEVATION OF A BEAM ENGINE. The modern poppet-valve gear shares with another production of American engineering genius, the Corliss engine, a number of features that make their functions of remarkable accuracy and precision. The dis- tinctive feature is the introduction of separate steam and exhaust valves. It is thus possible to avoid the compromise, as required for slide valve engines, and to bring out the needs of every period in the steam dis- tribution in full prominence and within wide limits. exhaust lifting cams in their length, shape and _ posi- tion on the rockshaft, which position determines how much of their swing is actually working stroke. It may prove interesting to show the great variation that can be realized in the indicator diagram by the modifica- tion of the different factors. Through the intermittent action of the cams and through the light weight of the valves, a comparatively large stroke and rapidity of opening and closing can be secured, which shows very 290 favorably in actual cards by an almost entire absence of wire drawing. ; The diagrams shown are of a simple elliptical pat- tern, giving readily a complete insight into the steam distribution, although the ellipse is somewhat distorted by the intermittent action of the gear. The diagrams are developed by representing the piston revolution vertically at 24 equal divisions of the crank circle, while the swing and lifting action of one steam toe and of the corresponding exhaust tce, indicate horizontally the position of the valve that corresponds to these crank and piston positions. Below the toes is given the arc of the rocker arm, which effects their swing, numbered according to the angular advance of the ec- centrics. Fig. 2, 3 and 4 show that numerous combina- tions may be made. As determination of beamengine steam distribution by diagrams is of somewhat rare oc- currence, a little difficulty was experienced as to how all the important factors might be represented in a simple form. The diagrams, as shown, appeared to offer the best solution, as they present the following items: 1. Angular advance by the number on the arcs of the rocker pin and the toes. 2. The length of the toes. 3. The shape of the toes. 4. The position of the toes on the rockshaft and the arc through which they are actually lifting. The influence of variation in the angular advance is clearly seen by a comparison of Figs. 2 and 3. As the lead in the valve gear is more or less a constant quan- tity, determined by the consideration of fully established steam pressure behind the piston at its end position, it follows that variation of the angular advance has to be accompanied by a shifting of the toe on the shaft until the best lead is again established. The steam toe in Fig. 3 had to be turned down one division of 15 de- grees, crank angle with consequent decrease of the steam lift, but with the effect of making the cut-off earlier by 2 divisions. A limit to the turning down and increase of the angular advance is set by the decreased opening of the valve up to the point where wire drawing of the steam would commence. For the exhaust toe Fig. 2 presents a case analogous to negative exhaust lap in a slide valve, which means that the exhaust period extends over more than one full stroke. From Fig. 2 it is seen that the advance exhaust opening and the compression increase or de- crease at the same time, due to this excess of exhaust period. Fig. 3 indicates how, by the turning down of the toe, the period is decreased to’ les¢ than one full stroke with a consequent possibility of a fixed advance exhaust opening and of regulating the compression to a desired degree. The length of the toes may have an important bear- ing upon the lift of the valve, as it 1s evident that a steam toe of double the length swinging through the same arc will raise the valve approximately twice the former distance. The point of practicability is the main one to be considered. The toes should not be too unwieldly and clumsy nor bear at the end of the swing only on a narrow edge. The relation between the length of the toe and that of the rocker arm and the stroke of the eccentric enter also into the considera- Marine Engineering. JUNE, 1902. tion, in order to prevent the angels A or B from attain- ing a value much more than 45 degrees. The influence of the shape of the toes is presented by Fig. 4 as a modi- fication of Fig. 3 by substituting entirely straight toes for curved ones. It is evident that absolutely straight toes would be undesirable for smooth working, as pro- ducing shock and wear; but a certain amount of straightening in the tees may sometimes make desired modifications possible in the steam distribution. The position of the toe on the rockshaft and that part of the arc during which lift of the valve occurs are regulated, as stated, by the consideration of lead and angular advance, with due consideration for the pre- vention of wire drawing the steam. = LBS= j 4 ton | Ig mel ' me a o z w a. “17 Se is | ea 3 518+ r= z z x 9 2 ai & aa QD = a | a a al c <= q a iS 214 °o ee: = SST BOTT. > \e ANG. ADVANCE PATH OF ROCKER PIN : Marine Engineering FIG. 2.—VALVE DIAGRAM. Especially in the older beam engine, permanent pro- vision was occasionally made for turning the toes up or down, as deemed best by the operating engineer. In some cases the exhaust toes were rotated on the main rockshaft by small eccentrics on a slide shaft, but this arrangement has been abandoned as too complicated and less secure than keying in the desired position. The conditions of beam engines with their relatively low piston speed and small clearance spaces make it easy to secure very large openings in the valves, and the cards taken show a remarkable sharpness found nowhere else except in the Corliss engine. Fig. 3 pre- sents a case with a cut-off at about the desirable limit, as further decrease of the cut-off would necessitate either longer or straighter steam toes or smaller valve lifts. This normal arrangement is known by the name of the Stevens cut-off, in honor of a member of the family, whose name is so intimately associated with the development of American marine engineering. JUNE, 1902. To secure still shorter cut-offs, a special drop cut-off, known as the Sickles gear, is employed. Fig. 5 shows an arrangement as applied to an upper steam valve. The gear is operated by a special cut-off eccentric which by lever transmission forces little slides on the valve stem arms at certain positions, to the extreme end of their paths, thereby releasing the valve and valve stem from the support of the arm and allowing them to drop to the valve seat. To prevent a destructive blow, an over- head dashpot is connected to the valve stem, which retards the motion toward the end of the stroke and helps to seat the valve gently. The disengagement of the valve stem is produced by the partial rotation of a ring through gearing by the stroke of the slide. This <——50 LBS.—__» —> 2.5 | ATM.LINE PISTON al ” [CLEARANCE ,| BOTT. CARD N STEAM LIFT \| LOWER TOE EXHAUST 15° ANG. ADVANCE PATH OF ROCKER PIN Marine Engineering FIG. 3-—VALVE DIAGRAM. ring has a number of inside teeth which correspond to an equal number of outside teeth on a long sleeve se- cured to the valve stem. By rotation, the ring may bring its teeth under the teeth of the sleeve and, being firmly held by the lifting arm, carry the valve stem and the valve with it. If, after further rotation, the teeth of the ring are brought under the grooves of the toothed sleeve, and the grooves of the ring under the teeth of the sleeve, the support is lost and the stem and valve drop, causing the sleeve to slide through the ring. After the lifter and its arm have completed their stroke, the ring is rotated back by a spring to its original position, ready for a new lift with the arm. The release of the valve occurs when the actuating lever pushes against the pin on the slide, carrying the slide with it to the extreme position. If it should be deemed desirable to have the cut-off at division 4, Fig. Marine Engineering. 291 3, then the cut-off eccentric, for an arrangement as shown in Fig. 1, would have to be approximately either 120 degrees ahead or 60 degrees behind the crank to ob- tain the desired result. It is apparent that the shifting lever will pass the pin and slide twice during each revolution of the shaft, but also that only the passing at position 4 of the crank will be productive of results, as at the other position the lifter, arm, valve stem and valve are at rest and the ring will rotate loosely back and forth. A peculiarity of the beam engine may also be ob- served in the reversing gear. Link gear, as’ formed in vertical engines, is entirely unknown. The eccentric rods in beam engines connect to the rock arm pins only Je——50 LPS 12.5 | Alm. NE CLEARANCE 7 BOTT. CARD STEAM LIFT _ LOWER / STEAM TOE EXHAUST 6 STEAM 80° ANG. ADVANCE Marine Engineering FIG. 4.—VALVE DIAGRAM. by open slots which hook from above over the pin, as seen in Fig. 1. Through the shifters, the ends of the eccentric rods can be raised until free from the pins, thus cutting off the automatic control of the steam distribution. To keep the engine under control, a special rockshaft, with small steam and exhaust toes, is arranged, and by manipulating this through a hana lever, the valves are lifted and the steam is distributed according to the desire of the engineer, for ahead or backing motion. As the strokes per minute are few, this arrangement proves quite effective in the hands of experienced engineers, who, with the help of a dial showing at the platform the exact position of the crank, can time the steam distribution in a satisfactory man- ner. Where reversals occur frequently, as in ferry boats, backing eccentrics and eccentric rods for steam as well as exhaust are fitted which are also provided with shift- 292 ers and which, upon lowering, heok on to a special extension of the rock arm pin. It is evident that the ahead and backing shifters must be so connected that if one eccentric rod is hooked on, the other one is lifted off. FIG, 5.—DETAIL OF VALVE AND CUT OFF ON A BEAM ENGINE. The beam engine offers one of the most original de- velopments of marine engineering and has held for a long time an almost unchallenged popularity in river, bay and sound steamers, giving way but slowly under the overwhelming advantage of the higher steam pres- sure and decreased weight of more modern construc- tions. The Figs. 1 and 5 are presented through the courtesy of the Portland Company, Portland, Me., and represent Marine Engineering. Center Collar/ iI) to fasten Sleeve a JUNE, 1902. the very successful engine of the steamer Bay State, of the Portland-Boston route, as built by the firm in 1804. From other notes, data and diagrams kindly furnished by this company, the writer was enabled to develop the diagrams as shown. 221" SECTION C-D Gear Teeth 3¢" Stroke = a | of Slide all =x a EX | == | = Er : | | e4 a i EB | | [ fa) I J ease | / 7 ==1, Toothed Sleeve SI ‘ mS Qe A 3 eo /Yocthed Ring | Gear Teeth {Holding Down} 3 © —p Collar | Lifter Ar : Slide Sea . cst Mh 1 alt | Boss ) i aN | Ld i j | a —— T= bh SoS Sy a = hen SS a =} —- = — f= === SECTION A-8 Slide in Extreme Dropping Position Toothed Ring Holding Down Collar Lifter Arm Marine Engineering Huge Lumber Raft.—-A raft containing 11,000,000 feet of logs equivalent to three times the dimensions of the ordinary log raft, has recently been floated down the Mississippi. Two river steamers were used for con- trolling the raft,-one, engaged in towing head, while the other was used as a bow boat to swing the big float back and across the shallow steamer to avoid shallow water and difficult places. JUNE, 1902. \ ELECTRIC IGNITION. BY DONALD M. BLISs, The past few years have witnessed a great develop- ment in explosive engines for marine and automobile use. There are a number of designs now on the mar- ket which are thoroughly well built, efficient in opera- tion and reasonable in price. It is to be regretted, how- ever, that no perfectly satisfactory system of ignition has yet been found; and there probably is no detail in a gas or gasoline engine so productive of annoyance and delays as the apparatus or method for exploding the charge. As either the jump spark or wiping contact methods are almost universally used, our remarks will not include hot tube or automatic explosive devices. _ Gas engine manufacturers have devoted much time and money in search of a satisfactory electric igniter; but as the principles involved belong to the field of electrical engineering rather than engine building, and the conditions governing their satisfactory operation are unusually trying, it is not surprising that so far the efforts of the egine manufacturers have not been crowned with success. In many cases the purchaser of a gasoline launch is carefully educated regarding the special merits of the various engines on the market in general, and the one he selects in particular, but is left in comparative ignorance regarding the most satisfac- tory arrangement for ignition and the proper care of the battery or dynamo used for the purpose. There are, broadly speaking, two methods of gener- ating current: the battery system and dynamos. The former includes primary batteries as well as storage batteries, and the latter may also be divided into two classes, including the dynamo and magneto generator. The character of the current produced by any of these should be alike as to volume or quantity and pressure or voltage, and in all cases direct current should be used, and not alternating. The use of a magneto generator similar to that used for telephone service has been fre- quently proposed and tried. This form of generator, as is well kuown, delivers a current alternating in char- acter, and there are, therefore, two positions in the re- volution of its armature when the pressure is zero and no current generated. It is impossible to overcome this effect in the alternating current generator, and, there- fore, when the engine is in operation, the sparking con- tacts may be operated just at the instant the generator is not producing a current, and there will be consequent failure to explode. Regarding the method of ignition the wiping or touch contact arrangement is much to be preferred for marine engines, owing to the ever present moisture and the re- sulting difiiculties in securing the high insulation ‘neces- sary for proper operation of the jump spark. Batteries of the open circuit form are frequently advised, and used by the inexperienced, but a short trial will con- vince one that this type of battery is not at all adapted for continuous use. Such a battery, whether of the dry cell or liquid type, weakens very rapidly under the severe conditions imposed, and while the first cost is low, the frequent renewals necessary render their use the most expensive method of generating current. For this purpose batteries of a closed circuit form, such as the Edison Lalande, are quite frequently used, and these, owing to their greater current capacity and low internal Marine Engineering. 293 resistance, are much more satisfactory. These cells are quite expensive, however, and supplies or renewals not easily obtained cn extended trips, and owing to a solu- tion being required, they are liable to accident and break- age. Storage batteries are sometimes advised, and when properly installed and under careful supervision they give excellent results, both in staying power and quan- tity of current generated. The use of storage cells, however, involves the necessity of frequent charging, and it is often difficult to find the required current for this purpose when away from headquarters. There is a decided tendency at this :ime to discard the use of batterics in any form and rely cn the igniting generator ot either the dynamo or magneto type. Before considering the respective merits of these two machines it may be well to consider the condition im- posed on the generator by the modern wipe or touch contact system. When the contacts in the cylinder are closed the elec- tric circuit includes only the generator, a spark coil, the contacts, and a few fect of conducting wire. As the re- sistance of the spark coil is usually very low and that of the wire and contacts almost negligible, it will be seen that the generator at this instant is run almost shert circuited, or under an extreme overload. As soon as the contact separates, and the spark is made, this condition is completely reversed; the circuit is open and the load is removed fron: the generator until the next contact is made. The dynamo is therefore run under a rapidly intermittent load. While the average amount of energy required to produce a satisfactory spark is small, the dynamo must be designed to operate under this in- termittent overload without sparking or overheating at the machine itself. The commutator and brushes are without question the weakest parts of these small ma- chines, and it is just here that the owner of a gasoline launch will find the most annoyance. The brushes used on most dynamos are almost invariably too small and the holder and connections flimsy in construction. It is absolutely necessary that both the commutator and brushes be kept clean and free from dust and oil, and the generators should be so designed that while these parts can be completely enclosed and protected while in operation, the protection can be readily re- moved so that free access may be had for cleaning and examining brushes and commutator. The kind of brush to be used depends considerably on the style.of machine and the voltage or pressure for which it is wound. In general it may be stated that machines delivering from 15 to 25 volts will operate more satisfactorily with a carbon brush, providing the holder is large enough and has satisfactory means for securing a good tension on the brush itself. The writer has found a composite brush made of copper gauze imbedded in carbon most satisfactory for this work. The copper gives the re- quired conductivity and the carbon preserves the com- mutator, thus securing the sparkless operation so neces- sary to the life of the machine. If the generator is wound to give a low pressure of 5 to I0 volts, the only reliable brush is one made of leaf copper or copper gauze. The commutator itself should be made of the best hard rolled copper only, and a machine having brass or composition segments should not be accepted. As 294 Marine Engineering. JUNE, 1902. these generators are operated freauently at very high speeds, and unfortunately receive very little attention, the shaft bearings and method of lubrication should be perfect. Bearings of the best phosphor bronze, pro- vided with grease cups and suitable feeding device, give the most satisfactory results in the long run. The above remarks, covering brushes and commu- tators apply to machines of both the dynamo and mag- neto type with equal force. The chief objection to the all copper brush is the de- structive effect on the commutator caused by the slight spark, which is characteristic of improperly designed machines operating an intermittent load of this char- Large Wooden Barges. An important innovation in wooden barge construc- tion is exhibited in the two big barges Cienfuegos and Santiago, now being built for the Staples Coal Com- pany, Taunton,’ Mass., at the yard of Kelley, Spear and Company, Bath, Me. This is the strapping of the frames together with diagonal bands of steel. This method of construction has been used heretofore in the building of steamships and the larger schooners, and in fact is required in the classification of wooden vessels of over 1,000 tons burden whose length ex- ceeds ten times their depth, but it has not before been used at any of the yards in this section in the building wih LARGE WOODEN COAL BARGE BUILT AT BATH, ME, acter. The relative merits of magneto and dynamo types of machines are frequently discussed, but there seems to be little uniformity of opinion as to the best type for any given ease. , A Salvage Case.—_Judge William T. Townsend in the United States District Court recently handed down a decision in which he held at fault steamship La Bour- gogne, of the French Line, for colliding on April 4, 1898, off Sabie Island, with the British ship Cromarty- shire. Fleet of Oil Steamers.—It is stated that the steamships owned by the American-Hawaiian Steamship Company are all to be converted into oil burners. The oil will be supplied to the ships at New York, Straits of Magellan and San Francisco. The supply at the Straits will be given the passing steamers from tank steamers stationed there. of barges. The great length of these barges in propor- tion to their width and depth, and the fact that their bilges are thus unusually wide and flat and that they are intended for long voyages instead of the coastwise service, have induced the owners to adopt this mode of construction, of course at an increased cost. The dimensions of the Cienfuegos and Santiago are as follows: Length over all, 280 feet; breadth, 46 feet; depth, 19 feet; carrying capacity, 4,000 tons. They are 40 feet longer, three feet wider, and their carrying capacity is a thousand tons more than barges of the Matanzas and Cardenas type, which were built at this yard last spring, and were at that time the largest ever constructed here. The method of setting up and fasten- ing the frames of these barges is similar to that em- ployed in the construction of the larger schooners. The frames are of hackmatack and birch and the planking and ceiling of hard pine. An idea of the strength of their construction can be gained from the fact that the JUNE, 1902. Marine Engineering. 295 PLANKING THE CIENFUEGOS. DECK OF WOODEN BARGE CIENFUEGOS, LOOKING FORWARD. 296 ' Marine Engineering. JUNE, 1902. nine keelsons are each 14 by 14 inches. The planking is of 5-inch stock and the ceiling 12 inches. The method of strapping will perhaps be of interest. The belt strap, which extends around the top of the barge from the stem to the transom, is 8 -inches in width by 3-4 inch in thickness. This strap is bolted to every frame, the ends of the bolts being secured on the inside of the frames by countersunk nuts. The diagonal straps extend from the belt strap at the top down to the slant floor at the bottom of the barge, running parallel to each other at a distance of 5 feet, a second series of parallel bands crossing the first at right angles. Where these bands cross the frames they are secured to them in the same manner as are the belt straps, and where they intersect between the frames they are riveted together equipped in this particular. Their rigging will be of wire throughout. As these barges are designed especially for the Cuban trade and will carry large unassorted cargoes, their holds are not divided into separate compartments as is the case with the smaller barges designed merely for the coasting trade. They will each have six hatchways, which will greatly facilitate the discharging of cargoes. Each barge will be equipped with a No. 9 steam wind- lass of the Hyde type, and two hoisting engines, and each will carry two 4,000 pound anchors and 180 fath- oms of 2-inch chain. They have but one house, situated well aft. The wheel room and crew’s quarters are located directly over the captain’s quarters, which are on deck. These SCHOONER WRECKED BY COLLISION AT ST. JOHNS, N. B. (Photo. by Conton, St. Johns, N. B.) with hot rivets. They are also riveted to the belt strap at the top. Grooves are cut on the outside of the frames after they are set up so that the straps are sunk below the surface and the planking can be put on smoothly over them. The planking is treenailed to the frames throughout, instead of only up to the water line as is the method of construction adopted at some yards. The butts of the planking are secured by gal- vanized bolts. It will be noted that this substantial network of steel strapping renders these vessels es- pecially capable of sustaining the great strain that nat- urally falls on the bilges in a vessel of this length with only a single deck, and obviates all danger of the bilges dropping down. The Cienfuegos and Santiago will have four masts and will spread 2,500 yards of canvas, an unusually large amount for a craft of this class. The generous supply of canvas carried by the barge Cardenas proved to be especially serviceable when she broke adrift during a recent storm. These barges will be even better quarters are finished in pine, grained and varnished. The best of material is used and the greatest care main- tained throughout the entire construction of these craft to make them perfectly stanch and seaworthy, capable of carrying for long distances their heavy car- goes safely even in the face of heavy gales and high seas. The barges will each carry eight men besides the cap- tain. The Cienfuegos was launched ready for sea the last of March, while the Santiago is soon to go over- board. Collision at St. Johns, N. B. The packet schooner Princess Louise was run down and wrecked February 12th by the steamer Prince Rupert during a heavy fog. The little vessel was an- chored in the harbor at St. Johns, having come in from Grand Harbor, Grand Manan. She anchored directly in the path of outgoing steamers, and was » JUNE, 1902. Marine Engineering. 297 shortly after run down by the Prince Rupert. The schooner, as is clearly shown, was a total wreck, the sharp bow of the Rupert having struck squarely on the stern of the schooner, cutting through from deck to keel. The port bow was not damaged, while the starboard bow was dug out from the stem to the bulkhead. The schooner was towed at high water on to the shore and beached, as seen in the illustration. Explosion of Boiler. Shortly after one o’clock on the night of February sth, the boiler of the Pittsburg Harbor towboat, CARE AND MANAGEMENT OF THE MARINE GASOLINE ENGINE—I. BY E. W. ROBERTS. Gasoline engines were first employed as a motive power for boats the latter part of the eighties. Since then they have gradually. increased in popularity until now boats driven by gasoline engines are to be found in nearly every quarter of the globe. While their. principal use is for pleasure craft, quite a number are employed for business boats, such as oyster dredges, tugs, small excursion boats, and even in the life saving service. It is the intention of the writer, in the present series of articles, to give the reader some practical hints in re- PITTSBURG TOWBOAT JOHN W. AILES, WRECKED BY BOILER EXPLOSION (Photo. by Chautauqua Photographic Co., Pittsburg, Pa.) John W. Ailes, exploded, killing one man and fatally injuring another. The towboat was going down the stream with its loaded barges, and when opposite the Edgar Thompson Steel Works at Braddock the accident occurred, and in a very short time the boat was burned to the water’s edge. The accompanying illustration is of the wreck of this towboat, and shows barges on either side which were used in raising the wrecked vessel. The Ailes was a comparatively new boat, belonging to the Monongahela River Consoli- dated Coal and Coke Company, and was used for tow- ing coal barges about Pittsburg. She was 135 feet long, 25 feet beam and 4 1-2 feet deep. gard to the care and management of these engines, point out the troubles that are most likely to occur and the remedies which apply in each case. As it is necessary in the care of any machine to understand the principles upon which it operates, the writer will, for the benefit of the uninitiated, describe as briefly as possible what takes place in the gas engine. TWO TYPES. Two types of gas engines are in use for marine pur- poses, the four-cycle engine, in which the piston re- ceives an impulse in each cylinder once in two revolu- tions of the crankshaft, and the two-cycle engine in which each piston receives an impulse at every revolu- 298 Marine Engineering. JUNE, 1902. a SSSSSSSSSSSSSSSSSSSSSSSSSSSsSS tion of the crankshaft. The latter has had its widest use for boat propuision, and has been used but little for stationary purposes. The four-cycle engine, which has practically held the monopoly in the stationary field, is gradually being adopted by marine engine builders, es- pecially for the larger powers. In the following ex- planation the engine will be considered as of the vertical type, since this is the only type commonly employed for marine purposes. FOUR-CYCLE TYPE. In the four-cycle engine four strokes of the piston are required to complete the series of operations necessary to produce one impulse. In the first stroke of the cycle the piston is traveling downward, and a valve is opened which communicates with the atmosphere and the gaso- line supply, drawing into the cylinder an explosive mix- ture of gasoline vapor and air. On the following up- stroke of the piston, the inlet valve is closed and the charge of fuel and air is confined within the cylinder, being compressed into the space between the end of the piston and the cylinder head, called the compression space or clearance. Just before the piston reaches the end of this stroke, the charge is ignited by an electric spark or other means, the ensuing rapid rise of pressure or explosion reaching a point from four to four and one- half times the pressure of compression: The piston then starts on its next downward stroke, expanding the - burned gases and giving an impulse to the piston. Just before the expansion stroke is completed and about one- tenth of the stroke from the end, the exhaust valve opens, the burned gases are free to escape to the atmos- phere, and the next upstroke of the piston expels them almost entirely from the cylinder. The exhaust valve closes just at the end of this stroke and the inlet valve opens, a new charge is drawn in and the cycle is re- peated. TWO-CYCLE TYPE. In the two-cycle engine, practically the same course of events is passed through with, however the elimination of the exhaust stroke and the suction stroke of the four- cycle engine. In this type of engine the crank is entire- ly inclosed, so that on the up stroke of the piston a vacuum is troduced in the crankcase into which the charge is drawn as in the suction stroke of the four- cycle engine. On the down stroke of the piston the charge is compressed to from two to six Ibs. per square inch, and just before the piston reaches the bottom of the stroke it uncovers a port leading to the crankcase, the charge rushes upward into the cylinder of the engine striking a projection on the piston, which deflects it tu the top of the cylinder. On the following up stroke of the piston this charge is compressed into the clearance space, and at the same time a fresh charge is being drawn into the crankcase. Ignition and expansion fol- low, and just before the inlet port from the crankcase 1s | opened the piston uncovers an exhaust port on the op- posite side of the cylinder, through which the exhaust escapes to the atmosphere while the incoming fresh charge assists in clearing the cylinder of the burned gases. To the reader who is unable to understand the prin- ciples of the gas engine from the above description, the writer would suggest that he secure a textbook on this subject, of which there are several in print. He is ad- vised to familiarize himself thoroughly with the above, as it will many times assist him in locating the causes of trouble where otherwise he would be most likely to stumble along in the dark, resorting to guesswork, which is always slow and quite often futile. EFFICIENT WORKING.. In the engine proper, aside from its accessories, there are several points bearing upon efficient working that it would be well to bear in mind. In the first place the charge of gasoline and air should have the fuel in proper Proportion to the air. If there is too little gasoline the impulse will be weak,and sometimes no ignition will take place, while frequently in a two-cycle engine a mixture poor in fuel will often take fire in the crankcase, retard- ing the piston and slowing the engine. If there is too much gasoline the engine will act sluggishly, and usually much of the gasoline will pass out.of.the exhaust uncon- sumed. This may quite frequently be detected by the engine acting as if it were tired, being sluggish and ap- parently having a drag upon it. Again, if the operator’s face is held near the exhaust the unconsumed vapor will produce a sharp pain in his eyes, as well as giving forth an intensely strong odor of gasoline. The opening of the inlet pipes and the valve should be sufficiently large to allow the charge to be drawn in without the pressure in the cylinder falling more than a pound or two below that of the atmosphere. The forming of an excessive vacuum during the suction stroke, called wire drawing, is to be avoided, as it pre- vents the engine from getting a full charge and results in a consequent loss of power.. The piston of the engine should be tight in order to bring the compression up to the required point, which is between 75 and 85 pounds for a gasoline engine, the latter pressure being practically the limit for gasoline. As the maximum pressure is in direct proportion to the compression pressure, any falling off in the compression will result in a lower maximum pressure, and the ex- panding charge will give a consequently less powerful impulse to the piston, resulting in a falling off of power. POINT OF IGNITION. Another item of importance is that ignition should take place at the proper time in the compression stroke. There is a definite time required after the spark takes place until the mixture is entirely in flame and a maxi- mum pressure attained. It is generally conceded by ex- perts that the maximum pressure should occur as nearly as possible at the beginning of the expansion stroke to get the most powerful impulse. This is quite an im- portant feature in the operation of the gas engine, since, if ignition is too early,it will cause maximum pressure to occur before the end of the stroke, retarding the piston and lowering the power. Again, if the spark occurs too late, the average pressure to the piston is decreased with the same result as with too early ignition. Premature ignitions quite often result in stopping the engine entire- ly, but a tardy ignition usually resuits simply in decreas- ing the power. With the same fuel mixture, meaning both the quality of the fuel and its proportion to the air, and under like conditions of compression pressure and temperature, the period of inflammation is precisely the same no matter what the speed of the piston. By the period of inflam- mation is meant the time from the moment the spark JUNE, 1902. Marine Engineering. 299 occurs ‘until the flame has reached every part of the charge. It will thus be seen that as the speed of the engine increases it is necessary to advance the point in the stroke at which the spark occurs in order to get complete inflammation and maximum pressure at the beginning of the expansion stroke. If the ignition is too early it will often make it difficult to start the en- gine, throwing the piston back and occasionally throwing the engine in the wrong direction. It is generally desira- ble to use a device for changing the lead of the spark, advancing it as the speed increases, in order that the engine may secure the greatest possible impulse at any speed. When the ignition occurs before the end of the compression stroke the igniter is said to have positive lead, usually called simply Jead; and when the spark occurs after the beginning of the expansion stroke the igniter is said to have negative lead. A variable leaa igniter is one in which the time of ignition may be changed either by an automatic device or by the hand of the operator. On the smaller engines the lead is usually made con- stant, and hence a quick turn of the flywheel is required in starting them, or else the engine would start back- wards. In these engines it is usually the custom to make the lead a compromise between that required for the en- gine running at normal speed and no lead at all. This is done in order that the engine may be started easily and also that it may have very nearly its full power when running at normal speed. An igniter with too much lead will cause excessive racing when the engine has no load, and when the load is applied it will not respond promptly to the throttle, as, when the throttle is opened wide, it will be very slow in reaching its normal speed. Premature ignitions are usuaily indicated by a thumping in the engine, although this may be produced by several other causes, which will be discussed later. EXHAUST. The exhaust valve should open sufficiently early in the stroke to allow the pressure in the cylinder to reach that of the atmosphere by the time the exhaust stroke is completed. For engines running at or near a piston speed of 600 feet per minute the valve is opened when about 90 per cent. of the stroke is completed. As the speed increases the exhaust valve should open earlier, and as the speed of the engine is decreased it should open later in order to get the least back pressure and yet not lose any of the thrust due to relieving the pressure too early. ‘he exhaust passages, including the muffler, should be reasonably free from resistance to the gases. otherwise there will be back pressure retarding their escape and also a back pressure on the cylinder retarding the piston. Of course the best way to discover what is going on inside of a gas engine cylinder is to take an indicator card and study the diagram; but as this is usually out of the question for the operator, the best way is to watch the engine and see that the valves are in proper time by noting their position when the engine seems to give the best results. The inlet valve should open just at the beginning, and close at the end or immediately after the end of the suction stroke. The exhaust valve should in- variably close just as the exhaust stroke is completed. Both valves should be tight at all times, and if they should leak they should be reground to their seats with pumice stone and oil, but at no time should emery be used. In case pumice stone is difficult to obtain, the dust from a grindstone will be found a satisfactory sub- stitute. THE KNOCKABOUT FISHERMEN. The Gloucester fishermen have from time past always been on the lookout for some improvement on the model or construction of their craft which would make them better as regards speed, seaworthiness, or com- fort. Hemp standing rigging, stone ballast, and the old fashion model have gradually given place to steel rigging, iron ballast, and the most up-to-date model, until the Gloucester schooners of to-day have the ap- pearance of a yacht more than of a schooner which has to be able to ride’ out gales on the banks that send all but the largest ocean steamers to port for shelter. The fishermen have for a long time kept their eye or the new style of yacht called the knockabout, and one or two half successful imitations have been built, but at last Capt. Wm. Thomas decided that he would try a knockabout fisherman pure and simple, and com- missioned Capt. Thomas McManus, from whose draw- ings have been buiit a number of successful up-to-date craft, to get out the lines for a fisherman which was to have no bowsprit, the overhang forward being car- ried out in excess to take its place. This he hoped would not only give the craft greater speed on account of making longer and easier lines, but it would over- come the danger of the sailors going out on the bow- sprit to furl the jibs, which in a gale of wind, especially in the winter time when everything is slippery with ice, is a very dangerous undertaking. The new craft, the Helen B. Thomas, whose lines and sail plan are published herewith, is the first craft to successiully carry out the knockabout idea. Her suc- cess can thus far be judged only from her trial trip, which occurred recently in a very heavy breeze, so heavy that at times she had all she wanted with a single reefed mainsail and two jibs. Even under these conditions, which were such as few new crafts would have picked for a trial trip, she behaved admirably, showing that while she held most of the good qualities of the knockabout she had entirely done away with that bad quality, excessive pounding; for although the sea was very steep and she threw considerable water, there was no shock as she struck the waves, and she did not lose her headway, but kept right on without seeming to mind the sea in the least. : As regards the speed there were one or two larger schooners that started from Gloucester at about the same time as the new craft, and although it was a dead beat ali the way there, she showed her heels to them all, and when she ran into Boston harbor, the nearest was fully two or three miles astern. On the way it was noticed that she obeyed her wheel very quickly, and it was decided to try and see how quick she could tack. It need hardly be mentioned that designer, owner, crew and guests were very much surprised when it was found that she tacked from full to full under those unfavor- able conditions in 23 seconds. After getting way on it was tried a number of times again, which showed that JUNE, 1902. g. Marine Eng 300 ~ SUIMO][OF JY} JOS VM SHOOK Jey} WO ineerin ‘g0uNnO OI ‘[Ieske}s ‘9duNO g ‘gif uoojjeq *g ‘ON ‘[resdo} 910} pue uleuw ‘I ‘ON {ies SUIPII pue [IesAejs o10} ‘[Iesotoy ‘7 ‘ON ‘qif 1ojno pure [resureyy, 49S 9M [II9}LU [IVS JO JYSIOM 9Y} ION ‘UOM YOUI-YEI sAe}js yoeq o10} pue uleul pue ‘uot youI-é1 Aes IJo}UNOD pue Avjs yseurdo} ureul fuo3 your-Yéz Aejs Sutids ‘uon youl-YjI ‘skejsyovq 1ojueAdId ‘uot YOuI-YE1 sAejsyorq ysveurdo} UleW pue 910} ‘ja0}S YOuI-%1I Avys qif{ uoo] [eq ‘wort yout-€ Avs ot0} ‘uo your-Ye~ Avys qf ‘uo youl-Yéz apis yova UO spnorys 9914} SULSSII UIvU pue d10,J 3°39 ‘[eIIO}VUI IVs FO JYSIOM PUL SUIDSII JO sozis "BIS 0] OS O} Apevol Surry AdoAe ‘Jory url ‘pue ‘syuawINAjsur [eorqneu ‘s]Is -Ud}N SUIYOOS “SUISSII ‘s[IVs JIM I9y JY pue spuey sis -P[Ing oY} WO, I9UODOYIS 9Y} 9AV} OYM “UOG pue IMOY “T gq Aq yno pany AjazoTduros sem ‘APIUTOIA sty} UT yINgG DIB JeY} SIOYJO IY} JO JSOUL SB [JAM se “I9UOOYS SITY T, e QR oO ‘pivoqivjs ay} uo Z pue apis j1od 294} UO g ‘S19I} OM} Ul SYjdoq SI ‘SjISuUajN SUIYOOD 105 SIayIO] Aressadau PUL 9AO}S JY} SapIseq ‘suIejJUOD pue JSEUIOIO} IY} Ye Joo} TI jNOGe O} Wo}s oY} WOI; spus}xo d[JSBIIIO} oY, “ojo ‘sodor ‘sjres pjo AeMe SUIMO}S 10} pus Joye oY} Je SIOyIO] YUM sy}Joq INO} sulezUOD 4] ‘yeOq 24} JO YIPIM v[OYM oy} Spus}xe pue SuO] soyoul Q }229} II Noe SI ulqed 94 JT, “poOMo}IYyM pue ould sI IJSVIVIO} IT, ‘JYysiiq poysiuy ssosidAo st ulqeo JOP] YO Wena Poepeo] oq [IM oys ‘osimod jo ‘dis, Joy Woy SsuluINy -XT JSeI[eq VIOW YONUL OS IO} SIoMSUB YIIYM JOE JO suo} ZI IO OI dAvY [IM oYS diy Jno Joy UO sty} sapisoq pue jse[[eq UOol JO suo} OG JNOGe salIiv~d syYS ‘onjs QUIIVUT YJIM UNI swess 94} pue poyY[Ned sdiajs MOIIeU Ul ouId SoyoUT € SI YOop sy], “JSeUIUTeU oY} JO PIeMIO} ulvaq 94} UO SoD Yap 9Y} UI YRIIq ay, “Weeq ule yovo UdaMJoq UO ‘Yeo Sayoul g Aq Q vIv stuvod JPY OY L, *SYWOHL ‘4 NATHH NVWYAHSIA LNOAVASONHM HO SANIT p g 9 4 ‘Jooy S Jnoqe pooeds soyour “hy jnoqe Jo UMOID & YIM Yeo soyout g Aq g oie sulvaq Yop uleW YT, ‘s[reuse1) 3O YIM pouojse] pue Yeo oYM soyoul Ye st Supjurjd eT “SeyDUT gi Jnoqe pooeds pue sayoul g papls ‘pray oy} ¥ sayour YS pue ‘jsoy oy} Je soyour Y%Z papjou 312 SOWRI] OY], “YVO IYM Popls SayoUr ZI SI [ooy JOY] UsWIOYsSYy [ev JO JouULL oY} JOWJe poJonysuOd si pure “sseyT ‘Xossy Ul pieA Ss Alojg pue IoUXO 3 jInq sea WS ‘peo WII}S 9} IPISUI S9YDUT Q Joo} OV SI JseUIIIO} WL “ploy jo yjdep soyout g jooy O “Weip jooy VI pure ueeq SoYdUT Q Joo} IZ ‘BJ SULYIOAO SoOYOUT OIL Joo} SI ‘pAeM1IO} SULYIOZAO SoYydUT O Jao} Ve “"T “MM “T4923 99 ‘[[B@ I9AO soyout Z Jaof QOI SI SHMoYT, “g UalaF] ay ‘Aep-0} JO USMIIOYSY Iojseonojs) oy} ore syyorA 39eID OY} Ivou MOY MOYS 0} s20s ATUO 3 NG ‘spuooas Of 0} Sz WO} YOO} YIOAMDYS pu vIQuUinjoD 24} IO} ‘oulty yonb A[jnj1apuom sr “Aes 0} ssajpsou “Yor A *‘spuodes Sz 0} OZ WOIF UE [[NF O} [[H} wloO1Z YOL} ppnoo oys It 7° ie | 8Lboogrsezsztirto 1334 40 31V0S Bur.aaubug aunwnpy | | T T T = elt] June, 1902. Marine Engineering. 301 a ss _—— Marine Engineering SAIL PLAN OF THE HELEN B, THOMAS. THE KNOCKABOUT FISHERMAN HELEN B. THOMAS READY FOR LAUNCHING. 302 Torpedo Boat Destroyers. In view of the distrust that appears to exist in re- gard to the structural strength of torpedo boat destroy- ers and the reliability of the machinery, the foliowing particulars furnished by Mr. Yarrow, bearing upon the structural strength and speeds attained by the destroy- ers built at his yard may be of interest. Eight torpedo boat destroyers, 220 feet long, having a speed of 31 knots, within recent years have been completed by Yar- row and Company. Six of these have steamed out to Japan, where they were in constant service between China and Japan during the recent Eastern crisis. They have not shown any symptoms of structural weakness. One point that does not seem to be sufficiently appre- ciated is that the safety of lightly constructed vessels, sucn as destroyers, is dependent to a very large extent upon the elasticity of the vessel when encountering rough weather, and said elasticity must be as uniform as it is possible to make it, otherwise the bending strain will be concentrated at certain points, overloading the metal, which ultimately will give away. The study of the structural strength of vessels when considered as a girder with a proper proportionment of material to re- sist the bending and hogging moments, should be very carefully considered by naval constructors. Considering the extreme delays in this country in completing the official trial trips of destroyers and tor- pedo boats, it is interesting to note in the following table of Japanese destroyers built by the above men- tioned company the interval between the date of launch- ing and the date of the official trial. In each case the trial consisted of a run of three hours duration, with a load of 35 tons.in the case of the first six vessels, and 40 tons on the two last built. The ac- companying illustration is of the engine of the Kasumi, which is of the four-cylinder triple-expansion type. The diameters of the cylinders are, H. P. 20 1-2 inches, I. P. 31 1-2 inches and the two L. P. 34 inches. The common stroke is 18 inches. The lightness and compactness of the design are evi- dent. They are balanced according to the Yarrow- Schlick-Tweedy system with the low pressure cylinders at the ends and the high and intermediate cylinders be- tween. The indicator diagrams of the port engines of the Kasumi on her official trial show an even distribu- tion of power and very good adjustment. The consumption of fuel per horse power on these destroyers varies from 2 to I I-4 pounds of coal per I. H. P. per hour. Interval between Sneed Name of Date of Date of _ |date of launch and] ~PS° Vessel. Launching. | official trial. date of official k mn trial. nols Ikadsuchi....|Nov. 15, 1898/Dec. 23, 1898| 38 days 31.32 Inadsuma....|Jan. 28, 1899/Mch. 8, 1899 BOM 31.03 Akebono....|/Apr. 25, 1899|May 4, 1899 Cyigoe: 31.08 Sazanami....|July 8, x1899/July 24, 1899 my 31.38 Oboroeeeeee Oct. 5, 1899/Oct. 14, 1899 q 31.26 Niji .-+-|Dec. 16, 1899/Dec. 21, 1899 Pe 31.16 Akatsuki..... Nov. 13, zg901|Nov. 21, rgorz 8) 31.12 Kasumi....../Jan. 23, 19c2/Jan. 29, 19002 @ 31.24 There are four boilers of the Yarrow express water tube type with side tubes, each with a capacity of 1,600 H. P. With water and fittings each boiler weighed 18 Marine Engineering. JUNE, 1902. Fore and after coal bunkers are located at the sides of the vessel, with a capacity of 90 tons, which gives a steaming radius at a slow speed of 3,900 nautical miles. tens. PORT ENGINE 399.7 REVS. MEAN PRESSURE 91,3 I.H.P. MEAN PRESSURE 35.7 .H.P. 1000 MEAN PRESSURE 14.9 1.H.P. 490 Martane Engineering MEAN PRESSURE 16.55 1.H.P. 544 INDICATOR CARDS ON THE PORT ENGINE OF THE KASUMI, COLLECTIVE I. H. P. 3106. The general dimensions of this vessel are the same as her sister destroyers, viz.: Length, 220 feet 3 inches; breadth, 20 feet 6 inches; draft, 5 feet; displacement, 311 tons. : The armament consists of two 12-pounder and six 5- pounder rapid firing guns and two 18-inch torpedo tubes. JUNE, 1902, Marine Engineering. FRONT VIEW OF THE STARBOARD ENGINE OF THE KASUMI, REAR VIEW OF THE STARBOARD ENGINE OF_THE JAPANESE TORPEDO BOAT DESTROYER KASUMI. 303 304 Marine Engineering. JUNE, 1902. Marine Engineering Published Monthly by MARINE ENGINEERING, INCORPORATED 309 Broadway - - - New York. H. L. ALDRICH, President and Treasurer. PROF. W. F. DURAND, Advisory Editor. F. D. HERBERT, Associate Editor. G. SLATE, Advertising Representative. Branch Offices. Philadelphia, Pa., Mach’y Dept., The Bourse, S. W. ANNESS. Detroit, Mich., Hodges Building, L. L. CLINE. Boston, Mass., 170 Summer St., S. I. CARPENTER. TERMS OF SUBSCRIPTION. Per Year. Per Copy. United States, Canada and Mexico..........ssssseeceeeees $2.00 20 cents Other countries in Postal Union.........ssessseeceeeeee 2.50 25 cents Entered at New York Post Office as second-class matter. Notice to Advertisers. Changes to be made in copy, or in orders for advertisements, must be tn our hands not later than the 15th of the month, to insure the carrying out of such tnstructions in the issue of the month following. HE great steamship -combination has dur- ing the past month attracted the keenest attention from the entire commercial world. Its development as a natural result of the economic and industrial movements of the present day is, however, readily traced. Intercommunication between man and his fellow is a distinguishing feature of our modern civilization; it is one of the great fundamental facts which differentiate the civilization of the present day from that of 500 or even 100 years ago. Now one of the movements of the age, beginning in marked de- gree some 15 to 20 years ago, is the centralization and massing of these means of intercommunica- tion under a small number of directive centers. The railroads and the steamship lines are the two great branches of the modern development of ways and means for transportation and com- munication. This centralization and unification has gone on in the administration of our rail- roads until it has reached the point where a few closely related interests control the larger part of our great railroad systems. It is then the sim- plest and most natural thing in the world that the same general interests should seek to control the other great arm of the carrying business, the steamship lines. Railroads by themselves are limited to the territory through which they can lay their rails. The ocean, however, is free; the ship needs no rails and follows no beaten path. With steamship connection, therefore, the rail- road is able virtually to extend its lines across the seas and to the uttermost parts of the civilized world. The railroad lines and the steamship lines have, therefore, every reason to make com- mon cause under such a centralized administra- tion as shall insure unity of purpose and efficient direction with minimum expense. We take it that the present shipping combine is nothing more than the working out to its logical conclu- sion of this general movement toward centraliza- tion in the carrying trades which has recently been coming into such great prominence. As to the results for the public it is, perhaps, too early to attempt any discussion. We are promised increased and better service for mails, passengers and freight. As to the effect on ship- building and shipping interests in general but little can be said in advance of more definite in- formation regarding the details of the scheme, and the plans regarding construction, repairs, etc. Until we have further information as to details we should, perhaps, suspend judgment as to these various points, and in the meantime watch with interest the development of this latest manifesta- — tion of the spirit of the age. N another page of the present issue we print a description of the equipment of the canal of the hydraulic laboratory of Cornell Uni- versity for experimental research relating to the resistance and propulsion of ships. The gen- eral installation and equipment of this laboratory have been proceeding for the past three or four years, but it is only within the past year that a start could be made upon its equipment for re- search in the directions above noted. From the description of the equipment, as now installed, it will be seen that the present line of investiga- tion has chief reference to the performance of screw propellers. In the whole field of Marine Engineering and Naval Architecture there is, perhaps, no single problem which is more com- plex or which depends upon a larger number of varying conditions interacting in marvelously intricate ways upon the final performance. This has long been a favorite field for the math- ematician and the theorist, though it must be ad- JUNE, 1902. mitted that their work has had but small influ- ence upon the practical design of screw propellers for conditions which arise in ordinary practice. Such design always has, and from the na- ture of the case, always must rest upon experience either with full-sized propellers or as drawn from experimental research with smaller models. It may be fairly said that in the present condition of our knowledge regarding the screw propeller, what is need- ed is a larger storehouse of facts rather than fur- ther attempts at theoretical discussion. With- out such facts all theory will be fruitless; with them it will be of aid in their interpretation and intelligent use. As to the reality of this need, no detailed discus- sion is required. It is true that for the average case of marine design, where the conditions are easily fulfilled and where existing experience is wisely used, there is no difficulty in designing a propeller which shall efficiently fulfill the con- ditions imposed. Where these conditions, how- ever, are somewhat extreme, or where it is desired to depart somewhat from the broad path of aver- age practice, need is immediately felt for more exact information. An illustration of this is found in the United States torpedc boats and destroyers now under construction and on trial. In many cases these have been fitted over and again with propellers of varying characteristics in the hope of bettering the performance in one way or another. With adequate information such groping in the dark would be unnecessary. It is understood that the purpose of the equip- ment above referred to has especial reference to the further detailed investigation of screw pro- pellers in the hope that this margin of uncer- tainty may be somewhat reduced. It is under- stood, furthermore, that the facilities here avail- able for the investigation of such propellers are intended for the use of the engineering profession at large, and especially for the shipbuilders of the country. With competition ever increasing in keenness there is a corresponding need for ac- curacy and certainty in all features of design, and it often happens that the margin of profit maybe largely or even entirely wiped out by some failure to realize on the first trial the full possi- bilities inherent in the conditions imposed. This equipment and the facilities here available are in- tended as an aid to the American shipbuilder in the elimination of some of the uncertainties which thus arise in the practice of his art. Marine Engineering. 305 Those who may be interested in the use of such facilities for research should communicate with Professor W. F. Durand, of Cornell University, who has charge of this work and from whom de- tails regarding facilities for investigation in this field of engineering practice may be learned. N spite of the oft-made charge that we are giving an undue amount of time and energy to the various activities making up the strenuous life of the average American, it is, nevertheless, a fact that an increasing amount of time is de- voted from year to year to the various means of recreation and amusement. We are apt to pur- sue these means of recreation, however, in the same spirit in which we pursue the business aim, and it is perhaps for this reason that the automo- bile and motor launch take so prominent a part in providing for diversion from business cares. Hither of these, however, requires some skill and some small acquaintance with engineering mat- ters for its proper operation and care, while from the very nature of the case many are operated by amateurs in engineering matters. It is, there- fore, desirable in the highest degree that machin- ery of this type should be reduced to its simplest form and that its care and operation should be made to depend upon the smallest number of simple manipulations and adjustments. It is a fact, however, that motors of the gaso- line type can hardly yet be considered as having reached a final stage of development. In many ways they involve peculiar features and often pre- sent puzzling problems to the amateur engineer. The season for the motor launch is now at hand and everything indicates an increasing use of this type of boat for the coming summer months. It is for these reasons that we have been at pains to” provide for readers of MARINE ENGINEERING as much practical information as possible relating to the operation and care of such boats. Articles treating this subject will be found else- where in the present issue. Their authors will be recognized as men who have had wide experience in this field and who are qualified to speak with authority on such subjects. It is hoped that these articles, together with other similar matter which will be provided, may prove oi aid to those interested in such boats, and especially to the large class of those who have not been trained as engineers, but who take an intelligent interest in the principles relating to the operation and care of machinery of this type. 306 Marine Engineering. JUNE, 1902. MISHAPS AND REPAIRS, An Apprentice’s First Experience. Several years ago I was an apprentice at a shipyard on the Tyne, and was started in the drafting room. The chief-draftsman gave me the simplest kind of work, and mostly tracing at that, and, after a few months, I began to feel as if I was not finding the proper opportunity to get aliead. So one day when I was telling my troubles to the chicf-engineer of one of the ships which was at the yard for engine repairs, he advised me to try to get some sea experience, to which I enthusiastically agreed, and he said he would do what he could to help me. The new freight ship N. was about to leave for Marseilles, and through my friend’s efforts I was taken along as a donkey boilerman. Ona ship where there are three engineers besides the chief, a donkey boilerman, who ranks next to the third-assistant engineer, is on the first-assistant’s watch, and is at the beck and call of his superiors both on and off watch. Before we had been out very long the crank pits became filled up with the water which was used to cool the bearings which had been running hot. Chains are run through the limber holes in the fore and afters of the engine foundation, so that when these holes are clogged up all that is generally necessary is to pull the chain from one side to the other. However, this would not clear the limber hole, and every time the crank came around a shower of water was sent against the back of the engine, so the first-as- sistant told me I would have to clear it out. Anyone who has been in an engine room at sea knows what a filthy hole the crank pit becomes with oil and grease. The only thing for me to do was to crawl in through the side under the engine bed plate, in a space just large enough to wriggle through, and reach into the pit, and pull out the waste which some careless oiler had thrown away. At the time, as I lay on my back, I was in grease and water which came almost up to my mouth. But I only had to do this once on the voyage. The boilers gave us all kinds of trouble and no less than sixteen tubes gave out on that short trip, and I was called upon sixteen times to craw] through the furnace into the combustion chamber and put the washer and nut on the bolt which was passed through the tube from the front. The steam was not reduced, however, on the boiler, only the fire and grate bars were removed and the bridge wall covered with sacks of sand. Over these I crawled, feeling like a boiled lobster, and I never worked so fast on any other job as while putting the washer and nut onto the bolt and getting back again. I did not realize at the time how much valuable ex- perience I was gathering, but was glad indeed to get back to the yard and continue in the drafting room. The plan of promotion for apprentices from one de- partment to the other was really as rapid as advisable. Before many months I had passed through all the de- partments of the machine shop, had some experience in fitting and was again back in the drafting room as a full-fledged draftsman. I believe that the English ap- prentice system is a decidedly good thing for the men, as it compels the apprentice to gather experience in sev- eral branches before he can become a full-fledged me- chanic or artisan in other branches. In my opinion it is absolutely necessary for a first-class draftsman to have some experience in the shops, and, if all of them could have such experience, we should find more prac- tical designing. W. Repair of a Winch for a Traveling Crane. The frame of the winch was broken as shown by the line AB in the figure. The following is the description of the method of repair adopted. The following ma- terial was required: (1) A piece of wrought steel c. -(2) Two bolts p with flat part at e, bolted to the frame as shown. (3) A piece of one-half inch steel plate H, bolted with the piece c. The operations were carried out as follows: (1) Clean off the fracture AB in a right line so as to have a little recess at B. (2) Form the piece c, fit it to the prepared surface of the fracture and mark the holes for the two bolts pb. ‘Then dismount the piece c and drill the holes as marked. Marine Engineering ILLUSTRATING REPAIRS MADE TO A WINCH. (3) Make and fit the two bolts p, securing them by the small bolts x. (4) Fit the piece c in its true position relative to the bolts D. (5) Make and fit in place the piece of steel plate H. (6) Mark and drill the holes in this piece for bolts L and for screws m. (7) Fit the piece H and mark the holes on the frame and on piece c and then dismount it. (8) Drill the holes for bolts L, then drill and tap the holes for screws m. (9) Fit the piece u. Tighten the bolts L and screws m. These bolts were introduced by the hole m in the frame. (zo) Fit the shaft and upper part of the bearing. This repair was made eight or nine years ago, and the winch is still in regular service. A Boiler Repair. j The following accident and the repairs made to the boiler took place in the Indian Ocean, aboard a British tramp steamer of about 2,200 tons, the ship having a triple expansion engine of 1,800 horse power, and 2 single end Scotch boilers, each boiler having 3 furnaces JUNE, 1902. Marine Engineering. 307 fitted with Adamson rings. The steam pressure carried was 120 pounds per square inch. Owing to the fact that the high-pressure cylinder was fitted with a double- ported slide valve without a relief frame, large quantities of cylinder oil were used to facilitate the working of this valve, for without this liberal use of oil the valve would grunt and the engines would vibrate in such a fashion so as to make the ship tremble from stem to stern. The vessel was also fitted with an Edminston filter, which was in the feed line for the purpose of re- moving the oil from the feed water, but all these filters are fitted with by-pass valves which allow the feed water to pass to the boilers without going through the filter, and this particular one was not an exception. The chief engineer was one of the old fashioned kind who did not believe in new-fangled additions to the en- gine-room; and so, after the cloth in the filter had be- come choked with grease, thus increasing the pressure on the feed pump plunger, the worthy chief, instead of renewing the cloth toweling, simply opened the by-pass valves, and so the oil was allowed to enter the boilers with the feed-water. All went well for several days, until about five days hefore the welcome sight of land was to be expected, when the third engineer then on watch, noticed that the crown sheet of the middle furnace was coming down. He immediately closed the fire door, and not a moment too soon, for the furnace kept coming down until it touched the grate bars, and then the furnace opened up, the hot water coming through the crack. ‘The engineer on watch immediately sent up for the chief engineer, in the meantime closing the stop valve on the boiler and lifting the escape valves, putting on the feed and draw- ing the other two fires. The boiler being disconnected and all the fires being out, the feed was shut off and the boiler blown down. Men were sent into the boiler after it was comparatively cool, and the oil washed off the other two furnaces, but the low furnace was in bad shape, having opened out for its whole length. This furnace was beyond repair, but the chief was a resourceful man, and decided to put this boiler in commissicn again if possible. Luckily the ship had a cargo of cement, and taking six barrels of this stuff into the fire-room, the chief proceeded to show the younger men how to repair this boiler. The grate bars were taken out and a plate was put at the end of the furnace at the combustion chamber, and then the ce- ment was put into this furnace right against the plate, filling the furnace up solid with cement, and at the front end another plate was fixed to hold the cement in position until’it had hardened. The furnace was simply, a mass of solid cement, and after waiting some time for this to harden, the boiler was filled up again with water, steam raised, and the vessel went ahead with five fires instead of six. The cloth in the Edminston filter had in the mean- time been renewed and the boilers were carefully watched for more furnaces coming down, but nothing further happened and the voyage was safely finished. On arriving at the Indian port the boilers were thor- oughly cleaned, but no new furnace was put in, Lloyds inspector being satisfied to have the vessel return to England as she was, without making repairs to the boiler, and everyone who came aboard complimented the chief engineer upon his ingenuity. After this little ac- cident great attention was paid to the oil-extractor, and the voyage ended without further mishap. Ex Wuy ZEE. Explosion of Boiler Pipe. While I was in the engineer’s force on board the British steamer , a very serious accident oc- curred in the main steam pipe while waiting in a South American port. Upon later investigation it appeared that the primary cause of the explosion was defective brazing, therefore, I send you this account, believing it to be of interest to your readers. The pipe was 6 inches internal diameter, made of copper .22 inches thick with brazed lap joint. We were carrying 130 pounds steam pressure preparing to leave port, when suddenly the pipe ruptured along the seam for a length of 2 feet 6 inches opening at the center of rupture to I foot 6 inches. It was torn from the flange connecting it with the stop valve of the port boiler, thereby permitting steam from both boilers to escape. One man was scalded before we were able to draw the fire and close the stop valve and reduce the boiler pressure. We then found that the lap was only 5-8ths of an inch at the widest and in one place where the rupture probably started, the lap was only 1-4th of an inch in width and the outer edge of the same had wasted away in the process of brazing. The inside surface was heavily pitted, the copper plate being reduced in places to .I inch in thickness. It was also found that there was not sufficient solder along the seam to make a joint. We later examined all of the steam pipes and tested them under a water pressure of 250 pounds, which pressure developed many weak places in the various lines. These parts were brazed and patched so as to carry the steamer back to her home port, where entirely new piping was fitted. 2 Yo Ako: No ENGINEERS’ DICTIONARY, XXXVI. Prime (to) or Priming. See, under Foaming. Propeller. An instrument for propelling a ship. The term usually impiies, however, a screw or helicoidal pro- peller, as shown in the figure. Such a propeller may | consist of two, three, four or even more blades attached to a hub which is carried on the propeller shaft, and by means of which the blades may receive a motion of continuous revolution in the water at the stern of the ship. The faces of the blades are parts of helicoidal surfaces; that is, surfaces similar to those forming the sides or flanks of an ordinary square thread on a bolt. It will be noted that the face is the after surface of the blade. The back or forward surface has such form as’ may result from the thickness given to the blade. From the form of the blades it results that when the propeller is made to revolve the water about the stern of the ship is set in motion with an accelerated velocity directed aft. From the laws of mechanics it results that the propeller itself will be acted on by a force from the water resisting this acceleration and directed forward. This gives the propulsive thrust which is transmitted to the shaft, and then through the thrust bearing to the 308 Marine Engineering. JUNE, 1902. ship itself. The number of blades in modern practice is usually three or four. When the propeller is of moderate or small size the blades are usually all made in one piece with the hub. When the propeller is large they are very frequently made separate with a flange or boss at the inner end by means of which they are secured to the hub with stud bolts and nuts. If the blades are so placed that when driving the ship ahead, the propeller when viewed from aft looking forward turns with the hands of a watch, it is said to be right-handed. If it turns in the opposite direction it is said to be left-handed. The leading and following edges of a blade are re- spectively the forward and after edges. Marine Engineering The diameter of a propeller is the diameter of the circle swept by the tips of the blades. The area or developed area or helicoidal area of a blade is the actual surface of the driving face. The projected arca is the area of a projection of the blade on a transverse plane, or as viewed from aft looking forward. The disk area is the area of the circle swept by the tips of the blades. For the definition of pitch see urider that head. Ii the pitch is the same for all parts of the blade the pro- peller is said to be of uniform pitch. If it varies over the face of the blade the propeller is said to be of variable or expanding pitch. In the case of small boats driven by gasoline or other like motors, it is often desired to avoid reversing the engine, and to this end the propeiler is sometimes made with reversing. blades. In such case they are usually two in number and are mounted in the hub in such way that by means oi a lever their obliquity may be changed from right to left or vice versa. In this way the engine may be run always in one direction, while the pro- peller may be made to drive ahead or back as may be desired by an appropriate adjustment of the controlling lever. Quadruple Expansion Engine. An engine in which the steam is expanded in four cylinders of continuously increasing volume, or in which the expansion of the steam is carried out in four successive stages. The first or smallest cylinder is known as the high pressure or h. p., the second as the first intermediate or some- times the first m. p., the third as the second intermediate or second m. p., and the fourth and last as the low pres- sure or l. p. The ratio of the volumes between the h. p. and 1. p. is usually found between 8 and 10 in modern marine practice. This, with the usual point of cut-off in the h. p. and allowing for the influence of clearance, will usually give a total expansion ratio of from 12 to I5. Speed of Torpedo Boats.--Owingto the difficult experienced by the builders of torpedo boat destroyers in attaining the contract speed of the vessels, the Navy Department has decided to reduce the required speed of boats built from departmental plans to 26 knots. JUNE, 1902. Marine Engineering. 309 ENGINEERING SPECIALTIES. New Type of Steam Steering Engine. In looking over the subject of steam steering en- gines, but few types are found in the United States, while in England they seem to be very numerous. This seems not unnatural when it is remembered that Eng- lish practice often demands that everything for a ship should be made in the yard or on the premises, while in America the work of specialists in various lines is generally purchased. There is really as much individuality in design as in RBES & CO. HOBOKEN. NUS) ~W.D.FO ENGINEERS A NEW STEAM STEERING ENGINE, persons, and there are many engineers who can tell at a glance where a piece of machinery is made, even if it is the latest product of the shop. Anyone knowing the previous desiens of the W. D. Forbes Company, of Hoboken, might at once place to its credit the illustra- tion herewith shown of a steam steering engine. This company has always held to well recognized and tested forms, modified for the particular conditions under which they are to be used, and its latest product is a very neat and satisfactory arrangement of mechanical details. The steering gear is arranged so as to be used either vertically or horizontally, the only change being in the modification of the oiling system, which is of the sight feed drip class. The cylinders of the engine are fitted with piston valves working in liners, the ports of which are machined, the floating or controlling valve being also of the same construction. The piston rods and crossheads are forged in one piece, and their brasses are fitted into slotted eyes with wedge adjustment. The connecting rods are treated in the samé way on the crank-pin end, while on the cylinder end they are of the usual forked type, the crosshead pin being of generous size and of tool steel. The crank, eccentric and worm are all in one piece and of forged steel, and the bearings are provided with an adjustment for wear. This makes a very solid, yet light construction. The valve stems and eccentric rods are of steel, and the eccentric straps are of composition. The worm wheel is of bronze made to take up wear on the teeth by the well-known system of making the wheel in halves and providing a fine adjustment for same. All the bearings are very large and admirably oiled. The small worm wheel placed horizontally in front of the machine controls the floating valve and returns it to a natural position by meshing into the worm on the crank shaft, thus making an extremely simple arrangement. ‘Throughout the en- gine Katzenstein’s metallic packing is used, and the lagging is generally of copper. The W. D. Forbes Com- pany has made several sizes of such steering gears, and adapted them for direct driving, when required, to the tiller head or for rope transmission, as is shown in the illustration. While this gear is stocky and strong in the extreme, it is light when compared with other types. Quite a number of these gears have already been sold, and seem to be very satisfactory. With these en- gines, when required, steering column and wheels are ‘also furnished. Search Light Projectors. The advantages gained by the use of search lights on steamboats are becoming so well known that river SEARCH LIGHT FOR PILOT HOUSE, and harbor craft, as well as steamships, are often equipped with one or more projectors. In taking up buoys, in entering harbors and landing at docks, they lessen the difficulties of navigating at night. 310 Marine Engineering. JUNE, 1902. They are also a protection and an advertisement for passenger vessels. The pilot house lamp, here illus- trated and manufactured by Enberg’s Electrical and Mechanical Works, St. Joseph, Mich., is designed to meet these various requirements. The Mangin type mirror is used. This lamp can be either placed on the pilot house and operated by one handle from below, or, if desired, it may be placed at any point of the ship, and still be operated from the pilot house by cable system. The Stow Multi-Speed Motor. The new type of four-pole, “ Multi-Speed” motor, illustrated herewith, combines all the advantages of the ordinary multi-polar motor, with the added advantage | ia | nat chine, the design is such that if an inclosed motor is desired the armature supporting brackets may be re- moved and the ends of the frame finished so as to re- ceive suitable inclosing heads, in the center of which the armature bearings are arranged. The 6 H. P. machine, shown in the cut, is designed for a minimum speed of 700 R. P. M., the maximum speed being 1,500 R. P. M., giving a total speed variation of II5 per cent. at any speed, between which limits the ma- chine develops its full rated H. P. with an efficiency of only 2 per cent. Jess at its maximum than at its minimum speed. When the plunger is adjusted so that its inner end comes in contact with the pole shoe, the magnetic cir- cuit is most complete and of minimum reluctance, and, FOUR-POLE MULTI SPEED MOTOR, of an operative speed range of I00 to 150 per cent. from minimum speed, the percentage of speed variation in- creasing with the size of the machine. The armature rotates in a balanced magnetic field under all conditions of speed, this magnetic balance being secured by a si- multaneous radial adjustment of the four “ plungers ” by means of bevel gearing, a hand wheel by which the plungers are moved being located conveniently at the top of the machine. The design of the pole pieces and the seiection of gearing is such that no great effort is _ required at the hand wheel in order to move the plung- ers against the tractive power of the field magnets. As the gears are small and the gear rods lie close to the frame of the motor, this mechanism does not detract from the otherwise symmetrical and pleasing design of the machine. While the cut shows an open type ma- since the M. M. F. of the field coil remains constant, the volume of magnetic flux becomes a maximum and the speed minimum, or normal. As the plunger is drawn away from contact with the pole shoe a column of air is interposed which gradually increases the reluctance of the magnetic circuit as long as the plunger continues to be withdrawn. When the plunger reaches the limit of its outward motion, the reluctance of the magnetic cir- cuit, and hence the speed, becomes maximum. Tt should be understood that while the motor carries its full load, sparklessly, at any imaginable speed within its range at practically maximum efficiency, it will also carry any lesser load with a consumption of power corre- sponding with the actual work done. As the speed regu- lation is effected solely by varying the reluctance of the magnetic circuits, no “controller” or rheostat or re- JUNE, 1902. Marine Engineering. 311 sistance of any kind is used in the regulation of the speed, all electrical circuits and connections remaining unchanged through the entire range of speed. The machine illustrated represents a type which is being built in sizes 5 H. P. up to 25 H. P. For sizes above 25 H. P. automatic means can be furnished for varying the speed. It is a fact worthy of emphasis that the special advantages offered by these motors are ob- tained without the sacrifice of any advantageous feature possessed by other machines of ordinary type, the effi- ciency being in every case fully up to the standard of first-class modern practice. It is interesting to note that in all other motors, the number of operative speeds cor- responds to the number of steps in the controlling de- vice, while the motor herein described possesses a speed range of absolute continuity; in other words, between the maximum and minimum limits an infinite number ’ of speeds may be obtained without the use of any con- troller or rheostat. These moters are made by the Stow Manufacturing Company, Binghamton, N. Y. A PRESSURE RECORDING GAUGE, Recording Gauge. The Ashton pressure recording gauge, illustrated in the above cut, is a combination of a pressure gauge and recording dial or chart. By its use a record is given showing the exact pressure carried, with its variations both day and night, with the time and duration of all changes. . It is equally adapted for steam, water, air Or gas pressure and is a most valuable instrument to have for any conditions in which a record of pressures is desired. When used at a boiler plant, these gauges serve as an incentive to careful firing and steady steam pressure, as any omission of duty or carelessness be- comes recorded by the use of this gauge. The instru- ment is distinctly a high gradeone. Theclock movement actuating the dial is a fine instrument and is placed in an insulated case, so that should there be any leak in the gauge spring, the movement would not be injured. The dial is graduated for every 10 pounds pressure and every quarter of an hour, and is also figured so that one can tell at a glance while the dial is on the gauge what the actual pressure at the time is. The hours are also carefully marked A.M. or P.M. to avoid confusion. The instrument is adapted for marine service and can be placed away from the boilers, in the pilot house, en- gineers’ or captain’s room or in all three. The gauge is made by the Ashton Valve Company, 271 Franklin street, Boston, Mass. Motor De Luxe. Simplicity, durability and strength, together with high efficiency and a large actual horse power per weight of machine, are claimed for the Motor De Luxe, which is made especially for marine purposes. This motor is made with four cylinders and is of the four cycle type. Gasoline is yapcrized and led into the top of each of the four cylinders, the charge for all being regulated by one throttle valve. dhe cam shaft for operating the valves is geared to the main shaft and a different point FOUR CYLINDER MARINE GASOLINE ENGINE. of cut-off is obtainable on all of the four cylinders. All the valves have positive motion. The sparking device for each cylinder is easily removable from the cylinders, and the point of sparking can he regulated. The trip- ping device for drawing the sparking has also motion from the cam shaft. The crank is a single forging, and the outer cylinders have their cranks set at 180 degrees from the two center cylinders, thus reducing to a mini- mum the vibration. An ignition occurs in a cylinder every two revolutions, so that in the four-cylinder type there are two impulses given to the crank at every revo- lution. These impulses, because of the crank angles, occur at equal intervals. The motor is handsomely finished. A dynamo is sup- plied which can be thrown on in place of the batteries when the motor is under way. The three horse power motor has but two cylinders, and the larger motor has four cylinders. Further particulars may be obtained by applying to the Motor Vehicle Power Company. 1221 Spring Garden street, Philadelphia, Pa. 312 Standard Drill Press. The accompanying cut illustrates the latest improve- ments which have been made in the 25-inch upright power feed drill press made by Gould and Eberhardt, Newark, N. J. The illustration was made from one of a lot of machines which have just been shipped to the new United States Government Printing Office at Manila, P. I. The table and table arm are now raised by bevel gear and screw placed about central between the centet of the column and the drill spindle, thus equalizing all strains and weights brought to bear on the table. VERTICAL FOWER FEED DRILL PRESS. To the left of the drill spindle proper is shown the tapping attachment, which is used for tapping holes after they have been drilled, the work being rapidly moved across and centered under the tap by means of the oblong, compound traverse table. After it is set and started it will go to the proper depth, reverse and run back, and is ready again for the next hole. It is provided with a safety friction device which relieves the strain and prevents the tap from breaking should it strike the bottom of the hole or from any cause be- come fast in the work. The method of arranging direct connected electric motor is also shown. The bracket which supports the motor is bolted to the upright columns of the drill and belted direct from armature shaft to driving pulley, and Marine Engineering. JUNE, 1902. the switch for the motor has been placed where it can be quickly and conveniently got at by the operator. The table and base plate are large and sufficiently braced to maintain perfect rigidity of the machine. The column is practically one casting. The back brace to the column counteracts the pull of the cone belt, and thus prevents any possible springing or deflection of the column. An index placed over each step of the lower cone tells the operator the correct belt speed at which to run the various sized drills. An index placed under each step of the upper cone tells the operator what speed to run when back gears are engaged. This system not only eliminates guesswork and the burn- ing of drills, but guards against “loafing” on the part of the operator. .An index is also placed on the feed rod which tells at a glance the proper feed for any size drill within the range of the machine. The feed is en- tirely independent of the drill spindle, and changing the speed of the drill does not affect the feed arrange- ment. An automatic stop and depth gauge throws out the feed after the drill has reached the required depth. The back gears are arranged so that one movement of a lever releases the cone from the shaft and engages the gearing. The spindle is provided with means for compensating all wear which may take place in the quill by means of a double conical bearing. Spindle head is vertically adjustable and can be raised or low- ered and clamped in position. A square quill is used in place of the usual round sliding barrel. T slots run out to the edge of the table and base so that work can be bolted very close to the edge. The slots are of such a size that standard square-headed bolts will fit at once without having special ones forged. It can be made to feed either automatically or by hand, up or down, separately through the head the en- tire length of planed surface on column or independ- ently through the rack on quill. All changes are made from the front of the machine, thus allowing the opera- tor to remain in one position directly before his work. It is a rigid, accurate and substantial drill, and with proper care will last a lifetime. ; The Edwards Patent Air Pump. That the Edward Air Pump has been adopted by the leading marine engineers of Great Britain and has been fitted to over 500 vessels, many of them twin screws, is a sufficient endorsement of its reliability, economy and efficiency. In fact, for both marine and stationary purposes the total number of these pumps built exceeds 1,400, In this pump the prime requisites of a success- ful air pump are combined; namely, simplicity of design and construction, together with a very high standard of efficiency. The action of this pump is illustrated in the sectional view. It will be seen that no foot and bucket valves are used, the only valves being those that in other types of pumps are called head valves, but in the Edwards pump are called “the valves.” The con- densed steam flows continuously by gravity into the base of the pump, the plunger descends and uncovers the ports, admitting the air freely into the cylinder.. The conical face of the plunger strikes the water, which is projected without shock through the ports into the JUNE, 1902. Marine Engineering. 313 cylinder. The plunger then rises, closes the ports and sweeps the air and water before it, discharging them through the valves that are in the head of the cylinder. By this method of handling, the water is dealt with mechanically and its action is in no way dependent upon the pressure in the condenser, therefore an increase of speed does not impair its efficiency. In fact, very high speeds may be maintained. In the old type of air pump, the pressure in the con- denser has to be sufficiently above that in the pump to lift the foot valves, overcome the inertia of the water and drive it up through the valves into the barrel. The high- _er the speed of this type of pump the less the time be- tween strokes and the greater the pressure required for \ y Nal ital) Y s\Z y NiZzz AIR PUMP WITHOUT FOOT VALVES. operation; and as any increase in pressure in the con- denser is accompanied by a corresponding increase of back pressure in the 1. p. cylinder of the engine, it fol- lows that any increase of speed of an air pump fitted with foot and bucket valves means loss of efficiency. Also with the old type, running at high speeds the discharge is apt to be very intermittent. It frequently happens that for several revolutions, while the pressure in the con- denser is accumulating, no water is delivered; but when the pressure is sufficient to open the foot valves and drive the water into the cylinder, the pump has sud- denly to deal with far more than its normal quantity of water, thus causing a series of violent shocks which often cause serious breakdowns. In the old type of air pump the water has received first consideration and the air practically none. In the Edwards Air Pump the conditions are reversed. The question of satisfactorily dealing with the air so that no back pressure is produced in the condenser or I. p. cylinder has been considered of primary importance. Then the water has been dealt with in a most satisfac- tory, theoretical and practical manner. The mechanical features have been reduced to the utmost simplicity. There is but one set of valves placed on the outside of the cylinder, where they can be examined while the pump is in operation by opening the doors. The weir shown on top of the pump per- mits this examination without Icss of fresh water, even in a heavy sea. Thus a thorough examination of all the valves is provided for without stopping the pump. The valve seats are each provided with a lip extending around the outer edge, so that each valve stands in its Own water and is separate from the others. This forms a ready means of testing the relative tightness of each valve. The top clearance is reduced to a mini- mum, thereby considerably increasing the efficiency. These pumps are arranged either single, double or three-throw; steam, electric, belt driven, or by levers from the main engine; slow speed or high speed, for use in connection with both surface and jet condensers. The Wheeler Condenser and Engineering Company, of 120 Liberty street, New York, is the manufacturer and licensee for the United States of the Edwards Patent Air Pump, with full rights to grant licenses to others to build these pumps on a royalty basis. Direct Connected Electric Exhauster. The accompanying illustration shows one of the many interesting adaptations of electric apparatus so common in these days. It consists of a centrifugal fan or exhaust blower driven by a direct connected motor, for which service, by reason of the identity of motion of the driving and driven elements of the com- bination, the electric motor is peculiarly adapted. The constant resistance to the rotation of the fan wheel is overcome by a constant torque acting on the armature of the motor. ELECTRIC DRIV:N EXHAUST BLOWER The fan may be designated.as a right-hand bottom, horizontal discharge exhaster, and is composed of a rotating blast wheel and a stationary casing. This cas- ing consists of a circular discharge mouth piece cast with the circumferential rim, to which are bolted .the two side plates. In the plate nearer the motor is pro- vided the opening for the motor shaft, while in the other is located the circular air inlet. A distinction is usually made between blowers and exhausters, the lat- 314 ter having but cne inlet, and the former having one on either side. The blast wheel is built up of steel plate blades with backwardly curved tips, bolted to spider arms carried on a cast iron hub. The dimensions of these blades, as well as of the inlet and discharge openings, have been proportioned after careful experimenting, so as to afford maximum efficiency. The air enters the fan in a direction parallel to the shaft, passes outward along the blades with an increasing acceleration due to the centrifugal force, and is discharged radially from the tips with a velocity substantially equal to the peri- pheral velocity of the wheel. The pressure developed by a given fan varies as the square of the velocity, while the power expended varies as the cube thereof. The volume delivered is approximately proportional to the number of revolutions. Hence the loss entailed by using too small a fan and speeding it up to secure a given output is obvious. The motive power of the fan shown herewith is a Lundell motor, manufactured by the Sprague Electric Marine Engineering. JUNE, 1902. | end of windlass shaft for warping purposes or hand- ling heavy loads. There is also a warping head of 20 inches diameter on the forecastle deck driven by bevel gearing from the countershaft of the windlass, and making about Io revolutions per minute with the hoisting engine running at 250 revolutions per minute, while the gypsy head on the windlass shaft would turn about 2 1-2 revolutions per minute. The windlass proper is mounted on three cast-iron bitts, as shown. The center and starboard bitts have: a counterbearing cast on the after end for carrying the countershaft. This countershaft is 4 3-4 inches diameter, and the windlass shaft is 7 inches diameter. The bearings for both these shafts are lined with white brass. The bitts have wide flanges on the bot- tom and are provided with a suitable number of holes for bolting securely to the sills. Friction bands are fitted to each wildcat of ample strength and sufficient surface to ride by with the windlass unlocked. The friction bands operate from the forecastle deck by compressors, as shown. The wildcats are fitted for © © Marine Engineering Lz ttt PLZZ = A BRAKE WINDLASS USED ON LARGE SCHOONERS, Company, and is of the enclosed type. A cast iron base supports the motor at the proper height. The fan itself is a product of the works of the Buffalo Forge Company, of Buffalo, N. Y., and it will be un- derstood that the details of construction may be such as to allow the attachment of any standard motor. These fans are constructed in sizes up to No. 11 B, which requires 50 horse power, when developing 6 ounces pressure at 1,100 revolutions per minute. The Hyde Brake Windlass. The cut on this page shows a plan and elevation of the Hyde brake windlass fitted on board the six masted schooners Eleanor A. Percy and Geo. W. Wells. The windlass is located on the main deck underneath the forecastle deck and is driven by 3-4-inch messenger chain from the 9 by Io inch hoisting engine, located in the forward house. The chain pinion is shown on the starboard end of the windlass shaft. To this chain pinion is keyed a spur pinion driving a spur pinion free to turn, so arranged as to lock to the shaft by means of a clutch, as shown, and drive a spur gear keyed to windlass shaft. The windlass may be worked by hand power from the forecastle deck through pump brakes and levers. A gypsy end is keyed to the port 2 3-4-inch stud link chain, and are locked to the shaft by means of a positive locking device worked by raised cams on the periphery of a locking ring and slotted block keys seated by a lever. Clutches are fitted to the upright shaft and countershaft, sliding on feather keys. By means of these clutches the warping head on the forecastle deck can be worked independent of the windlass, and also the windlass can be disconnected from the engine and operated by hand power. A chain clearer is fitted to each wildcat for stripping the chain in case it should become wedged in the wildcat. These windlasses were built by the Hyde Windlass Company, and are the largest of this type ever built for a sailing vessel in this country. Device for Launching Life=Boats. The well known inefficiency of the present mechanism for handling and launching life-boats from ocean going steamers, and the loss of life resultant therefrom, has given rise to considerable thought on the part of many interested in the problem. The device as illustrated and described in the following article is claimed by the in- ventor to be, at least, a step forward in the proper direc- tion. The accompanying photographs of the model Nos. 1, JUNE, 1902. Marine Engineering. BIS 2, 3 and 4 represent the gear mounted and housed on the sun-deck of a steamer, lifting cranes raised ready to lift life-boat from chocks, boat being swung over the side of the ship, and finally boat clear of ship being lowered to the water. The main points of advantage over the old gear claimed for this arrangement are first, the providing of a more perfect means to get the boats into the water quickly in case of accident; second, the FIG. I. assurance that both ends of the boat shall be lowered equally; and third, the providing of means for quickly detaching the boat when in the water. A further object is to provide a launching device by means of which several boats may be launched from the same point and with people in the boats. These objects are attained by the following mechanism: Fwo standards or brackets are fastened on the deck of the ship, and on the top of each on a short shaft a toothed quadrant or segmental gear is mounted, each supporting a derrick, in whose outer ends a beam is trunnioned, which with the stays of the derrick serves to steady the same and makes a very stable crane, the parts being proportioned in size and so disposed that a life-boat may pass freely between the derricks in the act of being launched. Through the lower parts of the shaft, running from one stand- standards another long FIG. 3. ard to the other, is passed, having two pinions mounted on it in mesh with the quadrants, and at one end of the shaft, outside of the bracket, another gear operated by a worm, which is in turn operated by a suitably sup- RIGHEAS ported crank. As the pinions in mesh with the quad- rants are secured to the shaft, the derricks will be operated in unison by turning the crank, and as the beam connecting the outer ends of the derricks is free to rotate, it will always maintain a vertical position. In the rear of the above mentioned shaft, another shaft, also having its bearings in the brackets and rotated by a similar arrangement of worm and wheel mounted on the opposite side of the one mentioned previously, is provided. On this shaft, at opposite ends, two drums 316 Marine Engineering. _ JUNE, 1902. are mounted on which run the ropes leading to the de- taching gear. It is therefore evident that by reason of the above mentioned construction both the crane and lowering device may be operated simultaneously so that when the life-boat is swung over the side of the vessel the boat can be lowered by continuing to operate the crane and lowering device, thus greatly expediting the launching of the life-boat, or vice versa. In order to keep the lowering ropes from being fouled by the life-boat in passing between the derrick, they are led through a series of ingeniously arranged pulleys at- tached to the brackets and cranes, as shown in the photographs. It will be easily understood that this ar- rangement permits the launching of a life-boat from the high side of a vessel having considerable list; in the case represented by the model this list amounts to about 20 degrees, depending, of course, on the length of weight of the cranes, which again is limited by the The Marine Cableway for Coaling Ship on the U. S.S. Illinois. The first marine cabieways for coaling itp were placed upon the coilier rather than upon the ship to be coaled. The success of this method installed on the Lidgerwood-Miller system is well known, and in the most recent trials it has shown a capacity of. 35 to 40 tons per hour, with the battleship towing the collier at a speed of 8 to 11 knots. The first warship to be equipped with a similar cableway is the U. S. S. Illinois. The chief advantage of this system is that it will permit the battleship to take coal at sea from any masted vessel which it may meet in any quarter of the globe. The equipment requires two special winches, Fig. 1, which have been so designed as to serve a special purpose. The winches originally located on the superstructure deck of the Illinois have been displaced by these two special winches, which serve all general purposes of the original FIG. I—SLIPPING DRUM WINCH ON U.S. S. ILLINOIS SERVING FOR BOTH COALING AT SEA AND BROADSIDE IN HARBOR. material permissible in the construction. This launch- ing of a boat from the high side of a steamer is not possible by means of the present davits. :-The detaching gear mounted in each life-boat con- sists of.a series of rods, levers and links, so arranged _ that they are in absolute control of the officer of the boat, and in his control only. The attaching and de- taching of the rings affixed to the ends of the ropes, doing away with the dangerous blocks, can only be done simultaneously, thus avoiding the oft recurring danger resulting from the release of only one end of the boat. Due to the weight of the boat on the detach- ing gear it is impossible to release the same before it is water-born, thus avoiding the great danger of prema- ture release. ee A diploma of honorable mention was awarded Wm. J. Kennedy, the inventor of the device, by the Interna- tional Jury of Awards at Paris, where a model of the year was exhibited in competition for the Anthony Pol- lock prize. Mr. Kennedy’s address is Pier 14, North River, New York City. machines, and in addition are adapted for operating the marine cableway when coaling at sea. In this manner there has been no essential increase to the machinery of the warship and no additional deck space has been re- quired. The only additional equipment on deck con- sists of a few deck bolts, a coil spring at the masthead, and two levers conveniently located on the after bridge. Just below the steering compartment and beneath the platform deck the remainder of the equipment is located. A reel suspended from the deck carries 2,000 feet of 7-8 inch sea anchor line. There are also two 3-8-inch con- veyor lines and two sea anchors. There are also the haul-down block, carriage blocks, etc., all of which oc- cupy a space just below the deck, 16 feet long, 7 feet wide and 4 1-2 feet deep. The coil spring attached to the mainmast will be completely compressed under a load of 20,000 pounds, but a strain of 12,000 pounds only is developed in carrying a load of one ton. As the war- ship pitches and ascends, this spring will compress and elongate, thus serving to equalize the somewhat varying strain on the’sea anchor. The arrangement of the blocks JUNE, 1902. and lines is shown in the accompanying figure. After the sea anchor has been located and the sea anchor line made taut, the tail block, shown in Fig. 2, is hauled over and attached to the mast of the collier. This carries with it the conveyor line from one of the winches. At a point above the sea anchor line another lashing is FIG, 2.—TAIL BLOCK, made and two 3-4 inch wire guy ropes are there attached and led forward on an incline to the starboard and port sides of the ship, where they may be attached to the FIG. 3.—TRANSFERRING LOAD AT COLLIER MASTHEAD, deck at almost any place found convenient. On these two inclined stays will run the two little elevating trucks, weighing only 37 pounds each, as shown in Fig. 4. Loads of one ton can be hoisted from the port deck and then the starboard deck, in alternation, to. the masthead, where two men are located, as shown in Fig. 3. One of these men takes in his hand the loose ring which is Marine Engineering. 317 a part of the elevating hook. When the cableway car- riage (Fig. 5) reaches the collier’s masthead the ring is placed by hand over the hook of the carriage, a lever is pulled on the elevating truck, and the load is dropped and thus transferred to the cableway carriage. This operation, by actual time, has been accomplished in two seconds. The other man at the masthead will take off the empty bags as they return from the warship and send them to the deck for refilling. FIG. 4.—ELEVATING TRUCK. With the present arrangement the load starts out from the collier on a down hill route and continues so for more than half the distance. When the load is just cleat of the center of the span and in its lowest position the man on the warship commences to pull down the * FIG, 5.—LOAD CARRIAGE. haul-down block, and by the time the bags reach this block they will be trailing on the deck. The operator then stops for an instant, lowering continues for a foot or more, the load is unhooked from the carriage, the empty bags put on and the whole lifted to its normal position. At the same time the operator sends the empty carriage back to the collier for another load. The ca- pacity of this equipment should be 60 round trips per hour, and the quantity delivered should not be less than 4o tons in the same time. The chief limiting factor in 318 the capacity will be the ability of the men on the collier to feed the cableway. By having our warships thus equipped the question of coal supply is largely solved, and solved with less cost than in any other way, since they can coal direct from any collier and are not dependent upon coaling stations. Our navy needs a few colliers in peace times, and a great many in case of war. Any masted ship, either sail- ing vessel or steamship, can do duty as a collier and de- liver its coal at sea to any warship equipped with a Marine Cableway. All colliers should also be fitted with Marine Cableways when time permits. Such colliers, however, should be fitted to deliver coal to the smaller warships in tow of the collier. Even a destroyer could be coaled at sea by a collier properly equipped. The Marine Cableway thus installed is intended to permit a fighting vessel to remain in the fighting line. Tt is intended to permit a fleet of war vessels to arrive off the coast of the enemy with their bunkers full in- stead of empty. Another phase of the question relates to the possibility of the United States becoming involved in war with a foreign power. In such case the merchant ships and coal carriers would probably fear to leave the home ports because of their liability to capture, and it is probable that the government would have offered to it an abundance of such vessels as coal carriers, at favora~ ble prices, whether for purchase or for charter. i . Converting Ships for the Oil Trade.—Many of the shipyards of the Atlantic and Pacific coasts are busy transforming steel ships into oil transports. Trial of the Truxton.—The torpedo boat Truxton, nearing completion at Sparrow’s Point, Md., was given a builder’s trial recently in Chesapeake Bay at which a speed of 27.75 knots was attained. Shipbuilders Busy.—The shipbuilders of New England and of the maritime provinces are enjoying a period of great activity this year following upon the successful business in 1901. There are building or under contract in these sections 182 merchant vessels of over 100,000 tons. : Ten Months’ Shipbuilding Returns.—The Bureau of Navigation reports 1,072 sail and steam vessels, of 320,- 499 gross tons, built in the United States and officially numbered during the ten months ended April 30, 1902. During the coresponding ten months ended April 30, 1901, 881 sail and steam vessels of 310,132 gross tons were built in the United States and officially numbered. A New Magazine—A new magazine, called the Maritime World, has been started in San Francisco. This publication contains many interesting items under the heading of the Month’s Log Book, and the leading articles of the month cover the topics of present interest in the maritime field and treat of such subjects as the Ship Subsidy bill, the new turbine steamer, lake and ocean traffic, etc. Several pages are devoted to com- mercial and marine notes, and news concerning the New World Markets. Under Flotsam and Jetsam are given items of interest to shipbuilders. The Maritime World is well printed on good paper and the 36 pages of read- ing matter are a credit to the publishers, the Maritime World Company, 22 Clay street, San Francisco, Cal. The price per year is $3, and per copy 35 cents. Marine Engineering. JUNE, 1902. THE PROFESSOR ON SHIPBOARD. Story of an Attempt to Combine Theory With Practice. BY C. A. MC ALLISTER, FIRST ASSISTANT ENGINEER, R.C.S. CHAPTER X. On the following day the Professor spent the greater part of the morning lolling about under the awnings and in reading. The fact of the matter was that the prevailing temperature was having its effect on him, and he had reached that stage where he was losing his ambition to keep employed at something useful. At about ten o’clock he joined the 1st Officer on the bridge, and watched him taking a sight with the sex- tant, or “shooting the sun,” as the officer expressed it. Although the Professor had never actually taken a sight he was more or less familiar with the theory of navigation and very readily followed the officer’s cal- culations for a time sight. The air of mystery and superiority which the deck officer assumed during this operation was very amusing to the college man, for the calculations were so simplified by reference tables that anyone with even a rudimentary knowledge of trig- onometry could easily learn as much navigation as the deck officer possessed, in a very few lessons. In fact he quite astonished the navigator by pointing out to him several methods of shortening his calculations, which he reluctantly acknowledged were improvements. The Chief Engineer, who happened along at that time, seemed also somewhat agreeably surprised that his younger brother possessed so much knowledge of a subject in which he himself was entirely lacking, al- though he had spent many years at sea. The Professor explained to him that any man edu- cated in a technical school could easily grasp such sub- jects, as his mathematical training fitted him for just such work. To this the Chief replied that a technical education was undoubtedly a good thing to have, but how, said he, can a young man who has to hustle for a living from the time he is fourteen years old, ever expect to get a college education? The Professor re- marked that he was glad to have that subject brought up, and went on to state that to obtain an education in the engineering profession it was not absolutely neces- sary to attend a college. “Tt does not make a particle of difference whether a young man is a graduate of a technical school or not; it is what he can do that determines his standing and fixes his salary. There are just as competent men in the professien to-day who obtained their education by their own efforts, as there are who have graduated from colleges. Of course, everything else being equal,” he continued, “the college man has the advantage at the start, but in actual work the man who uses his brains and skill to the best advantage in his employer’s interest, will eventually go to the front whether he is a graduate or not. In this connection the Chief asked his. brother what his opinion was of the various corre- spondence schcols which are now so extensively ad- vertised. To this interrogatory the Professor replied that the considered them as excelient institutions. “Why,” said he, “one of my colleagues at the uni- versity where I am employed originated the corre- spondence instruction idea, and I am very much pleased JUNE, 1902. to see ‘how successful it has proven to be. In this way hundreds of young men are being greatly aided in their efforts to obtain an education. As the attainment of that end is entirely due to a man’s own efforts, there seems to me to be no reason why any young man, and especially oilers and junior engineers on board ship who are ambitious to succeed in their protession, should not be greatly helped by joining one of these schoo!s. Of course,” said he, “I am a firm believer that young men with the necessary means should attend technical schools, but if they are not able to do so, the next best procedure is to get as much help as they can in this modern method. They can then earn their own living, and spend part of their spare time in studyirg. I un- derstand,’ he continued, “that there are numerous cases where young engineers have been materially «d- vanced in their business through the help of a course of studies as mapped out by some of these correspondence schools.” After luncheon that day the college man stretched himself out in an easy chair and, like a good many of the passengers, he enjoyed a siesta. When he awoke he was approached by the 1st Assistant, who remarked that he was glad to see him enjoying himself. “Ves, I am getting quite lazy,’ said the Professor, “and if the engineer’s crew all felt as I do I am afraid that the ship would come to a standstill until all hands had taken a nap.” The Assistant reminded him of his promise to ex- plain something more about indicator cards. “Oh, yes, so I did,’ said the man of figures. “If you will get me those cards I took last evening and a scribbling pad I will see what I can do with the sub- ject.” STEAM LINE POINT OF CUT-OFF POINT OF INITIAL PRESSURE ADMISSION LINE POINT. OF EXHAUST EXHAUST LINE COMPRESSION LINE BACK PRESSURE LINE Marine Engiieering FIG. I. The Assistant promptly went down in the engine room, and after obtaining the desired articles, brought them up on deck. He was soon joined by the Chiei, who remarked that as he was a little shy on the subject he would like to hear what his brother had to say. Taking up the subject the Professor stated that he supposed they were quite familiar with indicator cards, and apologized in advance if he should attempt to ex- plain anything which they already knew. “ Now that we have taken a set of cards from the high pressure cylinder, it would, of course, be well if:we had several sets from each of the other cylinders, but for purposes of illustration the high pressure cards will do very well. As you probably know, an ideal card should look something like this: (See Fig 1.) “On this card I will mark the names of the different lines and points, which it is always well to remember when discussing this subject. As you can easily see, the Marine Engineering. 319 actual cards: which we took last evening differ con- siderably from the card which I have sketched, due to many causes. For instance, on the ideal card the ad- mission line is shown very nearly perpendicular, and, in fact, it should be exactly so. If it inclined inward, and the indicator was correctly adjusted, you could feel positive that the valve was so set that the steam was admitted too late. If, on the other hand, the admission line was inclined outward, the valve would evidently be admitting the steam too soon. “The greatest discrepancy is liable to exist in the expansion curve. This curve follows nearly the shape of a hyperbola. It is often found, however, that the terminal pressure at the end of this curve is higher than it would be with the usual law of expansion. This is largely due to the fact that almost all steam valves leak steam into the cylinder after the point of cut-off has been reached. “Sometimes, too, it will be found that the curve runs lower than might be expected. This state of affairs is due generally to the fact that the engine piston and the exhaust valve leak. At times cards are obtained where- in this curve is apparently correct, but it is not always safe to assume that because of that effect the valves and piston are tight, as the leakage through both may be just sufficient to compensate each other. You may have observed that the expansion curve is sometimes wavy; this condition is generally caused by water in the indicator cylinder, or to an excessive amount of vibration of the instrument. There are numerous other defects that I might point out to you in connection with indicator cards, but in general it should be the aim in designing an engine, and in adjusting the valve gear, etc:, to give a card with the following general features: “tT. The steam line should be as nearly paralled to the atmospheric line as possible, and it should be nearly as high as the line drawn to the scale and representing the pressure in the boiler. This result shows that the steam pipe is sufficiently large; that there is no undue friction in the stop and throttle valves and main steam pipe; also that ihe steam ports and valve openings are of sufficient size. i “2. The expansion curve should be nearly hyper- bolic, showing generally that the valves and piston are tight. ‘ “3. The admission line should be nearly perpendic- ular to the atmospheric line, showing that the steam is admitted to the cylinder at exactly the right time. “4. The back pressure line should be parallel to the atmospheric line, showing that there is a sufficient opening of the exhaust valve. “5. The point of cut-off, point of exhaust opening and point of exhaust closing should theoretically be clearly defined, but in practice, owing to the gradual opening or closing of a slide valve, they are generally represented by curved lines.” At the conclusion of this part of the Professor’s dis- sertation he looked up and somewhat to his chagrin saw the Chief with his eyes closed and slightly nodding his head. Upon being accused of sleeping, he quite indignantly denied the charge and said that he was simply trying to memorize what the Professor was 320 ——_. saying. Considering the closeness of the afternoon the Professor felt inclined to doubt his brother’s asser- tion. “T wouldn’t blame you much if you were asleep,’ he continued, ‘‘as this is a somewhat dry subject. Now if you will keep your eyes open for a few moments I will try to show you something about working up cards to determine the power developed by an engine. The first thing I want to impress on you is to clearly understand the term ‘power’. Many people use the terms ‘work’ and ‘power’ as synonymous. As a matter of fact they do not have the same meaning at all. For instance, if you carry a weight of Io lbs. up a flight of stairs 20 feet high you have performed work to the amount of 200 foot pounds. That is, work con- sists of two elements only—force and distance. “To determine the ‘power’ you used in carrying up that weight you must take into consideration the time you spent in going up the stairs. That is, power consists of three elements—force, distance and time. In the early days of the steam engine, it was of course found necessary to establish a method of stateing the power developed... The horse being one of the most useful and universal beasts of burden, the engineers of that day naturally based their comparisons of the power of engines on that of horses. Accordingly a series of experiments were made with some powerful London dray horses, and it was determined that the average power of these horses was equivalent to lifting 1,000 pounds through a height of 33 feet in I minute, or 33,000 foot-pounds per minute. “This was then adopted as the unit of power for the steam engine. It may interest you to know, however, that the average horse cannot raise a weight of 1,000 pounds a distance of more than 27 feet in a minute. That is, they can only develop a little over 80 per cent. of the so-called horse power. Now then, to find the power developed by an engine, we must determine just three elements. The time and distance are easily ascer- tained by noting the number of revolutions made by the engine in one minute. The actual distance traveled by the piston is of course equal to twice the number of revolutions, as it goes up and down in one turn of the engine. Thus your engine here has a stroke of 36 inches, and is now making about 110 revolutions per minute. “ Remembering that the distance must be expressed in feet, you see that the piston travels 3 feet down and 3 feet up, or 6 feet in one revolution and 660 feet in one minute at the speed of 110 revolutions. This 660 feet is known as the ‘ piston speed,’ and, by the way, that is rather slow for a modern engine, as nowadays a piston speed of 900 to 1,000 feet ought to be obtained on all first-class passenger vessels. “The other element, ‘force,’ is somewhat more diffi- cult to: determine, and here is where we use the indicator card. As you know, the spring of an indicator is so proportioned that the height of the steam line and the expansion curve show at any point the pressure of the steam on the piston, when measured by a scale pro- portioned to the spring. As this varies at nearly every point on these lines it is necessary to obtain the average height and: consequently the average pressure on the Marine Engineering. JUNE, 1902. piston during the entire stroke. There are several meth- ods for ascertaining this average height. The best method is by the use of an instrument known as a planimeter. This is an instrument such that by run- ning a pointer all around the card the exact area in- closed can be read from a cylindrical scale, with a vernier attachment. It is usual to take the average of two or three readings of this scale in order to minimize the chance of error. Knowing the area of the irregular figure, and the length, the average height is readily determined by dividing the area by the length. If you do not happen to have one of these instruments the average height may be approximately determined by the following method: Divide the diagram, as shown in Fig. 2, into any number of equal parts, say ten for convenience, by drawing lines perpendicular to the atmospheric line. ‘Then subdivide each one of these parts into two equal parts, as shown by the dotted lines. Measure each dotted line with a scale graduated to correspond to the spring used in the indicator. Add to- gether the lengths of these dotted lines and divide by To, and the quotient will be the average height, or the mean effective pressure. Marine Enyincering FIG. 2. “A convenient method of measuring these lengths is to take a strip of paper and mark off on its edge each length, one following the other. The sum of all the lengths or ordinates, as they are called, can there- fore be determined by simply measuring the distance between the extreme points with the scale used. Know- ing the average pressure exerted on the piston during its entire stroke, it is only necessary to multiply it by the area of the piston expressed in square inches to de- termine the third element of ‘force’ for the calcula- tion of the power. “Tn estimating the power, you must not lose sight of the fact that as the piston rod comes through the bot- tom of the piston, an allowance must be made for its area. Thus the high pressure cylinder of this engine is 30 inches in diameter, and the piston rod is 5 inches in diameter. The area of 30 inches diameter is 706.86 square inches. This area is correct for calculating the power during the down stroke; but on the up stroke the rod must be taken intc account. Thus the area of a 5-inch circle is 19.63 square inches and 706.86 — 19.63 = 687.23, the area to be used for calculating the power developed on the up stroke. It is usual as a matter of convenience to take half the area of the rod from the total area of the cylinder, and to use this area for cal- JUNE, 1902. culating the power developed in one revolution, or two strokes. Thus 34 of 19.63 = 9.86 and 706.86 — 9.86 = 697.00 square inches in the area to be used. “The old formula of P. L. A. N. -+ 33,000 is very con- venient to memorize, but it is too often used without knowing its meaning, and I hope that I have made it clear to you. Thus you will see that the factors P and A are necessary for determining the element force; N and L determine the elements of time and distance. I know that I have gone over a great deal of matter that is already familiar to you, but it won’t do any harm for you to review it, and I hope that I have brought out some new ideas of the subject for you.” The Chief Engineer, who had kept awake during the latter part of his brother’s talk, thanked him for what he had explained to them, and said that he had been much interested. The 1st Assistant said the same thing, so the Professor did not think that his time had been entirely wasted, although he felt doubtful as to whether he had imparted any new information to his listeners. TECHNICAL PUBLICATIONS. Easy Lessons in Mechanical Drawing and Machine Design, arranged for self-instruction by J. G. A. Meyer and Charles G. Peker. Two volumes. Size 9% by 13 inches, pages 680, with upwards of 750 illustrations and several full-page plates. New York, Industrial Publica- tion Company. Price $11.50. Volume I of this large work, together with about three-fourths of Volume IJ, had been completed by the author at the time of his death in 1900. In accordance with the wish of the author the work as a whole was carried forward to completion by the assistant author who had been associated with him in the work and who therefore had full access to the author’s manuscripts, drawings, etc., and who was furthermore thoroughly conversant with the character and purpose of the work as it lay in the author’s mind. The two volumes are therefore to be taken together. as a single work intended to give instruction in Mechanical Drawing as applied to Machine Design, together with information regarding the field of Machine Design in itself. The purpose of the author was furthermore to so present this matter that it should constitute a self-instruction book and serve therefore.the needs of those desiring to advance ' themselves in the knowledge of drafting and design, but unable to obtain the advantages of regular instruction in these branches. The work as a whole is divided into sixteen chapters. The earlier chapters relate naturally to the geometrical principles involved, which are illustrated by many prac- tical examples. The description of ordinary drafting in- struments, together with methods of their use, also find treatmient in this part of the work. In the later chapters applications of Descriptive Geometry to drawing are given, together with special discussions of points relat- ing to Mechanics as applied to Machine Design. A large amount of information in the form of rules and empirical formule for design is also given, but without that relation to their rational basis in Mechanics which would be desirable in a book of design. Distributed throughout the work are numerous examples of machine drawing and design, illustrated by various machine tools, Marine Engineering. 321 parts of steam engines, pulleys, gearing, etc. These drawings are well executed and well reproduced, and form perhaps the most satisfactory part of the book. The feature of the work as a whole which seems to call for some criticism is that of the arrangement and mode of presentation of the subject matter. Examples of advanced machine design are distributed through- out the work without regard to their relative difficulty or to the principles of design which are involved. Thus complete drawings of a 16-inch engine lathe are pre- sented and discussed to some extent in the first chapter of the work, and in advance of any consideration of drawing instruments or their use, or the elements of geometrical and mechanical drawing. Similarly with regard to the rules and methods of design, they are dis- tributed throughout the work without logical arrange- ment, and any given item can only be discovered by reference to the index at the end of the work. With a somewhat more logical and orderly presenta- tion of the subject matter of this work we believe that it is one which would be found of great value for that class of draftsmen and designers for which it was espe- cially intended. The Indicator Handbook, a practical manual for engineers. Part II. By Charles N. Pickworth. Size 4% by 714 inches, 132 pages with 148 figures in the text. New York, D. Van Nostrand Co. Price $1.50. This volume is Part II of the work published by the author under the above general heading. In Part I the construction and application of the indicator were dealt with in detail, and the subject was taken up chiefly from the standpoint of what might be called in- dicator practice. The present volume is intended to complete the work as a whole, and is devoted to the analysis of the indicator diagram and to the various computations based upon it. The work is divided into seven chapters with an ap- pendix. The first chapter gives a general discussion of the preliminary considerations and definitions bear- ing upon the problems which are to be studied. In chapter two the diagram is discussed in detail, and spe- cial attention is given to various modifying and disturb- ing influences and their results upon the diagram. In chapter three the analysis of the diagram is undertaken, special note is given to its application to the usual prob- lems of valve setting with the interpretation of unusual types of diagrams. Chapter four deals with diagrams from compound engines and their combination and in- terpretation. In chapter five diagrams from gas and oil engines are considered with the same general detail and care as with steam diagrams in the preceding chapters. Chapter six deals in a similar manner with diagrams from air and ammonia compressors, pumps, etc. In chapter seven the usual calculations for mean effective pressure and indicated horse power are discussed. The use of the planimeter in its various forms is also de- scribed, and a clear presentation is given of the prin- ciples bearing upon these calculations. Taken as a whole the book forms a valuable supple- ment to Part I, and the two together provide an excellent guide to the manipulation and application of the instru- ment, and also to the intelligent interpretation and use of the diagrams which it is intended to furnish. These features are sure to make the book of high value to the 322 Marine Engineering. JUNE, 1902. practical engineer, and it may be confidently recom- mended to all such as a convenient and instructive hand- book regarding this field of engineering practice. SELECTED MARINE PATENTS. 696,972. SUBMARINE BOAT. JOHN P. HOLLAND, NEW- ARK, N. J. 696,982. TIDE-MOTOR. FRANK H. LAUTEN, BROOKLYN, Wh XG 697,058. BRAKE FOR PROPELLER-SHAFTS. WHITTLESEY, NEW LONDON, CONN. GEORGE Marine Enyineering CLAIM.-—1. In a device for preventing racing of marine en- gines, a float subjected to variation in water-pressure near the propeller, valves controlled by said float governing means for applying a resistance to the rotation of the propeller. CLAIM.—8. A governor ior a marine engine comprising a brake mechanism for the propeller-shaft, said brake being actu- ated by a fluid-pressure, said pressure being in turn governed by a float, the fluid-pressure being independent of the power of the float. Ten claims. 697,202. MECHANISM FOR LEON DONNE, CHICAGO, ILL. CLALM.—i. As a means for moving boats from one level to another the combination of two shafts provided with wheels, one of said shafts being located below the level from which the boat is to be moved, and the other shaft at a higher level, an endless belt or apron provided, arranged around the wheels on said shafts and provided with supports for the boat, and means for prevent- ing a sagging of the carrying portion of the endless belt or chain. Four claims. 697,359. APPARATUS FOR LAUNCHING LIFE-BOATS FROM SHIPS. CHRISTIAN F. PETERSEN, WILMINGTON, DEL. CLAIM.—1. In boat-launching apparatus, the combination of a permanent overhead track with support, a swinging continua- tion of same with stay and guys, a truck as a means of trans- porting boats from the permanent track to the end of the swing- ing track. Five claims. 697,589. BOAT. CHARLES S. PRUDEN, ROME, GA. 697,712. PADDLE-WHEEL. HENRI GLARDON, GALVES- TON, TEX. 697,826. ELECTRICAI, STEERING APPARATUS FOR SHIPS. BRADLEY A. FISKE, U. S. NAVY, ASSIGNOR TO WESTERN ELECTRIC COMPANY, A CORPORATION OF CHICAGO, ILL. TRANSFERRING BOATS. OD CLAIM.--1. In an electrically-controlled steering apparatus, the combination with a helm of an electric motor device and mechanism associated therewith for moving the helm, a hand steering-wheel, and a generator of electricity having an armature or rotor adapted to be turned by said steering wheel and con- nected with the motor device, whereby the helm may be con- trolled by moving said steering-wheel, substantially as set fortn. Five claims. 698,582. PROPELLER-WHEEL. MAN, WEST SUPERIOR,’ WIS. EDWARD E. STROTH- Uf ce roa Marine Exgincering _ CLAIM.-—1. A propeller-wheel, comprising a hub, blades radiat- ing therefrom and each set upon an angle with relation to the longitudinal axis of the hub, each of the blades gradually in- creasing in width from its line of jointure with said hub for a comparatively short distance, and from thence to the outer end being substantially of uniform width and curving laterally rear- wardly and having its front face convex, the rear face of the blade being substantially flat, and the blade being comparatively thick near its base and tapering to its outer end, substantially as described. Four claims. 698,584. SCREW-PROPELLER. ROBERT THALER, WEST BAY CITY, MICH. CLAIM.—A prepeller for vessels comprising in combination a series of helical blades of greater length than the diameter of the propeller; a hub integral with said blades; an axial hole through said hub, the outer portion of the length of said hole being adapted to fit the propeller-shaft; the remaining portion of said hole being enlarged from the middle of the hub toward its forward end, to form a conical recess; openings through the conical shell of the hub; and scraping-bars across said openings; together with a conical rearwardly-extending bearing secured to the vessel and fitting the conical recess of the hub, said bearing having an axial shaft-opening, all arranged substantially as and for the purposes set forth. 699,144. MEANS FOR CLEANING SHIPS’ HULLS. TER S. BURT, ALBURY, NEW SOUTH WALES, TRALIA. WAL- AUS- Murine Engimeering CLAIM.—1. In a mechanism for cleaning a ship’s hull, the combination of a curved carrier-rod, a revoluble cleaning-cylinder mounted on the foot of said carrier-rod and provided with ex- ternal cleaning elements, and means for adjusting said cleaner- cylinder lengthwise of, and vertically with respect to, a ship’s hull. Eight claims. 699,231. BOAT. JAMES P. POOL, BROOKLYN, N. Y. Marine Engineering Wo, Fs: Nees NEW YORK. JULY, 1902. Hy, No. 7. Tiger WwW STEAM YACHT HELENITAS, pL ~One of the handsomest new yachts to enter this sea- son’s fleet is the Helenita, 185 feet length over all, built for Mr. Frank J. Gould by thé Gas Engine & Power Com- pany and Chas. L. Seabury & Company, Consolidated, Morris Heights, New York City. The yacht is of steel throughout, and, as seen in the accompanying drawing, has very graceful lines. The keel is of bar steel and the stern post and stem are of forged steel; the frames and reverse frames are of angle steel spaced 21-inch centres. The plating is laid in inside and outside strakes, with the horizontal On the forecastle are a steam windlass and two Herre- shoff anchors. The two pole masts and the spars are of Oregon pine, and, according to the latest design, no gaffs are fitted. For sails the yacht carries one foresail, mainsail, and jib. A complete set of awnings are stretched from polished brass stanchions placed along- side the bulwarks. As seen from the drawings, there are two deck houses, one forward and one aft, both of which are built of mahogany. At the forward end of the forward deck house is a large dining saloon furnished very handsomely in mahogany and inlaid trimmings. Aft of the dining saloon is the pantry, and next is the smok- NEW STEAM YACHT HELENITA. seams lapped and the ‘vertical seams fitted with butt straps. There are five water-tight steel bulkheads ex- tending to the main deck, viz., the forward collision bulkhead, the forward boiler room bulkhead, the one between engine and boiler room, the after engine room bulkhead, and the after collision bulkhead. Bunkers with the capacity of 90 tons of coal extend athwartship at either end of the boiler room, and wing bunkers are placed on either side. The rudder is of the steel plate type. The bulwarks of the vessel are of steel, carried up 22 inches above the deck from the bow to the stern, and are topped by a teak rail. ‘he deck is laid with white Pine and is fitted with the necessary chocks, cleats, etc. ing room, open on either side to the deck and also con- necting with the dining room by a passageway. ‘The joiner work of the smoking room is of quartered oak, with paneled oak ceiling, and the walls are inset with paintings of marine scenes. Aft of the smoking room, on the starboard side, is the captain’s state room, and on the other side is a deck room. The top of the deck house is covered with canvas and a wooden grating, and over it an awning is stretched. ‘The officers’ bridge is aft of and raised above this deck, and extends from side to side of the vessel. Here are placed the steering wheel and the engine room telegraph pedestal. A chain from the steering wheel connects with the steam steer- ing engine in the engine room. (Copyright, 1902, by Marine Engineering, Inc., New York). JuLy, 1902. mee ineerin Marine Eng 324 ‘peoyynq usesos oqejiod ev YM ‘1oUMO IY} IOF suUOOI poq pozis-jenbo o81e] OM} 91V o1OYJ, “SUOOI JoTIO} oY} oyur uado pur qe ApooIIp o1v YoIyM ‘siojtenb s.1ouMo ay} Wo1y ATOUTYIVUT FO 9sSIOU oY} Suluspvop fo osodind aJqnop oY} 9AIOS VSayT, “JOSSoA oY} FO YIPIM [NF oy] SUIPUS}XO SWOOL Jo[I0] ISIV] OM} d1v peoyYyNq woor -dUISUd OY} JsUIVSY “StoJIvND s.1auMO oY} 0} YOap MOOG spvoy ABMIIL}S B OSHOY Yep JojJv oY} 0} MOU SuIsseq ‘poystjod Ajysiy surd ory M ur poyst -uy 18 SJoyIVND prwMsoF osoy} JO [PY “swuoor 910}s puv S1OJVAISIAFOI 91v apis 410d vy} uo pur ‘drys oy} Fo opts 0} “MYOA MAN ‘SL apis WOI, SUIPUd}xXo AoT[eS IS1V] & ST WOOT SSO oT]} JO Wy ‘osnoy xop plVM.AOZ oY} FO Ze Ysnf poyeoo] ‘oAoqe Yop oY} WoIF Joppe] uoruvduios v Aq ye pue o1oy sdrys -prwie Suruun1 Aemosessed v ysno1yy poyovot 18 SUOO1 SHOLIVA BSoYT, “SSW S1OOYZO Ol] ST WOOL $199UTSUd Joryo a4} JO WY “WoOr joTI0} vy} pue “Yyove syy19q ‘OMY YIM SUIOOL 0}21S OM 91¥ apis J10d 9Y} UG “IU IJo][eUIs v puL ‘JOOUISUS FOTO IY} 1OF QUO IsIV] & ‘Opis pivoqir}s oy} uO SUIOOI 9}¥]S OM} 91 OIOYT, “saoqaenb ,SIooyjo 9y} o1e apIsvooIOF OY} JO YY ‘syytoq odid Surpjoy gr Burnie} -UOD I]JSVIIIOF OY} PUL “WOOT joIO} s,Mo.19 oY} ‘1oyOO] Spe aT te oT cena Set NT ot ot ST TS Tea oT oot cots Toast S,UIRMS}LOY “OYxO] UIeYS 9 Ys1y ‘punoy ore ‘AvMuorued -WIOD SMOIIO OY] SUIPUSSSOp puL ‘MOq JY} 0} SUTUINJOY, ‘[eL1oyvul JRTIUUIS FO OpRUl 91v sINpUINZ Aivuorje}s FO sooatd oly opyM ‘Auvsoyrul uvqny pouleis AT[NZNvoG Sulog poo dy} IOM poared ur oJe1Oqeyo AT[vIoodso st Wood sty} Fo YIOM JOUIOL OY, “[[VY [eIOOS ay} “ZITA ‘tUOOT VSI] QUO suIvJUOD osnoyY YSep Jee oyy, “yun sty} Fo do} oy} wio1y uodo sAeMuOIURdtUOD pure syyst[Ays Aursoyriu odie] “AURSOYLUI JIM poWUIlI} st pue ‘suoo1 oUTSue pUe JOIOG dy} FO Y}Suey] [[MF oY} Spuloyxo YUNA} Joos V HOIGH SINYOW LY VIINd ‘VLINDIAH AHL JO NV’Id NIGVD GNV WIIsovd duyodlno Mee ete) De eed SC I ; Fe TE ees UA ss (en WOOH pereie A ANIONA eee eSsiez= lal ) room sn 5u>nne ee te Sally jae ee a o f= SEE eck =— = == = ssouo Gorm Ike ts Ley NS Lente eur 2 CEE Juty, 1902. Marine Engineering. 325 which may be easily removed and the two rooms thrown into one. ‘The cabinet work of these quarters is of bird’s-eye maple and very handsome. On either side of the passageway leading from these apartments are guests’ state rooms and a large toilet room. In the lazarette at the stern is the usual place for stowing lines, etc., and there is also a series of racks for storage batteries. In the boiler room are placed two Seabury double-end boilers, each one containing 840 one-inch tubes, and doors open conveniently from the coal bunkers to the boiler room floor at either end. Fan blowers are lo- cated in the top of the boiler trunk, one for each boiler room, for supplying forced draft. The vessel is pro- pelled by a Seabury triple expansion engine of dimen- sions given in the following table. The design of the Seabury engine is generally well known, but a brief mention of it may be appropriate. The valves, which are of the piston type, are all at the side of th engine opposite the cylinders, and are operated through con- necting rods by a valve crank shaft extending parallel to the main crank shaft. This valve shaft is driven by gears from the main shaft through an idler, and this crank shaft can be so set in reference to the main shaft as to give ahead or stern motion. ‘The crank shafts and valve shafts are cut from solid steel stock of best quality ; the connecting rods, piston rods, and valve rods are forged from best steel stock. All crank shaft bear- ings are extra large, and are lined with close-grained babbitt metal; all other bearings are made from fine quality of composition bearing metal. The pistons are of steel, and are accurately fitted with spring rings which are self-adjusting, while piston valves are used with an approved and simple valve motion, having few parts to wear. All bearings are provided with ready means for taking up slack due to wear. Crosshead guides are of fine-grained cast iron. The cylinders are attached to the cast steel bed plate by forged steel stanchions, properly braced, and the crosshead guides are bolted to the rear stanchions; the crosshead is of the slipper type. A complete set of auxiliaries is installed, including three duplex feed pumps, circulating pump, sanitary pumps, bilge pumps, ash chute, etc. The electric light- ing plant consists of one 125 16-C. P. dynamo, a 2,500- C. P. searchlight, and storage battery sufficient for oper- ating 25 16-C. P. lamps for 10% hours. A set of four handsomely finished mahogany carvel- built boats are swung from davits. The owner’s launch is 25 feet long, built of mahogany, and driven by a 6-H. P. naphtha engine. The gig is also mahogany, 20 feet long, and the 20-foot cutter is of the same material. The crew’s launch is 21 feet long and driven by a 2-H. P. naphtha engine. On the trial, recently conducted, a speed of 109.46 miles per hour was maintained for two consecutive hours. As the season approaches, this handsome craft will no doubt attract more and more attention because of her graceful lines, speed, and comprehensive design. Length over all, 185 feet. Length on water line, 150 feet. Beam, molded, 22 feet. Depth, molded, 72 feet. Draft, 9 feet. Coal bunker capacity, 90 tons. Water in tanks, 10,000 gallons. Engine, 1 Seabury. Type, 3 cylinder triple. Cylinder, diameter, 1314, 21, 34 inches. Stroke, 21 inches. Speed, 19.46. Valves, all piston. Boilers, number, 2. Type, Seabury. G. S. total, 95.82 square feet. H. S. total, 3,748 square feet. Draft, closed stoke hole. lal, So GE Sy 0s Turbine Reciprocating Engine-Driven Vessel. On February 11 the destroyer Velox was launched» from the yard of Hawthorne, Leslie and Company. The new vessel is of the same type as the unfortunate Viper and Cobra, and will be driven by Parson’s tur- bines. Special attention has been paid to the conditions necessary to secure longitudinal strength. A novel fea- ture in this vessel is the introduction of ordinary recipro- cating engines fitted in conjunction with.the steam tur- bines and coupled direct to the main turbines, working in conjunction with them. They take steam directly from the boilers and exhaust through the high pressure turbine, the exhaust from the latter passing in turn through the low pressure turbine and thus to the con- densers. These reciprocating engines are for use at cruising speed when low power only is needed. When. turbines are run slowly they show very low efficiency,. anid as the destroyers travel usually at cruising speed the Admiralty decided to place reciprocating engines in them: for this Service. When the highest speeds are required steam will be shut off entirely from the reciprocating engines, which: will be thrown out of gear and the steam turbines alone used. The boilers are of the Yarrow type. The vessel: is of the usual size of destroyers, viz.: 210 feet long, 21 feet wide, 12 feet 6 inches molded depth, but has not been built to the order of any government. Fast Steamboat.—The new steamer William G. Payne;. built by the Harlan and Hollingsworth Company, of Wilmington, Del., is reported to have steamed at the rate of 21.95 knots over the Government course in the Delaware. A Fast Trip.—The steamship American, of the Amer- ican-Hawaiian Steamship Company, recently made a record trip from New York to San Francisco, com- pleting the passage in 59 days and 20 hours from Sandy Hook to San Francisco lightship. ‘The course was 13,- 555 nautical miles. The above time includes three- stoppages in the Straits of Magellan, on account of the days being so short there at present, and 18 hours for loading coal at two ports. The longest stretch of straight steaming without closing the throttle was 28 days. ‘The average boiler pressure was 180 pounds and the horse power 1,957.38; the number of revolutions per minute, 58.6; and the average coal consumed per day, 39.3. The engines have cylinders 28, 48, and 75 inches in diameter by 48 inches stroke, and are equipped with Marshall valve gear. 326 Marine Engineering. JULY, 1902. STEAMBOAT BUILDING UNDER DIFFICULTIES. BY EDWIN B. SADTLER. The building of a modern steel steam vessel is a work of considerable magnitude at any time, and becomes one requiring an unusual amount of thought and con- tinual close application to the details when it has to be done in a place remote from a shipyard and its appli- ances. The purpose of this article is to describe the build- ing of the hull of the new steamer Sagamore, which has been constructed on the shores of Lake George, in the village of Caldwell. templates were made showing the room allowed. One of these templates was erected at each end of the car while loading, and care taken that nothing should ex- tend above a line drawn from one template to the other. The material for the steel hull and the ship carpen- ter work, together with the necessary tools for erecting and riveting the vessel, filled fifteen cars and weighed over six hundred thousand pounds. To insure a de livery of all the materials at one time, the whole fifteen cars were shipped on one train; but, as it seemed to bet- ter suit the convenience of the railroads, they arrived in three lots of five, seven, and three cars respectively, VIEWS SHOWING THE VARIOUS STAGES OF CONSTRUCTION OF THE SAGAMORE, BUILT ON LAKE GEORGE. The material for this boat was gotten out, worked, and temporarily erected at Wilmington, Del., after which it was carefully marked, taken apart, and loaded on cars for shipment. Troubles caused by the weather began while loading the cars, as, a few days before this work was completed, a snowstorm came which covered up many of the small parts lying about and caused some anxiety lest anything should be overlooked. Great care had to be taken that no piece should be so large that when loaded on the cars it would exceed the dimensions, height or width, given by the railroads, in order to pass through their tunnels. ‘Io insure safety on this point, wooden after a journey, in the shortest instance, of six days. As might be expected, the undesired happened, and the car containing the part wanted first, that is, the keel, ar- rived last. As soon, however, as the first shipment arrived the transporting of the material from the train to the place of erection, which we will call, for convenience, the yard, began. ‘The unloading of parts so large and heavy without any cranes made it necessary to erect temporary sheer poles from which to hoist the material out of the cars for loading on the sleighs which were to convey the material to the yard. Strangely and appropriately it occurred that this boat Juty, 1902. Marine Engineering. 327 with its Indian name had the first piece of actual work done at the place of building by an Indian of the “Abnakis” (called O-bin-I-kee) tribe. Although the frames were not the heaviest part to be transported, they were the bulkiest, and in order to hoist them out of the cars two sheer poles were erected at either end of the car which was being unloaded. Most of the cars used were of the gondola type, with sides about 7 1-2 feet high. However, for some of the frames a 50-ton coal car was used, one end of the frames resting in the pocket of the car. This necessitated an unusually great hoist of about 22 feet in all. After the frames were hoisted out of the cars, they were skidded down to sleds placed on the ice alongside of the wharf on which the cars were unloaded. ; hill on the port side, it was necessary to place most of the material on the slope of ground ahead of the boat. This general layout is shown in Fig. 1, taken at the end of the first week’s work. When the material was lo- cated the snow was so deep that blocks of wood and logs had to be placed under the piles to keep them above the snow and ground, for fear of freezing fast. In or- der to facilitate the stacking and finding of the material, that for the starboard side was painted red and that for the port side brown. ‘This was found to be of the greatest assistance for quickly locating any part. On March 3, 1902, the first instalment of mechanics from the home yard, eighteen in number, was set to work. At about Io A.M. we began to arrange the keel blocks, which constituted the first actual work of con- THE SAGAMORE, ERECTED ON THE SHORE OF LAKE GEORGE IN SEVEN WEEKS. In order that the sheer poles might be guyed first over the cars, then toward the edge of the wharf, it was necessary to run guys out over and fasten them in the ice. This was done by cutting holes through the ice and putting toggles below with lashings around them, to which the guys were made fast. This caused con- siderable trouble, as the ice was about 30 inches thick at this place. After the material had been unloaded and hauled across the lake to the yard, a distance of about a third of a mile, it had to be taken ashore and arranged with great care and very systematically, in order that when wanted it could be found with the greatest ease, and also with a view of handling it as little as possible when it was wanted in the construction. Owing to the fact that there was just about the width of the boat’s hull of flat ground sloping away into a swamp on the starboard side and rising suddenly to a struction. ‘These blocks had been put in place some time previous, but, fearing that the water might not be deep enough to launch the boat from the chosen spot, we bored the ice at intervals and sounded the lake. The depths found showed our fears to be correct, so we moved the blocks further down, making due allowance for the expected rise in the level of the water due to the melting of the snow on the surrounding mountains. Having located our blocks, we stretched our line, fitted the top blocks to it, and then proceeded to lay the keel. By 6 p.m. of the first day we had landed on the blocks all of the keel but the extreme end sheets, which we kept down until ready to raise the stem and stern post. The following day we replaced in position the gar- board strake, raised two midship frames, and proceeded to “horn” or square in all directions so that the other frames might be regulated by them. Having our trial frame erected and squared, we then began erection in 328 Marine Engineering. July, 1902. earnest. As the space where the boat was built was so narrow, the frames were either laid on the banks of snow cleared from under the boat or spread around the field ahead of the boat, and required several men for handling. As each frame weighed nearly a thousand pounds (the web frames being much heavier), and as the ground was very rough and uneven, this proved slow work. The frames were skidded over the ground un- der their proper position, raised bodily up and placed on the keel, and then erected in place by the use of a block and fall made fast to the beam end of the pre- viously erected frame. Shortly after noon on the third working day, after we had gotten well started on the frames, it began to snow in the neighboring mountains, and, seeing that we were also in for it, the boys were put at work gather- . ing up all loose bolts, nuts, washers, and small tools that would likely be shoveled or swept away by clearing off the snow. ‘This storm left us an additional foot of snow to clear away next morning before we could pro- ceed with the work. As the men took great interest in the work, we suc- ceeded in getting the first frames up the second work- ing day. Further interest was encouraged by engaging a photographer to take weekly pictures showing the progress of the work, and then making a point of get- ting certain parts ready for our next picture. ‘The re- sult of keeping the men in a good humor was that in fifty-two hours’ actual working time we had every frame raised, including the stem, stern post, and transom, with all the cant frames and most of the ribbands in place. While we were rushing the frames other matters were not neglected, as we stopped raising them long enough to get all the long keelson and ridge bars inside of the boat while one end was open and we could drag them down over the snow and in endwise over a temporary incline. As soon as the framing was completed we began to erect our staging around the boat, and here again we met trouble owing to the narrowness of our building ground. As the staging covered all the ground from ‘well up on the hillside to the swamp on the other side, we had to arrange the cross space so that we could drag the shell plates and other materials down under them to their desired locations. This we found only possible on the low side, and hence had to resort to the use of a snatch block at the stern and a long line back to the bow to drag plates down on the uphill side. ‘On the low side we found an apple tree actually coming under the guards of the boat. The owner of the land had made a special request that no harm be done to his trees, so we dug around its roots, and, attaching a fall ito it with the other end fast to a convenient sheer pole, we pulled the tree out and laid it over in the swamp, where we carefully covered the roots with snow so that no harm might come to it. The peculiar layout of the staging to suit our horse- power conveyer is shown in Fig. 2, which also repre- sents the condition at the end of two weeks’ work. Notwithstanding the interruptions occasioned by bad weather, we had quite a lot of the shell plating up and the guard started, as well as a good start made on the riveting. In order to hurry the riveting, we held off the plates in line with the keelsons until the rivets at the back of the keelsons, generally known as “bumps,” were all driven. : By referring to Figs. 3 and 4, taken on March 24, it will be seen that all the heavy work, except the gal- lows frame, was in place in just three weeks from the start. The shell plates were all up except the closers, which we kept off for ease of access and to clear out the snow from the hull when necessary, and there were about fifteen thousand rivets driven at this time. The guard, including wheel beams and guard logs, was all on except a few beams around the stern; the wooden stem was up, and the bow chock and piece of fender fitted; also quite a width of deck laid from the bow to the boiler hatch. ‘The laid deck was all bolted and plugged, and quite a patch of it was calked. As will be seen by Fig. 3, the lake was still covered with ice; in fact, this view shows several men at work on the ice removing some stones which were found, forming part of an old pier, just in line with the boat, and which would interfere with the safe launching of the vessel. At this stage of the work, the heavy part being well advanced and having other matters on hand, the writer left for other scenes, leaving the work in charge of the efficient foreman carpenter, and the matter of time- keeping and paymaster’s duties in the hands of another. The good start we had made seemed to be the means of keeping things going at a lively rate, for at the end of four weeks the gallows frame and A-frames were up and the launching ways were being fitted. On April 1, less than one calendar month from the actual start, the outside or shell gangs of riveters were sent home with their work complete, leaving only the inside men to finish up small work, the gallows frame, and wheel batteries. This work was all completed be- fore the time set by the builders for launching. The ‘illustration on page 327 shows the hull com- pleted and was taken on April 22, the day before the launching, or just seven weeks and one day from the laying of the keel blocks and keel. When the distance from shop conveniences and the weather conditions, to- gether with the usual setbacks of a shipyard, are con- sidered, this was undoubtedly very good progress in the construction of a-200-foot vessel having nearly fifty thou- sand rivets to drive, all by hand, and many of them in close and difficult places. The illustrations for this article are from photographs taken by Mr. Henry Sisson, of Caldwell, N. Y. New Type of Steamer.—The United States consul at Copenhagen states that a new type of ship is being built in that city, in which the screw is placed under the bottom and the bottom made flat. Summer Schools.—The Dean of the College of En- gineering of the University of Wisconsin announces that the second year of the summer school in the College of Engineering opens on June 30 and will continue until August 8, 1902. The primary object of the school is to give engineers, superintendents of power stations, and machinists, artisans, and apprentices of various trades, such mathematical, laboratory, and shop instruction as will be found of most practical value in the limited time of six weeks. Juny, 1902. Marine Engineering. 929 The Cruising Yawl Windward. The Windward was designed for Mr. Francis A. Brown, of Marinette, Wis., by J. Byron Roney, of Lynn, Mass., for strictly cruising purposes, and is now en- roled in the fleet of the Chicago Yacht Club. The re- quirements were for a cruising yawl to be as safe as possible and easy to be handled by a small crew in heavy weather, and to have good accommodations for her size. The limitations were to not exceed 50 feet in length or more than 6 feet draft, and to have full head room. Her owner expressly stipulated that she was not to have long overhangs, as he had seen and experienced enough ~ 15 OUTBOARD was built under the owner’s personal supervision and the work was well done. The general dimensions are: Length over all, 49 feet. Length on water line, 41 feet. Beam, 14 feet. Depth of hold, 6 feet. Draft, 5 feet 10 inches. Freeboard at bow, 5 feet 8 inches. Freeboard at stern, 3 feet 8 inches. Head room, 6 feet 4 inches. Length of mainmast from deck to cap band, 47 feet. Length of mizzenmast from deck to cap band, 32 feet. Sars, Marine Enyineering SAIL PLAN OF THE YAWL WINDWARD. of them on the rough water and steep seas of the Lakes; consequently she was given a plumb stem and short overhang aft with V-shaped archboard, thereby gain- ing much in easiness of entrance and inside accommo- dations over a craft of similar length with the long overhangs. She has been thoroughly tried by her owner, and has proved a very successful boat for what she was designed, and also fast in heavy weather. The Windward is strongly, though not extra heavily, constructed. All framing and planking are of oak; the frames and deck beams are steam bent, and the deck is of pine, spars of spruce, and the cabin finished with hard woods and varnished. All ironwork is galvanized, and fittings and rigging are the best obtainable. ‘The boat Length of main boom, 30 feet. Length of main gaff, 30 feet. Length of mizzen boom, 18 feet. Length of mizzen gaff, 16 feet. Length of forestaysail boom, 11 feet 6 inches. Length of bowsprit outboard, 15 feet. Length of bumkin outboard, 8 feet. The scantlings are as follows: Keel, 10 by 12 inches; stem and stern post, sided, 6 inches; tail feather, a single oak stick reaching from keel to archboard about 8 by 10 inches, molded.to conform to rabbet line; frames, 3 inches by 4 inches at heel, 2 1-2 inches by 3 inches at head, steam bent, spaced 12 inches on centres; floor tim- ber, 3 inches by 4 inches, natural crooks; deck beams, 2 JULY, 1902. ee ineerin Marine Eng ‘oseolyg jo ‘1oqyuodied Aq opeul 919M s]Ies oy, “BpJUvUL FO SI SuIssi1 SuruUNI oy} pur ‘ITM J90}S jsoq JO SI SUISSII SuIpUL]s OYJ, “posn st vas Sulsva}s uospy] UY “Y}sue] poos jo a][qQeo eiIUeUT puUv UIeYyD YIM SIOYOUR SSI]YIO}S IP[e_ 991Y} soliied pue ‘sse[purMm ojqe -jins & pue sodid osmey 9ZU0Ig YUM po} st sy ‘asnoy JO 9UI]T YIM snonuluod punose Ssunids [re1ysemM YIM 4idy909 UI $}VIS dy} SOYLUI PUL UT Palsivod SI yap IYI, ‘odvoso ATIpeat 0} 9AO}S WOIZ Jeoy SMOT[e pue Ades 0} JYSI] puke WOOL pvoy PoOOs sSdAIs asnoy JO pus PIeMIOF FO Ie SuIoq peayylN apysevde10}F IT, “O[10} pure ‘su001 93¥4s Q]ISvdVIOF UIqd dy} Ysno1y}y JW uoNe[NUeA pue jYsI]T poos surArs ‘soyour of Aq SOUL HE St YOJeY VIO OY} pur ‘soyout F Joog € Aq Joog € pue ‘soyour y yooz € Aq Joof Q AjaAtoodsor o1e sj SI] -AYS OYJ, “StoYOO] UL S10zVIIWUBA Pue ssnoy jo apis burssoubug auwvye el “IMVA JO NVTId AGOM AGNV ‘SMOOLLNG ‘SANIT ALVA bur.wasaubug aoiopy Or : SSS ~ > SS UL S}YSI]J10d 91e d1oyy, “Surssi1 pies o1eds jo 9svi0js IOF O}JoIVzvy Ul WOOL JO JUNOWe ssusWIUT Uy ‘s{dood Ud} IOF suoTyepowmUosse suidsajG ‘sosodind os8e10}s JO¥ Y}LaUeq WOOT 9sn 0} pd}}y o1e s}eos pue syyiog ‘Joo}s ozed your z-1 ‘opeyq ayy ‘sunyeys Joos youl-€ jo st ysod Joppna ‘jusulsd ul peppeq uorr de1os Yse]jeq QpIsuI suo} € “uoIT 4seT[eq apisjno fopiIM jooy € Gstem SYslY Soyour OL ‘syeVM[NG : suo] Jooy IZ ‘asnoy urqeo SOY} SOYOUL Z-I I ‘“SuT[IOD !yeVO “OIY} SOyOUT Z-I I ‘suryurid Ssoysur vy Aq soyour Z-I I Yep urlqed {soyour € Aq sayour z ‘yuejd 199Ys 0} JoT[ered pre] yop fyvo ‘soyour g Aq @ yuejd 1oays Ssoyoul o1 Aq sayout @ Fyeys ‘soyout OF Aq soyouT z ‘OyvIIs oS][Iq pue syeIIs duo Ssayour gi Aq soyour c Sjuvjd Sury ‘soyour o1 Aq sayour + UOs]Ioy ‘So1jU9d UO sayout oz paovds ‘soyour VY Aq soyour y oie YoryM ‘surveq Joujyied ydooxe ‘soyour € Aq soyout OL sg + & 4 L 3sva | : J SS = eel OAR eed Ee =CGa aS Se } Hl JULY, 1902. Marine Engineering. 331 MAIN Marine Engineering KS MAINSMAST- , FORESS CASTLE CABLE TIER CABIN PLAN OF YAWL WINDWARD. TAIL SHAFTING FOR MARINE ENGINES. BY J. P. BADENHAUSEN. The subject of Marine engine tail shafting is one which is of the most vital importance to those who put to sea in ships as well as to those who foot the repair bills. MARINE ENGINEERING, in the issue of November, 1901, discusses the causes of breakage in propeller shaft- ing, and divides these causes into three divisions, namely: I. Poor material. 2. Unforeseen strains. 3. Corrosion. I. POOR MATERIAL. As far as poor material is concerned, ship owners and ship builders go only to reputable manufacturers of shafting who furnish certificates of inspection, with test pieces and guarantee shafting for 12 months The material itseli may be wrought iron or steel, and the preference of one over the other is governed by the price and the experience oi the superintending engineer of the line for whom the vessel is to be built. A wrought iron shaft has perhaps, structurally speak- ing, a superiority over the steel shaft. For the best wrought iron shafts, rods of iron are taken, one-half inch in diameter or one-half inch square, the rods being the length of the shaft. These rods are put together one upon the other, sufficient rods being used to make up the size of shaft, the rods being held together by bands of the same material; then the whole mass is raised to a welding heat and welded so as to form a solid homogeneous mass. Here we have a shaft built up of rods running length- wise; which means that the fibers of the material run in the same direction, and it is at once apparent that the flexibility of such a shaft is greater than that of a steel shaft due to the difference in structure. The strains upon a tail shaft are very severe, and when a shait is forged from individual rods, as is the case with a wrought iron shaft, the tendency to break short off is less than if it were made of steel. There is another point of apparent superiority of a wrought iron shaft over a steel one, which may be noticed when observing the effects of corrosion upon 2 wrought iron shaft and upon a steel one. It may then be noticed that the effect of the corrosion tends to mani- fest itself upon a wrought iron shaft by ridges which run lengthwise, while upon a steel ‘shaft the effect is more commonly shown by eating in running around the shaft. Since the strength of a shaft is given by its least diam- eter, the steel shaft loses more, since it is weakened cir- cumferentially and not longitudinally. 2. UNIFORM STRAINS. This has been fully discussed in the article above referred to in this magazine, and it is unnecessary here to go further into the question. One more point, however, may be mentioned, which, although a trivial one, has a tendency to further strain a shaft. The stern bearing is usually bored out 1-16 inch to 3-32 inch larger than the diameter of the shaft. After a vessel has been running some time and is then docked and the shaft drawn in, it will be found that the stern 332 Marine Engineering. JuLy, 1902. tube bearing is worn down niore at the lower right hand quarter, if the engine turns a right hand propeller, than in any other part, and that the shaft works in the stern tube in an oval path instead of a circular one. The abuse which a tail shaft teceives while the vessel is driven through a head sea, and the straining caused thereby, are so severe and so diversified that the skill of the designer is set at naught, and the best mode of procedure is to follow the rules Jaid down by the classif- cation societies, such rules being the expression of wide practical experience under all the varied conditions of service. 3. CORROSION. This is, probably, the agent to which the failure of most shafts may be ascribed. That corrosion may be reduced and even entirely eliminated, is possible, as the experience of the writer fully justifies. Careful design in many minor points, especially in preventing the actual contact of salt water with the shaft proper, may prolong the life of a tail shaft to that of the rest of the shafting or until some unfore- seen accident puts an end to its usefulness. pressure exerted by the shrinking on has been sufh- cient, in. cases where common alloy was used, to split the liner from end to end. Some manufacturers make it a point to hold the liner to the shaft, besides shrinking, by means of counter- sunk tap rivets. Why should these be used? In the opinion of the writer they are not only unnecessary, but are also conducive to great injury to the shaft. The liner should be shrunk on tightly, and if this is done the rivets are unnecessary. If, perchance, the liner should become loose and the countersunk screw rivets are the only dependence for keeping shaft and liner together, then again great harm is done, since when the liner is loose the salt water will come between the shaft and liner and corrosion will begin, which is doubly dan- gerous since the action is going on underneath the liner where it is not to be seen. Ifa liner is loose, the sooner the looseness is remedied the better. Then again the holes which are drilled into a shaft for these screw rivets tend to weaken the shaft, and cracks may be started. therefrom which would not have materialized if these holes had not been drilled. Marine Engineering FIG. The considerations necessary to prolong the life of a tail shaft are as follows: a. Periodic inspection. Liner or liners. Design of taper part of shaft. Design of key. Design of hub. Nut and nut fastening. Bin SS SF a. Periodic Inspection. Vessels are docked once or even twice every year for the purpose of cleaning and painting the hull, and for examining sea-connections. At least once a year the propeller nut and propeller are removed, the shaft is drawn -in for inspection, the/liners are tested with a sounding hammer, and that part of the shaft which is exposed to the action of the salt water and not protected by the liners is scaled, scraped clean and painted with anti-fouling composition. g The stern tube bearing is tested to see how much the shaft has worn down the lignum vite bearing, and if necessary, new wood is put into the tube. b. Liner or Liners. The main function of a liner is to provide a suitable bearing for the shaft, but the secondary one, that of pro- tecting the shaft, is of no less importance. In most ships, say up to 2,500 tons, it is possible to use one liner which will extend from the propeller end of the shaft through the stern stuifing box gland. These liners must be made of especially good composition, since the ROUGH TURNED FORWARD > These single casting liners have been made to a length of 14 to 16 feet and even more, electrically heated, and shrunk on; but there is risk of getting a poor casting in such length, so that for cheapness usually two or more liners are used, especially when the distance from the stern frame to the stern gland is very long. Fig. 1 shows a shaft having two liners, the interme- diate part being the bare shaft. As shown, the ends of the liners are tapered down for a length of 4 1-2 inches. This is for two purposes. One is to gradually decrease the strength of the liner, which acts as a stiffener, and the other for the following protective purpose. The bare part of the shaft, between the two liners, is painted with antifouling composition, then a thick coat of white lead and tallow is put on, then marlin is wrapped around the shaft, the taper parts of the liners permitting the gradually lessening of the marlin wrap- ping, allowing a tight job to be made. The mixture of white lead and tallow squeezes between the turns of marlin, and if the whole job is done in a workmanlike manner, it will last for ten or twelve months, until the next inspection, when the whole operation is repeated. Very often the bare part of the shaft is protected by another liner, or in other words instead of using one length of the liner to cover the whole shaft, two, three or four lengths are used. As is readily seen, butt joints between the several lengths of liners are of no particular benefit, since the working of the shaft tends to separate the lengths and thus allow salt water to act in conjunction with the JuLy, 1902. , Marine Engineering. 333 brass liner upon the shaft, thus tending to develop cor- rosive action. In Fig. 2 is shown a method of joining the ends ot liners, a method used by a prominent shipbuilding com- pany with eminent success. As will be seen from Fig. 2 the part of the shaft where there is no bearing is simply covered by the liner, which is curved out larger than the diameter of the shaft, thus saving machine work and rendering the liner more flexible and better able to accommodate it- self to the movements of the shaft. c. Design of Taper Part of Shait. Seaton advocates a taper of 3-4 inch to the foot, but when such a taper is used it is found necessary to heat the boss in removing the propeller from the shaft. This heating the propeller boss to remove it from the shaft is very often apt to loosen the liner from the shaft, al- lowing dirt to get underneath and thus preparing a way for the water to commence its corrosive action. A taper of 1 inch to the foot is perhaps better, but when the taper is still increased, then the small end of the taper SOLDER JOINT SOLDER JOINT aa SS i Marine Engineering FIG. 2. part becomes so small as to leave little room for the key. dameiteys Seaton gives the following formule for the breadth and depth of key. Breadth of key = .22 X largest diam. of shaft + .25 inch. Depth of key = .55 & breadth. The breadth given by this rule is entirely too large, and I have modified it in several cases, where new shafts were fitted and using the old hubs, by filling up the old key-way in the hub and cutting a new, smaller one, to the formula. Breadth of key = .2 & diameter of shaft. Depth of key = .55 & breadth. The reason which led me to change the formula for the breadth was furnished by the action of a tail shaft key-way which came under my observation. The breadth of the key-way was made according to Seaton’s formula; after running some time the shaft was drawn in for inspection and it was found that the key had split the taper part of the shaft along the key-way where it was weakest, the metal not being of sufficient strength to withstand the thrust of the key. Then the taper part was turned up on the shait, the distance lost in length being made up by the distance pieces between the couplings of the tunnel shaft, and a new key was cut to the same dimensions as before. Again the shaft was split, and then when the new shaft was made the breadth of the key-way was reduced to that given by the above formula and has given perfect satisfaction since. é. Hub: Fig. 3 shows a method of preventing the water from coming into contact with the taper part of the shaft. As is readily seen, the hub is bored larger than the shaft u 1 TUCK’S PACKING /OR RUBBER RING FIG. 3. liner, and when the hub is in place the rubber ring or a turn of 1 inch Tuck’s packing is squeezed up in such a way as to force it tight all over, thus preventing all entrance of water. As is also shown, the end of the key does not come within: 1-2 inches of the liner, so that the. key does not interfere with the packing. When the propeller boss is fitted in the shop (which “ought to be done very carefully, by the use of red lead paint), care should be taken to make the hub bear on the forward part, since the after part is steadied and taken care of by the nut. f. Nut and Nut Fastening. The methods of fastening the nuts are many, and every designer and engineer has a method which is perhaps as good as another, and as far as the nut itself is concerned some engineers use slotted nuts and spanners, while others make the nut with two lugs and drive it on with | a ram. A New Marine Publication—The Maritime News and Review is the name of a new weekly publication de- voted to shipping interests on the Atlantic and Gulf coasts. ‘This sheet is published every Tuesday evening by the News and Review Company, Incorporated, Mer- chants’ Bank Building, Baltimore, Md: ‘The paper is deyotéd to items of news in the marine field, and the first two issues which have appeared are indeed most creditable and give promise of a strong paper. Items of interest along the coast, in the shipyard, and among the yachtsmen are taken up. Features which are of special note are the bar and channel tables of various ports, pilot tariff, towage tariff, and port charges of ports along the Atlantic seaboard. Many interesting topics of the present day are dealt with. The subscrip- tion price is $3 a year, 10 cents for a single copy. 334 Marine Engineering. JuLy, 1902. A TRAINING SCHOOL FOR MARINE ENGINEERS. BY MATT. W. COLQUEOUN. One of the’ most useful of the many institutions fos- tered by the Commonwealth of Massachusetts is the ——- de sae tana, and developing about 790 I. H. P. ‘The officers, who act as the instructors, are detailed for this special work by the Navy Department. The young cadets having graduated from a two years’ course in this school haye a great advantage over others, for they have had training, both mentally and physically, THE TRAINING SCHOOL SHIP ENTERPRISE. Nautical Training School. Its object is the training of young men in seamanship and marine engineering, and which makes them amenable to discipline in all its phases, and frequently preference is given over those THE CADETS OF THE ENTERPRISE. its home is the Enterprise, one of our old naval vessels, bark rigged, built of wood at the Kittery Navy Yard in 1875, of 1,375 tons displacement, speed 11 knots, with engines of the horizontal, back-acting, compound, con- who have had many years’ experience of the ordinary character. ‘Then, again, there is a law compelling the subsidized steamer lines to carrv one cadet for every 1,000 tons burden, and recently a bill was read before July, 1902. Marine Engineering. 335 the Senate asking that the cadet standing first in his class be rewarded by an appointment by the President to take examination for entrance to our Naval Academy at Annapolis, the cadet standing second to be his alter- nate. The qualifications necessary for a candidate are that he must have either a parent or guardian residing in the State of Massachusetts, to sign necessary papers; that he should be between the ages of sixteen and twenty, of normal size, sound constitution, and free from all physical defects. He must also pass a physical examina- tion before the ship’s surgeon, must be of good char- acter, have an inclination for a seafaring life, and enter the school of his own free will. SUNDAY AT SEA-—AIRING LOCKERS. The young man, having shown the necessary qualifica- tions, is now a-cadet and may elect the class in which he wishes to receive instruction, Seamanship or Engi- neering. During the winter term, when the old boat is snugly tied up at her berth in Boston, the cadet receives instruction in engineering, English, mathe- matics, hygiene, and electricity. In spring, however, he lays aside his books for the practical side, for about the first of May the ship is prepared for sea for her annual cruise in foreign waters. After rigging ship, sails bent, and provisions stored, the Enterprise sails on a trial cruise which usually lasts a week and extends as far as Gloucester, Marblehead, and Massachusetts Bay, steaming about, allowing the cadets to become acquainted with their respective duties, and then at last the long-looked-for day of sailing for a foreign shore is here. - Once outside Boston Light, should there be a fair wind, engines are stopped and sails set, propeller un- coupled and left to drag; and it is here that the cadet electing to receive instruction in the engineering de- partment has the advantage, as he also turns to and learns seamanship with his fellow seaman cadets, both standing deck watch and furling sail, but ever ready, when word is passed, to take watch below and take his first lesson in coal heaving and cleaning bilge, but soon advancing to the positions of fireman, water tender, oiler, platform, and dynamo room. The cadets are divided into three watches, the cadets in a watch having their respective stations, together with a few older men who act as instructors. During the watches the cadets are instructed in the following: Practical work in running engines and pumps; taking and working out indicator cards and cal- culating slip; adjustment of parts of machinery, exam- ination, care, and repairs of machinery; packing and making joints; pipe fitting; care of boilers when not un- der steam; preparing boilers for use; firing and main- taining steam; tending water; taking saturation of wa- ter in the boilers; methods of reducing saturation and preventing deposits of scale; circulation of water in boilers; use of distillers and evaporators and auxiliary engines ; mechanics; electricity ; magnetism; light; heat; working in wood and iron; mechanical drawing; com- pound, triple, and quadruple expansion engines; wiring for electric light; running dynamo and care of the elec- tric plant; positions and use of valves, lead, and use of all pipes. But then the life of the cadet is not all work, for when in port each cadet is allowed shore ON THE. LOWER TOPSAIL YARD. leave, one watch ashore each day, and special permission may be granted for a longer leave of absence when in such ports as Queenstown, Leith, Southampton, Lon- don, Antwerp, Havre, Stockholm, Copenhagen, Lisbon, Gibraltar, Tangiers, and Madeira,. thus affording the cadets a grand opportunity of seeing the world. The ‘last foreign port of call is usually Funchal, Ma- deira; and Madeira may appropriately be called the “Garden of the World,’ for there abound lofty moun- tains, radiant with varied vegetable growth, and cut by deep gorges and ravines where rushing torrents once probably had their beds. On these mountains, as far as the eye can reach, are vineyards from whose grapes the finest wine is made; lemon and palm groves, fig trees and tropical gardens cover the mountain sides. Every- 336 Marine Engineering. JuLy, 1902. where the air is laden with the perfume of flowers. It is customary for natives and visitors to this island to ascend these mountains on horse or mule back, and de- scend on sledges which are made for the purpose. The boys ascended the mountains for 2,000 feet, from whence a magnificent view could be obtained of the surrounding GUN DECK AND MACHINE SHOP. peaks, town, and ocean. ‘The day of leaving for home is one generally never to be forgotten; the homeward- bound pennant is broken out, the bugle sounds, all hands on the catfalls, and at the word “Hoist away” VIEW ON THE SPAR DECK. the old anchor comes up as never before, and with Fun- chal fading away in the distance, course is laid southwest for the trades. Then for forty days we sail with nothing but the monotony of drill, broken perhaps by an occasional hurricane, for when abreast the Bermudas wind began to rise; there were frequent squalls, short and violent, with much rain, and every indication of a hard storm. ‘The wind rapidly became stronger, and soon the storm, or West Indian cyclone, was upon us in all its violence. We ran before the gale under goose- wing topsails, fore storm staysails, wing topsails, and storm spanker; the ship was then hove to, oil poured upon the waves to quiet them, but before the gale abated much damage was done. Several boats were broken, machinery disordered, and considerable loss by sails be- ing carried away. The ship rolled badly, the sea ran very high, and at times it seemed that the towering columns of water would crush the ship, but she rode the waves beautifully and in safety. All such experience, however, only tends toward making a cadet an efficient seaman or engineer. CADET ENGINEERS ASHORE IN LONDON. Boston Light is always a welcome sight to the boys three months away from home and forty-five days out from Funchal. ‘Then, with the ship once more in winter quarters, exercises are held and diplomas are given those completing their two years, and to the rest a long- looked-for two weeks’ vacation, after which they return once more for a winter term of study. ‘Thus the boys in the State of Massachusetts have an opportunity for the study of both theoretical and practical engineering, and, once through such a training, are well qualified to pass examinations for the Revenue Service, Annapolis, or to be a cadet on a subsidized steamer. Commander Edward D. Taussig, U.S.N., is to be the new commander of the training ship Enterprise. Wages of Chinese Sailors— The United States Com- missioner of Navigation, Chamberlain, has stated that, in comparing the wages paid the Chinese sailors on board four American vessels plying on the Pacific with the wages paid sailors on the Kaiser Wilhelm der Grosse, he finds that the average wages received by the Chinese is $21.28 per month, while on the Kaiser Wil- helm der Grosse it is $15.43. JuLy, 1902. Marine Engineering. SOU OBSERVATIONS ON METALLIC PACKING. BY C. G. ROBBINS. Prof. R. H. Thurston showed, by a number of experi- ments made some years ago, that the frictional resist- ance of various steam engines tested amounted to 10 per cent. and upward of the rated horse power. Fur- ther experiments on the distribution of the friction showed that the greatest loss, amounting to one-third or one-half of the total friction, occurred in the main bearings; while the next important loss was the fric- tion of the piston and piston rod, amounting, in the smallest instance, to about 21 per cent. of the total Fig. 5 Marine Engineering . Fig. 7 RINGS FOR METALLIC PACKING. friction. Of this amount about one-third, or six and one-half per cent., of the total was chargeable to the friction of the piston and rings against the cylinder walls, leaving about 14 per cent. of the total friction chargeable to the stuffing box of the piston rod. The engines tested were of small size, and the stuff- ing boxes were of the ordinary type, packed with fibrous packing compressed by a gland. It is noticeable here that the packing of the piston, although of large diameter and subject to full boiler pressure, consumed only about one-half as much power as the stuffing box of the rod, although the latter is of much smaller diam- eter and is subject to no greater pressure. ‘This exces- sive stuffing-box friction is undoubtedly due to the use of fibrous packing, which must be compressed tightly against the rod to prevent leakage. Since the friction of the metallic packing rings of the piston, which were effective in preventing leakage, was only about one-half that of the stuffing box, it appears that the use of some form of metallic rod packing in the latter would reduce its friction in at least the same proportion, causing a gain in this case of about three- quarters of one per cent. of the rated horse power. If this distribution of the internal friction holds good in the larger sizes of engines, the question of the power required to overcome such friction is clearly a matter of some considerable importance. Take the case of a 1,000-H. P. engine with the high mechanical efficiency of 92 per cent.; the friction load is then 80 horse power, 14 per cent. of which, charge- able to a fibrous-packed stuffing box, is practically 11 horse power. If only one-half of this may be saved by the use of metallic packing, a clear gain of over 5, horse power is assured. ‘This will produce large re- turns on any reasonable investment in metallic packing, to say nothing of the longer life and less cost of main- tenance. This leads to a comparative study of the theories of fibrous and metallic packings and the determination of the reasons for the increased efficiency of the latter. The ordinary stuffing box for fibrous packings consists of a chamber on the cylinder head surrounding the rod and provided with a gland, usually arranged to be drawn into the chamber by bolts, as in Fig. 1. ‘The box is partially filled with rings of soft or fibrous pack- ing cut in proper lengths to neatly encircle the rod. This packing is elastic, so that when it is compressed in one direction it expands in the other; and the screw- ing down of the gland thus forces the rings outward against the inside of the box and inward against the surface of the rod. When properly adjusted, the steam pressure is admitted to the inside of the cylinder, the rod is moved slowly to and fro, and the gland is screwed down until steam ceases to blow through, thus adjust- ing the packing under the conditions of pressure, tem- perature, and movement under which it has to work. Eyen under these conditions it is evident that the pack- ing must be set very tightly against the rod to prevent leakage, and that considerable force must be exerted to pull the rod through the packing. But the most se- rious defect of this style of packing lies in the fact that the operator does not always set up the packing under working conditions; nor does he cease screwing down the gland when the leak is stopped, but sets up the packing as tightly as possible when cold, and thus grips the rod with much unnecessary force. Contrary to fibrous packings, the rings of metallic packing are not elastic, and compression in a direction parallel to the rod will not cause them to bulge or ex- pand toward the rod. Some other means must be found to allow them to adjust themselves to the sur- face of the rod. This is almost invariably done by cut- ting the ring into segments and leaving a slight clear- ance between the ends. ‘The evenness with which the rings press against all parts of the circumference of the rod will depend in a measure upon the number of seg- ments and the lines upon which they are divided. In Fig. 2 is shown a plain concentric ring cut in one place only. Pressing the ends of the-cut together would. evidently cause the ring to assume something of the 338 Marine Engineering. JuLy, 1902. shape shown by dotted lines and to grasp the surface of the rod unevenly. Possibly a ring of the shape of Fig. 3 could be made to contract more in conformity with a true circle. But even if this could be done, it is neces- sary to cut the rings in at least two parts to avoid dis- connecting the rod for renewals. The next evident step is the division of the ring into halves, as in Fig. 4. Assuming the rings to be inflex- ible, the pressure of the rings against the rod will bring them into the position shown in dotted lines; the most wear will take place at the top and bottom, and the rings will adjust themselves, by wear, very closely to the con- tour of the rod. Another method, sometimes used, of dividing the ring into halves is shown by Fig. 5; this answers the same purpose as Fig. 4. ‘The next step is the division of the ring into three parts by cuts radial to the rod. Fig. 6 shows this arrangement, and the dotted lines show the movement inward and the nature ot the wear necessary to allow them to accurately fit the surface of the rod. Fig. 7 shows another three- segment ring divided in a different manner. All these arrangements, except the first, are in com- mon use among the manufacturers of metallic packings. Since in every case the rings are cut in at least two places, through either of which steam might blow while the remainder of the rod circumference was tight, it is evident that the rings must be in pairs and arranged to “break joints,’ the second ring packing or covering the joint in the first. This is always done, and usually their relative positions are fixed by dowel pins fitting into holes in the adjacent rings. We have seen how the rings are arranged to enable them to grasp the rod with some force and to move in- wardly against its surface as wear takes place. Metallic packings are always arranged to automatically adjust themselves, and it will be interesting to see how this is done. Broadly speaking, there are two general methods of holding the rings to the rod. ‘The first is by means of sliding surfaces inclined at an angle to the axis of the rod and down which the rings slip. ‘This method may or may not involve the use of springs acting par- allel to the rod. The second method is by the direct action of an en- circling or sphincter spring, usually of coil shape, or by other exterior springs pushing toward the rod cen- tre. A few packings really belonging to this second class use the encircling spring merely to hold the rings in position, and depend upon the steam pressure, which is allowed to get behind the rings, to hold them to the rod. Fig. 8 shows diagrammatically a packing of the first class, using inclined sliding surfaces and springs to ad- just the packing to the rod. The packing rings are forced into the cone as wear takes place, contracting their outer diameters and gradually closing up on the rod, as shown by dotted lines in the previous illustrations. It is evi- dent that the steam pressure is free to act on the back of ring 1, and that the force pushing the rings into the cone is made up of the constant pressure exerted by the springs and the mean effective pressure of the steam in the cylinder. Assuming that there is no friction between the cone and the outer circumference of the rings, it is evident that by the.simple force polygon of Fig. 9 we can find the pressure with which the rings grasp the rod. All that is necessary is to draw the line AB propor- tional by scale to the force pushing the rings into the cone; the line AC parallel to the inside surface of the cone or sliding surface; and the line BC at right angles to AB; then BC measured by the scale to which AB is drawn will give the force grasping the rod. If now we know the coefficient of friction between the rod and the packing, we can calculate the pull necessary to slide the © rod through the packing. ‘This pull multiplied by the piston speed in feet per minute will give the foot pounds of energy required to overcome the friction of the pack- ing; and this divided by 33,000 gives the horse power lost in the box. } Take the case of the 1,000 horse power cross-com- pound engine previously mentioned, in which the initial steam pressure will be taken at 160 pounds, the piston speed at 750 feet per minute, each piston rod at 4 inches diameter, and the mechanical efficiency at 92 per cent. Then the friction of the fibrous-packed stuffing boxes amounts to 11 horse power, on the basis of Thurston’s experiments. The probable maximum friction of metal- SPRING + STEAM PRESSURE PRESSURE AGAINST ROD Cc Marine Engineering Fig. i0 \ Fig. 9 INCLINED SURFACE METALLIC PACKING. lic-packed rod boxes may be found as follows: ‘The out- side diameter of packing ring 1, Fig. 8, will not be over 6 inches, and the area upon which the steam pressure acts will be the difference between the areas of a 6-inch and a 4-inch circle, or 15.6 square inches. The mean effective pressure in the high-pressure cylinder is about 60 pounds, and if we assume the springs to exert a con- stant force equal to 40 per cent. of the initial pressure, or 64 pounds per square inch, the total pressure acting on the back of ring 1 is 60 + 64= 124 pounds per square inch. ‘Then the total pressure AB, Fig. 9, tending to force the rings into the cone, is 15.6 X 124 = 1,934 pounds. If the angle of the cone is 45 degrees, as is not uncommon, the force polygon of Fig. 9 shows that the pressure against the rod is also 1,934 pounds. If we assume a coefficient of friction of 3 per cent., the force required to pull the rod through the packing is JuLy, 1902. Marine Engineering. 339 1,934 X .03 =58 pounds. power exerted is 58 X 750—= 43,500 foot pounds per minute, amounting to 43,500 + 33,000—=1.32 horse power. Taking the low-pressure cylinder at the same amount, we have 2.64 horse power for the friction of the piston rods, or about one-fourth that of the fibrous-packed boxes. When the rings are held to the rod by encircling springs, as in Fig. 10, or by the steam pressure acting on the outer circumference, it is more difficult to find the pressure against the rod. The tension of the springs and the area of rings exposed to the steam pressure must be known. ‘The pressure is probably about the same as in Fig. 1. In any case it seems plain that the friction of metal- lic packings will be materially less than that of fibrous ones. The rings being of metal can be finished, and will wear, to a practically perfect fit on the rod, and so re- quire only a comparatively light pressure to make a steam-tight joint, while the highly polished surfaces At 750 feet piston speed, the - Building a New Hull for an Old Boat. Something quite out of the ordinary line of vessel building and repairing was to be seen at the yard of the Robert Palmer and Son Company, Noank, Conn., where hauled out on one of the railways was a paddle- wheel craft about 200 feet Jong. The framework of this vessel was sadly in need of repair—that is, if the fragments of the old timbers are anything to judge from—but the upper works were in good condition, and for this reason it was suggested by the owners that it would be advisable to have a new hull built, leaving at the same time the upper works intact. Uprights were therefore placed so as to take the strain of the superstructure from the hull, which was then cut into and removed in sections, care being taken that the model of the old hull should be reproduced in the new framework; for though the boat is an old one, the shape of the hull was considered good. The en- BOW AND STERN VIEWS OF THE NEW HULL BUILT UNDER AN OLD BOAT. quickly acquired will reduce the coefficient of friction to a minimum. On the other hand, the fibrous rings cannot, on account of the nature of the material, be fitted so accurately to the rod nor acquire so perfect a polish; nor do they, as a rule, automatically adjust themselves to wear, but must be compressed by the gland, so that their natural elasticity, or expansion, com- pensates for wear. All this tends toward an excessive pressure against the rod, with a corresponding in- crease in friction. Harvard Engineering Journal— Beginning with April, the first number of a journal devoted to the interests of engineering and architecture, and called the Har- vard Engineering Journal, was published at Harvard University. It is a well-printed journal of 80 pages, and in the first issue appear articles upon engineering at Harvard and a description of the Steam Loop and Hol- ley Gravity Return system for boiler plants. The sub- scription rates are $1 per year in advance and single copies 35 cents. All communications should be ad- dressed to the Harvard Engineering Journal, Pierce Hall, Cambridge, Mass. gines and boilers are still in her and were not removed, but simply raised sufficiently to admit of putting under- neath them the keel, frames, etc. A keel was laid and frames erected, just as though a new vessel were being built, but great care had to be taken to see that every- thing coincided, as there were obstacles to be over-’ come that would not occur in a vessel built in the usual manner. As can be seen from the photographs, everything from the main deck upwards is standing, even to the smokestack and short masts, and the uprights support- ing the upper works are clearly discerned. The engine bed has been replaced by a new one, and in fact all the interior work of this craft will be new. The tanks which were situated alongside the engine were re- moved and are now aft of the same, but will eventually be placed in their original position. All of the deck beams are in good condition, but at intervals there are placed beams of yellow pine 10 by 12 inches, which will add considerably to the strength. When finished the boat will be much stronger than originally and will be a fair sample of what can be done in these days of advancement. 340 Marine Engineering. Juny, 1902. e_—_—_——— — eeeeSSSS———seFesSs— AN EXPERIMENTAL ELECTRIC LAUNCH.—I.* BY PROF. OSWALD FLAMM. The many attempts which have been made to utilize electricity for the propulsion of boats have not on the whole met with the success which had been anticipated. While, indeed, high propulsive efficiencies were realized, yet the practicable speed, the radius of action and the output for a given weight of electrical equipment, in comparison with conditions as they now are. It may he in fact pointed out that in these particulars notable improvements and advances are not only pos- sible but probable. Should the problem of electric pro- pulsion for boats be again undertaken, an effort should be made to enlist the warmest coOperation between the other peculiarities were far from satisfactory. The boat builder and the electrical engineer, so that while | | 1,200 | I | | ‘ a 1,100 f CT Io 1,000 | s) 900 ay, 800 t SAS 2 SAIDAS 700 & ~) ui an EI i abe 44 | | 500 2 a ol { 400 | Ht aI | 300 i rt Ie 200 f [a | | 100 if OSEooOoo) 4 x) 1.0 Li 12 1.3 re 15 1.6 17 1.8 19 20 = BL VELOCITY IN METERS PER SECOND Marine Engineering FIG. I.—COMPARATIVE RESISTANCES OF TWO MODELS. chief difficulty in connection with such boats lies in the small weight efficiency of the propulsive equipment with its accumulators and motor, and in the fact that in this respect the naphtha and various forms of petroleum motors, as well as the steam gine, all show a de- MIDSHIP SECTION as regards the boat every advantage may be taken of modern advances the better to adapt the boat to the purpose in view, so also the electrical engineer may, more perfectly than hitherto, adapt the means at his disposal to the same ultimate purpose. FIG. 2.—LOAD WATER LINES AND CURVES OF SECTIONS OF THE TWO MODELS; MODEL B IS IN DOTTED LINES. cided superiority. It should, however, be admitted that the electrical engineer has thus far given but slight at- tention to the conditions and requirements of a motive equipment for marine propulsion, and that for the most part he has been concerned with types of construc- tion suited for stationary service, but which by reason of their large dimensions and weight are not suited for the propulsion of boats. os A like relation exists to-day between the steam en- gine for stationary service and the best types of marine engine, and as the designer and builder of the latter have been able to produce an engine of maximum out- put for minimum size and weight, so must the electrical engineer, if he wishes to provide for boat propulsion a suitable equipment, devise means for vastly increasing *Translated from Schiffbau, February 8, 1902. When one considers the many valuable features which an electrical prepulsive equipment possesses, so is oue filled with the desire to realize them in marine practice in so far as conditions will possibly permit. Even aside from the fact that an electric boat furnishes un- obstructed deck and cabin room for the use of those on board, the nautical qualities of such a boat provided’ with storage battery, may by a suitable disposition of the latter be modified in such manner as desired. Fur- thermore, the operation is clean and simple, and in localities where charging stations are at hand or where they may be readily reached, electric propulsion for certain purposes will doubtless increase in favor. With these various points in view, the Watt-Accumu- lator Works in Zehdenick, on the Havel, built last year an experimental electric boat. The electrical equipment, Jury, 1902. Marine Engineering. 3A1 FS 9 wee ol 8 Son = ss Marine Engineering FIG. 3.—-LONGITUDINAL AND DECK PLAN OF EXPERIMENTAL LAUNCH. as well as the construction of the boat, was undertaken by the above named firm; while the technical features of the boat, as well as of the propeller, were undertaken by the writer. The boat was completed in the autumn of 1901, and has since then undergone numerous trials in Stettin, also from Swinemtinde to the open water, and later, on the Tegeler See near Berlin. A report of the results of these trials will perhaps possess some in- terest. For the form and dimensions of the boat two designs were prepared as follows: Design B was 52.5 it. in length on the water line, 8.2 it. in width outside the planking, 2.62 draft midships, with a displacement of 17.3 tons in fresh water. Design F had the same length and beam, a draft, midships of 2.95 and a displacement of ‘18.3 in fresh water. Smooth wooden models to a FIG. 4.—MIDSHIP SECTION OF LAUNCH. scale of I : 10 were made of both designs and tested at Bremerhaven in the experimental tank of the North German Lloyd Co., with regard to their resistances at various speeds. The results of these tests are shown in the diagram of Fig. 1. The construction water line, curve of section and form of midship section for each design are found in Fig. 2. A number of wave photo- graphs for each boat at varying speeds were made at the time of trial. One of the most interesting results of these tests is found in the relative influence of skin re- sistance and form resistance, which is clearly shown by the curves in the diagram of Fig. 1. With model B having a finer form forward, but greater wetted surface, although with a 6 per cent. smaller displacement, at low speeds for which the form resistance was not of s9 great importance, the resistance was greater than that for model F with less wetted surface, greater draft and 342 Marine Engineering. JULY, 1902. greater displacement as stated. As the speeds were in- creased above 295 feet per mt., corresponding to 9 I-2 knots for the boat, the superiority of model B over model F, due to its better form for high speed, became plainly apparent. It yet remains to determine whether it is possible under existing conditions to supply suffi- cient electric power to drive the boat at a speed above 9 1-2 knots, and thus realize the superiority of the form of model B. On the other hand, however, the question of the radius of action of the boat at moderate speeds was of importance, and for these conditions the form of model F was sensibly better than that of model B. In consequence a new design was prepared intended to unite the superiority of model F for the low speeds with that of modei B for higher speeds. The actual boat As there is a heavy rise and fall of the tide in the bay, the problem of constructing a pier for the use of large ships was a difficult’ one. This has been met by driving steel pipe piling clear to the rock and filled with concrete, braced and capped and decked over, which makes the steel pier superior to any other now built. On the pier are two powerful steel traveling towers that pick up the coal from colliers and dump it into cars that run on tracks into the monitor of the coal house, until at a proper place they discharge their loads into the house proper. When a vessel is to be coaled cars are run on the tracks underneath the storage floor of the coal house, and by means of valves, the floor above is opened at lanier ela ~ATiNe Engineering FIG. 5.—GENERAL ARRANGEMENT PLANS OF EXPERIMENTAL LAUNCH. was built in accordance with this model, and of the following dimensions and particulars. Length on the water line............ 52.8 ft. IBGE Oral WHS TiAWEP INS, c600000000000 QA” ine, ID FEN ATIC TDS. 00000000000000000000¢ 2.62 ft. Dep th Siaayeniten etse tain re CUe Tere 5.09 it. IDNIGIEVEEMEITE 6 060000000000000000000 17.5 tons. The metacentric height as determined by the usual inclining experiment was found to be about 1.31 ft. The boat was built of wood, the frame of the best oak, the keel and sheer strake of oak, the remaining planking of yellow pine. A smooth continuous deck of yellow pine was fitted, and the water ways were made of oak. The usual stringers and tie pieces were also fitted as shown in the section. The general plan of the boat is shown in Fig. 3, the structural section in Fig. 4, and the deck plan and profile in Fig. 5. (To be continued.) U. S. Coaling Station, Frenchman’s Bay, Maine. The site selected is ideal for its purposes. The Goy- ernment owns about sixty acres, having a water front of a third of a mile. Eastern Bay affords a safe an- chorage for a large fleet, and the islands near the en- trance make it almost impregnable to attack when fortifications are erected, as they will be when the entire scheme is carried out. In time of war the sta- tion would be the principal base for practically the en- tire New England coast as far west as Boston. The main building at the station will be a granite and steel coal house, with a storage capacity of 10,000 tons. There will be a steel coaling pier 400 feet long and 48 feet wide, the front face of which is in thirty feet of water at extreme low tide. numerous points, and the coal comes running down into the cars, which then continue their journey through the tunnels, and the coal is discharged into the waiting man-of-war. The whole process of receiving coal from colliers into the house and delivering it from the house to vessels is practically mechanical, and requires little hand labor. There is an endless chain of cars run- ning in each direction, and worked by the powerful machinery. From 100 to 150 tons can be loaded or un- loaded every hour. The danger most feared in all large coal piles is spontaneous combustion, and to prevent this unusual precautions have been taken. The coal house is di- vided into sections by massive cross walls, so that should fire break out in one section it can be con- fined to its place of origin and prevented from spreading. The house is completely equipped with apparatus that will instantly record any rise of tem- perature, which will give timely warning of fire. Besides being a coaling station a water system will be erected ky which ships can be provided with fresh water for steaming purposes, and the grounds of the depot will be prepared for the use of crews for drilling and small arms target practice. When completed the new depot will cost $250,000. The contractors expect to turn it over to the Gov- ernment during the coming season. Japanese Ship Combine.—For preventing the Atlantic shipping trust from obtaining control of the traffic in- terests of the Asiatic coast, eleven Japanese steamship companies have formed a steamship combine, with headquarters at Osaka, Japan. JuLy, 1902. Marine Engineering. 343 CARE AND MANAGEMENT OF THE MARINE GASOLINE ENGINE.—II. BY E. W. ROBERTS. The methods of supplying fuel to a gasoline engine may be divided into three classes. The first or older method is known as the carbureter system, and consists of enriching the ingoing air or a portion of it by evapora- tion of the gasoline. This is accomplished by passing the air either through or over a large body of the liquid. This divides carbureting systems into two methods: the first, in which air is passed through the fuel, giving the filtering carbureter, the other method being that of the surface carbureter. CARBURETERS. An example of the filtering carbureter is shown in Fig. 7, the principle only being illustrated. Air is drawn ~ St Q_COP SS S ~~ ~S FIG. 2.—ENDING COMPRESSION AND IGNITING. FiG, I.—SUCTION. KEY FOR TWO AND FOUR-CYCLE TYPES, FIGS. I, 6: i =Tnlet:. D= Deflecting Plate. E = Exhaust. C =Check Valve. (Pe Piston: Je—Niackets kKe—i1CrankeCases 1 = Igniter. to the engine through the pipe a, the vacuum formed in the tank causing air to enter through the pipe b and to bubble up through the body of the gasoline, evap- orating a portion of the fuel, which makes a rich mix- ture of air and gasoline vapor. As the air carries with it particles of gasoline held in suspension and still in the liquid state, it is necessary to use a sheet of wire gauze, g, to act as a separator, so that only gasoline vapor and air pass out through the pipe a to the engine. Several layers of gauze, g’, are usually inserted in a in order to prevent flame from striking back into the carbureter in case of a backfire through the inlet valve. A surface carbureter is illustrated in principle in Fig. 8; air entering at b, passing over the various partitions w, and beneath the partitions p, so that the air is com- pelled to pass quite closely to the surface of the gasoline in the bottom of the tank, finally leaving at a on its way to the engine. ‘The surface of the liquid is often in- creased by attaching wicking to the partitions w, as in- dicated in the figure. Quite frequently the partitions w are laid in the form of a spiral extending to the top of the tank, the air entering at the centre and passing from the carbureter at the outer end of the spiral, as indicated in Fig. 8a. In some forms, a portion of the exhaust gases are passed through a pipe in the bottom of the tank in order to accelerate the evaporation. Carbureters are very little used at present, being sup- planted by the more efficient and less dangerous vapor- izer. Carbureters evaporate the lighter portions of the fuel, leaving a residue which must be thrown away. They are also affected by changes in the atmospheric conditions, as any increase in the humidity of the at- mosphere would decrease the evaporating power of the air. No amount of wire gauze will prevent the flame Marine Engincering FIG. 3-—-EXPANSION. FIG. 4.—EXHAUST. from occasionally striking back into the tank, and if the vapor and air is in the right proportion the carbureter will explode, usually with disastrous results. It is. necessary to add air to the mixture from the carbureter, as it is generally too rich to give the best results, and in extremely cold weather it.is quite often a difficult matter to get the carbureter started without warming it, this being a dangerous proceeding unless it is done with a moderately heated substance, such as hot water. VAPORIZERS. The second method of supplying fuel to the engine, and that in most general use to-day, is the vaporizer. Properly defined, the vaporizer is a device for supplying fuel to the air in just the quantity needed, and while the air is passing to the engine, the vaporizer being operated by the action of the air itself as it passes through it. In other words, the liquid gasoline flows into the air as it passes through the vaporizer, and is usually first thrown into spray and then thrown into vapor by being dashed against the walls of the inlet pipe. The reader is asked to note carefully the distinction made between the car- 344 Marine Engineering. JuLyY, 1902. bureter and the vaporizer, as there is much confusion between these terms, especially in literature relating to automobiles. In Fig. 9 is shown what the writer believes to be the simplest form of vaporizer he has seen, and which illus- trates the principle involved. The pipe a represents the inlet passage to the engine through which the air must pass. In it is inserted a pipe, b, connected with a constant-level reservoir of gasoline standing just below Marine Engineering FIG. 5.—TWO-CYCLE ENGINE, NEARING END OF UPSTROKE. CHARGE COMPRESSED AND IGNITING, FRESH CHARGE ENTERING CRANK CASE. the top of the pipe at b. The suction of the air passing by b carries gasoline with it, the quantity of fuel being determined by the opening of valve v. To the average gas-engine builder this would look like a device too simple to work well, and probably would not answer for a boat; but it is a very successful device for a stationary engine, as the writer has seen the actual arrangement shown in practical operation. Another very simple form of vaporizer is shown in Fig. 10, and consists of a check valve with a hole, K, in the seat of the valve #, through which the gasoline en- ters whenever the air passing through it opens the valve. The valve is held to its seat by a light spring, M@, and the valve gives very little resistance to the passage of the air which enters at C and passes to the engine through the opening X. ‘The flow of gasoline is con- trolled by the needle valve F’, the pointer G serving to indicate the opening. The vaporizer is connected to the gasoline tank by a lead pipe leading from the opening O. In this vaporizer the gasoline being inclined to flow around the valve seat E, it mixes well with the ingoing SQ Marine Engineering FIG. 6.—TWO-CYCLE ENGINE, NEARING END OF DOWN STROKE. HAUST ESCAPING. CHARGE ENTERING FROM CRANK CASE. EX: air, and at the end of the compression stroke it is quite thoroughly diffused and makes a very good mixture. There are quite a number of variations of the two fundamental types shown, Fig. 9 being varied by means of a long nozzle leading into a vertical air pipe. Varia- tions of Fig. 10 are produced by adding a point to the centre of the valve E, making it double-seated, and the point closing the gasoline inlet. ‘The principle, however, is the same. In other variations of this form the valve E becomes a mere disc which acts as a baffle plate to open a small needle valve leading to the gasoline supply. The valve shown in Fig. 10 is sometimes used as a check Juty, 1902. Marine Engineering. 345 valve on a two-cycle engine, but experience has shown that it is better to have a separate valve for this pur- pose. ‘These valves are also used quite successfully on four-cycle engines, although the form shown in Fig. 9, but having the nozzle in a vertical air pipe, is that most Marine Engineering KE, GS often seen in connection with the four-cycle type. The valve, Fig. 10, is quite often called a generator valve, al- though it really does not generate a gas. It should al- ways be used with a short vertical pipe screwed into the Marine Engineering opening C, and also it should stand in the position shown so that the valve E opens in a downward direction. t will be readily recognized by the reader that both these forms of vaporizers operate on somewhat the same Marine Engineering FIG. 8A. principle as the atomizer used for perfumes. Of the two types, that of Fig. 9 is perhaps the most convenient, as the flow of gasoline always stops when the engine stops, while the generator valve will allow a small amount of gasoline to flow past the valve, and if the needle valve is not closed it will usually flood. On the other hand, a constant-level reservoir must be used with the nozzle type, else it would overflow if the stern of the boat were very much depressed. A peculiarity of the generator valve should be noted herewith. If the engine should for any reason be speed- ed up, as, for instance, by increasing the lead of the igniter, the needle valve should be closed slightly, as the draft of air will be stronger. On the other hand, the valve should be given a little extra opening on starting the engine, because the draft is less than when the nor- mal speed is attained. Sometimes starting may be assist- ed by depressing valve & with a rod or pencil, allowing a little fuel to escape into the air pipe. The opening must also be increased a little as the gasoline gets low Marine Engineering FIG. 9. in the tank, and in small boats it will be necessary to increase the opening whenever the bow of the boat is depressed, as when the occupants go forward. Still another form of vaporizer is shown in Fig. 11, in which a stream of gasoline is pumped continually across the air pipe a, as shown at. 7. Usually a part only of the air passes through this pipe, as otherwise the mixture would be too rich in fuel. There are several variations of this particular form in which the gasoline is made to flow over a piece of gauze or wicking or some other SECTION ON A-B Marine Engineering: FIG. 10. fibrous material, as cotton. ‘This form, it will be noted, is somewhat on the order of the carbureter, but lacks its dangerous properties. The third method of supplying gasoline to the ingoing air is known as the jet feed, and consists in the use of an extremely small pump which throws a jet of gasoline into the air pipe at the moment of induction. The pump acts independently of the suction or draft of the passing air, and is a measuring device. It is not used in marine practice, so far as the writer is aware. It is very uncer- tain in its action, particularly on small engines, and will not answer at all where the engine is controlled by varying the amount of the charge, as by throttling. While on the subject of vaporizers the writer might say a few words about the throttle valve which is usually 346 Marine Engineering. JuLy, 1902. employed for controlling the speed of a marine engine. In general it may be stated that almost any form of lever valve which can be fully opened or fully closed by a short movement of the hand will answer the purpose. Tt should invariably be placed between the vaporizer and the inlet valve of the engine and as close to the inlet valve as it is practicable to put it. A very convenient place for the throttle on a two-cycle engine is in the passage FIG. Il. between the crank case and the cylinder. However, a good valve which controls the passage of the air into the crank case seems to answer the purpose just as well. A governor operated by the engine itself is employed by some makers, and when the speed is controlled on the hit-or-miss principle it is absolutely necessary, but for a throttle engine hand control is that most commonly employed. (To be continued.) REFRIGERATION ON SHIPBOARD.—III. The Design and Operation of the Store Rooms. BY EF. N. PERCY. Much of the inefficiency, trouble, and worry due to this class of machinery can be traced directly to the store rooms. Here is where the results of the process of refrigeration are made manifest. Here is where all of the efforts of the best machinery may go to naught if not properly made use of. If poorly designed and oper- ated, it may be wasteful, unsanitary, unhandy, disagree- able, and positively dangerous in many ways. The first thing about the “ice house” is its size and general arrangement. It should be large enough to carry all the provisions necessary and to allow a full cir- culation of air around them. In addition to this, there should be room for the brine piping, the ice tanks, and a gangway on all sides between the provisions and the wall. A very nice arrangement is to have one room for meats, another for vegetables and fruit, and a smaller anteroom for temporary storage of victuals, implements, drawn ice, and the ice-making apparatus. The piping should be as high as possible, but must be accessible for cleaning and repairing. Care should also be taken to see that it is not placed where it can drip brine or frost on the provisions. ‘These requirements almost confine it to the sides of the rooms near the top; and here is where we usually find it in carefully designed plants for marine work. ‘The best size and kind of piping for the brine is that which will expose the most cooling surface with a minimum of water. It must be thin to be a good conductor, yet able to with- stand the corrosive effect of the strong brine. Expe- rience and good practice indicate 1 1-2-inch to 2 1-2-inch galvanized gaspipe, with any suitable size for a mani- fold. The brine in the main pump discharge should not flow over 200 feet per minute, and in the cooling coils not over 50 feet per minute, and the coil should be long enough to allow the brine to absorb enough heat to raise its temperature to that of the room. Enough coils should then be provided to keep the room down to the required temperature. Gates should be provided to close off any room, or several sections of one room, in case they are not needed. ‘They are also convenient in rough weather, or when the ship is listed, in order to keep the brine from all going to one room. The pipes should be rigidly supported, and, while screwed fittings are the most prac- tical, they should be substantial and the joints well made. ‘he frost should be kept off the pipes to realize the highest efficiency. A steel scraper curving half around the pipe answers, but, for comfort and conve- nience, should have a long, stout handle like a large gouge. The ice tank should have well-sealed covers to keep the brine from spilling. ‘The can system is preferable for shipboard. A most important item in connection with the ice is an efficient, reliable tackle for hoisting the cans. Small cans, not over 40 pounds, should be used, and, if provided with means of attaching the tackle, should be easily handled in the heaviest weather without danger or inconvenience. Getting the ice out of the cans is a source of great annoyance in most plants. Either hot water has to be taken into the ice house, or the ice has to be removed to the deck to melt from the cans. A good plan is to have a steam box to hold one can at a time, and fed by a half-inch pipe from the boilers and a valve at the box. After the can is re- moved, a tight-fitting cover may be fitted to prevent steam escaping into the ice room. Regular racks or chests should be provided for spare ice, as it is disagreeable to have it sliding about the floor or stored in some inaccessible corner. Great care should be taken to see that the store rooms are well drained and somewhat ventilated. The necessarily wet, slippery floors make gratings of wood or rubber a necessity. Matting is not sanitary and iron corrodes rapidly. A great convenience in handling ice, provisions, water, etc., is a trolley track around the ceiling, with a trolley and pulley carrier running thereon. It is almost in- dispensable in rough weather, as heavy meat is very hard to handle when half-frozen. Brine should be made in a separate barrel kept in the ice house. This barrel should be about half-full of brine, and, as brine is taken out to supply waste, more salt and water may be added and the density kept constant by testing with a hydrometer. Salt should be added until it will float a potato easily, corresponding to 90° on the common hydrometer. The ice rooms should be supplied with fresh-water pipes, electric lights, and means of rinsing down the floor. The doors should be thick enough to keep out the heat. Since they are necessarily very heavy, it is a good plan to have them well fitted with hooks, latches, and bars to hold them rigidly in any desirable position, as serious accidents may happen if they are allowed to swing. If some of these precautions could be observed, the refrigerating plant on shipboard would have a much better reputation among engineers than it now enjoys. JuLy, 1902. Marine Engineering. 347 MODERN SHIPWAY EQUIPMENT, AND ITS FUTURE DEVELOPMENT.—I.* BY TJARD SCHWARZ. With the beginning of the development of iron ship- building, about the middle of the century, came new problems. The working of iron materials required ma- chinery driven by steam power. The bending of frames, as well as the working of curved sheets of plating, re- with wooden shipbuilding, but slight modification. The workmen carried the frames and plates, after prepara- tion in the shops, on their shoulders to the building slip. These difficult and primitive methods of work lasted until about the eighth decade of the century, when use began to be made of cars on tracks for the transport of material, and of derricks for hoisting it to its place in the ship. ‘The hoisting was carried on in the first place by hand, and later by means of steam Hey 65:--<- —---——------ wo Ie stats SSS SS ae Teeter ize = - 2179-—— —-—- —— - — ———- —~—>|<-865—- > Marine Engineering CRANE AT KAISERLICHEN WORKS, WILHELMSHAVEN. quired especial heating furnaces and arrangements. There came, therefore, the ship workshop, in which the plates and angles, partly cold, partly warm, were pre- pared, while at the building slip the assembling and Tiveting of the members followed. Here, furthermore, the separate structural members required various sorts of operations, which for the most part were carried out by hand. Also, at first, the transport of the prepared material to the building slip experienced, in comparison *Translated and abstracted for MariInk ENGINEERING from the fahrbuch der Schiffbautechnischen Gesellschaft, 1901. winches. In the course of time the masts, with their booms, were increased to three on each side of the ship, and were operated, on account of their distance from the power station, by electrical drive. As an example, mention may be made of the electrical windlass of Blohm and Voss. This, on account of the simple change from hoisting to lowering, whereby the motor retains its direction of revolution, renders it especially suited for use about ‘shipways. The beginning of the use of auxiliary machinery about the building slip was made by the Vulcan. Works 348 Marine Engineering. JULY, 1902. at Stettin. The construction of a large number of cruisers (iron body with wood planking) induced the installation at these works, toward the end of the seventh decade of the century, of a line of shafting from the ship shed to the building slip, from which, by means of rope drives, portable boring machines were driven in order to drill the holes in the outer plating for the bolts of the wooden planking. Close upon these drilling machines came the portable hydraulic riveting machines, which, with the method of building first developed on the Clyde, gave very good service for riveting the frames, floors, and beams in the frame shed. This as a whole was then erected in place at the shipway. In this man- ner the work was facilitated, because on the one hand ployed for the operation of hoisting machinery, and also for the driving of auxiliary tools, but also with the same distribution the very important requirement of lighting the ship throughout its inner compartments could be ful- filled. The extension of electric lighting throughout the entire shipyard, including building slips, increased also in notable degree the efficiency of operation of the yard, as in the winter months the shrinkage of the working time was, in large measure, prevented. Thus, where previously workmen on board must work by smoking oil lamps or candles, now are lamps are provided, and the work, whether in day or night, can readily be carried forward. Furthermore, as the lower passages and com- partments may be lighted by incandescent lamps, so the facility of working has become greater, and accidents MOTOR-DRIVEN RIG FOR BORING SHAFT STRUT AT WILHELMSHAVEN. the riveting on a level floor was easily carried out with hydraulic machinery, while on the other hand the transport of the material was simplified by the erection of the frame in one operation. There was also in Eng- land, at about the same time, a so-called shipway crane, a form of stationary derrick crane which, in the works of A. Stephens and Sons, was used to set into the ship heavy machinery and parts of boilers before the launch, but was not used for the construction of the ship itself. Then, later, the development of the electric transmis- sion of power made possible a further step for the im- provement of means of transport, as well as for widen- ing the scope of machine work at the building slip. The installation from an electric central station of suitable wiring to carry the electric current to any desired place, and there by the help of portable motors to drive auxil- iary tools, proved of so great value to the work at the building slip that in shipbuilding this electrical distribu- tion of power soon took strong hold. It came about, furthermore, that the electric current was not only em- are the less likely to occur. In order to give a general view of the extent to which electrical power for the work at the building slip may be employed, reference may be made to the more important features of the Im- perial Dock Yard at Wilhelmshaven. The foundation of the electrical central station fol- lowed the laying of the keel of the battleship Kaiser Friedrich ILI., and the plant was further increased upon the building of the battleship Kaiser Wilhelm II., so that for the operations about the building slip alto- gether 17 motors were employed. Of these, two of 3 1-2 H. P. were employed solely for the transport of mate- rial, while the others were used for driving various ma- chines. ‘The transport of material about the slip is effected by two traveling cranes which run upon a “U” track. This track corresponds in slope to that of the slip, at a grade of 1:16. The motion of all the cranes - results by means of a chain carried from a chain wheel on the crane. ‘The reach of both the cranes measures to feet. ‘The turning of the masts is by hand power, JuLy, 1902. Marine Engineering. 349 while the hoisting machinery is driven by a 3.5 H. P. motor through worm and spur gearing. Motors are arranged to run in either direction and are provided with reversing switches and brakes. The peculiarity of the construction of the crane lies in the fact that it is arranged in two stages; that each crane first operates on the lower stage, which is at-the height of the armor shelf of the battleship. As the construction is then carried further above, the crane then builds for itself its second stage, standing on struts and beams which are bound to- gether above with the rails, and which reach from stem to stern. Through the construction of the crane in two stages, it follows that it is necessary to lift the material only so high as its place in the construction of the ship makes necessary. Fach crane, which weighs in round numbers 5 tons, has a lifting capacity of 3 tons, with a speed of 13 feet per minute. The material is brought alongside the building slip by means of small cars, and is then taken direct by the crane and carried to its place driving of portable cold saws for the cutting of beams, angles, etc. ‘The small weight of the motor makes it easy of transport, so that it can be utilized for that part of the work where most needed. Certain motors, how- ever, remain stationary during the entire time. Of such are a 25 H. P. motor for driving the air com- pressors for compressed-air tools, as well as two little motors for driving centrifugal blowers for giving blast to the rivet furnaces. ‘The rivet boys are thus relieved from blowing the furnaces and can give their entire at- tention to the heating of the rivets. For the ventilation of the double bottom portable motors are also used, and it thus appears that electric transmission of power pos- sesses great advantages even with reference to the health of the employees. In conclusion, mention may be made of the electric-driven centrifugal pumps which are used for filling the separate water-tight compartments with water from the harbor, and, after the same, for pumping them out. For the first operation the pump is erected Marine Engineering } CRANE AT HARLAND AND WOLFF'S YARD. in the ship. For the erection of beams both cranes can work together. Of the remaining motors, one of 9 H. P. capacity is used to drive the machine’ for boring the stern posts, shaft struts, and bearings. ‘The comfortable and easy mounting, the quick and uniform operation of the.motors, as well as the economical application of elec- tric power, have resulted in quickly displacing the steam traveling crane formerly used for these purposes. Since for these operations of the motor its use is required for only two or three weeks, for the remaining time it is available for driving small reamers or drills which are used in connection with the fitting of transverse mem- bers of the structure. Six motors of 3 1-2 H. P. are used for driving the boring and tapping machines required in connection with the numberless holes in the armor deck. . The 3 1-2 H. P. motor drives a short transmission shaft, from which, by rope drive, the driving shafts of three to four boring or tapping machines are operated. After the fitting of the armor deck, motors are used for driy- ing manhole-cutting machines, or portable machines for the cutting and sawing of deck openings, or for the 1 on the quay wall; for the last, on board ship, so that the height of lifting the water is small. For merchant ships, furthermore, electric-driven deck-planing ma- chines have been found of special use. These examples may serve to illustrate the manifold applications of electric power for the work at the build- ing slip. For many purposes, however, electricity has a powerful rival in the modern type of hydraulic or com- pressed-air tools, which likewise draw their power from a distant-placed central station. Especially is this true with regard to mechanical riveting, which may be well done with hydraulic power or by means of compressed air. Electric-driven riveting has only recently come into use. Further, the pneumatic hammer, which is also used for chipping and calking, stands at the present time without a rival, while the pneumatic boring machine strongly rivals those driven by means of electric power. Hydraulic riveting machines, which in England first came into wide use for shipbuilding purposes, have in recent times become almost a necessity, especially with the recent great increase in size. ‘The thickness of sep- 2 a 50 Marine Engineering. JuLy, 1902. arate items of the structure must in consequence be so increased that, for example, keel plates and sheer strakes of the outer shell exceed I inch in thickness. With such material hand-riveting is inadequate, and the ex- cellence of the work is wholly dependent on the strength and skill of the riveter. For this reason the firm of Harland and Wolff, in building the Oceanic, concluded to erect a powerful gantry crane, which was especially intended to provide for the transport of a suitable num- ber of portable riveting machines in such manner that in all parts of the ship they might be used to good ad- vantage. Such an arrangement is only possible in the mild climate of Ireland, where winter frost seldom gives trouble and freezing of water in the tools is not to be expected. The yard of Harland and Wolff has three large gantry cranes for the three building slips. The opening in the clear between the pillars measures 90 feet, and the height of the rails to the lower edge of the cross- beams 95 feet, so that they may pass over the largest ships. The cranes run on two rails 577 feet long, which correspond to the slope of the slip, 1:24 in the arc of a circle. Each gantry crane carries three hydraulic as riveters, boring machines, chippers, and calkers, as well as all manner of auxiliary work at the building slip, it is clear that further developments along these lines are to be expected. ‘The building slip is no longer a building and erecting place. It has rather, in the widest sense, become a workshop in which the whole ship’s construction is erected, riveted, and completed. Since, furthermore, with reference to every workshop, it is clear that it should be brought under a weather- proof building, so that on the one hand the tools should not suffer and on the other the workmen should be protected against the weather, the simple conclusion fol- lows that the building slip should be covered over and the construction closed in on two sides. ‘The building slips of warship yards in the time of wooden shipbuilding may thus again be brought into use, although somewhat improved in their modern form. While the old wooden ship house was without top light, and was intended sim- ply to protect the building material, the costly frames, and planking from dampness, the modern iron-and-glass- covered ship house is not intended so much to protect the building material as the costly machinery, and to | er iV. ji a SP ty | Mi) | \ Marine Engineering FT, SHIPWAYS AT THE WORKS OF SWAN AND HUNTER. traveling. cranes of 10 tons capacity, two on the upper ‘land one on the under edge of the cross girders, to which the hydraulic riveting machines are hung by means of chains. At the four corners of the crane are, furthermore, four derrick masts, each one of four tons capacity, operated by hydraulic power for hoisting and swinging. The same are used for carrying electrical boring machines, as well as for the erection of frames and for handling shell plating. Compressed-air appliances are especially of American development. ‘They are at the present time largely used in America and in American yards, and are more espe- cially applicable for the work at the building slips. In German yards compressed-air tools in recent years have found more and more use since the pneumatic hammer has been improved with reference to the jar on the operator. Also the pneumatic riveter, since it is similar in operation to the hand hammer, possesses alone the capacity for riveting mechanically the shell plating. From the previous developments in these lines, and having in view the present condition as regards the use of electrical power and the application of hydraulic riveting machines as well as compressed-air tools, such provide for the workman a healthful, dry, and, in winter, a warm working place. I know that through this new construction the capitalist is heavily laden, and that the capital must be increased in order to provide for the cost of this new construction. I hope, however, to be able to show that a building slip workshop, when prop- erly arranged, may be able to pay and to provide for the necessary interest and depreciation on the invest- ment. For, with such a building provided, it is a simple matter to equip it, as with modern workshops, with suitable and efficient lifting devices, with traveling cranes, etc., which are essential for suitably carrying on the work. ‘These lifting devices claim, moreover, special attention when it is remembered that the weight of the hull at launching, and thus up to the time at which the ship leaves the building slip, in the case of modern ocean liners as well as with the combined freight and passenger steamers, is 9,000 tons and more. It must be remembered that in a closed building slip lifting ma- chines of every sort and in every location can find use, and that even hanging of heavy hydraulic ma- chines, as with the gantry crane of Harland and Wolff, is possible; that, furthermore, the scaffolding for the JULy, 1902. Marine Engineering. 352 riveting of the shell is easily arranged by the use of the structure of the building, and that in many ways it be- comes easily possible to make such a construction use- ful to the fullest extent. In winter it also results that with such a roof over the building the work is not de- ranged by snowfall, and walking over the scaffolding and parts under construction is accomplished with- out difficulty. ‘The only drawback, the slight darkening of the building slip, should not be considered serious, since electric lighting is provided for all parts of the ship. It is, moreover, a fact of importance that there is difficulty in obtaining a sufficient number of appren- tices for shipbuilding, while the engine shop is not troubled with any difficulty of this character. Young people prefer to work in a closed shop which pro- vides shelter against rain and cold, and in which, fur- thermore, the work is restricted almost entirely to hand- cal traveling cranes of three tons capacity. The width of one slip in the clear is 78 feet, and of the other 82 feet. The posts of the roof at the bottom are so con- structed that between their structural members there is room for a narrow-gauge railroad. Material for the ship can, in this manner, be taken by the crane either at the head of the slip or along either side of the ship and carried to the place: where needed. ‘This slip has two tracks for the cranes, which are extended over the whole length of the roof. ‘The cranes are operated by an electric motor, and are provided for hoisting, travel- ing, and turning of the cranes through gearing as well as through belt driving.. Near the tracks for the cranes are placed, also, a number of rails for carrying rivet- ing machines. ‘The roof is for the most part covered with glass, as well as the upper portion of the side walls. Below, the walls to a height of 33 feet are open, and 1p tw aon \f/ & Ala ik i ; / oa = |25/5 =>} ! Marine Enyineeving OVERHEAD CRANES AT THE VULCAN YARD. work operations, since suitable means are provided for the handling of heavy materials. The first covering over a building slip was installed by the firm of Swan and Hunter on the Tyne. ‘The whole establishment is built according to the ideas of Mr. G. B. Hunter and is suitably protected by patents. The special features are seen in the section through the slip and in the plan of the crane on page 350. In this construction a roof is placed over two slips, which at the same time serves to carry tracks for a traveling crane serving a third uncovered slip. The roof has a length of 500 feet by a height in the clear of 80 feet. It is built in the main of channel section posts bound to- gether with diagonal strut and tie pieces. This framework and general type of construction provides readily for the arrangement of struts for supporting the hull, for the operation of riveting machines, and for horizontal run- ways for the use of rivet boys. Above, the posts are bound together by the members of the roof construc- tion, which have sufficient strength to carry five electri- in winter are covered temporarily by canvas or wooden panels. In such a slip, in 1800, the /vernia, at that time the largest combined freight and passenger steamer which had been built on the T‘yne, was in nine months constructed up to the condition for launching, and, ac- cording to the statements of the owners, it was possible to build into the structure in that short time a weight of 8,000 tons. A similar appliance is found at the Union Iron Works in San Francisco, and here for four slips. The first construction was built in 1884, the others later, and all of wood. ‘The latest is 408 feet long, 85 feet in width, and 78 feet in height, and the roof ridge has the same slope as the slip. At the head end of the construction are found three cranes 50 feet in length, while at the water end is found one of the same length, so that over a total length of 500 feet appliances for hoisting and transport are at hand. Under the roof two traveling cranes are arranged which, since the ridge of the roof is 3 feet out of the middle line, possess dif- ferent spans, so that the outer end of the longer crane 392 Marine Engineering. JuLy, 1902. extends beyond the middle line of the ship. Since the track of the cranes is on a slope, it is necessary to pro- vide special means for their locomotion. This is brought about through the winding and unwinding of ropes on two drums at the ends of the cranes. ‘These cranes have a traveling speed of 200 feet per minute; the travel has a speed of 100 feet per minute, and the hoisting speed is the same. The capacity of the crane is 5 tons. ‘The wooden pillars of the roof are provided with holes, so that at any convenient height means may be found for the support of the ship staging. Note may be made of the manner in which riveting machines, whether hydraulic or pneumatic, are sup- ported. ‘Io this end nine pillar cranes are mounted on the standards supporting the roof. From each two of these cranes is hung, by rods, a beam to which the rivet- ing machines are hung by means of a traveling carriage. In this manner the riveting machines may be placed wherever required and at any level in the ship. Through this arrangement it is furthermore possible, even dur- ing the operation of the rivet machines, to use the travel- ing cranes for carrying or hoisting material. As the wooden pillars are spaced twelve feet apart, the ap- proach of material from the side is not practicable, and all large members must, therefore, enter at the head of the slip. The three pillar cranes at the head of the dock are also available for handling riveters for working on frames. In Germany slipway cranes are not yet in use. The Krupp Germania Works, in Kiel, have designed for their new dockyard a roof and traveling crane. The Vulcan Works are about to provide slipway cranes for their four large building slips for mercantile construction. The entire equipment for each building slip stands on a kind of shed-like structure, which carries, by means of four strong traveling ways, two traveling cranes of four tons capacity. The traveling cranes have different spans, 62 feet, 43 feet, and 31 feet, similar to those of the Union Iron Works, in order that one of the cranes may be able to cover the middle line of the ship, and the cranes are built on the three-motor system and take current at 500 volts. The speed of lifting is 33 feet per minute, for the travel of the trolley 66 feet, and for the travel of the crane itself 250 feet per minute. The control station for each crane is at the side, so that the trolley can travel to the extreme run on either end. The arrangement of the cranes is in such manner that all objects received at the upper end of the slip may be taken by the crane and transported to the place where required. ‘The height of the crane structure is also very large, in order to give sufficient room between the up- per deck of the ship and the crane. The building is also provided with horizontal platforms, which are reached by suitable steps. These are constructed with sufficient strength so that the ship may be braced against them. Between the upper timbers on this platform are further fastened. vertical posts which provide for stag- ing for the riveters, while between these wooden struts may be inserted and made fast. Besides these cranes, as above described, special hand- ling cranes are in use in many of the large American yards, such as those installed in the William Cramp and Sons’ Ship and Engine Building Company, Philadelphia, and in the Newport News Shipbuilding and Dry Dock Company, Newport News, Va. These are cranes of the cantilever type, made by the Brown Hoisting and Con- veying Company. The cranes run each upon tracks carried upon a lofty framework structure, which is lo- cated between two slips in order that the crane with its traveler may serve both sides. While the traveler is run out to one side, at the same time on the other side a counterweight keeps equal pace, thus equalizing the forces. The crane can, therefore, pick up a load on one side at a time only. For the operation of the crane a 50 to 80-H. P. motor serves, located in a house un- der the traveling girder, and from which the power for moving girder, traveler, and for lifting the weight is derived through friction coupling. The speeds of operation of the crane are especially high. ‘Thus the speed of hoisting the weight is 250 feet per minute, the travel of the main crane 650 per minute, and that of the cross trolley can be made still faster. This shipyard possesses three such cranes, with corresponding tracks, as follows: One crane for two battleships, each of them of width up to 76 feet, capable of hoisting 4 1-2 tons at a distance of 95 feet, or 12 1-2 tons at a distance of 60 feet, to a height of 92 feet from the ground; second, one crane for two merchant ships up to 66 feet in width, with a capacity of 3 tons at 78 feet, and 10 tons at 46 feet, at a height of 95 feet; third, one crane for two cruisers up to 54 feet width, with capacity of 12 1-2 tons at 39 1-2 feet to a height of 85 feet. The Brown hoisting crane can be used for handling various heavy weights, and serves not alone for the transport of the lighter parts of the ship, such as plates and angles, but also for the heavier forgings, stem, stern posts, etc. Regarding the advantages of such cranes, weights of 12 1-2 tons. and downward to single angles and plates of a few hundred pounds weight with correspondingly higher speed may be hoisted and carried. The chief disadvantage lies in the fact that, as a rule, only half the crane can be in use at one time, since it is intended to serve two building slips. Even if the hoisting as well as carrying the piece to its place in the ship can be car- ried out in one minute, the crane must remain at this location often some eight or ten minutes for adjusting and fastening the piece, so that it is not always possible to handle promptly all material for the two ships under construction at the same time. With an average weight of 1,000 pounds, with 10 minutes for securing in place, the maximum capacity of one crane will be 30 tons per day for the two ships. A more rapid rate of work would be difficult to bring about, and the considerable distance between the oper- ator of the crane and the workmen on the ship makes it difficult to: maintain a quick understanding between the two. In addition, it should be remembered that the elevated structure cannot be used for supporting the scaffolding about the ship, and the provision of a roof over the crane is also not feasible. In comparison, the style of traveling crane previously referred to presents important advantages. ‘Thus, for each ship, as we have seen in the illustrations given, two cranes are ready for use at the same time with capacity from 3 to 5 tons, thus providing for all parts of the structure excepting the stem and stern posts. For such purposes the two cranes may be operated together.. As the crane oper- ator is located directly over the workmen at the ship, JuLy, 1902. Marine Engineering. 353 a ready understanding with the latter is possible. necessary structure for such a crane can furthermore be used for supporting the shores of the ship and the surrounding scaffolding, for the support of riveting ma- chines, etc. ‘This structure can furthermore, without serious cost, be covered with a roof in order to protect the machine and workmen. It is clear, furthermore, that for the climate of Germany such constructions with protecting roof have special advantages. When, there- fore, the Germania-Werft, in Kiel, undertook the con- struction of a building-slip crane of this character, and, in addition, provided a massive structure with dock The - vantage would have small value. ‘The shipbuilder, how- ever, who, through his familiarity with such work, must take upon himself the care and responsibility of such an operation, would gladly be relieved from the anxiety which such occasions force upon him. Even if the pro- visions for a launch aécording to the laws of mechanics is a simple problem, and even when all computations and every provision have been accurately made, still it seems unnatural that the builder of the ship should give it over entirely out of his hands and into the control of the elementary forces of nature. And, in fact, in the his- tory of shipbuilding, we find a sufficient number of ex- INZWV ) med ee Y NZAY NZ ——— E/ = LIZZ NANKi 76- Kee Xikkkixikikkixikikx U1 dD, and for this speed, 2, the power of the type ship H2 may be read from the curves. ‘Then for this proportion of length to breadth, dD; U1 A, = FH . \ Dotty In order to obviate the necessity for calculating D2 \¢% ; = in each case, a curve of sixth roots may be 1 plotted and the value read from it for the correspond- Ds ing value of —. D; Or suppose that there are at hand the particulars of a ship very’ similar to the proposed vessel. The power to propel a ship of-the same displacement as 384 Marine Engineering. AUGUST, 1902. that of the curves at a corresponding speed may be derived from it, and through this point a line may be drawn parallel to the curve which shows the govern- ing law for that proportion of —. Then from this curve B the power of the new vessel at any speed may be de- rived. From the results obtained by attention to the single feature of the proportion of length to breadth of a vessel in using her as the basis for an estimate, it can readily be seen that when the hull, machinery, and pro- peller of the type ship are similar to those of the pro- posed ship, the “Law of Comparison” gives very accu- rate results—much more so than any other method of estimation. FERRYBOAT EDGEWATER. The ferryboat Edgewater, here illustrated, has just been placed in service between r3oth street and Edge- water, terminals of the New York and Hudson River Railway and Ferry Company.. The vessel was built in Wilmington by the Harlan and Hollingsworth Com- pany, and represents the finest type of boat for this service. b She is a double-deck steel ferryboat, with upper works somewhat similar in appearance to the Pennsyl- vania Railroad ferryboats, the lower cabins extending to the extreme ends. The length over all is 180 feet and the over-all beam Go feet. The vessel is designed for speed, besides for service as an ice breaker for FERRYBOAT EDGEWATER, BUILT BY THE HAKLAN AND HOLLINGSWORTH COMPANY. New Steamers to the Orient.—A new line of freight- ers, to run between Seattle and the Orient, will start operations on the first of August. The first vessel to .make the run will be the Shawmut. She will be fol- lowed by the Lyra, Hyades, Pleiades, and Fremont, all of which vessels are owned by the Boston Towboat Company. Merchant Ships Docking at Algiers——The Navy De- partment, under date of April 23, has issued a code of rules covering the docking of merchant vessels at the Naval Station, New Orleans. A charge of 20 cents per gross ton for docking and 10 cents per gross ton for demurrage for each and every day that the vessel remains on the dock will be made. No vessel whose displacement is less than 1,500 tons will be taken on the dock except in case of emergency. ' Steamer Shortened.—An unusual dry dock operation is being performed by the Baltimore Marine Railway upon the propeller F. W. Brune, belonging to the Philadelphia and Baltimore Steamship Company. The steamer has been running on the outside route from Baltimore to Philadelphia, and as it is desired to run her on the inside route through the Chesapeake and Delaware Canal, she must be shortened 25 feet in order to pass through the locks in the canal. forcing her way through the large ice floats encoun- tered in the upper part of the harbor. The main deck is in general of the usual arrange- ment. A cabin on each side extends the entire length of the boat, one being for smokers and one for non- smokers. Stairways in the centre of each cabin lead to the upper cabins. Between the main cabins are the usual teamways, with accommodation for thirty average wagons. For sanitary reasons the company experi- mented with a number of waterproof materials for the teamways, including rock asphalt, asphalt mastic, vitri- fied brick, granite block, and compressed cork brick, but these were found unsatisfactory on account of horses slipping on them when starting heavy loads. The paving material used is creosoted spruce, which is an improvement over the untreated wood. A portion - of the center house between the teamways is used as a drivers’ cabin, enabling these men to have a shelter in winter and still be close to their teams. The upper cabin is divided into two compartments, with large bay windows for general use. The promenade deck is pro- vided with the usual seats. Great care has been taken in the design of the in- terior finish. All cabinet work is of specially selected quartered white oak with plain moldings, giving a 4 Weed ima C7 ines ineerin Marine Eng in Sas theater aoc emesis Me Aucust, 1902. VIEWS IN THE UPPER AND LOWER CABINS OF THE FERRYBOAT EDGEWATER. 386 Marine Engineering. Avcust, 1902. simple though elegant effect. The paneling of walls and ceilings is in burlap of natural color. A touch of bright color has been added in the elliptical transom windows of the lower cabin, which are of stained glass made by the ‘Tiffany Company. The hardware and fixtures are of solid bronze. ‘The color scheme is uni- form throughout, harmonizing with the natural wood color of the oak. ‘The lower cabin and stairway floors are covered with rubber tiling in a simple design, and the upper cabin floors with cork carpet. Spring rattan seats similar to those used in street cars are provided in the lower cabins, these affording additional com- fort. The boat is«heated by the Sturtevant hot-air system. Cold air, which is taken in at an opening above the center house on the hurricane deck, is heated by being passed over steam coils in the hold, and is then blown into the cabins from outlets near the ceilings. Upon cool- ing, the heated air descends and is exhausted at open- ings under the seats and discharged into the open air by ventilating fans. The improvement over the usual system of heating by radiators under the seats, without any ventilation, is readily noticeable. The hull is built of mild steel upon the vertical plate keel system, keel being 20 inches deep. As the vessel is of course a double-ender and has one propeller at each end, the stem and stern posts are the same at both ends and are made of cast steel, each in two solid castings, the frame being 4 by 6 inches. The rudder is of the double plate type, with 7-inch forged stock. The frames are 31-2 by 3 inches by 6.7-pound angles spaced 22 inches. ‘The reverse frames are 21-2 inches by 5.1 pounds on every frame. Floors are of 12 I-2- pound steel, 13 inches deep at center, increased in weight under the engine and boilers. Rider plate is of 171-2-pound steel, 20 inches wide, and the four keelsons on each side of the vessel are each of double 4 by 3 inch by 81-2-pound angle, located as shown in section. Besides the two transverse collision bulk- heads, there are two water-tight longitudinal bulkheads |i || = * ss extending between the transverse ones and 12 feet 6 | | deSa=—=5 inches from the center line on each side of the vessel \\\ oo An The space formed by these bulkheads, which is about |\\\\\ \\\ (s====> 131 feet in length, is divided into eight compartments, Leal four on each side of the vessel. There is also a trans- verse sheet-iron bulkhead between engine and boiler rooms. In the outside plating it is noted that above the water line the strakes are increased in depth at the ends, so that the water-line strake is horizontal. The deck beams are 5 by 3 inches by 12.7-pound an- gles, placed on every frame, except that above the mid- ship bulkhead and at the ends of the midship house, heavy I-beams are placed. The beams on the guards are of Z section, 5 by 31-4 inches by I21-2 pounds, spaced 44 inches, and bracketed to the hull. The deck stringer plate is halved over the guard beams and riveted to them: ‘The deck in the teamways is of yellow pine sheathed with yellow spruce. A steel deck is worked over the engine and boiler space. The deck and guard stringer bars are of angle sec- tion. ‘The braces under the guards are on every beam and are of 2-inch oval-iron, flattened at the ends. The plankshear is of oak, 31-2 inches thick and 18 inches wide, fastened by through bolts to the guard stringer lath Salvo JF ONIa104 Sj ©) CAST IRON POSTS scupreR & COALING HATCH SPRING RATTAN SEATS 1] 1 toe ASH HATCH \ ¥ s i CABIN PLAN OF THE FERRYBOAT EDGEWATER. HARD WOOD SEAT HARD WOOD SEAT (| i =| ony U 100x141 HAND RAIL UPPER DECK Aucusi?, 1902. Marine Engineering. 387 bar. The fender is made up of staves of white’ oak 3 inches thick, faced with two widths of 3-4-inch iron, and from the ends of the staves is run a white-oak fender 4 by 12 inches, faced with a white-oak wearing piece 2 by Io inches. The two fantail beams are of heavy angles, from which are worked 16 Z-bar radial beams, while the ends are covered by heavy plate and angles. A lattice girder is worked in between the col- lision bulkheads and the fantail beams on line with each longitudinal bulkhead. square-column’ frames, with two legs under each cylin- der. The bed plate is also of the box-girder form. The crank shaft, 85-8 inches diameter, is of built-up steel forgings. he pistons are of cast iron and the rods open-hearth steel forgings 71-2 inches diameter. ‘The crossheads are of forged steel with crucible steel pins. The reversing gear is of the Stevenson type, operated by a steam cylinder. The steam exhausts into a Wheeler condenser mounted on a Blake compound air and circulating pump. ‘The diameter of the steam cylin- [/ vt + (ee TE RENE eee =] Marine Engineering MIDSHIP SECTION OF THE FERRYBOAT EDGEWATER. The cabin decks are laid in yellow pine, and the wings with white pine. ‘The center house is of 7-pound plate and extends up to the hurricane deck. Under each pilot house is built the steering column, of lattice pat- tern, so arranged as to carry the weight of the pilot house and to accommodate a hand and steam steering © gear. The safety gates furnished at each end are of the pantograph lattice style, supported by iron posts. | The three-cylinder compound engine drives through the continuous line of shafting a propeller at either end of the vessel. The high-pressure cylinder is fitted with piston valve, and the two lows with double-ported slide valves. The engine is supported by cast-iron der of pump is 12 inches, air cylinder 14 inches, water cylinder 14 inches, and the°common stroke is 10 inches. A closed feed-water heater to raise the temperature up to 180 degrees by the use of the auxiliary exhaust is installed. There are two thrust bearings, one forward and one aft of the engine, of the horseshoe type, with eight forged collars and nine shoes each. ‘The line shafting is 8 inches in diameter, and the propeller shaft 81-4 inches. The stern bearings are 1-2-inch brass liners with lignum vite staves 3 feet long. The usual form of stern tube is used. ‘There are three steam pumps and one hand pump, the feed pump being 7 1-2 by 41-2 by 10 inches. ‘The fire 388 Marine Engineering. Aucust, 1902. pump is horizontal duplex, with cylinders 8 and 5 inches by 12 inches stroke. The bilge pump is worked from the end of the circulating pump rod. There are two sets of steam steering gears, with columns from the pilot house and leads taken to the quadrants. There are two Scotch boilers, furnishing steam at 125 pounds pressure, and in each are 170 lap-welded 3-inch tubes 8 feet 6 inches long. ‘There is one steam drum 3 feet in diameter, 8 feet 3 inches long, made up of 3-8- inch plates. Steam enters the drum from each boiler through nozzles at the lower part and leaves the drum through one nozzle at the top. There are two electric generators located in the en- gine room, one of Io and the other of 25 kilowatts ca- pacity, direct-coupled to vertical engines, the voltage being 125. The electric lighting system is very com- plete, there being about 50 per cent. more lamps used than on the best-lighted ferryboats in the harbor. To insure the success of the boat a corps of engineer- ing specialists was engaged in its design, Col. E. A. Stevens, of Hoboken, Capt. C. W. Woolsey, and Mr. H. B Roelker supervising the design of the hull and machinery, and Messrs. Ford, Bacon, and Davis the electrical equipment and interior arrangement and finish. At a later date we expect to publish the full results of the acceptance and progressive trials recently conducted by Col. Stevens. ...125 pounds oe “ce .. Natural . 30:87 sees 3-46 9.24 Miameter eerie cisilevesisteys .... Solid cast steel +. 2,940 . 2 single end Scotch weet eee eee e essere TyprE—Ferryboat. VASCSTINKA oopaceco0000000 sco000000 @s S (OH co00n00000 vaco0000000000 DIENT et 50000, 000000 INR 0000 WES EN oon000e 000000060000 Boilers, number of . EVA GI 50000000200000060000000000 Propellers, number of........-.... in. +22, 30, 30 in. . 850 . 12 knots cocoon .1,250 sq. ft. cooocolsty tht, 6 -3 cylinder, compound |} Furnaces.........- ee ences eres . Cylinder diameters... Stroke....... Designed R. P. M............. fo} 3) > Sl we vu wy B 4 % 4 ss c) 5 A | -4 a Z 3 (e) fo} o) = ° E n tor) a IC q ) a is} % SI 7 4 a A Dp [oa] -NATIONALITY—Anlerican. stern posts ....,.... Beam) molded at deck. s-4esenecccee between stems.. atawater line sicher criti icleniee OK? Ableoce000000000000000000 Depth, molded ... “cr Engines, number of, ........... Condensing surface......... Draft to bottom of keel............... Freeboard at end..... ........ NAME—Edgewater. Wensthroveralilesereccencnieite LAUNCHED—1902, The Stern=Wheel Steamer Alianza. Herewith are presented the drawings and description of the steel stern-wheel steamer Alianza, built by the Pusey and Jones Company, Wilmington, Del., for service in Venezuela. ‘This vessel is another evidence of the hold that our shipbuilders are taking upon the trade of South America. The Alianza was erected at the yards of the builder, and then taken apart in sections and shipped complete by sailing vessels to the point of destination, where the parts were assembled and the vessel placed in commission. The hull is of steel, built as light as possible con- sistent with the proper strength, and of good model. The chief objects considered in her design were speed and light draft. Four transverse water-tight steel bulkheads divide the hull into five compartments. Large hatches ledd down to compartments two, three, and four, and small hatches into the end compartments. ‘The vessel is stiffened longitudinally by a hog frame, with tie rods to support the end weights of boiler, engine, and stern wheel, the arrangement of which is shown on the elevation. On the main deck, forward, are a steam capstan and a double stairway leading to the promenade deck. Aft of this, on the centre line, is a boiler of the locomotive type, fired at the forward end. ..2,161 sq. ft. .»5 ft, and 14 ft. ..2 sections of 24-inch tubes, pine, rims iron. TypE—Stern-Wheel Steamer. -Arms and buckets yellow Depth of buckets...............++ Width of buckets..........++eceeee Number of buckets ......... Steam doine, diam........ Number of, in each section..,........eee+se0e lE{STt4 od lego dnoonendnddbocoudpooun JOSIVGI I oG900000 G. Wheel, material. Diameter Tubes... - 27 ce 6 “ce +234 “ “ 6 “ 48 “ ..1§ miles. ..150 lbs. ....137 ft.oin. 5) NATIONALITY—Venezuelan, 8 ft. BUILDER—Pusey and Jones Co, .+eeeee.I locomotive. 5 ft. 3in. eter merce eeeseee Single, high pressure, non-condensing. Cylinder, diam.............. Speed, in still water............ Pressure.... .. Diameter....- Width of front. Type .. Boilers, number.......... .. ITS, QUST FATENKE B52 000000000 .cscnoe ac Depth, molded............ Draft, loaded.......... . Engines, number.. Beam, molded..... NaME—Alianza. Length on deck. .. LAUNCHED—I902, Aucust, 1902. Marine Engincering. 389 Abreast and aft the boiler the main deck is open for carrying freight, and on the port side is a small house containing store room and mess room, and in a corre- sponding house on the opposite side is the kitchen and store room. ‘Two high-pressure, non-condensing en- gines are located at the stern, one engine on either side driving the stern wheel. The engine room is not en- closed, and a small house at the stern is used for the engineers’ stores. The arrangement of the promenade deck is such as to insure comfortable quarters for the passengers. ‘T'wo lines of state rooms, one on either side, extend aft from the forward stairway. In all, there are fifteen two-berth f of which is fastened a steel plate; the center rows of arms for one of the sets of buckets is made in short lengths. The wheel is covered by a wooden wheel house. The locomotive boiler above referred to is in two sections, with a combustion chamber placed between them. There are 155 21-2-inch tubes in each section, 5 feet and 14 feet long, and the total length of the boiler is about 33 feet and the diameter 5 feet 3 inches. A steam dome 33 inches in diameter and 18 feet long is placed above the boiler. The boiler was built accord- ing to the U. S. Steamboat Laws for a steam pressure of 150 pounds. fl 1 ge oa ee fe) afer em) a} a [eet Saha ha = _|t 4 Oe Te en pry I SS SS So es ioe ivi Marine Engineering ELEVATION AND PLAN OF A SOUTILT AMERICAN STERN-WHEEL STEAMER. rooms, which open both outside and inside. In this house are also the purser’s room, pantry, store room, toilet rooms, etc. A bulkhead runs between the two tiers of rooms)at the forward end, but the cabin is open at the after end and amidships to the outside deck. A skylight extends the length of the cabin, admitting air and light. The pilot house is located on the deck above, the forward end being in line with the forward end of the cabin. Aft of the pilot house are the captain’s, pilot’s, and engineers’ rooms. Each high-pressure engine has a cylinder 10 inches in diameter and 72 inches stroke, fitted on a strong steel frame on the main deck and connected at right angles to the main shaft. Slide valves worked by a link mo- tion are fitted, and each cylinder has an independent cut-off. The wheels are of the radial type, with iron rims, yellow pine arms, and buckets of yellow pine in two lengths, the buckets on one side being placed half way between those on the other. ‘The shaft is of steel, and five cast-iron centre hoops are mounted, on each Naval Maneuyres—The Navy Department has issued orders for assembling next winter the vessels of the North Atlantic, South Atlantic, and European stations to participate in the West Indies in the most extensive fleet manceuvres ever attempted by the Navy. ‘The list of vessels which will take part includes seven first-class battleships, two armored cruisers, eight protected cruis- ers, and five small cruisers, besides all available torpedo boats, colliers, and supply ships. Catamarans.—The Jenks Shipbuilding Company is building for the United States Lake Survey seven cata- marans, each 40 feet in width. Each catamaran has two large steel cylinders 30 feet long and 4o inches in diam- eter. When completed the catamarans will be fastened together, side to side, and be used for sweeping parts of the St. Lawrence river to ascertain obstructions to navi- gation. Weights with poles attached will be lowered between the catamarans and the various depths noted at the water line on the poles. 390 Marine Engineering. Aucust, 1902. DOCKING FACILITIES ON THE PACIFIC COAST. BY WILLIAM H. CRAWFORD, JR. The eyes of the comniercial world are now looking toward the Pacific Coast of the United States as the most promising field of future development in the most pros- perous country in the world. With the growth of Oriental countries and the ex= tension of our commercial relations to these nations, as well as to our new island possessions, we can see in the near future a great merchant marine on the Pacific. San Francisco is, without doubt, destined to be the metropolis of the Western World. Its natural advan- tages assure this fact, and the works of man all tend to provide for the wonderful developments of the future. Up to the present time one of the greatest needs has been proper provision for docking ships, there being but completed, 740*feet long, 122 feet wide at the top and sloping down to 74 feet at the bottom, with a depth of 32 feet of water in the dock at high tide. ‘The illustra- tions here shown are all views of the work now being prosecuted on Hunter’s Point Island. Many centuries ago a rocky island lay a few hundred yards off the bay shore in the neighborhood of San Francisco’s present site, but by a change of currents this channel was gradually filled up, until at the pres- ent time we have a prominent head of land connected with the main shore by a less prominent and low-lying strip. This is the Hunter’s Point of to-day. The old dock and the new one are both cut out of the solid rock which forms a natural basin, and open into water with a depth of about of 4o feet. The first illustration is a view of the excavation look- FIG. I.—VIEW OF NEW DRY-DOCK AT HUN‘TER’S POINT, SAN FRANCISCO BAY. two dry-docks of any importance in the harbor of San Francisco, one at Mare Island Navy Yard and the other at Hunter's Point. Within the last few months, how- ever, work has been started on two new docks which, when completed, will rank among the largest in the world, capable of handling any ships now afloat, with a margin to spare for what the next few years may bring forth. One of these new dry-docks is located right beside the old one at Mare Island Navy Yard, and, strange to say, the other is as close to the old Hunter’s Point dock as safety will permit. This latter fact is the result of certain natural conditions that make it an in- teresting subject for investigation, and which further attract us when we know that while the work here will cost in the neighborhood of $500,000, it will take about $1,800,000 to accomplish the same end at Mare Island Navy Yard. Both docks will be of the same size when ing toward the future opening. At the right-hand wall of the excavation the strata of rock slope down toward the front and indicate the bed of an old-time channel between the rocky head and the mainland. Illustration No. 2 is also a view of the natural rock basin looking inland from the water end. ‘This portion of the dock is about ready for its cement lining, and the upper end, it will be seen, has already received its coating. “he sides of this dock will not be stepped as with the old one, save for seven steps at the bottom and four at the top. Between these the walls will be flat. There will be four places on each side where stairways will be built to allow access to the bottom of the dock. A pile driver may be seen in the left-hand back- eround of this picture, and it was from the top of this that view I was taken. Here may be seen the Auvcust, 1902. Marine Engineering. 391 FIG. 2,—NEW HUNTER’S POINT DRY-DOCK FROM THE BAY. FIG. 3.—OLD DRY-DOCK ADJOINING THE NEW HUNTER’S POINT DOCK. IO? Marine Engineering. Aucusit, 1902. pump house, located between the two docks, also the portion of rock that has yet to be cut away, and the close proximity of the old dock in which there is a steamer. A cofferdam is built around the future open- ing of the new dock, which shows up very well in. No. 1. A faint glimpse of the upper end, the cemented portion of the new dock, is also visible in this picture. Illustration No. 3 gives an idea of what the old Hun- ter’s Point dock looks like and shows on the blocks the old Mariposa, the steamer referred to above. She is one of the pioneer ships sailing from this port, and, with the Alameda, has been variously engaged in the Australian and Hawaiian service since 1882. At pres- ent this vessel is being overhauled by the Risdon Inon Works and converted into an oil-burning ship. She will be the second ocean craft regularly leaving this port and burning liquid fuel, the first being the S.S. Enterprise, which is at present engaged in the Hilo, Hawaiian Island, trade. The old dock shown in this picture has done great service in its day. .he U.S. S. Oregon was able to squeeze in here with a 4-inch margin after her rudder had been removed. No such troubles will be expe- rienced with the new one, however, for many years to come, and its great size will not necessarily retard the work of docking, for it is.estimated that with the pres= ent pumping plant a ship ¢an be docked in about one hour and twenty minutes. There are three centrifugal pumps with a total expelling capacity of 180,000 gallons of water per minute. These pumps are fitted with rope- drive pulleys, a constant tension being kept on the rope by the usual weighted compensating wheel. For those who are interested in the future develop- ment of this great port we can promise much to be seen in the years to come. The great work of the Santa Fé Railroad in filling in the China Basin will probably be eclipsed by some greater undertaking. The San Fran- cisco Chronicle sounds a note of warning in an edi- torial under date of May 26, “More Water-Front Fa- cilities,’ which says in part: “Everything points. to the fact that the Harbor Commission will be called upon at an early date to rearrange the entire water-front facilities of this port to accommodate the increased de- mands of commerce. It cannot be undertaken too soon. The growth of ocean commerce here is unprecedented. New steamship lines, with vessels of the largest ‘ton- nage, are being created which contemplate making San Francisco their home port. A new ferry line across the Bay is in sight. half a dozen busy shipyards can comply with the orders of their customers. Facilities for this increased ship- ping must be provided. What are we going to do about it? This is the question before the Harbor Commis- sion. The question cannot be dodged. We are con- fronted on the water front with a» condition, not a theory.” s Neat eat 2 American Registry.—It is stated that many vessels flying foreign flags are being transferred to the Danish flag, with the Danish West Indies as their home port. This is done with the expectation that Congress will ratify the treaty of the purchase by the United States of the Danish West Indies, when all vessels registering at that port will pass under the American flag. \ The sail fleet is increasing as fast as °* A STEAM YACHT FOR LAKE SERVICE. The building of small steam yachts for cruising on inland waters is developing at about the same rate as that of our coasting yachts. ‘The description and drawings of the 75-foot steel steam yacht Louise here- with presented are of a craft which represents a type of boat that has become very popular upon the lakes of New York State, and is designed primarily for a day boat. The vessel was built by the Racine Boat Manu- facturing Company, of Racine, Wis., for Mr. John J. Mitchell, of Chicago, to be used by the latter gentleman on Lake Geneva, N. Y. ‘The principal requirement was that there should be plenty of deck room, with the largest proportion of the same forward of the machin- ery. ‘The deck house is usually placed aft of the ma- chinery space and built entirely above the deck, but on this craft the cabin is placed aft and the entire deck forward is clear. As will be seen from the plans, a cedar standing roof extends from within 10 feet of the bow to the stern. The general construction of the vessel is given in the following paragraphs: Keret.—To be of flat bar steel. 5 by 1 inch, scarfed to receive stem and stern post: Stem and stern to be of steel, rabbeted to receive plating, scarfed and riy- eted to keel in a workmanlike manner. Stern to have proper eyes for shaft and rudder. FrameEs.—lo be spaced 17 inches apart and to be of steel angles 2 by I 1-2 inches, furnished to exact shape and punched to receive plating, floors, and re- verse frames. Reverse angles to be of steel, 11-2 by I I-2 inches, used on each frame, and to extend 12 inches beyond curve of bilge, except in engine and boiler room, where every alternate one extends to sheer of vessel. Floors to be of steel plate 3-16 and 7-32 inch, securely riveted to frames and reverse angles. Deck beams to be of angle steel 21-4 by I I-2 inches, fastened to frames by means of gusset plates, and to be placed on each frame. Gusset plates of steel plate 3-16 inch thick amidships, 1-8 inch forward and aft, securely riveted to frames and deck beams. PLAtINc.—To be used as wide and long as shape of yacht will allow, so as to avoid laps and butts; all plates being lapped athwartships; all butts fore and aft to be flush. Garboard plate to be 1-4 inch thick, double riveted to keel, stem and stern, with 1-2-inch rivets. Sheer plates to be 7-32 inch thick amidships for one-half length of vessel, 3-16,inch forward and aft; to.extend 8 inches on top of déck from bulwark. All other plates to be 3-16 inch for -half lengths amid- ships, 1-8 inch forward and aft. Bulwark angle to be I 1-2 by 1I.1-2 inches, riveted to sheer plate. Riveting “to be in a workmanlike manner, perfectly smooth on the outside, to be of either best Norway iron or mild steel. Keel, stem and stern, and all butts to be double riveted; the rest to be single. Deck stringer to be of I-8-inch steel plate, 15 inches wide amidships, 10 inches férward and aft, and to be securely riveted to deck -Béams. Deck stringer angle to be 11-2 by 1 1-2 inches. riveted to sheer plate and deck stringer plate. Floor angles for hull forward and aft to be I 3-4 by 11-2 inches, riveted to frame. Engine foundation to be of steel, constructed in such a way as to avoid vibratiom when engine is running at full speed. 393 Marine Engineering. Avucusit, 1902. $99}}9S JO JUOIZ Surpnpsur ‘sptsur sjoued urejd YIM Auvsoyeul UBdITXdTAY JO puv ‘apisjno payoued Ayureyd ‘Surd a}u4M FO aq 0} “YIP UO OpISs JaYyIIO ABMoasessed dAIS 0} se Y}pIm yons JO pue suo] Joo C1 9q O[—NIdVD “AURSOYLUL PojdoJeS FO dq 0} SuUT[IRO :soyout Z Joey Qg ‘suljie~> Adouvd pur yop udsd9Mjoq WOOL peoyT “poystusea ‘ourd o}IYM Iva]D Jo ‘poyoieur oq 0} epIsu, “opis}no poyured pue seauvd 9dUNO-O1 YIM polo -AOD oq 0} doy, “Auvsoyeut Jo suorysur}s pousny uodn paytoddns pue jysiy opeul eq Of—'doy, AdONVD ‘surjd uO UMOYsS se po}ed0] Sioddnos yoop ureur oUt ISIVYISIP 0} posuvisie pure ‘do, Adoued jo jurod jsoMoy ye peyeso] “oquinu ul OM} 9q 0} ySep steddn 30; ssoddnog y[HY 0} peyoq Ajeinses ssury suryorq ssviq ev JY4SI} spew pure oul] 19}eM 9} AOR soyouT @ Surje{d YyIM “ANVAWOD DNIYOLOVANNVW JVOd ANIOVA AHL AM WIING “ASINOT LHOVA WVALS AO 0} payoe}je dq Of Pud IOMOT ‘Ped 9M UT UMOP pdx9e} pue yoop ureur ye posuey ‘odid peo, yout-c jo ‘10q -uInU Ul INOF 9q 0} Sstaddnos Yyoop ulepy—'saddadngas : “IQUMO JINS 0} peusisop pue usamjoq Ayyjenb jsoq fo Surjjou Avy 0} ‘suoTyoURIs Sseiq UO pojioddns ‘AuesSoyRUI JO oq 0} S]IeYy *SMOIOS YUM MOOG WoT o[suR [IeI 0} pouoysey ‘soyouT € Aq g-€1I Yeo oytyM Fo Ayyenb ysoq Jo oq 0} Yrempng “I9A0D PI[OS pue surje1s YIM poy pure 4ye suo pure PIVMIOF oUO “[eJoWIUNS poystod Jo ‘1o}9WIeIp ul soyouT VI ‘YSN oq 0} soydszey Yoq, ‘peo oYM YUM poy pue U0}}0D YIM poxy[e oq 0} suIvas ‘MOJEq Wesq yep WoOIT poMo1os pue poud}sey puT[q 9q 0} ‘soyouT z Aq H-II ye pue o10f7 prep ‘des wio1rg sory ‘ourd o}IYM pomes-109} -Ienb ‘pouosevas-[jam ‘1eajo ‘paydajas JO oq O[— oad a5 Sse Pa aXxNNd 1V00 ‘aqe[d 1oSulIjs yop pur DYLIJS JOYS ©} SJOATI YIM pouojsey ‘sayour Qg-S 1 Aq g yO oIYM puNos FO oq 0} ‘ooYysyuR{d 10 ‘GavOg ONINTAOD 5 ‘loyunq yors 0} yoyey suo “yoop UL soydjey [ejowuns oienbs pue woo1 s14 0} sjep}no Jodoid savy 0} pue 4iede soysur Fe uey} o10Wl JOU ‘yout 1 Aq Z-I I Sopsue Joojs YUM pousyys Spry} your Q-I oyeTd Joo}s Jo aq 0} ‘AyIOVded suo} J[RY-oUO pu 9914} ynoqe jo ‘Ia]I0q JO opis yOra UQ—'SYINNNG ‘1VOD ‘adeys 1odoid 0} pasi0j ‘1ajouIeIp soyour V-1 Z aq 0} YO0}s ‘9z¥]d Jo0}s Yout-gr-S 9q OT —aaaany y1ede soyoul v2 -uey} o10ul jou podeds ‘your I Aq Z-1 1 sopsue [2903S YIM pousyys Sp1yI yur g-1 9}ejd Joo}s Jo pue Joquinu url 9dAY oq 0} sdiysjiemMy}yW—sSdvaH Wing NOILVAA 1H GNV Nv'Id a i Sa ak 4NvL Nouil| | A 1 bh (f i i a eo eae iil : TN aE inv Nou! Ls I | = © ant waVAaNiovu = ee eee —.—— —j— = aaa ali al oe = . SS SS SSS SS SS SSS 394 Marine Engineering. Aucust, 1902. and sideboard; to have French plate-glass windows; all windows to be stationary. Also stationary French plate-glass windows in each door and over sideboard. Top to be finished in white enamel and to have ma- hogany carlins. Cabin windows fitted with Pullman car curtains. ‘Toilet room to be furnished like cabin and to have entrances from cabin, same to be furnished with one flush W. C.; also with porcelain bowl wash basin, with onyx marble slab and back; all plumbing to be open and nickel plated, and to be supplied with one 60-gallon capacity water tank and one 30-gallon ca- pacity air tank, with Marsh steam air pump and gage. Settee in cabin to be upholstered with leather of the best quality, to be stuffed with best grade of curled hair. Sideboard to be arranged in forward end of cabin, to have drawers and lockers. STEERING WHEEL.—Located about four feet from coaming, to give space for chair; constructed of ma- ©) -5 x 13 Mahog. = Oaux. Steam [ESC SS _Oak 6x 134 x 1% Ends of Beams Flanged Over and Riveted to Coaming A-on Frame No. 27 - 1’ 6", “ww cc —— length of vessel. To be tapered fore and aft and die away in lines of hull. MACHINERY. Borrer.—To consist of one Racine water tubular boiler, with bent steam generator tubes of seamless drawn steel, and to carry a working pressure of 250 pounds. The boiler will be about 5 feet square and have 19 square feet of grate surface and about 760 square feet of heating surface, and weigh about 4,000 pounds. Boiler to have ample air space between coam- ing, and coaming inside to be lined with asbestos. All fittings to be of extra heavy pattern, designed for 250 pounds pressure, and of the latest pattern. Boiler will be provided with triangular rolling grates and suitable shaker. Smokestack to be double, with 3-inch air space between each stack, constructed of No. 16 steel. Front head on boiler drum to be covered with large spun- brass head, with name of yacht engraved thereon. 6 Brass Stanchion and Rail SS 2x 1344 x 3/, 3 Main Steam 12-Plate 1x1x% Deck Qr. Sawed White Pine 34'Fore and Aft | Dixd xg) NSSZSWR7 135 x 144 S BSS Hor 1) RA ars a 0G SSS Ee Beams 2x 2x 4 A ~ Fa Gussets 2/16 Amid’s 146 Vo Amid’s 3/16" Fore and Aft Frames Sore 2 No, 1 to 16 and 36 Aft 2x 13g x%, No. 16 to 36 2"x 2x 4" ,,7 Floor Plates 6 Amid’s 5/39 For'd 2 734 and Aft, except under Boiler Reverse Bar ip PB XA) X/16 5/56 Amid’s Fore and Aft HP SSSeS 5 5 = SS 134 x 1344 Z Erg. Floors 27-28-29-30-31~ be SS =o 136 x 196", A a= SS C3/16 iS Plate |_ ' ~+—— Bet. Frames 30 and 31 i 34" Amid’s Yeo Fore and Aft 1 Limber Hole Marine Engineering MIDSHIP SECTION OF LAKE-BUILT YACHT LOUISE. hogany, with brass trimmings on polished gunmetal stand, made hollow, fitted with bevel gears and Tobin bronze steering rod, with rack and pinion movement below deck, and quadrant on rudder. Bell pull and jingle bell to be arranged in stand. Crests AND CHocKks.—All necessary cleats and chocks, of proper size to securely moor boat, will be supplied and fitted in polished gunmetal. ANncHOoR.—One 60-pound galvanized anchor with loose stock to ship below through flush hatch, and with suit- able Manila lines. Coaminc.—Around engine and boiler room to be of steel plate. Top of boiler to be of steet plate, cov- ered with a Mexican mahogany grating and lined with asbestos to enable it to be used as a seat if desired; a 6-inch brass rail to surmount mahogany rail on coaming. WaALES.—Or wearing strakes, to be of oak 4 inches wide, faced with r-inch half-oval iron, securely fastened to hull at deck line and extending about two-thirds of Encine—To be of the triple-expansion type of the size mentioned in the table, and to be of the very best material and with spiral reversing gear. Frame of polished-steel stanchions, the cylinders to be of best quality gray cast iron, connecting rods of polished gun- metal, crank shafts of best quality mild steel forged solid, crank boxes of polished gunmetal babbited, gearings of steel castings babbited, bed plates of best quality bar steel planed all over, crossheads of polished gunmetal, stuffing boxes of polished metal, cylinders lined with polished brass lagging all around, polished spun-brass covers top and bottom. ConDENSER.—An outside keel condenser, made of copper pipe with brass flanges of suitable size, will be supplied and fitted with all proper connections per- taining to a first-class job. Pumps.—Air pump is of the Dean pattern, 41-2 by 6 by 5 inches, properly fitted and connected. Feed pump is a duplex, 41-2 by 21-2 by 4 inches, and is made by Worthington. An injector is also supplied. Mitre ay August, 1902. Marine Engineering. O95 SHArrinc.—T’o be of best quality of cold-drawn steel, 3 inches diameter, to be in two lengths, connected to- gether with clamp couplings of cast steel. Line bear- ings to be of cast iron, babbited and properly secured in vessel. Stern bearings to be of gunmetal, babbited, to be made long enough to give good bearing. Stuffing box to be of gunmetal. The propeller is 40 inches diameter and of bronze. Erectric Licntrnc PLrant.—To consist of one high- speed automatic engine, direct connected to a 25- light latest improved dynamo; lamps and fixtures to be distributed in accordance with owner’s wishes, and the entire plant to be of modern design and of first-class pattern. Outfit to be complete with switchboard and instruments, also 50-C.P. incandescent lamp with re- flector arranged on top of canopy for searchlight. FINISH. The hull to be treated inside to one coat of red lead paint and one coat of anti-rust paint. Outside to have one coat -of anti-rust paint and two coats of our com- posite green below water line. On top of water, hull to be treated to five coats of best quality of white lead. Cabin house to have three coats of white lead outside, and all the hardwood to be rubbed down in oil and pumice stone and finished in the best manner. Bulwark and rails to be finished natural in best spar varnish. 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YS \ D | D — iZ RS 10 | ( B = * SAL = = © o o = _IN wee S (6) | FP \ & oO 1 \ aad | i \ NS \ | — \ | \ | | \\ eS A | ' | a AN ip | | | |! 7) | Z Al Win i! ah vis CANAL ar | — = Q In accordance with the same general requirements the Duisburger Company has in construction for the Germania Company a crane shown on this page. ‘The supporting construction is of girder form and-is given a somewhat greater area of support, while the move- ment relative to the dock is somewhat less limited. -tion, supporting struts. The lower ends of these girder supports are tied together under the dock level, as well as to the middle foundation, with a connected construc- so that the outer three foundation blocks, of which two lie at the dock edge, only receive vertical pressure. The horizontal forces developed by the boom 408 Marine Engineering. Aucust, 1902. are carried to the middle foundation block through a suitably arranged pivot. The support of the vertical load on the middle founda- tion block is provided by a roller bearing. This con- tains 32 turned steel rolls 8 inches wide which run upon a track of forged steel. ‘This track, with the rollers, is protected against dust and dampness by suitable oiling arrangements. The support of the girder struts is united at the top by a ring of box form cross-section. On the inner side of this are the roller track and the axle of cast steel se- cured with steel bolts. The boom is supported against the rolling track on both sides by the help of four cast-steel rollers of 30 inches diameter and 8 inches breadth. These are arranged so as to give an ade- quate vertical support to the boom and so as to provide for adjustment in case of wear of either rollers or track. A pair of toothed wheels are connected to the driving axle from the turning gear, and the latter is operated by the motor on the upper side of the boom. The support of the forces which are developed on the axle in turning is carried to the foundation through the girder support. To this end the members of the latter are provided with strong diagonal ties, so that both ties and struts are available for suitably carrying the forces developed. In order to move the enormous weights and to pro- vide for the possible wind pressure, the driving mech- anism for turning the crane is made especially strong, so that no deterioration in any appreciable time is likely to be of importance. In order to assist in balanc- ing the wind pressure with reference to a turning move- ment, the balance weight of the boom is given a corre- sponding surface exposed to the wind. The boom itself consists of two continuous built-up girders, upon the dock end of which travel the two trolleys, while the other end serves to carry the balance weight. [he arrangements in general are such as to provide a suitably broad track for the trolley, together with ample support for the load to be carried. In order to reach the boom from the ground a winding staircase is fitted in the main pillar. On the dock side of the boom the operating house is located where it may be easily reached by a covered passage from the top of the winding stair. ‘This house is of sufficient size to con- tain conveniently all electrical apparatus, tools, a stove, and other necessary equipment. Furthermore, a small electric -hoist is installed of about 1 ton capacity in order to serve for hoisting quickly small weights within this limit. The two trolleys are entirely independent of each other, and each has its own connection with the oper- ating motors. In order to securely hold the load in any position each hoisting mechanism is under control of a safety brake which may be operated either mechan- ically or electrically, so that any undesired movement of the load is efficiently prevented. As the weight of the trolleys is considerable, an effort has been made to locate the hoisting gear as much as possible on the back arm of the boom. The hoisting ropes have a factor of safety of 8 to 10 and are carried over proportionately large sheaves. The mounted so as to turn on ball bearings in any direction which their use may require. For all turning parts, hooks. are: where possible, automatic oiling arrangements are pro- vided. The electrical drive of the entire hoisting gear is arranged by direct-coupled motors, with provision for reversing, for movement in either direction. ‘The va- rious speeds of operation are as follows: HOISTING SPEED, LARGE GEAR. Maximum oad ssrA OstOnSmeen aerate 4 ft. per mt. WoadhilOO MtOnS her wee rsh neo ais a oad SoUtonscc seyret iene Gg “ s Cleat arian ere ecaiich. era eears Teta os HOISTING SPEED, SMALL, GEAR. Migration MoAGL, AG WOIMG> ocoocc ooo cosor 13. ft. per mt. TeOad3O) CONS Sea cM Cel te, oN ee 1 % o Te OA STIG: LONS cine tae Pn cte a aot ae eee Leen Y Clear namely sc a ere ee ener die eee Asie ts si SPEED OF LARGE TROLLEY. ILOAG! Oi WFO WOMSs oo 00000000000000000006 16 ft. per mt. EOL OO i. tae ke are SR eps ccc oot eae I s fe OM lotig dana Sa NTe Con On 25s - Cleary face ere ieee itsa:, i eernennnee Bo mteus sy SPEED OF SMALL TROLLEY. Loadiot 45.tons pasereo con eee 50 ft. per mt. SEO SEBO” ie PAR DUS. 70 hr AE Oo % s CALI Naas ote cle ie SRE RE Aa ae wp © in Clea rics tiles cece ee eee aces ee eee 1) re TURNING SPEED. Crane fully loaded, measured at the hoist 60 IHS TASUMETE TEACNs oo cocacando0c0c000 roo ft. per mt. Crane without load, measured at the hoist 1 IS TATUM MEAGN. oo co 0d000000 00000 115 ft. per mt. The electric motors have the following capacities: Hoisting motor for large trolley............... 50 H.P. - ¢ oS scyontey |e on os bes aiacote go & Traveling motor for large trolley.............. 7 lal, 12, c # sets trial tes 10 \ ce Peep eee aL Oh IMIOWONT ios HeiAEbAe [OOOWN, o ccoscccccccccd000000 gD © In the case of a similar crane built by the Benrather Company for the Vulcan yard, the capacity was fixed at 100 tons at a reach of 56 feet, or 45.5 tons at a reach of 84 feet. In this crane the girder pillar forms one continuous construction with the horizontal girder boom, and the entire apparatus rests and turns on its own base. The load is thus carried upon 12 trucks, each with 4 wheels. Four of these trucks are driven each by a 12-H. P. electric motor. The centering of the crane is secured through a steel king post in the center of the foundation. ‘The trolley is arranged in © the usual manner and is operated by a motor of 12 H. P. The main hoisting gear is provided with two motors, each of 26 H. P. The speeds of operation are as follows: TIONG? ICO). WOM. 5000. acnd00000 . 4 ft. per mt.- ss BO rib Reen eae tere /olajieve.co: ohne Re 8” o Speedvot trolleyamrrecncioa 5 misses cane 20a u Turning the crane through 360 degrees. .10 minutes. In addition to these cranes for handling the heaviest weights, there has come into use a further special type of smaller size and with a capacity of 3 to 5 tons. The especial purpose of such cranes is to serve for handling and placing on board the manifold lighter parts of the construction and equipment. Such cranes may also be used for unloading such parts of the mate- rial as come to the yard by water transport. They are constructed as traveling and turning cranes with vari- Avucust, 1902. Marine Engineering. 409 able reach and great height of hoist. ‘To insure the necessary stability these cranes operate on a track of at least 6.5 feet width. ‘Thus the capacity of such cranes by a widened track may be increased up to 25 tons. In the crane of this character shown in the figure the reach, in the manner indicated, may be varied through a wide range. Such cranes are usually operated by a steam engine provided with steam from a boiler carried the usual style of the shear crane or shear legs, and operated by steam power. The engines for hoisting may also be used for propelling the pontoon by means of two screw propellers connected or disconnected by suitable clutches. In addition the shaft may be pro- vided with a number of warping drums, by means of which the pontoon may be moved about in narrow waterways. 14 K-- == 4-- ——-——— ~~~ - 7. 2-2-— — | ALtrine Eryineering SHEAR-LEG CRANE AT THE WORKS OF BLOHM AND VOSS. on the crane, and often serving in part as a counter- balance weight. In connection with the same general line of operation, floating derricks or cranes play an important part, espe- cially in connection with warship construction. ‘They are of especial use in connection with handling heavy armor, guns, anchors, boats, ete. ‘They are built after The further arrangement for the transport of mate- rial about the shipyard, such as locomotive cranes, traveling gantries for the distribution of material at the stock racks, etc., can only be here briefly refered to. An electric traveling derrick crane has been designed and built by the Benrather Company for general loco- motive purposes, and may also be used for moving and AIO Marine Engineering. Aucusi, 1902. & > u Ww ' 1050 10 2030 40 50 60 70.80 90 100 110120180140150 METERS ; PROPOSED ARRANGEMENT OF A SHIPYARD, SS Marine Engineering FIRST STORY. Brass Working Shop. Assembling Decks, etc. Model Working Shop: AREA. GROUND FLOooR. 12900 Coppersmith Shop. 64600 ) Bree ine Shoe: ; 1-3 Machine Shop. { Machine Shop. 25800 Brass Working Shop. 8400 Brass Foundry. 60890 Foundry. 21500 Wood Working Machinery Carpenter Shop. and Fitting Shop. 9500 Store House, Store House. 5400 Paint Shop. Paint Shop. 7800 Power House for Electric- ity, Hydraulic Power, and Compressed Air, 10700 Boiler House. 27000 Forge Shop. 73200 Boiler Shop. 11300 Ship Forge Shop. 30000 Shop for Working Struc- tural Material Hot. 56500 Shop for Working Struc- tural Material Cold. 148500 Two Building Docks. Two Building Slips. 7000 Stock Yard. 16100 Sawmill. 24200 Lumber Yard, 14500 Model Working Shop, 31000 Office. Office. 1800 Gateway and Weighing Scales, SECOND STORY. Carpenter Shop. Store House, Mold Loft Floor. Model Store House. Drawing Room. “ay i) — 7 AUGUST, 1902. Marine Engineering. 4Il switching railway cars. Each movement of the crane is carried out through a special motor and with the following speeds: TRIOIGBNE cocooocc00000000000 FO Ie WEP Mle VIMITTIN Ma ociisee eee ace 4 complete turns per mt. Travel inoue taco creates 2to ft. per mt. The motors provided are as follows: ISIC Rntetes (aus aploo pelos bad boebc Boone ua mouS bE baron 96) Jel, 1, ANGiaabe?. caveta tcc nook TSEC COSC co moeAoOr 7 Plbraviclinl omer mice cern ciciieisicierocie sia cromtarclersrete 7a One point of advantage in this crane consists in the fact that only the crane pillar with the boom turns, while the entire lower structure remains fixed. And thus I am brought to the conclusion of my con- siderations, to the development of a design for a ship- yard in which there shall be represented, as far as possible, the various methods of transportation and handling previously referred to. The central point of this plant should consist of the two building docks, with two neighboring building slips as shown on the diagram. ‘The two docks should be covered by a single building, while each building slip should be provided with a traveling crane. A peculiar ‘feature may be noted in the location of the cold metal-working shop between the two building docks and covered with a con- tinuation of the same roof which covers the building docks. On the ground floor of this shop, at one end, are located the various tools, punches, shears, etc., while in the middle is a sufficient place for the as- sembling of armored decks or for the construction of masts, bridges, etc. In the first story is found room for the assembling of decks and like structures. ‘Tools of the lighter class are also located at the side or on the pillars of the building-dock structure. In the sec- ond story the mold loft is located, well lighted by windows in the roof. Light is also provided for the _ lower floors through suitable light shafts. The material, which in the lower floors is transported by the ordinary type of trolley, may be taken direct to the building dock by the aid of the traveling cranes or by use of the tracks at the head of the docks, and the same may be carried to the stationary crane at the fitting-out basin for installation in the ship. At the head of the building docks are located the various forges, with bending slab and heating furnaces, while joined to the same on one side is found the boiler shop and on the other the central power station. The directions in which the work is carried out in the va- rious shops are indicated on the diagram by arrow heads. On the left side of the yard, and directly in a line back of the large stationary dock crane and begin- ning from the land side, is located the foundry for iron and brass castings. ‘These are in direct connection with the machine shop by means of tracks, so that the foundry crane may run direct into the machine shop and transport the various castings to the suitable ma- chines without rehandling. On the other side these tracks extend to the water’s edge at the stationary ¢rane, so that the various pieces of the machinery, after ' erection in the shops, may be taken direct to the crane for installation in the ‘ship. The brass foundry is also directly connected by a small traveling crane with the brass shop, next to which, on the water side, the cop- ersmith’s shop is located. At the water's edge is located the carpenter shop, on the ground floor of which are installed the various woodworking tools, and from the second story of which two small crane run- ways lead to the water’s edge. ‘The fittings may thus be taken directly on board ship, and these runways are also made to serve as passageways to the ship by means of a suitable stairway at each end of the carpenter shop. A small traveling crane of 3 to 5 tons capa- city, of the Blohm and Voss type, operates between the carpenter shop and the edge of the dock. In order that this crane may pass through the lower construc- tion of the large stationary crane, as well as under the gangways leading from the carpenter shop, the boom may be suitably lowered. In the wake of the building docks and building slips this crane travels over bridges which, on the occasion of a launch or exit of a ship from the dock, may be lifted out of the way by a float- ing crane. ‘This crane may also be utilized for unload- ing vessels at the water front and for bringing timber to the carpenter shop. The principal place for stacking material is served by a traveling crane, while for the other secondary locations small electric traveling cranes are sufficient. The arrangement of tracks is shown on the diagram, the dot-dash indication showing the ar- rangement of standard-gage tracks, while the lines made up of dashes show the arrangement of narrow-gage tracks. The open space on the left of the plan is re- served for a dry-dock. Should it seem preferable to build a floating dock a location for the same may be found in a canal lying at 45 degrees to the dock edge, in such manner that access may be obtained through the space lying between the foundry and machine shop. The office buildings include all business and technical bureaus, drawing rooms, etc. From the left wing of the same the stock piles are under ready observation, so that note may be taken of the condition as regards material of the various sorts. The entire plan is ar- ranged to cover a. minimum area, not alone to reduce the distance of transporting material, but also the better to provide for efficient oversight and administration. And thus I will close this study with the hope that it may furnish many suggestions for the future; that, moreover, the shipbuilding industry in Germany may be stimulated through the brilliant developments of the last few years to still further widen its influence, to found new dock yards, to strengthen its hold on the markets of the world, and to enter into live compe- tition with the yards of our foreign competitors. Steamer Korea—The Pacific Mail steamship Korea, which was described in MariINE ENGINEERING for June, 1902, has arrived at San Francisco and will be placed in the China service. Year’s Shipbuilding in the United States—During the fiscal year ended June 30, 1902, the Bureau of Naviga- tion reports that 1,657 vessels of 473,981 gross tons were built in the United States and officially numbered, com- pared with 1,709 vessels of 489,616 tons for the previous fiscal year. ‘The decrease compared with last year is in sail vessels and canalboats, barges, etc. This year’s new sail tonnage is 101,072 tons; last year’s, 128,099 tons. New steel steamers aggregate 275,479 tons com- pared with 235,265 tons last year. 412 Marine Engineering. Avucusit, 1902. SS essai ccs a eases ricer eine uteri TW ERE Tanna Reconstruction of Turkish Battleship Messoudyeh. BY DAGNINO ATTILIO. The Turkish battleship Messoudyeh has just under- gone an extensive reconstruction at the yard of Messrs. Ansaldo, of Genoa. In 1890 a sister ship, the Mendou- hiye, was remodeled and new propelling machinery fitted, but the single screw was retained. However, with the first-named ship the Turkish Government de- cided to convert her into a twin-screw ship, and the work has been carried out in a very substantial way. In a vessel not intended for twin screws the attach- ment of the stern brackets to a stern not especially strengthened and constructed to receive them is likely to be a source of weakness. Referring to the accom- panying drawing, we see that on the Messoudyeh ad- vantage has been taken of the existing propeller open- ing to bring the two screws close together and thus reduce the leverage as much as possible. ‘The feet of the stern brackets are extra broad for attaching to the hull. The weight of brackets and shafting is well supported by a flange with a T-shaped bar at the bottom of the frame, and the structure secured was so rigid that it was decided unnecessary to close in the shaft with plating and spectacle frames. Marine Engineering ARRANGEMENT. OF TWIN SCREWS AND BRACKETS ON MESSOUDYEH. The inner and outer bottoms were found to be in ex- cellent condition, and, as the ship was well built through- out, she is considered to be good for many years of ser- vice. The new propelling machinery consists of two sets of triple-expansion, four-cylinder, inverted engines of “11,000 H. P. Steam is supplied by 16 water-tube boilers of the Niclausse type, arranged in four groups of four boilers each. Both engines and boilers were constructed by Messrs. Gio. Ansaldo and Company, in the shops at Sampierdarena, near Genoa. On the trial trip of the Messoudyeh, which was re- . cently held, an average of 161-2 miles was maintained for six hours. Steam pressure was 300 pounds at the boilers and 250 pounds in the high-pressure valve chest. The feeding apparatus worked very well throughout, giving little trouble, and no accident happened to the engines or machinery. The main engines reached a maximum of 108 revolutions, driving the ship at 17 1-2 miles. As the contract required only 15 miles an hour, the results attained were satisfactory. The new ma- chinery and fittings represent the highest type of ma- rine work. The armament consists of Vickers breech- loading rifles. INTERIOR DECORATIONS OF THE HELENITA. The decorations of the \saloons and state rooms on the steam yacht Helenita are as handsome as anything: of the kind seen afloat. A general description of this yacht was given in MARINE ENGINEERING for July, but the accompanying views were taken recently, and show the yacht as she is at present. ‘he interior work was de- signed and executed throughout by the Pottier and Sty- mus Company, New York city. The forward deck house contains the dining room and. smoking room; the former, taking in the entire forward part of the house, is of English oak with backgrounds. of carving carved out of the solid, and the ground of same is picked out in red. Over the sideboard is a painting on the wood panel of a marine view, which is- stained into the wood and shows the grain throughout. The ceiling round the mast is handsomely decorated with carving, and, with the mast as a center fea- ture, there is an English oak extension dining room table with the extension end forward of the mast. The chairs are of English oak and the backs are carved with prows of ships. The hangings are of green velour and the floor is covered with a green Wilton carpet. The general design of this room has been executed in the Norwegian style. The smoking room is entered either by a passage from the dining room or from the deck on the opposite side. The decorations are of the Dutch style, with side wain- scoting, and treated the same as the dining room. Over the settee is a wood painting, also executed similarly to- that in the dining room. ‘The settee is of red leather and the curtains are of red reps. The main salon, or music room, is in the after deck house. It is executed in mahogany with panels of crotch veneer; the woodwork is inlaid marquetry and the general style of decorations is modern English; the ceiling beams are supported by cupid brackets made of special design; the curtains and upholstery are of blue. A very handsome clock, with dolphins carved in the case, ornaments the mast. The piano, secretary’s. desk, the library and other furniture have been made to harmonize with the design. A staircase leads to the lower hall, the caps of the columns, or newel posts, being ornamented with carved mermaids carved out of satinwood, and the balustrade with carved dolphins between the rails. The curtains and coverings are of printed velvet. At the foot of the stairs, and at the after end of the ship, is a double state room extending from side to side of the boat. A large bedstead is built at either side, with cushioned seats below. The panels at the side of the beds and the cushions are of printed velvet, and the decorations forming the center feature of the headboards. of the bedsteads are carved dolphins. This room is fin- ished in satinwood. Another guest’s room is finished in birch in the modern English style, treated simply throughout with large plain panels of selected veneer. The headboard of the bed is painted with two allegorical figures on wood, representing travel and pleasure. The decoration on the bureau and side of the bed is on the same style as that of the room. The ceiling is decorated with simple bands of colors between beams, and the side walls with fine diaper pattern in tones of green and purple. AUGUST, 1902. Marine Engineering. 413 Another state room is furnished in bird’s-eye maple with the ornament applied in birch moldings, forming raised panels. ‘The doors and panels are of specially selected maple veneer, and the ceiling is laid in small ornamental bands in blue, forming panels. The side walls are decorated an all-over-pattern of blue on a cream ground, and the curtains are also of blue. A simple but very effective decoration is that of the white and gilt room in the Louis XVI. style. The entire room is in ivory white. The coverings and curtains are of pink and green stripes with chintz coloring and carpet selected to match. tric features are of a greenish-gray gold, especially handsome. Forward of this state room are a bath and toilet rooms, and other bath rooms are provided en suite for the guests’ rooms. All these bath rooms are decor- ated in white enamel and have cork tile floorings, and in each is placed a wardrobe. The general dimensions of this yacht are: Length over all, 185 feet; length on water line, 150 feet; beam, molded, 22 feet; depth, molded, 12 feet; draft, 9 feet. With these limiting dimensions, the designers have made the best use of the space to the advantage of the owner, Mr. Frank J. Gould. Sa STEAM YACHT HELENITA, BUILT BY THE GAS ENGINE AND POWER COMPANY AND CHARLES LL. SEABURY AND COMPANY CONSOLIDATED. At the forward end of the passage leading from the lower salon is the owner’s state room, which, naturally, is the handsomest of all. The wood used is satinwood inlaid with marquetry of white holly and ebony, and only the best selected woods have been used. Pro- vision has been made for dividing this state room into two rooms by a portable fore and aft center line bulk- head, the material for which has already been cut out and can be easily erected. Large oval mirrors with gilt frames form the center feature of the large panels. There are settees at either side, covered with gray silk grounds with figures of gray, green, and purple, and the curtains and cushions are of the same material. Under each settee are chests of drawers, and the chiffonier and dressing table are the same designs as the room. The ceiling is decorated with a pearl-gray ground with an ornament of soft emerald and salmon, pink, and green. The general design of the room has been executed in the English Renaissance style. The hardware and elec- United States Steel Corporation Earnings—The net earnings of the United States Steel Corporation for the quarter ending June 30 were $37,691,696, an increase of $11,320,696 over the same period last year. Quarterly dividends of I 3-4 per cent. on the preferred stock and I I-2 per cent. on the common stock were declared. Roach’s Shipyard—The entire $1,000,000 stock of Roach’s Shipyard has been taken over by. the Delaware River Ship and Engine Building Company, incorpor- ated under the laws of New Jersey, with $5,000,000 cap- ital ; $2,500,000 5 per cent. bonds will be issued. John B. Roach is president of the new company, and D. E. Ford, formerly of the Standard Oil Company, will be general manager; Edward L. Levy, formerly connected with Neafie and Levy, will be vice-president and treas- urer; and Osborn Congelton will be vice-president. The company has now under contract two large coast steam- ers, one for the Savannah Line and the other for the Mallory Line. AUGUST, 1902. ineering. Eng Marine 414 afV 3uryoo"T “uojps uy “‘mooy suryous ‘VIINATHH SH NO SNIGVO MOI AO SMUIA UOLAALNI V2 “pad ADMLOT BULYOO'T “UOIDS wd MOT sUlyoo’y “mooy- suuiq A15 Taye inmeerin Marine Eng Avcus?, 1902. “KDM4D4S puD U1qny 4a020’T ‘ajdvyy aka-s. pirg “mooy S.4sany ‘VIINST TAH LTHOVA WVALS AHL NO MOUd MOTE SMAIA } — = | = “POOMmuUqwS U1 paysiurg “MoOOy 2407S any pun pjoy un “M003 S.4SONH) S,4dU20 416 Marine Engineering. Aucust, 1902. Marine Engineering Published Monthly by MARINE ENGINEERING, INCORPORATED 309 Broadway - - - H. L. ALDRICH, President and Treasurer. New York. PROF. W. F. DURAND, Advisory Editor. F. D. HERBERT, Associate Editor. G. SLATE, Advertising Representative. Branch Offices. Philadelphia, Pa., Mach’y Dept., The Bourse, S. W. ANNESS. Detroit, Mich., Hodges Building, L. L. CLINE. Boston, Mass., 170 Summer St., S. I. CARPENTER. TERMS OF SUBSCRIPTION. Per Year. Per Copy. United States, Canada and Mexico.........ccsesseeeeenees $2.00 20 cents Other countries in Postal Union........... 25 cents Entered at New York Post Office as second-class matter. Notice to Advertisers. Changes to be made in copy, or in orders for advertisements, must be in our hands not later than the 15th of the month, to insure the carrying out of such instructions in the issue of the month following. K have before in these columns referred to the gasoline engine and other motors of the same general type, chiefly with reference to their use for pleasure purposes. The gasoline engine, as representing the type of such motors, merits, however, a word of notice with regard to its uses for more purely economic purposes. It has already found its way into boats of small size used for a variety of useful purposes, and with an increase in the sizes in which it can be made practicable there is every reason to expect an increase in the uses of this character. It is perhaps fair to say that with engines of this type it has not thus far been found practicable to carry the power developed in a single cylinder’ much beyond 20 or 25 horse power. Cylinders can, of course, be multiplied in number to three or four, so that an engine of perhaps one hundred horse power is not beyond reach at the present time. The gasoline type of engine possesses well-known characteristics, which need not be here repeated in detail, and within this range of power it may fairly merit consideration for industrial and com- mercial uses as well as for pleasure. For small short-run excursion steamers, light ferryboats, small shallow-draft screw steamers for all purposes, and for all craft fitted with auxil- iary power, as fishing craft, oyster boats, etc.— for all of these the claims of the gasoline engine command reasonable and fair consideration. There is one feature, however, which should not be overlooked, and which seems to render the gas engine relatively less suitable than the steam engine for purposes of the general towboat char- acter. This results chiefly from the relatively ir- regular crank effort with such engines, and from the extent to which inertia is called upon to carry the engine through the non-working stroke or strokes. A distinction enters here between the so-called two and four-cycle types. In the former one stroke in two or one per revolution furnishes power. In the latter, one stroke in four or one in two revolutions gives power. It might be ex- pected that in this respect the two-cycle type would possess marked advantages over the four. This expectation is, however, scarcely realized, and with a little higher speed of revolution in the four-cycle type there seems to be no marked difference in this respect. It might also be expected, with one power stroke in four in one case and one in two in the other, that there would be considerable advantage with the latter regarding the weight required for a given power to be developed. With the some- what higher revolutions referred to, however, and the attendant modifications in structure, the differ- ence in this respect seems to be but slight and in any event not sufficient to furnish a determining feature between the two systems. The chief ac- tual point of difference between the two types, four-cycle or two-cycle, seems to be in the differ- ence in their efficiencies as heat engines. Careful tests involving a measure of the power delivered and the gasoline consumed show a marked differ- ence in favor of the four-cycle type, which is only what might be expected when the features of the two types are compared. ‘Thus far the four-cycle type has attracted but small attention for marine purposes. In spite of a somewhat greater ap- parent complexity, however, it seems to possess greater certainty of action and superior efficiency. The latter consideration, especially, is one which will have weight in connection with commercial uses, and we believe that there is a fair field for further effort looking toward the better adapta- tion of gasoline engines in general, and especially those of the four-cycle type,. to marine uses of a commercial and industrial nature. AUGUS', 1902. Marine Engineering. 417 “FE would call attention to the conclusion, on another page, of the article continued from last month relating to shipway and dock handling appliances, especially as represented by the leading practice in the large German yards. This article, translated from the annual volume -of proceedings of the young but vigorous German Society of Naval Architects and Marine Engi- neers, gives without doubt the most extended and detailed discussion of this important topic which has yet been published. We have been inclined, in this country, to consider that we are far in the lead of the world in methods for handling grain, coal, ore, structural material, etc., and in general there is undoubtedly reason to admire the energy and skill which American engineers have displayed in this field. We should not for- ‘get, however, that foreign engineers are also at work on these same problems, that they are well acquainted with the methods most in vogue in this country, and that in their own way they are finding solutions worthy of our careful attention. In particular is this true in the field of marine ‘construction, and the display of designs and actual ‘construction in the original article, only a part of which could be reproduced, shows how much attention German engineers are giving to the problem of handling and distribution in connec- tion with marine work. We are not likely, in fact, to exaggerate the importance of this matter in connection with car- rying on engineering work on a large scale. An efficient and adequate system of handling saves time by accomplishing this part of the work far more quickly than it could be done by hand; it saves expense by substituting mechanical energy for the human energy of an army of men, and it saves time and promotes efficiency, both in the shops and at the ship, by doing the work of hand- ling and distribution with far greater certainty and efficiency than could be done by any army of men, no matter how numerous or how well trained. The need of an efficient system for carrying on this part of the work is now considered as impor- tant and as necessary a part of the equipment of a shipyard as the tools for preparing the material, or as the shipway itself. We would commend the article by Herr Schwarz to the study of all who are interested in this problem, and can assure them that they are likely to find much therein which will be helpful and suggestive in their consider- ation of the many questions involved. HIPBUILDING on the lakes is looking for- ward to another year of prosperity. The general condition may be best indicated by the fact that at the present time some twenty vessels are under contract in the yards of the American Shipbuilding Company, with several more in the yards not under the control of the combination. In looking over the dimensions of these vessels, it is interesting to note the small number of classes into which they fall. Ten of them are of “canal size’—that is, of suitable dimensions to pass through the locks on the Canadian canals and thus permit of passage to the Atlantic coast. These vessels are, therefore, 241 feet long on the keel by 41 feet beam and 18 feet depth. The other ships under contract are mostly in the class of large freighters and fall into two classes—one 380 feet long by 50 feet beam by 28 feet depth, and the other 414 feet long by 50 feet beam by 28 feet depth. It is of interest to note to what an ex- tent lake shipping tends to standardize itself into classes. Aside from passenger steamers, there are three well-marked types or classes of cargo steamers—the small steamer, 200 to 220 feet long by about 40 feet beam and 16 feet depth; the large steamer, about 400 feet long, 50 feet beam, and 28 feet depth; and the canal size, as noted above. Sizes and dimensions of engines and boilers also tend to fall into the same standard classes. ‘The steam pressure, as a rule, is 170 pounds, and the engines are all three-cylinder, triple-expansion. Natural and assisted draft are both used, in the latter case both the Howden and Ellis and Eaves systems being employed. The lake ship operator and ship builder both have peculiar problems to meet in connection with the local conditions of water and traffic, and be- tween them it is certain that they have evolved — a peculiarly efficient type of boat having in view the service required. These boats combine mod- erate draft, fair speed, good coal economy, un- rivaled facilities for loading and unloading the cargoes they are intended to carry, and such a measure of strength, general safety, and conve- nience of life on board as the conditions of lake service are found to require. If the conditions of commerce and industry in general and of shipbuilding in particular may be in any measure safely inferred from those of shipbuilding on the Great Lakes, the coming sea- son bids fair to be one of continued activity and prosperity for all concerned. 418 Marine Engineering. AvuGUST, 1902. MISHAPS AND REPAIRS. Repair of a Feed Pump. After two years of working, a. feed pump of cast iron, similar to the sketches, I, 2, 3, broke down as shown at A. At this place there was a weakened part, and the boss provided for the fitting of the return cock broke down. ‘This pump was reméved and another one fur- nished by the builder of the machine was put in its place. Afier about three years almost the same mishap took place. There was faulty design and faulty molding. The following repair was finally decided upon:. 1. The valve seat D was removed. FIG. 3. SECTION R-S Marine Engin, FIG. 2. PLAN AND SECTION O-P 2. The part E was threaded, the part G was dressed on a lathe, and the part H was bored at the same time. 3. A box, J, in brass was made, containing the valve seat at J, the boss K to receive the same return cock, and a strap or bridle, L, to receive the feed pipe. 4. This box was turned and fitted in place, making a tight joint at G. : 5. The feed pipe was changed so as to be connected at the strap L. The same operation was made at the return pipe. This repair was made seven years ago. We have visited it lately and it was in very good condition. The pump has been in continuous operation. J. M. Broken Stern Frame. The interesting account of repairs made to the stern frame of the tug Tatoosh, which appeared in the July ‘number under Mishaps and Repairs, reminds the writer of repairs made to a forged stern frame on a towboat on the Atlantic coast some time ago. _ We had docked the tug N—— for general overhaul- ' ing to the bottom, and only then discovered a crack in the stern post below the propeller boss. Close exami- nation showed that the frame was cracked entirely through, as shown in the cut, evidently along the line of the weld of the upper and lower parts. The N—— had a balanced rudder supported from the deck, and the whole rested in a shoe at the stern frame. It was, therefore, necessary to have the lower end of the frame well braced to take the side thrust of the rudder. We could not wait for a new stern frame to be made, and, from the various plans suggested for repairing, I decided on the following: The plates adjoining the lower part of the stern frame were removed, and the lower end piece taken up to the shop. With pneumatic tools a scarf was made along the fracture of the upper part of the frame, as shown by the dotted line in the illustration. A template was then made, and the lower end of the frame was built up under the forge hammer in the shop to conform to this surface. Holes were then drilled through the scarf of the lower piece, and the frame taken out and put in place. These holes were matched in the other part of the scarf and in the plating. The plates were then put back in place and all of them riveted up, the rivets in the way of the scarf being driven through both — CHISELED SURFACE Marine Engineering METHOD OF REPAIRING STERN FRAME. pieces of the frame and the side plating. By this means we avoided putting on tie plates over the crack, which would have necessitated driving the rivets through the stern frame and four thicknesses of plating. The tug has been in constant service for over a year, and, upon docking a few weeks ago, examination of the fracture showed no indications of the rivets having started. JBL, ID, 18% Collapse of Crown Plate of Main Boiler. Editor MARINE ENGINEERING: There has recently been up for examination before the British Board of Trade a case of boiler explosion which was the direct result of placing an incompetent man to fill the position of chief engineer on a small coasting steamer. The accident has been brought to my close attention, and I have inspected the boiler myself. The vessel was employed in carrying coal under the English flag. Before leaving port the engineer emptied the boiler and took in fresh water while at the dock, filling the boiler to the height of about a foot above the top of the gage glass, in order to make the passage and dis- charge the cargo without pumping in any seawater. The donkey boiler was in bad shape, so the main boiler was used for discharging cargo as well as supplying steam for the propelling engines. On the passage prim- ing occurred, as was to be expected, but neither during Aucust, 1902. Marine Engineering. 419 the passage of ten hours nor while discharging cargo with two steam winches for about 81-2 hours was any water level visible in the glass. The glass was fre- quently blown through by opening the drain cock, but it was always found to be “full glass,” and therefore no water was pumped into the boiler. On getting out to sea again, the high-pressure slide valve began to screech, and later on, while the fireman was removing a bag which had been tied around the main steam pipe and which had taken fire, and the engineer was again blowing through the gage glass, the furnace doors were blown open and the contents of the boiler were emptied into the stokehole, without, however, injuring the engineer or fireman, who managed to escape on deck. The vessel was disabled and had to be towed back to port. The drawing shows the condition of O (2) O O OOOCO0000000 Marine Engineering COLLAPSE OF A CROWN PLATE. the port combustion chamber crown, which had col- lapsed to the extent of about 7 inches. The crown of the starboard combustion chamber was severely dis- torted, but none of the stays gave way. ‘The sides and tube plates of both chambers and the upper rows of tubes were so damaged that it was decided to fit a new boiler. At the time of the explosion the working pressure was about 70 pounds per square inch. On inspection, the valve on the steam space of the boiler communicating with the top of the water gage was found to be completely blocked with soft deposit, and consequently, when the gage glass was blown through by opening the drain cock only, the water was forced above the top mounting, giving the appearance of a full glass. Had the man in charge tested the water gage by what is known as the “double shut-off’ meth- od, he would at once have seen that the steam passage to the gage was obstructed. The chief engineer was not a trained mechanic and possessed no certificate, but had had many years’ experience as an engine driver at sea, and was regarded as an exceptionally careful and steady man. Jo ING Tek QUERIES AND ANSWERS. Q.—Ifi the high-pressure cylinder of a compound engine was disabled, would it be safe, after hanging up the high-pressure piston on the top center, and removing the high-pressure valve, to run the low- pressure without blocking the top steam port, or would it be better to drop the piston to the bottom and shore it down? If you know of any better way to fix the engine so that the ship could be brought to port, you would oblige by letting me know; also if it would be wise to try and dock the ship while working the low pressure only? ' > Sb Ss A.—We should prefer to drop the piston to the bottom of the stroke and shore it down, at the same time plugging or block- ing off the steam ports leading to the cylinder, but more espe- cially the one at the bottom. As to whether this would be more convenient than the first method you proposed, would de- pend on the circumstances of the case. If the high pressure connecting rod were disconnected there would be nothing in the way, and the piston with rod and crosshead might readily be dropped to its lowest position. If the connecting rod were not disconnected, however, and thus gave motion to the cross- head, it would be necessary to shore the piston in its topmost position, and in such case the top ports should be, of course, carefully blocked off. If one cylinder is out of commission there is probably no better way to bring your ship into port than, by disconnecting such cylinder and proceeding with the other. As to whether it would be wise to try and dock the ship while working the low pressure cylinder only, this would depend entirely on the spe- cial circumstances of the case. We have seen single crank en- gines which handled so readily that a ship could be docked without any special difficulty whatever. In such a case as you assume, however, with only one cylinder of a compound, it might be doubtful if the adjustment of the valve would be that best suited to the quick operation of the cylinder as a single engine. If there were any doubt on this point we should be inclined to employ the services of a tug for docking the ship. Q.—I have a feed pump; the ratio between steam pis- ton and water piston surfaces is 2. Is the ratio between steam boiler pressure and water feed pressure in deliv- ery pipe equal to 2, whatever being the feed water valve’s opening? DaAS A.—The answer is no. With the feed check well open the pres- sure in the feed pipe is only slightly above that in the boiler, ex- cept as momentary shocks may cause it to rise higher. The extra load on the piston due to its larger area is taken up by overcom- ing the friction of the moving parts of the pump, and the inertia of the water from rest in the barrel of the pump to motion through the feed pipe. As the feed check is closed down or as. the feed pipe is longer and has more angles, bends and turns, or as the pipe becomes smaller for the amount of water flowing through it, more and more pressure will be required on the water side of the pump to force the water through the pipe into the boiler through the check valve. In such case it may require nearly the whole load on the steam end of the pump, and the pressure in the water cylinder may be nearly twice the full boiler pressure. Usually, however, the steam is throttled before enter- ing the steam chest of a feed pump, so that it is rare that full boiler pressure is brought to bear on the steam end of the pump. In case it has full pressure, with feed check wide open and a good’ sized pipe with straight lead, the pump will be liable to run away; that is, slam and pound, the unnecessary pressure on the steam side being absorbed in producing this violent motion in the column of water in the feed pipe. O.—How would you determine on which guide the pressure acts in case of an inverted vertical engine driv- ing a right handed propeller? A. A.—In considering this question it must be remembered that the engine operates by reason of the pressure on the piston, and’ that in consequence the crank is pushed down on the down stroke and pulled up on the up stroke. Having this in mind and re- ferring to the diagram it will be clear that on the down stroke, 420 Marine Engineering. Aucusit, 1902. due to the obliquity of the connecting rod, the reaction upon the . crosshead will tend to push it over transversely, producing a lateral pressure on the guide opposite to the side on which the crank is then found. On the up! stroke, on the contrary, the obliquity of the rod will tend to pull it over transversely, thus producing a lateral pressure against the guide on the same side. It results from this that the pressure on the guide is always on the same side so long as the engine is turning in any one direc- __ —- ie i l Marine Engineering SS tion. It is also clear that this side is that on which the crank is located on the up stroke. As a general rule, therefore, we have the following: ‘ The guide which carries the load is on the side occupied by the crank during the up stroke or during the stroke toward the cylinder. In the particular case which you mention the guide on the port side would therefore carry the load so long as the engine was turning ahead. Q.—1 would iike to have the following question an- swered: M. J., a marine architect and ship carpenter, hires out by the day to design, superintend and build a steamboat for A. D. Co., the latter party finding all material. M. J. first makes a model and a set of patterns and then builds the boat. Who has a right to the pat- terns? Has A. D. Co. a right to use and dispose of these patterns without M. J.’s consent? M. J.’s experi- ence and study of 30 years are embodied in these plans and patterns. A.—This is a difficult question to answer without knowing fur- ther particulars of the contract entered into between the two parties. If M. J. is simply hired by the day to build and superin- tend the boat, all of his.work belongs to A. D., as is the case with every machinist or workman who hires out. If, however, M. J. agrees to design and superintend the building of the boat, the designs are his own. This latter course is the one usually adopted by naval architects, but, from the information you give us, we believe that by the terms of the contract M. J. has no claim for any of the products of his work while hired by A. D. Co. Q.—1. Are there any objections to a steel hull for a gasoline engine-driven beat? 2. Would there be more danger of explosion in the gasoline tanks on a very hot summer day in a steel hull than in a wooden hull, the boat being constantly prac- tically without motion in the rays of the sun? 12, IK. A.—1; There appears to be no special reason why a gasoline -engine should not be used in a boat with a steel hull. 2. It should be remembered that gasoline in itself is not subject to explosion. It is only when its vapor is mixed with a suitable quantity of air that such danger arises. It should be further re- membered that gasoline vapor is heavier than air and that there- fore after formation it will tend to settle to the lowest point attainable and there collect. To explode a mixture of gasoline vapor and air a relatively high local temperature is needed. For this reason a spark is commonly employed in gasoline engines. This also shows the danger of striking a match or of introducing a light of any kind, or possibly even a glowing bit of vegetable matter such as a lighted cigar, into any space which may possibly contain gasoline vapor and air. The greatest danger in a gaso- line boat, therefore, is from a leak into an inclosed space where the gasoline may collect and vaporize, forming the explosive mixture referred to above. Regarding danger from exposing a gasoline tank to the rays of the sun it may be said that the only danger which is apparent is that of developing, due to the heat, a sufficient pressure of gaso- line vapor to possibly explode the tank. Such an explosion of course would not necessarily be accompanied by fire. It would mean simply the development of a vapor which might bulge and explode the containing tank. If fire were present an explosion of mixed air and vapor might follow as a secondary result. There does not, however, seem to be any possibility of the direct explo- sion of gasoline vapor in a tank exposed to the rays of the sun. In the first place the gasoline vapor alone is not explosive, and even if some air were present the temperature required would be far higher than anything likely to be reached under the circum- stances which you mention. Repairing the Steamship Etruria. Extensive repairs were necessary to the steamship Etruria after that vessel reached port, following the accident whereby her rudder post, propeller, and the external portion of the propeller shaft were lost in mid- Atlantic some months ago. An interesting account of the repairs made is given in the Engineer, from which paper the following facts and drawings are taken. British yards are not generally equipped in com- pressed air, but it was realized by Mr. Bain, the engi- neer for the Cunard Company, that the work could be done most expeditiously by the use of pneumatic tools. A pneumatic tool company of London furnished the equipment and certain of the skilled hands, the owners providing the material and labor, and the result was that the work was executed in about a fortnight. The rudder, rudder post, and the lower part of the stern post being lost, a new forging for the rudder post was provided by the Dumbarton Forge Company. Owing to the enormous size of this forging, it was made in two portions joined by a scarf at the bottom of the rudder post, the scarfs on the forgings being made to template. ‘The corresponding scarfs of the top and bottom stern post were made by pneumatic tools. A number of holes were drilled through the stern post by Boyer drills, and the intervening metal was next broken through by a No. 1 Boyer chipping hammer, using a tool thickened at the end. The drilling of the scarf was commenced at 9 o'clock p.m. on Saturday, the 19th ult., and was finished, with the bottom piece cut away, at noon on Tuesday, the 22d ult.; two No. 2 Boyer drills with 1 1-4-inch diameter drills, and one No. 3 Boyer drill with 1-inch diameter drill, being employed, the latter boring at the rate of 11-4 inches deep per minute. In one case, we are informed, a I-inch hole was drilled 9 inches deep in seven minutes. The No. 2 drills, 1 1-4:inches diameter, bored 7-8 inch deep in one minute on an average. After the holes were thus broken through, the remaining metal was chipped to template by pneumatic hammer and chisel, the time oc- cupied in this process being about thirty hours. The forgings were next clamped in position without much further tooling being necessary to make a good joint. Some heavy drilling was then rendered necessary for the rivet holes, of which there are twenty-four in each of the two lower joints, 4 C, Fig. 2, and fifteen in the upper joint, B. These were drilled 15-16 inches diam- eter, and were afterward reamed out by the same aD halide AUuGUST, I902. Marine Engineering. 421 machines to I I-2 inches diameter, great care being taken to prevent any movement of either of the abutting parts. Ordinary twist drills 15-16 inches diameter were used, and with 100 pounds air pressure a hole 12 inches long was made in fifty-five thinutes, including four stops to lower down the drill on the stand. ‘The countersinking was done with the same machines, by the aid of a specia? tool, with a cutter to fit the drill socket. ‘The rivets were III-4 inches long and 11-2- inches diameter, the heads being 21-4 inches diameter and 1 1-4 inches long, and the other end of the rivet had 23-4 inches of taper. ‘They were made in the Cunard Company’s shops, accurately turned to fit the holes tight. After the holes in the scarf were finished, a start was amade with riveting, two Boyer riveters I 3-4 inches by Marine Engineering STERN FRAME AND RUDDER OF THE ETRURIA. NEW 6 inches being used simultaneously from each side of the scarf. A couple of plates were clamped to the rudder post to provide a bearing for the riveters, and the ma- chities were supported by means of balance weights running on pulleys fixed above the scarf. After being heated the rivets were cooled in water within three inches of their tapered ends, and were then driven into the holes by the machines. When the operator at the opposite side saw that the countersink was fairly filled he started his machine, and in an average of from thirty to forty-five seconds the rivet was close down to the metal. The subsequent cooling of the ends of the rivets caused them to contract, and tended further to close the joint. In the two joints B and C the heads of the rivets were afterward chipped off with a Boyer hammer to allow of the plating to be fitted closely over them. In the case of joint A this was not necessary. Some heavy chipping was necessary after the scarfs were riveted to trim the forging up to shape at the joints, The repairs necessitated the removal of a number of the skin plates of the vessel, which involved a further large amount of punching and riveting. ‘The keel plate on either side which overlaps the rudder post, for in- stance, is 18 feet long by 4 feet deep and 7-8 inch thick. Along two sides of these plates two rows of 7-8-inch rivets had to be removed and replaced. ‘This was done by hand riveting. Along the bottom and on either side of the frame there are three rows of I I-4-inch rivets, varying in length from 5 3-4 to 13 3-4 inches and pitched Mt 15-11% Rivets , B Stern Tube WHEE Post | } Y nN b c ut 24-1% Rivets ry ; Keel Joint OM OMOM ORO slurine Bayineesing 1 STERN FRAME SHOWING SCARFS. 6 inches center to center. These were replaced by pneu- matic todls. Where the outer edge of these plates overlapped the stern post two rows of screw rivets were inserted by hand. ‘The compressor was placed transversely on the deck of the vessel near the stern, three india-rubber hose pipes of I-inch bore being carried over the vessel’s side down to the tools. ‘The compressor was one of the Taite- Howard Company’s standard types, and was supplied with steam from one of the ship’s boilers. It may be stated that no difficulty was experienced with the work- men; the Cunard Company’s boilermakers handled the tools with some eagerness, both when riveting the 1 1-2- inch rivets and also when doing the heavy chipping. 422 Saving Weight in Hull Construction: There are many points in the construction of a ves- sel where weight may be saved without in any way affecting the strength and rigidity of the structure, and, although the saving in each member may seem trivial in itself, yet the total saving amounts to a quan- tity which should not be neglected. One of the methods of cutting down the weight is in clipping off corners of angles and plates. ‘Take, for example, a ship of 300 feet in length by about 4o feet beam; the frames will be 5 by 31-2 inches by 9-pound angles; reverse frames, 3 1-2 by 3 1-2 inches by 8-pound angles; the clips, 3 by 3 1-2 inches by 7 pounds, and the floors 20 to 23 pounds. Ordinarily, in the makeup of these essential parts, the corners of all angles, clips, etc., are left on. However, if these corners were cut off considerable saving would thereby result.. By noticing the accompanying sketches, the shaded corners are evi- dently seen to be of no essential value in the con- struction, and it makes no difference whether they are on or not, as the strength of the member is in no way _7— BACKING PIECE Marine Engineering. Aucust, 1902. be at least one side intercostal keelson, which, with clip to floor and lug back of reverse bar for stringer angle shown in Fig. 2, gives four more corners, espe- cially the lug, which may be cut as shown, as also the lugs of the lower and upper bilge stringers. ‘Then the lower deck with bracket to beam may be cut as shown in Fig. 3, the dotted part being cut where bulb or chan- | nel beams are used, as the square top to the bracket is of no value, except where it can be put in the bosom of the beam, resting under the upper flanges. A lighten- ~ ing hole of 3 inches diameter in a 20 by 20-inch or 24 by 24-inch bracket takes no material strength from the bracket, yet means considerable weight when the num- ber of brackets in such a ship amounts to 900 or more. Making a summary of the number of corners that could be cut on a single frame, and the amount of their weight, the brackets to decks and the weight of the 3-inch hole and cuts on them, we have for a three-deck ship of 150 frames as follows: For each frame, 52 corners of 3 1-2 by 3 inches by 8 pounds average angle, which amount to about 5 pounds, and 6-brackets per FRAME l¢ — BACKING PIECE —~ FIG. I. CENTER KEELSON, LOOKING FORWARD. impaired by cutting the corner off. Any part of an angle left on where it lends nothing to the construc- tion may be considered dead weight, and if it can be done away with at all it is certainly advantageous. Take an entire frame of such a ship with three decks, where the reverse bars would run up to the main deck and having brackets on each deck, as shown in Fig. 3. The amount of weight that could be saved runs from 5 to 10 pounds per frame, which, in a 300-foot boat, means from 750 to 1,500 pounds. This weight, which does not seem of appreciable value, may be given due consideration when it is considered that no additional cost of frame would be incurred and no part of the ship's structure weakened. Sketch No. 1 shows reverse bar with the two ends cut off, leaving as much material where the cut is made as between the rivet hole and the end or side of flange of the angle, the backing clip with the corners cut, the frame angles shown dotted with corners cut, and the backing bar to frame and inter- costal clips, which are double, with ends cut. Follow- ing the frame from the center line keelson, there would SIDE KEELSON, ETC., LOOKING FORWARD. FIG. 3. FIG. 2. BRACKET AT DECK. frame, which would come up to about 5 pounds. We thus find that the total saving per frame is 10 pounds, which means 1,500 pounds for the entire ship on frame- work alone. ‘This idea may be carried out to advantage without any material extra cost, and in no case weak- ening of structure, where good judgment is exercised. Besides saving the pounds dead weight, the cutting off of unnecessary corners lends a finished appearance to all visible structural work. Turbine Steamer Queen Alexandra. Reference has already been made in Marine ENcI- NEERING to a new passenger steamer for the Clyde ser- vice which is being built by Messrs. William Denny and Brothers, of Dumbarton, and the Parsons Marine Steam Turbine Company, of Wallsend-on-Tyne. London En- gineering makes in part the following remarks: The success last year of the King Edward has led to the construction of this new steamer. She is on the same general lines as the older vessel, but is somewhat larger, being 270 feet long, 32 feet in molded breadth, and 11 Aucust, 1902. Marine Engineering. 423 feet 6 inches in depth to the main deck. Were it not for this, the Queen Alexandra. would so far resemble the King Edward that a photograph of one might almost be taken to represent the other. The machinery is prac- tically similar in design to that of the King Edward. ‘The vessel, however, is considerably more powerful, having attained a mean speed of 21.63 knots with 1,100 revolutions of the side shafts and 750 revolutions of the center shaft. The vessel is, we believe, the largest passenger steamer on the Clyde, and is also the fastest excursion steamer in Great Britain. Captain William- son, the managing owner, has given some figures as to coal consumption of the turbine machinery. A vessel of a similar type (the name of which is not stated) steamed 12,106 knots in 80 days on a coal consumption of 1,909 tons, at an average speed of 181-2 knots. The King Edward steamed 12,116 knots in 79 days on a coal consumption of 1,429 tons, and averaged 181-2 TUGBOAT STARTING OUT WITH BARGES. knots. Thus the turbine vessel steamed 10 miles more at the same speed on a coal consumption of 480 tons less. It is worthy of note that the calculations had shown that the vessel would make 21 1-2 knots if a cer- tain boiler power were obtained, but that if everything was worked to its utmost limit 21 3-4 knots might be reached. Everything had not worked to its utmost limit, and a speed of 215-8 knots was attained, which was exactly what had been anticipated. This proves that the turbine system is now on a sound basis and can be adopted with a due knowledge of what it will do. The past year’s service of the King Edward, and the fact that those who were best able to judge, namely, her owners, have put on another vessel as a commer- cial undertaking, show that the steam turbine is fairly well established as a marine engine, and it may be con- fidently anticipated that it will play an important part, at any rate in passenger and cross-Channel steamers, doubtless leading to its adoption for larger craft. ‘The fact that the Admiralty have taken it up for an ocean- going vessel supports this view. Ocean Towing. Transporting coal along the coast is annually requir- ing more barges and towboats, and to-day one will find a large fleet of stanch vessels engaged in this trade. The barges and tugs are built especially for this service and the sizes of both are yearly increasing. Tug- boats will generally take three large barges and will average anywhere between 4 and 8 knots speed on the ordinary trip. These tows are going both summer and winter, and encounter very severe weather. When pes- sible, when a storm is approaching, a tug will seek port to wait for the bad weather to pass, but many times they encounter the winter gales in the open sea. The accompanying illustrations were taken by a Boston Herald representative on a trip from New York to Boston on the ocean towboat Nottingham. ‘The first illustration shows the barges as towed through the TUGEOAT NOTTINGHAM AFTER AN ICY TRIP. East River harbor at New York. When the open sound is reached these barges are dropped in line one after the other at about 175 fathoms of hawser. The second illustration shows the tug in port after passing through a severe winter storm where the ice formed wherever the flying spray struck the vessel. This winter has been one of the severest in the dam- age done to coast shipping, and the papers have had frequent accounts of barges and schooners wrecked along the coast; but the number wrecked compared to the number in the service is very small. The economy of this method of transportation is being realized, so that yearly these fleets are being increased. Sea Duties for Naval Officers.—It is the intention of the new Secretary of the Navy to reduce the number of naval officers on shore duty and increase the period of sea service. While the Secretary believes that it is necessary for an officer to have a certain amount of shore duty, yet he believes that most of the time should be spent at sea. Marine Engineering. AvucuSsT, 1902. ENGINEERING SPECIALTIES. Headless Type Gasoline Motor. The Howard motors, manufactured by the Grant- Ferris Company, Troy, N. Y., for the season of 1902 are from entirely new patterns and follow what is called the headless motor in all types. The smooth, easy finish and rounded form make this motor easily cleaned and kept in order. The sparking arrangement is in- serted in the motor in the shape of a small block, which can be easily removed and repaired separately, or a duplicate can be carried. The cylinder, being practical- ly separate from the water jacket and making contact with it at the lower end only, is free to expand and contract without undue strain, and will naturally retain its original shape when subjected to the heat of ex- plosions much better than those motors which have varying thickness of metal at different portions on the shaft, fitting the flywheel and other parts. From the illustration, it can be seen that the oil cups, relief cocks, and handle for varying the spark are in accessi- ble positions. ‘The arrangement of pump and water connections is neat and convenient. A pet cock is provided for draining pump and water jacket in cold weather, and is also a convenience in noting action of the pump in discharging water. In the double-cylinder type the cylinders are rigidly bolted to a single base, givine the stability of a single casting with a further advantage of renewal of a single cylinder in case of accident. The form of generator valve used on two- cycle motors is very simple, and consists of a small cneck valve properly fitted, with a small outlet opening on the side. ‘The arrangement under the valve is such that the spraying of gasoline into the air is absolutely prevented. The throttle is a part of the valve, and is so closely connected to the base of the machine that, without hot-air connection, the valve is kept free from NEW TYPE GASOLINE MOTOR. the cylinder, owing to their particular form of con- struction. A piston that fits perfectly when the motor is cold need not necessarily be a good fit when the same is hot, the cylinder assuming a different shape, as is also true of the piston. It is also desirable to have the water of nearly uniform temperature at all parts of the motor. This can be done much better when there is a free circulation around the whole cylinder than when it is cut up in sections, one part of which will naturally get better circulation than others. By removing the lower bolts, the cylinder can be removed and taken. away. The form of construction at the base is such that the bearings can be renewed and made to fit the shaft, even if it is worn down below size necessary to fit the flywheel and eccentrics. This is not the case when using solid brass boxes, which necessarily must be large enough to pass over the unworn portions of freezing, as a result from the heat due to its proximity to the cylinder. ‘She company also builds four-cycle motors of larger sizes, adopting in their construction the headiess type. The Effect of Using a Valve Larger than Required. A practical demonstration of the adverse effect of installing too large a valve in high-pressure steam service was furnished in a Chicago electric station re- cently. A 2-inch class W pressure regulator was or- dered from the Foster Engineering Company, of Newark, N. J. It was placed on a 2-inch pipe con- taining a boiler pressure of 150 pounds. ‘The delivery pressure was to be reduced to 15 pounds. For delivery of the steam the valve was opened but two or three one-thousandths of an inch. ‘There was about 150 feet of 2-inch pipe between the boiler and the valve which was not covered; consequently, the steam was highly AUGUST, 1902. saturated when delivered. When passing through the valve the velocity of the steam was so high that it produced some cutting, as shown by the accompany- ing illustration below. This photograph was made after the valve had been in service but four months. The cause of erosion was at once apparent, and a valve exactly one-half the size was installed. ‘This I-inch valve has been doing good service for two years and is still in operation. The substantial de- COMPARISON OF NEW AND OLD VALVE. sign of the clapper before it was affected is shown at the right. The composition used was 88 per cent. copper, IO per cent. tin, and 2 per cent. zinc. It has been found that, while the erosion is not always as marked as in this instance, the cause of leaky valves may fre- quently be traced to the installation of a size larger than is necessary. A NEW FORM OF NIPPLE HOLDER. New Nipple Holder. A new nipple holder has been manufactured by the Armstrong Manufacturing Company, of Bridgeport, Conn., to be used in connection with its No. 00 pipe- threading machine. It holds pipe from 1 to 4 inches, inclusive, by using different threaded rings and backing pieces. It will also hold close nipples either right hand Marine Engineering. 425 or left hand, no change of parts being necessary to hold the nipple for threading it left hand. When the thread is cut the nipple can be removed with the fingers by loosening the screw in the back of the holder. This nipple holder can be furnished to hold as small as 3-4 inch if required. Small Marine Engines. A high-grade compound engine for steam yachts and launches is made by John F. Kemp, Quincy, Mass., and a brief description of these engines is given as follows: The cylinders and valves are made of hard, close- grained cast iron; the frames separating the cylinders are of open-hearth machinery steel turned to fit reamed holes in cylinder lugs and bed plate. The crank shaft A COMPOUND MARINE ENGINE. is of forged steel, of the built-up type, and to diminish vibration the cranks are provided with balance discs. The valves of both cylinders are of the piston type, op- erated by Stephenson links of the box type, and the crosshead guides, bolted to the back framing of the engine, are made for cast bronze slipper crossheads with large wearing surface. The connecting rods, piston rods, links, eccentric rods, and braces are all nicely fin- ished. All bearings are designed with a specially large surface, and a powerful thrust bearing is connected to the after frame of the engine. The slides, wrist and crank pins are supplied with oil from cups, thus enabling the engine to be oiled while in motion. ‘hese engines are made in sizes of from 20 to 85 horse power, the cylinders of the smaller size being 4%4 and 9 inches by 6 inches, and of the latter size 8 and 16 inches by 9 inches stroke. 426 Marine Engineering. Aucust, 1902. Steam Pump. The steam pump here illustrated, made by the Marion Machine and Tool Company, Marion, Ind., possesses many features which are essential in the successful working of a steam pump. These are the positive valve motion and the perfect balance of the steam valves. The clearances in the steam cylinder are also reduced to a minimum, thus greatly reducing the amount of steam required. In many pumps now on the market this principle has been overlooked, and marine engineers are beginning to realize the economy of having the auxiliary machinery of good design. The valves are flat-faced, insuring that the wearing A POSITIVE VALVE MOTION PUMP. « surface will retain, and always wear to, a-steam fit. The steam piston is cushioned at the end of the stroke, so that it will not strike the heads, even when under full head of steam and when the pump is working at the highest speed. The adjustment is such that the length of the stroke will not vary when changed from full to minimum load. By this cushion feature the water valves are made easy seating, thus avoiding hammering in the pipes and check valves. Brass lin- ers are fitted in all of the water cylinders, and the piston rod and valve stem are of Tobin bronze. Each pump is supplied with sight feed lubricators, drip cocks, and the necessary wrenches. Gasoline Tanks. A gasoline tank for use on launches, combining neat- ness of design with strength and absolute security, is herewith illustrated. In the construction of this tank the use of rivets is entirely obviated. It is an estab- lished fact that every hole punched for rivets not alone weakens the material, but also produces a possibility of a leakage. No dependence can be placed on the riveting of a tank, and to make a riveted tank as secure as possible it is necessary to resort to calking as the only means. ‘The tank here illustrated is of the cold- weld pattern, made by the Ironclad Manufacturing Company, 2-6 Cliff street, New York city, and this — type is used for water, oil, or gasoline for small boilers. In the construction of these tanks, the cylinders, which are made of heavy best-grade flange steel, are locked into a patented and specially-formed ‘T-bar of steel. The flanged, convex heads overlap the cylinder to a depth of 1 1-2 inches, and are secured by the well- known process of brazing, after which they are heavily galvanized to protect them from corrosion. ‘The tanks COLD WELDED GASOLINE TANK. thus constructed are practically seamless, yet stronger, as the material has not been subjected to a heavy draw, but has retained its original tensile strength. Each tank is subjected to an actual hydrostatic test pressure of 200 pounds and thoroughly examined by competent inspectors. The tappings, which are of best-grade malleables, can be placed in any part of heads and cylinders, in any size from I-8 to 2 inches in diameter, as may be required. Standard Thermometers. The principle of the expansion and contraction of metal is made use of in the line of standard thermome- ters manufactured for mechanical purposes by the Helios-Upton Company, Peabody, Mass. The fact TYPE OF STANDARD THERMOMETERS. that the expansion of metal is the same for each degree throughout ordinary ranges of temperature permits thermometers made on this principle to be most accu- rate in their readings. ‘The indicator of this thermome- ter is actuated by the expansion or contraction of a bimetallic strip of metal called a lamina, which is coiled Avucust, 1902. upon a mandrel. This lamina is in the tube, as seen at the right hand of the cut, and is at such distance from the case and dial that it may be put through the shell of a boiler, through a hole drilled for that purpose, and allowed to come in direct contact with the liquid or vapor whose heat is to be taken. The temperature is recorded by the indicator hand, which travels around the enameled face. The instruments are held in place by substantial screws of regular pipe-thread size, so that the threads may be cut in the boiler by standard taps. When the instrument is thus screwed into position it Marine Engineering. 427 Bethlehem Works. The top roll, which is the idler, weighs Io tons and measures 21 inches in diameter, while the two lower driven rolls are each 17 inches. In or- der to insure a sufficient factor of safety the designs, which were made by Mr. Warren E. Hill, vice-president and general manager of the Continental Iron Works, were for bending a 16-foot plate of 1 1-2 inches in thick- ness into a cylinder 5 feet in diameter, which it is need- less to say far exceeds the demands that will ever be required of the machine. In general appearance these rolls resemble others in- MOTOR-DRIVEN PLATE-BENDING ROLLS. is a permanent part of the boiler, and a perfectly tight joint is made around the stem. ‘The advantages of this type of thermometer over the mercury-column instruments are, their accuracy after long-continued use, the legibility of their dials, and the slight cost of Tepairs. Motor=-Driven Plate-Bending Rolls. The Continental Iron Works, of Brooklyn, have re- cently built and installed at their plant a new machine designed for bending heavy plates for boiler shells. The rolls measure 161-2 feet between housings. ‘They are three in number and are composed of steel forged at the tended for similar work, but they nevertheless embody several distinctive features which may be noted. First, although these rolis are heavy and powerful, they are very compact and the gearing is so designed and ar- ranged as to occupy comparatively little space. This feature is clearly shown in the accompanying cut, which is an end view showing the frame on which the motors. are mounted and the arrangement of the driving gear. ‘The motors are Westinghouse Type C variable speed and develop 40 and 50 horse power respectively. The larger motor drives the two lower rolls, and the smaller motor is employed to raise and lower the top roll. The motors take current at 220 volts, 7,200 alternations, and provide for a wide range of speed variation. They are 428 Marine Engineering. Aucusi, 1902. controlled by an operator stationed on a platform above the motors and gearing. A feature of this equipment that commends itself especially to the management is the fact that very little attention is required by these motors, that they are easily regulated and respond quick- ly to the varying demands for power as well as the variations in speed, and the positive action of the regu- lating mechanism. The speed is greatly reduced by the gearing, that of the driving mechanism being brought down irom 840 revolutions per minute at the motor to 3 1-8 turns of the rolls. The top roll has an extension, shown in the cut, which exerts a counter strain when plates are being adjusted or unshipped. A vertical rod is connected to this tail piece, and is emploved to ad- just the position of the upper roil and to tilt it when un- shipping. In this class of heavy work it is necessary to have a convenient arrangement for unshipping the shell after it has been bent, and to meet this requirement a special end bearing was designed for the upper roll, which can be readily unlocked and slipped off the roll, then iowered until it is entirely out of the way, thus permitting the cylinder to be withdrawn. When the shell has been removed this end piece is raised to its former position, slipped back over the end of the roll, locked in place, and the machine is ready for operation again. The lowering and raising of the end piece is controlled by hydraulic power. While this end piece is withdrawn the upper roll usually sags a couple of inches, but the counter strain is provided for at the other end, and the form of the free end is such that the supporting piece can be readily slipped back without any difficulty whatever. Cable Steamer Colonia. The largest steamer of the cable fleet, the Colonia, was ;recently launched from the shipyard of Wigham Richardson and Company, Ltd., and will soon proceed to the Pacific to lay the cable from Vancouver to Fan- ning Island in mid-Pacific, and thence carry the cable to New Zealand. The ship is one of the Telegraph Construction and Maintenance Company, whose pro- ject it is to complete the circle around the world of British-owned cables laid between points all of which are in British territory. The Colonia is about 500 feet long, 50 feet beam and 39 feet deep, and at load draft has a dead weight carry- ing capacity of 10,000 tons. Four large tanks are built in her holds to carry 3,000 nautical miles of cable. The bow is overhanging and the stern elliptical. The neces- sary gear will be fitted at both ends for handling the cable. The spar deck is flush fore and aft and in the bridge house midships are located the officers’ quarters. On the bridge deck is the captain’s room and chart room, and above this is the boat deck on which is the wheel house. Farther aft is the deck house for the special requirements of the cable service, and directly aft is a large house containing the steering gear. The ship is to be propelled by two triple expansion engines - at a speed of 11 1-2 knots when loaded. The deck ma- chinery includes very powerful steam double cable gear and eight steam winches, all of which are driven by a horizontal winch boiler. The above facts are taken from the Engineers’ Gazette. THE PROFESSOR ON SHIPBOARD. Story of an Attempt to Combine Theory With Practice. BY C. A. MCALLISTER, CHIEF ENGINEER, R.C.S. CHAPTER XII. The work of overhauling and repairs was continued the following day. As the Professor had seen enough of Para in his first visit ashore, he decided to stay aboard ship and look around the engine room again. Shortly after breakfast he donned his overalls and went below. He found a gang of men still adjusting the main bearings, and others employed cleaning up about the engine room. Going over to the evaporator, he looked through the manhole plate and saw one of the firemen doubled up like a jackknife and busily en- gaged in knocking the scale off the spiral coils. He in- quired of the first assistant if that was the usual method of removing the scale, and was answered by the counter- inquiry of: “Certainly ; how else would you do it?” To this opening the Professor replied that it seemed to him that as the coils from their very shape must be elastic, 2 sudden change of temperature would have the result of loosening up the scale and make it readily. removable. He suggested that if steam was turned on the coils until they were as hot as they could be made, and then cold water turned on them from a hose, the effect would be to crack the scale. “Another way would be,” he continued, “to put on the manhole plates, turn on the steam until the coils and shell were thoroughly heated, then start the feed pump up as rapidly as possible so as to cause a more rapid inflow of the cool water; or, supposing you have a vacuum on the main condenser, open up the connec- tion from the evaporator to the condenser, and open the bottom blow valve on the evaporator. This would cause a sudden inrush of the sea water and would re- sult in loosening the scale. In either case I think you would find that a large amount of the scale would break loose and fall to the bottom of the evaporator, and that such as did remain on the coils would drop off by tapping them with a mallet or block of wood.” These methods appeared to the first assistant to be quite feasible, and he promised the college man that the next time it became necessary to scale the evap- orator he would try one of them. As the man who had been working inside the evaporator came out to have a breathing spell, the Professor took occasion to look inside, and by means of the portable electric light, which he was much pleased to observe that the man had been using, he made a careful examination of the interior. He was quite surprised to see that at about the level of the water the shell of the evaporator was badly corroded, and the vertical braces were eaten away to about half their original diameter. Upon inquiry he ascertained the fact that the evaporator had been in ase for a period of only two years. ‘The first assistant also assured him that this rapid corrosion was quite common with that type of evaporators. ‘This led the Professor to suggest that it would be economical in the end to use evaporators made of sheet Tobin bronze; he also said that the vertical braces could be done away with by using bumped heads. Aucust, 1902. Marine Engineering. 429 “Of course,” said he, “the bronze plates would cost much more than steel plates, but they would last in- definitely.” ; The first assistant then informed him that the latest practice with steel evaporators was to fit a soft patch belt around the inside of the shell about 9 inches above and 9 inches below the water line. If this patch is carefully sealed and cemented occasionally, he con- cluded that the life of the evaporator would be greatly prolonged. The Professor asked him if they ever expe- rienced any trouble from foaming in the evaporator, and in reply he learned that at first much difficulty was met with from this cause, but it was finally found, after considerable experimenting, that the water should not be carried over 3 inches high from the bottom of the glass. If that amount of water was kept up steadily by carefully regulating the feed pump, foaming very rarely, occurred. The Professor saw that there were no baffle plates in the evaporator and that no dry pipe had been fitted. He suggested that a baffle plate fitted tightly around the circumference of the shell with a good-sized opening in the center would tend to prevent violent foaming. “You may have noticed,’ said he, “that water boiling in an open vessel has a tendency to cling to and run up the sides, leaving the center depressed. The violent ebullition which takes place in an evaporator no doubt gives the water the same tendency, so you will see that a baffle plate would, in a manner, prevent this action. I suppose,’ he continued, “that you always test the water that you use for drinking purposes.” “Only by tasting it,” replied the assistant. “Well, that’s a fairly good test,’ said the Professor, “Dut it is not always to be relied upon, as salt or other deleterious matter may exist in the water without its being perceptible to the taste. A sure method is to draw off a glass of the water and drop in a small quan- tity (four or five drops) of liquid nitrate of silver. If there is any salt in the water it can be instantly detected by the cloudy appearance caused by the chemical re- action of the silver nitrate with the sodium chloride, precipitating silver chloride. From a hygienic stand- point it is very essential that the drinking water should be as pure as it is possible to obtain it, but for make- up feed in the boilers it is not so important, and the evaporator can therefore be forced to its utmost ca- pacity.” The chief engineer here walked up to where the Professor and first assistant were standing, and, after greeting his brother, said: “I suppose you two have settled the evaporator question to your satisfaction.” “Not at all,’ replied the Professor; “we have simply agreed that neither one of us knows very much about it.” “By the way,” said the chief, “what was that you started to tell me about painting when you were down here yesterday?” “Oh,” said the Professor, “I was merely going to suggest that it would be a good idea for merchant vessels to adopt some such system as is now used on all naval vessels for painting the various pipes con- nected with the steam machinery. For example, steam pipes are always painted white, as they are usually coy- ered with canvas. They might be, on merchant vessels, 5) left unpainted without departing from the system. Ex- haust pipes are also painted white, but they are dis- tinguishable from steam pipes by the flanges at the joints; those for steam supply being painted black and those for exhaust painted red.” “Now,” continued the Professor, “the water pipes are all painted green.” (Well, there’s some sinse in that,” muttered Barney to himself.) “The edges of the flanges on delivery-pipe joints are painted red and those on the suction-pipe joints are painted black. All pipes con- nected with the fire service are very appropriately painted red and have red flanges. Fresh-water supply pipes are painted blue and have black flanges, and dis- charge pipes are blue with red flanges. Flooding, drain, and flushing pipes are all painted pink and have pink flanges. This method, while primarily designed for convenience in tracing out the leads of the various pipe systems, is found to add materially to the appear- ance of the engine room. As the pipes are generally painted one color or another, the adoption of such a system on merchant vessels would-not add greatly to the original cost of painting. Another good feature aboard naval vessels is the system adopted for labeling all valves, cocks, connections, etc. With the innumer- able fittings of this kind that now constitute such im- portant parts of modern steam machinery, some such system as this is not only very useful, but almost indis- pensable. To be sure, it is possible for a man to learn every valve and connection about a ship without their being marked, but it takes a very long time, I imagine, for him to master it. ‘Take that manifold there, for instance; I suppose that in a couple of hours or so I could, by crawling all around the ship, lifting up floor plates, etc., find out just where each valve connected. On the other hand, how much simpler and better if the name of the compartment to which each suction valve connected was indelibly cut into the rim of the hand- wheel, or stamped on a-brass plate secured opposite each valve on the bulkhead! Another useful indication is an arrow stamped on each handwheel, with the words ‘to open,’ so as to show which way to turn the wheel to open the valve. A few precautions like these tend to simplify matters about the engine room greatly, and make it possible for a new man to catch on to the lay of things without wasting a lot of time in studying them out.” The chief turned around and said: “Barney, how would you like such a system around here?” That worthy replied: “Shure that would be too aisy; ivery granehorn that we shipped would soon know as much about things as any of us old hands.” The chief, however, admitted that there were some merits in the painting and labeling systems, as he re- marked that on every trip he had a large number of new men to break in, and that frequently serious mis- takes were made on account of the men not being fa- miliar with the valves. “Why,” said he, “it was only last trip that one galoot was told to pump up the boilers, while we were at the wharf, with the auxiliary feed pump. I thought from the sound of things that something was wrong, and upon examination I found that the man had opened the bilge connection on the manifold instead of the valve connecting with the feed tank. Now, if those valves had 430 Marine Engineering. Avucusit, 1902. been marked as you suggest such an incident would not have happened.” The Professor, encouraged by his brother’s com- mendation, went on to suggest that the arrangement of tools could be systematized so as to avoid the necessity of delay in hunting them up in case of emergency. “You should have all wrenches for use around the top of the engine arranged in a neat wrench board secured to one of the bulkheads within easy reach. Each wrench should have stamped on it the purpose for which it is intended. In the lower engine room the wrenches for your main bearing bolts and crankpin bolts should be hung up in a rack convenient to the engine and each one stamped. By such arrangements the wrenches would always be in accessible places, and if they became mislaid their absence from their proper places in the racks would soon attract the attention of one of the engineers. If I were a seagoing engineer I think I would pay a great deal of attention to the tools used for overhauling, as I can readily see, from the ex- perience I have had on this trip, that a great deal depends on having the proper tools on board ship and knowing just where to put your hands on them.” It was now about 3 o'clock in the afternoon, and, as all the overhauling was completed, preparations were being made to get under way again. In putting away the tools, etc., which were used in adjusting the bear- ings, the Professor noticed that the caps had evidently been lifted by two dirty old rope tackles. This led him to remark that it would be very much better to have a couple of small differential hoists for the purpose. “It seems to me that there is too much grit and dirt hanging on to that old rope to make it advisable to use around bearings. If you use chain tackle they can be easily kept clean and you don’t have to bother with making the end fast every time they are used.” “Those things are too expensive for our company to furnish,” replied the chief. “The superintendent would have a fit if I asked him to buy such gear.” As the ship was to sail early in the evening, the Pro- fessor washed up and togged himself out in a clean white duck suit. As he sat out under the awnings he looked out toward the ocean and inwardly prayed that no more tropical squalls might come up during the re- mainder of the voyage. On the run down to Rio Janeiro the weather turned out to be very fine, and the trip was made without incident worthy of note. ‘The ship spent about a week in that port, as it was the end of her run. The Professor spent several days ashore, and enjoyed visiting the various places of interest very much indeed. He took occasion to purchase a number | of curios for his friends at home, and in doing so he would involuntarily count the number of days before he would be able to deliver them. When sailing day finally came, with a whole lot of new passengers to study and get acquainted with, there was no happier man on board than the Professor. His one object now was to get home and get as far away from a ship as: possible. Had there been an intercontinental railroad in operation at that time there is no doubt but that he would have returned by rail. On the morning after the ship sailed the Professor did not put in an appearance at the breakfast table. When the chief missed him he went to his room and found his brother lying in his berth suffering with a high fever. Whether it was due to the water he drank on shore or to the spirits that he did not drink will never be known; but at all events the Professor was a very sick man. ‘The ship’s doctor was immediately summoned, and at first was inclined to think that he had a genuine case of yellow fever on his hands. Later developments proved that it was not that dread malady, but a severe case of malarial fever. For days the suf- ferer was confined to his room, and at times was delirious from the fever. Every attention was given him by the officers of the ship, and even old Barney would spend much of his time off watch in his state room, where he would alternately fan him and tell him stories to cheer up his drooping spirits. When the ship got off Hatteras the Professor had so far recovered that he was able to sit out on deck and enjoy the cool breezes which now were encountered. The thought of being so near home proved to be a better tonic than any that the doctor had given him, and by the time Sandy Hook was reached he was able to walk around without assistance. When the vessel finally reached the wharf the Pro- fessor, now more emaciated than ever, went around and bade all the engineer’s force good-by and thanked each of them for the attention they had given him. Remembering his kindness in giving them the money he had won at Para, the hearty grips given him by these lusty fellows were enough to make him wince. After he had gone they all agreed that he was, as one of them expressed it, “a domnd good fellow.” The Pro- fessor had obtained the chief's permission to take old Barney back to the college with him, where he obtained a position for the oiler as chief engineer of the steam- heating plant at a salary of $75.per month. As the Professor was so weak after his illness, his brother accompanied him home to the college town. As the term did not begin for three weeks yet, the Professor went up to a mountain resort, where he rapidly re- gained his health. In ruminating over his experiences on shipboard he made up his mind that the place for a theoretical man is on shore, and that practical men would be much better off if they had a little theory combined with their practical knowledge. (The End.) New Turbine Yacht—The new steam yacht Revolu- tion, which has just been built and equipped with Curtis turbines, is reported to have beaten the Sandy Hook steamer Monmouth in New York harbor the first of last month. This is the first vessel to be equipped with successfully operating turbines in this country. Prize Contest.—The Council of the Society of Naval Architects and Marine Engineers, 12 West Thirty-first street, New York city, is authorized to offer a prize, not exceeding two hundred dollars in value, for the best pa- per upon some subject directly pertaining to naval arch- itecture or marine engineering. The papers submitted in competition for the prize must be sent to the secretary before October 1, this year, and should be plainly ad- dressed and marked, “For prize competition.” The prize offered at the last annual meeting evoked such valuable papers that it has been wisely deemed to make a similar offer this year. Ausust, 1902. Marine Engineering. 431 Heaving Down Whaleships. Editor of MARINE ENGINEERING: The article in your issue of February, regarding the manner in which whaleships used to be “hove down” around, consequently it was necessary in most cases to resort to some other means. In the second place it was a cheaper method of doing the work. Probably the most important reason was because DECK SCENE DURING BOILING. yk > . oe Bek #, 23 VIEWS ON A WHALER—SCRUBBING WHALEBONE. for calking and coppering, takes me back to the days when several hundred whaleships hailed from this harbor. There were three good reasons why it was customary to “heave down.” In the first place there were nowhere near enough marine railways to go there was more or less strain on the ship, and the seams were opened a little so that the oakum could be driven home to better advantage. You, of course, know that the whaleships in those days usually went off on voyages of four or five years, and if they were 432 Marine Engineering. Avucust, 1902. calked when hauled out on a marine railway, it was more or less of a question whether the calking would hold out during the entire voyage; but if the calking were done with the ship “hove down,” the calking would, in all probability, outlast the voyage and the ship be much tighter. Your readers, perhaps, will be interested to see two pictures which illustrate life on a whaleship. The first picture is a deck scene during the “boiling.” The two men in the foreground are “mincing” blubber. and the man at the left is towing a bucket of minced blubber around to the other side of the try works. There is so much steam arising from the try works that nothing can be seen in the picture except the two smoke stacks indistinctly. After the oil has been boiled out of the blubber, the “scraps” are skimmed out of the try pots and put into the press shown near the left of the picture. The press is represented as open, and the screw is shown which is used to give a final squeeze to the scraps so as to secure the last drop of oil. At the extreme right is the cooper, who is drawing the oil off from the cooler ready to trans- fer it to the casks so that it can be stowed in the hold. The other picture is a deck scene when the crew are washing the whalebone. In the background are the two big deck pots, where the ‘“‘bone’’ is immersed in boiling water, then, slab by slab, it is laid out on planks as shown in the middle of the picture, where three men can be seen scrubbing a slab. It is so many years since any whaling of any con- sequence has been done in New Bedford, that it is now a very rare occurrence for a whaleship to sail from this port. New Bedford, Mass. FAIRHAVEN. Oil Lubricated Tail Shaft. Editor of MARINE EN GiNEERING: I have read with much interest the several articles in Marine ENGINEERING on the galvanic action of the tail end shafts, and well realize what vital parts of the ship the stern tube and tail shaft are. But ‘how little we know of what is going on inside that tube; it is lucky sometimes that we don’t know or we would be liable to jump off at the first port. In some first-class com- panies which I have sailed for they make a rule of ex- amining the tail shait every year, but how many steam- ships are there whose tail shafts are never examined until they have a warning of something wrong? Gal- vanic action going on inside the tube or under the brass liners gives no warning. I can see a shaft now which came out of a steamer bad enough to make one’s blood run ‘cold at the thought of being at sea with a tail shaft in such condition. It certainly would have been condemned long before it got in such a state, but no one knew anything about it until the propeller broke and had to be replaced by a new one, when the shaft was examined. By the break- ing of that propeller the ship and lives of those on board may have been saved. Ii brass, rubber or gutta percha liners are put on the shaft we certainly cannot tell what is going on under those liners until they are taken off, and very few steamship owners will consent to that. Mr. Editor, I wish to ask you and the readers of MarinE ENGINEERING what is wrong with a tail shaft turned up and polished all over with two bearings slightly larger in diameter than the rest of the shait, these bearings to work in babbit instead of lignum- vitae, the cast iron stern tube to be tapped in the center for a pipe say one inch or so in diameter, the pipe led into the shaft alley and connected with a compression grease cup which is worked by a pawl and ratchet irem the main shaft and is regulated to keep a pressure on the tube greater than the outside water pressure, so that no water can get in. There being no brass, copper or salt water inside the tube the galvanic action will be reduced to a minimum, the shaft will be easy to ex- amine when drawn, and being polished the least flaw ‘can be noticed. MARLIN SPIKE. Page’s Magazine.—In the month of July, 1902, the first number appeared of Page’s Magazine, which, ac- cording to the statement of the editors, is to be devoted to engineering, shipbuilding, iron and steel, electricity, and mining industries. It is published in a very hand- some style, 8 by 21 inches in size. As stated in the introduction, the above-mentioned industries have been chiefly responsible for the remarkable advance of the present age, and it will be the purpose of the magazine to bring these subjects before the public in a compre- hensive manner. It is stated that the magazine will be an “essentially English production with the advantage of American ideas and methods, which will be pressed into service in just those directions in which our expe- rience has shown that they are desirable.” It is just these American ideas and methods of publishing a magazine which will so highly recommend it, if its artistic and literary merits continue to be as excellent as the first specimen. ‘The articles therein contained include Naval Notes from the Powers, well illustrated with views of battleships; sketches of James Swin- burne and C. T. Yerkes; then comes a monthly résumé of the various mechanical industries of the world. Next is an article on the Developments in Cyanide Practice, following which are Locomotive Engineering Notes. The Glasgow Tramways are well described and illustrated; then follows an article on Milling Machines, both English and Foreign. A department which will probably develop with age is that of Workshop Practice. The succeeding pages are devoted to articles on Iron and Steel Manufacture, Prime Cost, Business System and Organization, the Mod- ern Foundry. A review is given of the notable British papers of the month and several live topics are taken up. An attempt is made to review some of the Continental papers, and the closing sections are devoted to Correspondence and the books of the month. The editorial pages for this month are 128 in number, which is a remarkably good showing for a new magazine. The field to which the paper is to be devoted is, indeed, an extensive one, embracing the entire mechanical world, and the only criticism that may be forthcoming is that too much has been attempted and that, there- fore, but small space can be devoted to any one sub- ject. The editorial and publishing offices are at Clun House, Surrey street, Strand, London, W. C., and the International News Company, New York city, will re- ceive American subscriptions. The subscription price is 37 cents a copy, or $4 a year. Aucust, 1902. Marine Engineering. 433 TECHNICAL PUBLICATIONS. Self-Propelled Vehicles. A practical treatise on the theory, construction, operation, care and management of all forms of automobiles. By James E. Homans. Size 6 x 83-4 inches, pp. 632, with 466 figures in the text. Price $5.00. New York, Theo. Audel and Company. The purpose of the publishers in bringing out this book has been to meet the increasing demand for a thorough treatise on the subject, in the belief that such a work cannot fail to have value to the ever-increasing number of those who are becoming interested in the automobile, either as users or builders. This field of engineering work is somewhat peculiar, in that it involves the interests of so many persons who lack previous acquaintance with engineering matters of all kinds, and in consequence the style of treatment called for is peculiarly simple and somewhat more de- tailed and elementary than would be otherwise required. The author has, therefore, introduced an elementary presentation of the theory and operation of steam boil- ers and of steam and gasoline engines and of the elec- tric motor. ‘The discussion of the gasoline engine is especially noteworthy, and it will be found of interest and value to all concerned with this type of motor, which is becoming as firmly fixed in the marine field for the operation of small boats as for the motive power in the modern automobile. The book as a whole takes up the matter first from the historical standpoint, followed by a discussion of the modern motor vehicle, with a description of its parts and a discussion of the principles involved in its operation. Following this are given in detail descrip- tions and discussions of the various methods and means of powering such vehicles, steam, gasoline, and elec- tricity. The discussion of the various parts of the modern gasoline engine, both of the two-cycle and four-cycle types, is especially full and should be of great value to those concerned with machinery of this type. Chapters are given on the general principles of gas-engine oper- ation; on the methods and conditions of gas-engine cylinder cooling; on gas-engine efficiency and on esti- mating the horse power of gas engines, as well as de- scriptive of the various parts of a modern gas engine, their mode of operation and derangement to which they are subject. The book closes with general hints and advice regard- ing the operation.and management of motor vehicles of the various types. The book is finely printed and the illustrations are profuse and, for the most part, excellent in execution. The purposes held in view, both by the author and publisher, seem to have been well realized, and the book may be recommended to all interested in motor vehicles and their management, while the general chapters on the gasoline engine will be found of value to the far wider range of readers who may be interested in motive power of this character. Notes on the Construction and Working of Pumps. By Edward C. R. Marks. Size 5 by 7 inches, pp. 187, with 117 cuts. Price three shillings sixpence. Lon- don, The Technical Publishing Co. The author of this book states that it has been pre- pared for the user of pumping machinery rather than for the designer or maker, and he has in consequence considered the leading styles of pumps and pumping engines as the user receives them and in the finished state. [he earlier chapters, however, deal with a va- riety of topics relating to pumps in general and to the principles involved in their operation. In the later chapters the various types of pumps and pumping en- gines actually on the market are taken up and described, with some discussion of their peculiar characteristics or suitability for various classes of work. Naturally the illustrations are drawn from British practice, and while therefore the book will be of much interest to all en- gineers concerned with pumping machinery, its special: value will be rather for those whose practice leads them into contact with machinery of British construction. Since, however, the principles are throughout the same, and since the same general topics are met with on both sides of the Atlantic, and to some extent the same actual makes of pumps, the American reader will find in this book much that will be to his direct aid in con- nection with the installation and operation of pumping machinery of all types. ‘The descriptions seem to be clearly written, the types well chosen, and the illustra- tions such as to supplement the text sufficiently for the purpose in view. ‘The book is one which may be recom- mended to all who are interested in this field of engi- neering work. é SELECTED MARINE PATENTS, 700,408. TIDAI, MOTOR. RICHARD W. DERBYSHIRE, DAGENHAM, ENGLAND. Five claims. 701,009. LIFEBOAT LAUNCHING DEVICE. JAMES W. BEDFORD, SAN FRANCISCO, CAL. CLAIM.—1. In a launching apparatus, the combination with track-rails, and supports therefor, of a trolley device mounted upon said rails and including a pivoted elevating member nor- mally disengaged from the boat, and adapted to engage and sus- pend the boat. Marine Engineering 2. In a launching apparatus, the combination with track-rails having hinged sections at the ends, and supports for said rails, - of a trolley device to travel on the rails, and a swiveled lifting device normally attached to the trolley, and disengaged from a boat and adapted to engage and elevate the boat and suspend it. Eight claims. 701,329. AUTOMATIC SELF-INFLATING LIFE-PRE- SERVER. JAMES GRAHAM, CARNOUSTIE, AND ROB- ERT R. TATLOCK, STIRLING, SCOTLAND. Four claims. 701,595. FEATHERING PADDLE-WHEEL. MERKEL, WELLERSVILLE, OHIO. Twenty claims. 701,759. OAR. KNOWLTON C. McNEILL, CHANDLERS- VILLE, ILL. JAMES 434 Marine Engineering. AvucuUSsT, 1902. CLAIM.—1. The combination with a rowboat of an oarlock comprising an inwardly-turned hook secured to the inner surface of the side of the boat, an oar comprising two sections having a gear connection and plates between which the gears are sup- ported, one of said plates having depending ears connected by a cross-rod engaging under the hook. Two claims. 702,129. CONTROLLER FOR PROPELLERS. WILLIAM COOPER, DENVER, COLO CLAIM.—z. In steam-driven vessels, the combination of a propeller; a horizontal cylinder in the hull of said vessel open to its full diameter to the sea at a point in the stern of said vessel adjacent to said propeller; a piston reciprocating in said cylinder and acted upon in one direction by sea-pressure and in the other direction by mechanical means; boilers; propelling engines; a steam line connecting said boilers and said engines; a valve in said steam line; an exhaust on said steam line be- tween the boilers and said valve and coupled with said valve, and means whereby said valve is operated by the movement of said piston in said cylinder. Three claims. 11,999. REISSUES. STEAM TURBINE. JOHN BUR- GUM, RIO JANEIRO, BRAZIL. FILED DEC. 26, 1901. SERIAL NO. 87,239. ORIGINAL NO. 641,074. DATED JAN. 9, 1900. CLAIM.—1. ‘The combination, in a steam turbine, of an ex- ternal fixed cylinder and an internal revolving drum, having their interior and exterior surfaces provided with a series of longitudinal steam-directing blades, and a series of transverse steam-directing partitions intersecting said blades; the blades and partitions terminating centrally between the ends of the cylinder and drum to provide a central annular steam chamber, and the outer edges of said partitions being substantially in line with the outer edges of the blades. Five claims. 7021399. LIFEBOAT. LEMUEL BROWN, SAUGATUCK, IMDYCISI, CLAIM.—1. A lifeboat comprising a central compartment and end sections, a false bottom, a pivotally-mounted floor section in the form of an auxiliary boat suspended from above and above the false bottom, and means for adjusting the height of said floor section and allowing it to rock to compensate for the rock- ing movement of the boat. Two claims. 702,651. BULKHEAD DOOR. WALTER W. IFE, BUF- FALO, N. Y. CLAIM.—1. In a bulkhead doorway, in combination, a pair of similar, interconnected doors positioned at substantially a right angle with each other and both hinged to the same door jamb, a concave casement upon the opposite jamb within which the free edges of said doors oscillate and closely fit, and sealing devices, the bulkhead co-operating with either door when in closed posi- tion. Fifteen claims. 702,705. FLOATING pea QUETTE, NEW ROCHELLE, N. Y. CLAIM.—1. A floating dredge, pionided with a longitudinal channel therethrough with its ends enclosed, a dredge carriage moving on a suitable track extending along said channel near the water line, a chain-bucket dredging apparatus and its oper- ating mechanism supported on and carried by said carriage, and a dumping-apron car adapted to receive material from said chain- EPHRAIEM CHA- bucket dredge and convey it to the discharging apparatus, sub- stantially as described. wo claims. 702,728. SUBMARINE BOAT. JOHN P. HOLLAND, NEWARK, N. J., assignor to Electric Boat Company, a corpor- ation of New Jersey. Two claims. 702,965. FLOATABLE CAISSON FOR CLEANING SHIPS’ oe AD BOTTOMS. ROBERT KAUCHER, ROCHES- Four claims. _- STELLAR COMPASS AND GREAT CIRCLE- 03,139. céURSE PROJECTILE. ROBERT T. LAWLESS, ALA- MEDA, Ie Eleven claims. 703,181. MARINE PROPELLER. CARLOS CONSTAN- TINO DA ROCHA CARVALHO, LISBON, PORTUGAL. Four claims. 703,552. SLEERING GEAR. CHICAGO, ILL. WALTER A. CROWDUS, Marine Engineering . CLAIM.—10. In a steering gear, the combination of a fixed support, a steering post revolubly mounted therein, a head on said steering post, a steering lever pivoted to said head, a lock bolt mounted in said head beneath said steering lever and adapted to be depressed thereby, a groove in the fixed support in. which said steering post is mounted adapted to be engaged by said lock bolt, said lock bolt and groove being correspondingly tapered, and a spring applied to said lock bolt and ,adapted to maintain the same normally retracted. Ten claims. 703,664. BOAT LASHING DEVICE. BOSTON, MASS. SWEN NILSON, Marine Enyincering CLAIM.—1. The herein described boat lashing device, pont sisting in combination of a hooked screw-threaded rod d, d’, D, an adjustable internally-screw-threaded sleeve E, a hooked rod F, rotatably connected to said sleeve, and provided with a pivoted latch F’’, a sleeve H, secured to the upper end of the rod F, and a longitudinally-adjustable spring-pressed latch holding sleeve Ke substantially as and for the purpose set forth. Two claims. 703,713. SAFETY RELEASING DEVICE FOR THE SHEETS OF BOATS, TOW LINES, ETC. CHARLES SMITH, SOUTH CROYDON, AND GEORGE J. HONE, ROMFORD, ENGLAND. CLAIM.—-1. A device for holding and for automatically re- leasing the sheets of boat sails, tow lines, and other connections, ° upon the application of a predetermined amount of force. Five claims. pKos739- ANCHOR. JACOB E. RECH, PHILADELPHIA, One claim. wy =| a < PRMCHCN F ro pesnnen ERE Eevee LATTE | SE Us WN Cen Varta Hania! | i ae apes ili E J fal, | = = ‘i = 4) sat ce Hu | SUE Ee iniey Hessel eIee Pome cal pollo iis ae pli i co tos HATC! V PASSAGE } # CAPTAIN F DRAWING ROOM \ SAGE | ' | ee U | | eet a} Wu; 3} | ! 145 1 ' CARGO ! ee ! ! CARGO i | 0} a} 3! 3! COAL OR CARG ! r 150 155 qf Se a = a diana >: AE te BUILDING COMPANY, FOR THE INTERN: > = - STEWARDS STORES | Sap GABIN STEERAGE!OR CARGO F ist CLASS ‘SMOKING ROO! STEAM WINDLASS. jet CLASS DINING SALOON STORES AND CARGO 1 TST i TUNNEL FORECASTLE DECK UPPER DECK SSS 1 STEERAGE | MAIN DECK H r OR CARGO! LOWER DECK SSS =! CARGO | ORLOP DECK Sa te) TN cua | ponereactmmona ol al ey BI vacken|| TORE PENCTRIMI ETA] Gr tty = 3! 3] ed i i 1 i 1 | 1 i | { Nt yi] OTTO TTT ea, 180 185 190 200 205 210, 215, 220 226) T.B. ° N.W.T.B. We T. Be P.P. 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CRAMP AND SONS’ SHIP AND ENGINE BUILDING COMPANY, FOR THE INTERNATIONAL NAVIGATION COMPANY. SUPPLEMENT TO MARINE ENGINEERING, SEPTEMBER, 1902. =} (auanecia aren ert a ie aha tg (S83 fea Bit Ante EU cate oo Peni at ‘ i “4 Aeket velew ted SAL AISS erie ie cS fn ; a ‘ — = f SUGAT. | ‘ a" “Seni AD ane ane zeal ate mab | Bokda “onAADY © if eae T ET, SfORD, ha ate ea BDAGS OOHADE « ae ati ; : ae ‘ he in ene MONE: CUA: VOMPAVILIL LAMTIGUTIONO rte adsaa ati + SO SMES EEE 4h Vol. 7. INDEXED, arine Engineering \\ ; : NEW YORK, SEPTEMBER, 1902. aN No. 9. \ oO ; LN (a - NEW STEAMSHIP KROONLAND OF THE INTER- NATIONAL NAVIGATION COMPANY. The twin-screw steamship Kroonland, which is the latest addition to the fleet of the Red Star Line of the International Navigation Company, is in many respects a remarkable vessel. She is the fifth new ship built for the International Navigation Company within a year, and is the largest ship yet built in America. a \ 7 best hand-driven riveting is insufficient to meet the de- mands made by the Atlantic servite) for closeness and soundness of work. “Ehe ships aré now so large that the stresses brought upon them by Atlantic weather are very great, and nothing but machine riveting can develop the strength which is provided by the heavy ma- terial used in the structure. The problem presented to the Messrs. Cramp was how to adapt pneumatic power tools to deal with intricacies of shipwork. ‘The impos- RED STAR LINE STEAMSHIP KROONLAND. (Copyright, 1902, International Navigation Co.) In this vessel the Messrs. Cramp, from whose ship- yard she was launched in February of this year, have established many records. The time elapsed from the date of the launch until the date of sailing on the first voyage was four months, which indicates the resources of this famous shipyard for rapid work. The Kroonland presents several novel features in design, but the most noteworthy fact is this—that in her the builders have solved the difficulty of riveting a large ship throughout by machine tools. Experience with many recent ships of large size has shown that the sibility of adapting hydraulic power tools to such work had long before been proven; and although many parts of a ship hitherto considered beyond the reach of hy- draulic tools had been successfully riveted by improved hydraulic riveting tools, it was manifestly impossible to get such tools made suitable for application to all parts of a ship. The builders, therefore, turned to pnueniatics, and by the aid of one of the prominent pnetmatic-tool companies the required tools were produced and existing tools were adapted to work which, until then, had been considered beyond the scope (Copyright, 1902, by Marine Engineering, Inc., New York) 430 Marine Engineering. SEPTEMBER, I902. of pneumatic appliances. As the Kroonland began to grow, so did the needs for new and varied tools; and as the needs became urgent they were met, until not a rivet in the hull could be considered too difficult for pneumatic tools to deal with. The result is that this ship is almost entirely pneumatic riveted, the hand- driven rivets being very few and far between and con- sisting only of odd rivets. During construction this vessel was visited by some of the most prominent shipbuilders of Great Britain, who expressed their admiration for the methods and tools used and for the results obtained. One of the interesting features of the design is the iid ‘ N & s & & main deck; the state rooms are on the main and upper . decks; and the special state rooms, smoking rooms, and drawing rooms are on the promenade deck. The decorations of the first-cabin public rooms, which were designed by Messrs. Waring and Gillow, of Lon- don, have been well carried out by Messrs. Cramp. The first-cabin dining saloon is finished in white, Adam’s style. It is seated for 250. A large dome skylight of decorated glass occupies the center of the ceiling, and is illumined at night by the electric lights above. The furniture is of inlaid mahogany. The drawing room is also white, Adam’s style. It is paneled in green silk and furnished with inlaid satinwood tables, chairs, and DECK VIEW, STEAMSHIP KROONLAND, LOOKING AFT ON PROMENADE DECK. use of the long bridge house as a main part of the up- per structure instead of making it a mere superstruc- ture. It is said that the American type of steamer is flush-decked, and that all steamers built in America should be flush-decked ; but it is a pity to limit American shipping to one type of ship, because different trades require different types; and, after all, commercial util- ity should decide whether a new ship is to be flush- decked or not. Suffice it to say that the Kroonland is not flush-decked and that the superstructure is made a main part of the hull. The chief features with regard to the size of tie ship are given in the appended tables. The first and second cabin passenger accommoda- tions are amidships. Both dining saloons are on the settees. This room opens into the main companionway, which is framed and paneled in mahogany. The main stair leads from the promenade deck to upper deck, and from upper deck to first-cabin saloon. All the stairs in the first cabin are mahogany, with mahogany rails and balusters and white rubber treads. At the end of the first-cabin house on promenade deck the first-cabin smoking room is placed—a large room finished in Elizabethan style. from designs by Messrs. Waring and Gillow. The sides and beams are fumed oak, the ceiling panels are buff, and the large central skylight covering the greater part of the room is glazed with ornamental leaded glass and decorated in bold Elizabethan relief. ‘The upholstery is red-stamped leather, and deck is covered with American rubber tiles. SEPTEMBER, 1902. Marine Engineering. 437 All the first-cabin accommodations on the promenade deck are within the deck house, which is 195 feet long. In ships of the size of the modern transatlantic liner it has been found impossible to maintain a long house on the uppermost structural deck without great annoy- ance to passengers from leaks, and without considerable expense to the shipowners repairing the fractures which from time to time, as the voyage is more or less stormy, appear in the sides and top plating of such houses. It -is the usual practice with those who try to avoid these troubles to cut the promenade deck house into sec- tions, quite apart, leaving passages of at least a beam space between them. ‘This interferes greatly with the way is in oak and is fitted up with lounges handsomely upholstered. ‘The ladies’ room opening off the com- panionway is finished in maple. "The smoking room may be reached from the deck below by stairway from the main passage or from the promenade deck at the after end. This room is finished in mahogany and is handsomely furnished and upholstered in brown leather. The deck is laid with rubber tiles. All the houses on promenade decks are lighted by Mullan’s patent square light with ventilator on top. These lights are probably the best deck-house ports to be had. They combine the maximum of opening with the greatest security from leaking. There is, however, LAUNCH OF THE KROONLAND FROM THE YARD OF WM. arrangement of the ship, and causes inconvenience to passengers and loss of efficiency in the steward depart- ment of the ship. But it is the practice of the owners of the Kroonland to maintain the long promenade house, and yet avoid the troubles above mentioned, by fitting at intervals a flexible joint in the house, a device de- signed by a member of their technical staff several years ago and successfully used on all their larger ships. By this means the strains on the house are localized and prevented from disturbing the sides or top of the house. The second-cabin promenade is railed off from the first-cabin promenade on the same deck. On it the second-cabin passengers have a large companionway, a ladies’ room, and a smoking room. ‘The companion- CRAMP AND SONS’ SHIP AND ENGINE BUILDING COMPANY. no need to open ports on the Kroonland, two complete systems of ventilation, the one supplying and the other exhausting air, being fitted throughout the accommo- dations for cabin passengers, after steerage passengers, and crew. ‘To this we shall return shortly. All the first-cabin state rooms are painted white enamel, furnished with mahogany, and _ upholstered in tapestry or moquette. All the large state rooms have a double and the others a single wash cabinet of im- proved design, with folding table attached. The berth fittings, including racks for clothing, etc., are nickel plated, and every room has a large number of nickel- plated hooks, sponge racks, etc. ‘The upper berth folds up, and in many cases the lower berth folds out to form a double-width bed. All the ports are fitted with spring 438 Marine Engineering. SEPTEMBER, 1902. shades, and the deck is covered with velvet pile carpet in the state rooms and passages. The International Navigation Company has always made the second-cabin accommodations a special feature of their ships. In the Kroonland this practice has been well maintained. ‘The second-cabin state rooms are similar to those of the first cabin, except in details, such as the folding beds, upholstery, and carpets. ‘The sec- ond-cabin dining saloon, ladies’ drawing room, and smoking room are fully up to the standard set in the St. Louis and the St. Paul. There are two classes of steerage passengers—third class and steerage. The third class are located in the separate rooms for the petty officers and engineers. ‘The captain and officers occupy the large house on the boat deck at the flying bridge, and the chart room and wheel house are on the bridge itself. Access to the bridge is sheltered by steel screens. On the boat deck, which is carried along abreast of all the houses on the promenade deck, the life-saving appliances, in the form of boats and rafts, are fitted in number and capacity beyond the requirements of the American, British, and Belgian laws. Instead of the usual wooden boat chock, Wilson’s patent. collapsible boat chocks, supplied by the James Reilly Repair and Supply Company, are used. The boat is quickly freed FIRST-CABIN SMOKING ROOM, STEAMSHIP KROONLAND. Nos. 3, 5, 6, and 7 compartments of the main deck, and the accommodations provided consist of state rooms with folding beds, seats, mirrors, etc. Large dining tables with hardwood settees are fitted, and four pan- tries with hot tables, boilers, and all the usual fittings of a ship’s pantry are provided. In each steerage com- panionway the lavatories and closets are placed. Solid porcelain bath tubs are provided, and all the lavatories have porcelain basins, with hot and cold water. The third-class quarters are ventilated mechanically. Accommodations for the crew of 260 men are fitted under the forecastlehead, under the poop, and on the main and lower decks aft. Lavatories and shower baths are fitted for the stewards, sailors and firemen, with from these chocks by pulling a lever, the mechanism not only freeing the boat and leaving it hanging, but also turning down the chocks on the deck. A boat winch with double drums for hoisting the boats is fitted on the boat deck, and the davit falls can be led to this winch through fairleads placed on deck at the davit and thence by way of lead blocks. The auxiliary boats are placed on rolling skids, which, when the boat under davits has been lowered, carry their burdens of Cham- bers’ collapsible boats under the davits. Besides the life-saving appliances the ventilating and heating apparatus is placed on the boat deck. A double system of supply and exhaust is fitted. One set of Sturtevant electric fans delivers fresh air through steam SEPTEMBER, 1902. Marine Engineering. 439 coils to air ducts leading through the ship, and another set of fans exhausts the air from ducts brought from each state room and other space. Air is delivered in the passage alcoves and public rooms and is exhausted from the state rooms, public rooms, etc. ‘The capacity of the apparatus provides a change of air every fifteen minutes. The sanitary system is very complete. ‘There is a hot as well as a cold-water service, with separate pumps and delivery pipe to reservoir tanks on the boat deck, and distributing pipes thence throughout the ship. In addition to the fresh-water system, supplied from the six large storage tanks in the after holds through the orlop decks, are completely steel plated, and all are laid with wood. ‘The beams are steel channels on every frame, with three rows of stanchions and channel ties. In addition to the four decks, web frames spaced 12 feet, except in the machinery space, are fitted all fore and aft. In connection with the webs two deep hold stringers are fitted between the webs, to which they are united by large diamond plates and double angles. Spe- cial attention has been given to the forward framing to prevent panting, where additional webs, breasthooks, and stringers are fitted. The ordinary frames are channels, and extend from margin of double bottom to promenade and to the DINING SALOON, FIRST CABIN, STEAMSHIP KROONLAND. fresh-water pump in the engine room, there is a com- plete condensed-water system with separate pump, sup- plying the reservoir tank on boat deck and led forward and aft to steerage and crew lavatories. The ship’s store rooms are on the lower deck, and include separate refrigerator rooms for meat, vegetables, and fruit, butter and milk, beer and ice, besides large rooms for groceries, barrels, potatoes, and general stores. Structurally the Kroonland is interesting. ‘There are four complete hull decks and the promenade deck, which runs for more than half length amidships. ‘The fore- castle deck is 88 feet long and the poop is 65 feet. ‘The boat decks are light but substantially built above the promenade deck. All these decks, except the boat and upper decks, forward and aft of the promenade deck. For one-eighth of the length at each end angle frames are used, these being somewhat easier to work where the bevel is excessive. In the double bottom, which extends from fore-peak to after-peak, the floors are solid plate, united to outside and inside plating by double angles in way of engines and boilers, and single angles elsewhere. Solid intercostals are fitted between the floors. The interior of the double bottom is coated with bituminous and Portland cement. ‘The inner bot- tom plating has been made unusually heavy, because wooden ceiling is not fitted except under the hatch- ways. ‘The fore-peak is fitted as a trimming tank. There are eleven water-tight transverse bulkheads 440 + 2.2 ponte - 643.5 Donkey boiler, size, 6ft. diam by 7 ft. long. 22,400 <—€-z- iat na 5 A= Ee | | Murine Engineering ~e 4 | ge | & ra a Le YX ai t MS BS Ss Ne N Ne = ip > W % sy Bn AS a ee eal oS sit a a gO TOT) ig Y t Y A Y 7 ey? Ce: ee? a | N N Is] Mssssssss SSS SSSA SSSI ESSINN ETSETTSY Naa N 9 i) B [ is 4 cS] Saiej uw Vg—— ——__— 89! Ke=nvh bs <4 b> hase SN pice (LILI ELLLLIEDIILLEDISPEIITID AE TE TED WN We —————_—_—_——————— i eegez ate N 4 eALRL_K N N PSs A —— \ZZ2zzZz, (==> i 4 1 +S Hs | oe 1 a + posaa a= i SO/EAD) i) yj y = : (e=) - { LSS \ Siteergeecssecccececs = ary i LI 6 ! fe Coy nu -EXPANSION ENGINES FOR THE STEAMSHIP KROONLAND. TITREE-CYLINDER TRIPLE ONE OF THE 441 442 Marine Engineering. SEPTEMBER, 1902. are provided and emergency wire rope gear for use directly on the rudder in event of a fracture of the” rudder stock. The warping gear consists of two large independent steam capstans on the poop, and three large capstans (two independent and one connected to the windlass) in addition to two drums on the windlass on the fore- castlehead. These, together with the steering gear, were all supplied by the Hyde Windlass Company. Fourteen helical-geared, double-drum cargo winches are fitted, to be driven by steam at boiler pressure. Electricity for lighting and power is provided by four 350-ampere generating sets made by the Electro-Dyna- The ship is propelled by twin screws driven by two sets of triple-expansion engines balanced on the Cramp principle. The diameters of the cylinders are 32 1-2, 54, and 89 1-2 inches, and the stroke is 54 inches. The steam pressure is 170 pounds. Piston valves are fitted on all cylinders and the valve gear is of the link type. The bed plates and columns are cast iron of ample strength. The crank-shaft bearings are lined with Par- sons’ white brass, and bushes are round-backed and easily removed when the shaft is in place. The crank shafts, of 16 3-4 inches diameter, are interchangeable, and the line shafts, 15 3-4 inches, are fitted with two of the Verity patent flexible couplings on each line. ENTRANCE HALL, PROMENADE DECK, STEAMSHIP KROONLAND. mic Company. These supply power for the thirteen motors driving the fans for ventilating the passenger and crew spaces and for 1,600 lights throughout the ship. ‘The dynamos are on the orlop deck abaft of the engine room, where they, along with the refrigerating plant, occupy a space the full width of the ship and 15 feet fore and aft. Mechanical ventilation is provided to the dynamo room, and in addition there are two large natural ventilating trunks led from the boat deck, where they are fitted with cowls. Cochran refrigerating machinery for controlling the temperature of the ship’s store rooms is installed. Each room is separately controlled from the refrigerating machinery room, brine pipes being led from manifolds to each room and returned. These couplings are intended to prevent strain of the shafting in event of the shaft from any cause becoming out of line. The tail shafts, 18 1-4 inches diameter, are covered with brass I inch thick. There are two separate condensers, one for each en- gine, made of cast iron, with brass tube plates. The tubes are 3-4 inch diameter, and give a cooling surface in each condenser of 7,000 square feet, or 1.4 square feet per I. H. P. A circulating pump is fitted for each con- denser, and the port and starboard pumps are cross- connected, so that either pump may be used for both condensers in event of one pump being stopped. Sep- arate air pumps of the Blake featherweight pattern are provided, one on each side of the ship, and these pumps are also cross-connected. SEPTEMBER, 1902. Marine Engineering. 443 Steam is supplied by nine single-end Scotch boilers, 15 feet 10 inches in diameter by 10 feet 5 1-2 inches long. ‘The boilers are all placed ‘thwartships. In the after boiler room are four boilers fired from one floor. In the forward compartment are five boilers, four of them being placed back to back ’thwartships and the fifth one forward of the center line, thus making two fire rooms, viz: one for the after two boilers and one for the forward three boilers. Coal is supplied through wing and ’thwartship bunkers. In each boiler there are four Fox furnaces 39 inches inside diameter and 7 feet long, giving a length of grate steel bends and branches; the smaller pipes are copper. Drainage of the steam pipes is thoroughly carried out, and the Holly system of drainage is fitted to the main steam pipes. The main steam pipes are led from the boilers along each side of the ship to the engine room, where they are connected; and valves are arranged so that both engines may be supplied from either one or the other of the pipe lines. The auxiliary steam-pipe system is taken from boilers in each fire room, so that the boilers used in port may be alternated. The propellers have steel bosses and bronze blades. Steam trials were made on the measured mile in Dela- LADIES’ ROOM AND LIBRARY, STEAMSHIP KROONLAND. 5 feet 6 inches. Separate combustion chambers are fitted to each furnace, and the furnace mouths are flanged in- ward to enable the furnace to be easily removed. ‘The tubes are 2 3-4 inches diameter by 7 feet long, fitted with retarders. The boilers are equipped with Cramp’s system of forced draft, being operated by steam-driven fans, two of which are placed in the after stokehole and three in the forward stokehole. There are two main and one auxiliary feed pumps, by Worthington, drawing from hot-well and feed heater, with two separate delivery pipes to the boilers with separate checks on the boilers. Evaporators with a capacity of 65 tons per day are fitted. The main steam pipes, of steel, are used with cast- ware bay, and afterward at sea before the ship was delivered to the owners. The Kroonland has now made four voyages and has given great satisfaction. Her sister ship, the Finland, was launched from the Cramp yard in June of this year and will soon be placed in commission. Wireless Telegraphy.—Successful experiments in ap- plying wireless telegraphy to submarines have been made at Cherbourg, France. The submarine Triton was fitted with a mast and receivers, and, after plunging below the surface, received signals transmitted from the central submarine station with perfect clearness. ‘The system used has been invented by Lieutenant avi. 444 Marine Engineering. SEPTEMBER, 1902. Shipping Commissioners Report. Reports to the Bureau of Navigation show that dur- ing the past fiscal year, Shipping Commissioners at the seaboard shipped 108,554 men on American vessels. Of this number 65,859 were shipped on steam vessels; 42,- 695 on sail vessels. Inthe foreign trade 49,060 men were shipped; in the coasting trade 509,494. ‘These figures in- clude the repeated shipments of the same men on dif- ferent voyages of the same vessels. The number of in- dividual seamen involved did not exceed 20,000. ‘The nationality of the men shipped was: Born Americans, 34,957; naturalized Americans, 14,915; Norwegians, Swedes, and Danes, 16,315; British, 13,897; Germans, Electrically-Operated Canals in Belgian Coal Mining Districts. BY FRANK C. PERKINS. It would not be surprising if, within a few years, the principal canals in this country, as well as those abroad, were electrically operated, as this method of propulsion is not only very convenient and economical, but also may be made to greatly increase the traffic, on account of the increased speed thus made possible. The development of electric haulage on canals is slow, but some interesting experiments have been made in this line in Europe; one of the most successful, although Wai a SECOND-CABIN DINING SALOON, STEAMSHIP KROONLAND. 5,040; Italians, 2,297; French, 576; other nationalities, 19,957. These figures also include repeated shipments. Chinese are not shipped on American vessels in Amer- ican ports, but 521 were shipped at Hong-Kong before United States consul. The amount of wages disbursed during the year under Shipping Commissioners’ supervision was approxi- mately $2,500,000. The average monthly wages paid to men of all ratings, excluding masters, during the year on American vessels was: Passenger steamers, $36.88; freight steamers, $42.46; square-rigged vessels, $28.94; schooners in the foreign trade, $29.12; schooners in the coasting trade, $33.63; the average wages for all being $35.11, or usually $316 a year. In American ports 3,993 men, or less than 4 per cent., failed to join their vessels. working under great disadvantages, is that on the Char- leroi Canal in Belgium. ‘his electrically-qperated canal serves the Charleroi coal mining region in Belgium with more or less success. ‘The conditions limit the speed and economy, but these could be greatly im- proved on with an entirely new and modern equip- ment and a deep and well-constructed waterway. The experiments on the Erie Canal in New York State, while not in every way successful, demonstrated the fact that electric propulsion is not only possible in this country, but, with plenty of water power at various points on the line, might be made very efficient, as com- pared with the present methods with horse, mule, or even steam canal-boats. The new power house at Niagara Falls on the American side is nearly com- SEPTEMBER, 1902. -Marine Engineering. 445 j pleted, and will add 50,000 horse power more to the present development of the Niagara Falls Power Com- pany, making a hundred thousand horse power for transmission and distribution, with a possible 100,000 horse power more from the same tunnel as a tail race. Another 100,000 horse power is available from the power canal passing through the city of Niagara Falls on the surface, while the Canadian Power Company has al- ready let contracts for a number of 10,000 horse-power turbines and generators, and when completed this plant will add 200,000 horse power more. It will thus be seen that practically half a million horse power is already in sight for electrical power transmission in and about Niagara Falls, Western New York, and Canada. It will, therefore, be surprising if the Erie Canal, as well as the Welland Canal in Canada, are not The power station at Roux is of larger capacity, the engines and generator sets having a capacity of 325 horse power each, as they supply current for lighting and industrial purposes, as well as for operating the canal apparatus at various points along the line. There are sub-stations located at points along the canal about three miles apart. Each of these contains a step-down transformer, which lowers the pressure from that on the transmission line, or 6,000 volts, to that used on the trolley line, or 600 volts. This electrical haulage system was designed and con- structed under the direction of Leon Gerand, the con- sulting engineer of the Compagnie Générale de T'rac- tion Electrique sur les Voies Navigables, to whom the writer is indebted for the information regarding this electrically-operated canal. CHARLEROI ELECTRICALLY-OPERATED CANAL. looked to in the near future as users of this power; and electrical canal haulage will without doubt in- crease the traffic of ore and coal from the mining re- gions about the Great Lakes. The coal mining regions of Belgium, in the Charleroi district, are connected with Brussels and Antwerp by the Charleroi electric canal, which is a narrow water- way about 50 miles long. ‘There are two central power stations, one at Oisquercq, 15 miles south of Brus- sels, and another at Roux, 6 miles north of Charleroi. These stations are 29 miles apart, and the former is equipped with three 125 horse-power Corliss engines. each driving a polyphase alternator constructed by Brown, Boveri and Company, of Baden, Switzerland. These machines supply an alternating current of 15 amperes each, at a potential of 6,000 volts. The “tracteurs,”’ or electric automobiles, one of which is seen in detail on page 446, are used to draw canal- boats in the same manner as horses or mules, and each has a capacity of about five horse power. ‘They work over sections of various lengths, and when they meet another going in the opposite direction they do not pass each other, but exchange tow lines and return with the boat they meet; the outfit not being turned around, but the operator simply changing his seat and facing in the opposite direction, the controller still being within easy reach, as seen in the accompanying draw- ing. The banks of the canal are so narrow and in such poor condition for much of the way that electrically- operated tugboats are also employed, as shown above, which have a speed of 8 miles per hour. An 4.46 Marine Engineering. SEPTEMBER, 1902. insulated cable conveys the current to the boat from a three-phase trolley line, in the manner indicated in the illustration, this cable being supported from a pole attached to a mast on the boat, and trolley device of the peculiar construction shown, which seems to operate at speeds of 6 and 8 miles per hour without trouble, although a speed of only 2 miles per hour is used in towing two 70-ton boats. ‘The mast is about 14 feet above the water, and the boat can travel at a distance of 50 feet or more from the line and is free to turn around and manceuvre similarly to a steam tugboat. The boats have a capacity of 70 tons, with a draft of only three feet, and are greatly ham- pered by the depth of water, which is only about 3 1-2 feet. On account of the narrow path, and heavy and irregular loads due to this small depth of water, with which may be electrically operated from the motor axle, which the operator can disconnect from the wheels; and by this electrically-operated winch a stranded boat may be relieved, and a boat may be forced out of a lock. With the electrical method of haulage the passage of a lock may be made in less than five minutes, while it took three times as long for the passage of a lock previously with horses on the Charleroi Canal. The Mons district is connected to the sea only through French territory, but the Liege district is connected by both river and canal over a trifle more than 100 miles, and Brussels is about 30 miles from Antwerp along the canal. Considerable has also been done with electric pro- pulsion of canal-boats both in Germany and in France, Theat th ee See Se Aso n= ITAA | ie Marine. Engineering ELECTRIC AUTOMOBILE FOR BELGIUM CANAL SERVICE. considerable mud on the bottom, the speed is low and the amount of energy required is comparatively large, the necessary current being about 6.5 kilowatt hours per boat mile, although this has been lowered to 5.5 per boat mile, while the mean traction pull is 350 pounds, and the maximum 1,320 pounds. It was of considerable importance to more efficiently connect Brussels with the Charleroi coal district, and the electrical haulage has done this satisfactorily, con- sidering the conditions of the canal, increasing the speed of towing from 11-4 miles per hour, which was the rate of speed with horses, to 21-2 or 3 miles per hour with the electric system, and with no additional cost per mile for an equal tonnage, which averages about 25 cents per boat per mile. The total traffic per year amounts to more than half a million tons. The motor car, or tracteur, is equipped with a winch, on the Finow, Aire, and Deule canals, the latter be- tween Bethune and Douai. Lloyd’s Shipbuilding Returns—From the returns com- piled by Lloyd’s Registry of Shipping it appears that, excepting warships, there were 406 vessels of 1,129,582 gross tons under construction in the United Kingdom at the close of the quarter ending June 30, 1902. ‘This is a decrease of thirty-five vessels of 170,571 gross tons from the high-water figures of the corresponding quar- ter of last year. The falling off is chiefly in the dis- tricts of Greenock, Hartlepool, and Whitby, although all districts, except one, namely, Barrow, Maryport, and Workington, show a decrease, and this one shows an increase of from about 12,000 to 26,000 gross tons. “The Glasgow district is about the same, and the Belfast dis- trict is but slightly less than last year. SEPTEMBER, 1902. Marine Engineering. AA7 REPORT OF RECENT OIL BURNING INSTALLA= TIONS ON THE PACIFIC COAST. BY EDWARD S. HOUGH AND WM. H. CRAWFORD, JR. In order to keep pace with the progress made in the use of oil for fuel, it is necessary to have reports from various parts of the world where this modern practice is being developed. The subject is by no means a new one, although new phases of it are continually presenting themselves to those engaged in the investi- gations. It is not necessary to enumerate the advantages de- rived by making a change from the use of coal to that of oil for fuel. ‘These are about the same every- where, although in this part of the world particular emphasis can be laid on the item of economy in the first cost of the liquid as compared with the price of coal delivered here. California is fortunate in having its own oil wells and in being at no great distance from the largest oil fields in the United States, whereas coal must be imported, and in the past has come from British Columbia, Puget Sound, England, Australia, and Japan. There is probably no field where liquid fuel will find greater support than on the Pacific coast of the United States. The following illustrations will give a fair idea of the experience gained in marine work at the port of San Francisco. They must necessarily be given in detail to enable those interested in the subject to figure out their own conclusions, should it appear that the deductions are not properly made. ‘Three steam- ers will be considered, each under a separate heading, They are all small craft,. but represent different types of installation. After these examples we will look into the case of an ocean-going steamer running be- tween this port and the Hawaiian Islands, the first engaged on a long ocean run. VESSEL NO. I. This example is a steam schooner built of wood for the lumber trade on this coast; she is intended par- ticularly for the red-wood trade, taking her load in northern Californian ports and delivering in San Francisco and points in southern California. ‘This ves- sel has, however, gone as far north as the Columbia river. She is 137 feet long, 34 feet beam, and 12 feet deep. Two fuel-oil tanks are fitted in the main hold immediately forward of the water-tight bulkhead, lo- cated forward of the main boilers, and two tanks for- ward, also under the main deck, between collision bulkhead and foremast. The total capacity of the four tanks is 15,000 gallons. The ceiling of the vessel under the tanks is lined with galvanized iron in the form of a trough, in order to catch any seepage which might occur from-the oil tanks. The oil system used is that of atomizing by com- pressed air. The tanks are double riveted throughout and are thoroughly well braced and partitioned inter- nally, so that they will stand a pressure of 15 pounds per square inch ‘without bulging the flat surfaces. All pipe connections are taken from the top, and only pressed-steel flanges are used, and these are riveted to the tanks and calked. There is an air-vent pipe taken from each tank to the atmosphere. The valves are so arranged that the oil pump can draw from any one tank, irrespective of the other three. The after tanks are filled through a 6-inch pipe, and the forward ones are filled through the manholes. There are two main boilers, 8 feet 4 inches diameter by 10 feet long, of the Scotch marine type. ‘The boilers were originally designed to burn coal and each con- tains 810 square feet of heating surface. ‘There is one furnace, 46 inches in diameter, in each boiler. The tubes are 3 inches by 7 feet and are fitted with re- tarders. The whole of the furnace is effective as heating surface. The engine is a two-cylinder compound, working on two cranks, with cylinders 14 and 32 inches in diameter and a stroke of 24 inches, working under 150 pounds steam. ‘This engine can indicate 4oo H. P. There are the following auxiliaries in constant running: an air compressor having two steam cylinders 6 by 6 inches and making 45 revolutions per minute; one centrifugal circulating pump engine, steam cylinder 4 by 5 inches; one large and one small duplex oil pump, and at night one electric generator engine, cylinder 5 by 5 inches. The large pump is used to draw oil from the fuel-oil tanks, thus leaving the smaller one to supply oil to the burners, acting as a force pump only. The tank pump is a duplex Worthington, 41-2 by 23-4 by 4 inches, with a return pipe to suction. This pump draws oil from the tank and delivers to the in- termediate receiver situated above the boilers. There is an intermediate oil receiver above the boilers between the tank pump and the oil tank. The force pump is a duplex Worthington, 3 by 2 by 3 inches, which takes oil by gravity from the intermediate receiver and de- livers to the heater reservoir. The oil heater reser- voir is detailed in the accompanying drawing and consists of a cast-iron shell with an internal heating coil of copper. This coil is made strong enough to allow of live steam being used for heating the oil. There is a float with rod connected to a lever through a stuffing box. The lever is connected to the throttle valve of the force pump by a link, thus con- trolling the speed of the force pump and consequently the level of the oil in the reservoir. The reservoir is usually kept about one-half full of oil, the top half acting as an air vessel. There is a tandem duplex steam-driven double-acting air compressor, cylinders IO I-2 inches air, 6 inches steam, by 6 inches stroke, with an air receiver 24 by 72 inches. The burners, which deliver a circular flame, are of local manufac- ture, two being fitted to each furnace. The compressor delivers air at 15 pounds pressure to the top of the heater reservoir, and the force pump delivers oil near the bottom, and the balance is estab- lished, resulting in the burners being supplied with oil and air at equal pressure. The temperature of the heater reservoir will vary from 150 to 180 degrees Fahrenheit, the latter when using an oil under 20 de- grees gravity. The temperature of the incoming air at the compressor is 100 to 120 degrees, and the volu- metric efficiency of the compressor is 80 per cent. The actual quantity of free air delivered per minute is 43.28 cubic feet to the four burners. It will be seen that in this case the piston speed of the compressor is low, therefore smaller cylinders 448 Marine Engineering. SEPTEMBER, 1902, could be used, the piston speed being increased ac- cordingly. Temperature of oil at heater................ 150 to 180 deg. Fie eeatonsupplysairetoratomizin grptaerdrcnerretere 3 Total power furnished by boilers............ 300 Power of compressor compared with main en- PAINS 99000000000000005060000000000009000 I per cent. Water evaporated per min., calculated from Theale GENS 5G600000000000000000000000 102.5 lbs. The compressor engines exhaust through the coil in the heater reservoir to the main condenser. Allowing 50 pounds water per I. H. P. per hour for these en- OIL RESERVOIR > the bunkers, carrying with it any gases emanating from the oil, should leakage occur from the tanks. It also keeps down the temperature of the bunkers, which rises when the vessel has a deck load. In other respects the oil plant is a duplicate of example No. I. There is one two-furnace boiler 11 feet by 10 feet 6 inches, of the Scotch type, which contains 1,200 square feet of heating surface and was designed to burn coal. The engine is a two-cylinder compound, working two cranks, with cylinders 14 and 32 inches diameter Ries pyote Marine Engineering MIDSHIP SECTION OF STEAMER, SHOWING ARRANGEMENT OF FUEL-OIL PIPING. gines and the circulating engines, and 20 pounds for the main engines, we then have about 2 per cent. of the gross feed water required to supply air for atomizing. It is evident that by compounding the steam cylinders of the air compressor this can be reduced. Consumption of fuel oil per hour.......... 59 gals., or 472 Ibs. INwal Oil pre UIE, WORoooocaaco0d0 005 9000000000000 1.57 Water evaporated per pound of fuel per hour......... 13 VESSEL NO. 2. This vessel is also a steam schooner built of wood for the lumber trade on this coast, and is 160 feet long, 33 feet beam, and 15 feet deep. She carries two fuel- oil tanks, one on each side in the two fore and aft bunker spaces, with a total capacity of 17,000 gallons. The ceiling of the vessel under the tanks is lined with sheet lead to form a trough, as in the previous ex- ample. The oil system used is the same as in No. I, viz., atomizing by compressed air. The tanks are also of the same detail construction, the shape, however, being such as to conform to the bunkers. All pipe connec- tions are taken from the top of tanks. The bunker plates next to the boiler are covered with magnesia non-conducting material 1 inch thick. There are air inlet pipes to the bunker spaces about the tanks, and a suction pipe from the air com- pressor is carried to the bunker spaces. All the air required for the compressor is, therefore, taken through SIZES OF PIPES IN DRAWINGS, PAGES 448-9. I I-2 inches auxiliary steam. 2 inches to heater. 2 inches to air receiver. . Auxiliary steam. . 4 inches from main oil suction, 2 inches at pump. I I-2 inches to oil reservoir. . 3-4 inch to heater for auxiliary B. . Auxiliary steam. 12. I I-2 inches from oil reservoir reduced to I 1-4 inches at pump. 13. I inch to heater. 14. 2 inches air from heater reduced 1-2 inch at burner. 16. I 1-2 inches return from oil reservoir to suction. 17. 2 inches air for tank below. 18. 4 inches from forward oil tank to main suction. 19. 2 I-2 inches from main oil tank to main suction. 20. 6 inches oil-filling pipe. 2i. I inch oil from heater reduced to 3-4 inch at burner. A, Oil reservoir. B. Air receiver. C. Oil heater. D, 2-inch strainer. E. Compressor. F. Oil heater for donkey boiler. GG. Extension fronts lined with fire clay. HH. Holes for burners. CONN DH =I ° SEPTEMBER, 1902. Marine Engineering. 449 DONKEY BOILER CHECK / VALVE RETURN PIPE TO SUCTION STOR ES uaiaA) BRASS | STUFFING BOX WATLR TIGHT BULKHEAD FUEL OIL TANK DYNAMO ROOM TO BURNER DUPLEX H FLYWHEEL 7} H ——! AIR PICE FROM HEATER RES, COMPRESSOR 777s, FRESH WATER ,77~s 1 \ 7 \ 1 1 M4 TANK \ a7 FUEL OIL TANK — PLAN AND ELEVATION OF STEAMER, SHOWING FUEL-OIL PIPING. Marine Engineering 450 Marine Engineering. SEPTEMBER, 1902. by a stroke of 24 inches. Under 160 pounds of steam this engine indicates 400 H. P. _The auxiliaries are the same as in example No. 1. The above is given as an illustration of method of stowing tanks near boiler. Oil varies from 16 to 21 gravity. VESSEL NO. 3. This example is a modern stern-wheel steamer de- signed for bay and river service. Length 130 feet, beam 30 feet, and depth 7 feet 6 inches. There is but one fuel-oil tank, forward, and the ceiling under the oil tank is lined with lead. This oil system consists in vaporizing the oil with the steam by passing the mixture through a furnace. There are two plain tubular boilers, 60 inches in diam- eter and 18 feet long, each having forty-four 4-inch tubes. The boilers are designed for burning coal and for a steam pressure of 170 pounds. ‘The engines are double tandem compounds, the two high-pressure cylin- ders being 12 1-2 inches diameter, the two low-pressure cylinders 26 inches, and all have a common stroke of 72 inches. ‘These engines, including auxiliaries, develop on regular run 275 H. P. The auxiliaries include one independent compound air and circulating pump, 6 by 12 by Io inches; one compound feed pump, 6 by 12 by 6 inches; one electric light engine; one oil pump, 41-2 by 23-4 by 4 inches; two duplex Worthington pumps, 6 by 4 by 6 inches, working alternately, and one vertical heater and air vessel between pumps and burners. There is one circular burner under each boiler, deliv- ering through a pipe with flattened end, thus throwing a broad flame. The incoming air for combustion, taken through the burners, “is passed through a pipe secured in the uptakes. The temperature of the air is thus raised to 330 degrees before entering the fur- nace. Consumption) of ‘oil pers hour yee ose lereeeloleles eek ilolehol> 73 gals. Weight ‘of oil consumed per hour..................... 584 lbs. Unfortunately, reliable information on the subject is hard to get, inasmuch as the great saving made in adopting the oil-burning system has for a time satis- fied shipowners, so that the further economy of one system of atomization over the other has been a neg- lected point. The economy of oil fuel, however, over that of coal is assured. Whether it is better to use compressed air for atomizing the oil, or to use steam and fit a ship out with adequate evaporators, is still an open question. In the examples just considered we are able to begin an argument. As a check on some of the data’ we can look to a recent test on the Southern Pacific Rail- road, where it was desired to determine the amount of steam required to atomize the oil used in evaporating a given quantity of water. There were two series of tests, and it was shown that 3.4 per cent. in one case and 3.8 per cent. in another of the gross feed water was consumed at the burner. Regarding our example of an ocean-going oil burner we have some interesting information from Chief En- gineer Coryond I,amond. This steamer is provided with two single-end,.three- furnace boilers, and a donkey boiler. Her engines develop about 900 H. P., the cylinders being 25, 38, and 72 inches, with a 48-inch stroke. She is a freight boat with limited passenger accommodations, hence the electric-light plant is comparatively small, which, with | its auxiliaries, does not add much to the work of the boilers. ‘There is also a refrigerating apparatus. This ship was fitted out with a compressed-air system, but the Chief informs us that 24 hours after leaving port | on her first trip the compressor broke down, and he was compelled to resort to the use of steam, which was continued on the succeeding trip. The amount of air required was far in excess of the calculated needs, and hence it was necessary to drive the compressor until it Air from Receiver Bie 2" Pipe Tap 2" Tee and 2"Swing Check Air to Burners SER > ne n e SSS nT Diametetmpreciieeree eer Pitch.... SV so005009000 Total weight o 6 Sbooo G 180- Sjoooo Length of Boiler Room........... VWs St HE Ib 38 Po g0000000pc0G00d00000000000000 Propeller..... .......... Furnaces in each boiler...... Diameter of furnaces .. SG Sp EIG IEE? 5 3 I, H, P = G.S...-.-e ee eee Admiralty coeff... Diaineter........ .. Boilers, number.............- Pressure ..184 ft. 160 ft ..26 ft. DONA tae, ...685 tons 72 .48 eee I ..3 cylinder, triple expansion ..30 in, ° vee 225) Sq. ite . 5,000 sq. ft. oe If, 24, 37% in. SVE 2s090200000000000000000- 400 00°00 & & = 3) a 3 < 2 Qa YQ 4 =) Z S © } oO 1s) a Q iS i=) =) iS joo) D Q Zz < BY 2) az Q s a) A | NATIONALIT Y—AMERICAN sone coerce eet er enee Reduced M. E. P. R. PB. M...--se0e Condens. Surf, .. Length of engine room.. Cylinders, diameter........ My 186, 100 Wetted surface..........seeseee-ee - Coal capacity.......... .. Engines, number of.......+-+++++e++ Midship section coeff...... .. ue RS (OISW. co cgdoncdaoud000000000000000 860200000 LAUNCHED—1888 BUILDER Corresponding displacement ........... Area, midship section...... Length L. W. I.. NAME—SAGAMORE Length over all........ Admiralty Boiler Committee—The committee ap- pointed by the Lords’ Commission of the British Ad- miralty to consider certain questions respecting modern types of boilers for naval purposes has at last issued its report. ‘Therein are enumerated many disadvantages of the Bellville boiler as compared with the cylindrical boiler, and, in the judgment of the committee, the ad- vantages possessed by this type are more than counter- balanced by the disadvantages. In the Interim report the committee advises the use of the Babcock and Wil- cox, Niclausse, Durr and Yarrow water-tube types, all of which, the committee states, are free from the dis- advantages of the Bellville. The Babcock and Wilcox boilers of the Martello are cited as having stood the test of usage very well. Besides recommending that the above boilers be used in H. M. Navy, the committee advises that the development for marine purposes of the following mentioned boilers should be carefully watched, namely, Weir, Sterling, Thornycroft-Marshall, and Thornycroft-Shultz, 453 ing. ineerin Marine Engi SEPTEMBER, 1902. ‘gh 41Nq SI ssouUsUY FO JUSIOYJoOD YOoT| Joy }eY} poqvys 31 JI UsYyM poyeroidde oq [JIM Jory Si, “[essoA sul -YsyY JO WOJ poulo}sndov sy} JO vsoyy uvy} yYyOVA v JO SOUI] OY} UO VsIOW }INq oq [IM 9Ys pue ‘ssvjo Ysty fo dq [JIM JeSseA sty} FO JustUdINbs pue uolonsAsuOd oy], ‘OYO.MS soyoul ZI AQ JoJOWLIP UL soyoUT Of ‘“pa}o9UUOD Jd9IIP oq TIM dumnd sunepnoim oy, “lesuapuod oy} qyINq st Yoru OWL SOI} UOT JSVO JIB IvdI oY} We puke ‘JUOIT OU} Ye suLIN[OD JYSsHoIM InoZ Aq pojtoddns o1v sstopulyAd oy TL ‘d ‘“H ‘J 0001 dojoasp [JIM suornyjoAs1 O1g 3e SuruUnI UsYM pue ‘OxO1s soyour Ve Aq JojoUIeIp UT soyouT gE pue zw ‘VI SiopulfAd YM ‘odA} SUISUapUOD VdPJAInS SuTjOR eaIIp PpoJtoAuT uoIsuedNo o[dI1} OY} JO SI ouUTSsUAa oT], ‘aInssoid spunod oz 1% Weojs SUIYSIUINy ooeyANs 9}vI8 JO JaoF oIvNDs Og JO SIofIoOg 9qn} 19}VM 9q [JIM oIOYT “AOqR yoep 9Y4} uo ueysdeo oy} soJe1odo YOIYM o]}svdIIO} 9} UI SSY[PUIM B&B SI IO], “YOUIM OS1vD & pd}ed0T 9q []IM jseUl YOR Je pue ‘UIVUT 94} UO JUO PUL JseUIZIOF 94} uo SYIIIIOp OM} Y}IM s}Seut OM} oA ]]E™“ 24S “Sspjoy ‘SuO] Jooy or ‘ploy PlBMIOF out St STY} IO }ye pure ‘yeod 4 “duVAdIHS INAOSHUD LV VIINd AHWVALS INIHSTA burtvourbug oun cg 08 GL OL ¢9. 09 gg 0¢ &% 02 ST oy} Joao surjetd yOop sy Jo Jaed ydooxe “noysnoiy) J99}S FO St pue ‘Jooy Ivq ve YUM JInq st drys oy], ; ‘IsHoOYy I Safety Valve TWO-FLUE TYPE BOILER OF THE TOWBOAT VESTA. Foot Ring Thick ----}- 6 : ; = *eiqepisuy-Op- steam drum referred to is provided with four steam iP ori aaa line nozzles, as follows: Main steam, 5 inches; auxili- SEPTEMBER, 1902. Marine Engineering. 461 ary, 3 inches; and two 2 1-2 inches for capstan and The rudders are operated by means of a steam siphon work. steering gear having cylinders mounted upon an ele- The boilers give a total heating surface of 1,156 vated frame at the after end of the boilers on the main & : CoS ~~0A5,,, 0,0 S592 loo (Sate 026 026 ooo [ =) 9} — [=] 45 A = Gde_o ~ ©.0 ®.9 ®5° lee SEER = 923, _2°a | El) == © i © 9) Q 6 eg} tif fo. © 9; : He h © 9) ©) 72 = y (i 6 ce} Z C 2 =F a ' ; Z @ | } aS ZAG cs Fy | alae ae as G =) F —— Sr aa Se SSS rs H, ah Marine Engineering PLAN AND SECTION OF ONE OF THE TWO COMPOUND ENGINES OF THE VESTA SHOWING VALVE GEAR. square feet, with a grate surface of 50 square feet, deck, and are controlled by the pilot by means of a giving a ratio of 2.89 I. H. P. per square foot of heat- valve situated within his command. | | ~—> Head ‘Double Riveted Flanges A 2a fts Sey \ 1/5) +Single Riveted Flanges A >Head = ' é yu | Blow-Off Nozzte ir - = - 10-6 - 2 SS SS Marine Engineering | ELEVATION OF REAR END OF THE BOILERS ON THE VESTA. ing surface. The coal consumption has been computed The width and height of towboats used in the two at about 19,000 pounds of run-of-the-mine coal each 24 ‘local rivers are necessarily narrower and lower than hours, or 1.98 pounds per H. P. hour. those of the Ohio, Mississippi, and many of their 462 Marine Engineering. SEPTEMBER, 1902. tributaries. The large locks are 56 feet by 250 feet, and the smaller size 50 by 100 feet, and, to facilitate lock- ing fleets through, the towboats are usually not made wider than the one in question. A barge may then be taken alongside through the small lock, if necessary. © The draft, being increased by narrowing the boat, sometimes becomes a serious matter when the unim- proved parts of the Ohio or Allegheny are navigated, and frequently this is made impossible during the low- water period. The Vesta, heavily loaded as she is with compound engines, condensers, etc., draws 4 feet at the bow and 2 feet 6 inches at the stern when full coaled. AI- though it is considered that this boat is built unusu- ally strong, she draws no more than other boats of wooden hull and same size in this district. ‘This is due largely to the experience of the builders, the weight of the material being no greater than abso- lutely necessary. Some of the packets of greater beam do not draw more than 20 to 30 inches, particularly those navigating rivers or parts of rivers not slack- watered. To carry the weights imposed upon them, these stern-wheel boats are given full lines aft, which, by the way, are not conducive to speed. ‘The Vesta, however, can make 10 to 12 miles per hour in the slackwater pools. The lines of this boat are similar to those of the stern-wheel steamers Juniata and Brad- dock, built by this company a short time since. ‘The hulls of the latter boats were of wood. In the design- ing of these boats speed becomes a secondary consid- eration, power and light draft being the paramount requirements. With a nominal tow of five barges of coal containing 2,600 tons, or 65,000 bushels, how- ever, the towing capacity of the boat is about 4,000 tons of barge coal. As to height, the Vesta is made to suit the conditions of the local rivers. Between main deck and boiler deck she is 10 feet, and between boiler deck and top of pilot house, 13 feet; to top of pilot house above water line she is 27 feet 6 inches, and at this height the stack is arranged for lowering by a winch. Most of the bridges on the Monongahela have not less than 50 feet clearance above the slack- water pools, but with a rise of Io to 12 feet (beyond which little navigation is accomplished) some of the bridges in the Allegheny are not more than 30 to 35 feet above low water, and the necessity for low-built towboats is thus easily seen. On the main deck forward is the coal bunker, with a capacity of about 1,000 bushels. Immediately aft of this is the boiler room, with a length of 48 feet; then comes the engine room, 62 feet long. The main deck house has a width of 24 feet. In the cabin, beginning aft of the pilot house, there are 6 rooms for officers, each being in size 8 feet by 6 feet 3 inches, with 2 bunks each; then comes the mess room, and to this point there is a central passageway. Aft of the mess room are the kitchen, pantry, linen closet, bath room, sitting room, ice chest, and three rooms for the crew. This firm has made numerous boats for South Amer- ica, some for Mexico, and recently one was sent to China, the hull parts being carefully fitted together, then taken apart for shipment across continent and ocean. The boats built for Mexico were staunch enough to steam their own way across the Gulf of Mex- ico, after having passed the long distance down the Ohio and Mississippi rivers. Not long ago a steel-hull boat for navigating the upper Yukon river of Alaska, of somewhat smaller dimensions, but in general design quite similar to the boats just described, was erected in the yards at Pitts- burg, Pa., in material form, but in temporary or knock- down shape. All plates, frames, beams, stanchions, and other parts were carefully numbered and registered one with the other, thus providing for and expediting the re-assembling of the parts at the final destination. All the parts were bundled in light and compact form for shipment by rail to Seattle, Wash., thence by water to Skagway, where the entire cargo was transferred to small cars of the Yukon and White Pass Railway, which succeeded in delivering the material to White Pass, after many mishaps and delays, this being the end of rail transportation at that time. From White Pass it became necessary to transport, by means of pack mules and dog sleds, the whole cargo a distance of 30 miles over the ice and snow-covered mountains of Alaska to Lake Bennett, the final destination, and dur- ing the month of February, at a time when the mer- cury registered about 20 degrees below zero. ‘The party encountered much suffering during some three weeks of this form of transportation from the end of the railroad to the destination at Lake Bennett. Final- ly, logways for the hull were laid on the beach at Lake Bennett, upon solid ice, after removing 5 to 7 feet of snow, and the work of reconstruction was begun by a force of skilled workmen under the supervision of Capt. P. Y. Ingaldsby and John Tarn. ‘The boat was launched with boilers, machinery, and all outfit aboard within 35 days from the time of arrival of material. Her maiden trip was made over the lake through running ice, under the guidance of an Indian pilot, passing down through the White Horse rapids with safety, a feat, possibly, never before successfully ac- complished by a steamboat of her dimensions. After passing through the rapids, her route was down the Upper Yukon river, loaded with passengers and gen- eral merchandise for Dawson City and the Klondike, returning with passengers and gold shipments. Lake Superior Commerce.—All monthly records for freight tonnage through the Lake Superior canals were broken in July, when 5,082,298 tons were transported through this waterway. Oil Fuel.—The Red Star Line steamship Philadelphia is at the yard of the Wallsend Shipway and Engine Company on the Tyne, England, where she is being fitted with oil-burning apparatus. If this system proves suc- cessful and economical, it is stated that the owners will adopt it in other vessels on their line. Steamship Kaiser Wilhelm II—On August 12 the longest steamship in the world, Kaiser Wilhelm I1., built for the North German Lloyd Steamship Com- pany, was launched from the Vulcan shipyard, Stettin, Germany. ‘The over-all length is 707 feet; beam, 71 1-2 feet 6 inches; depth, 39 feet; draft, 29 feet. The vessel is to be propelled by engines developing 39,000 horse power, which it is expected will give the ship the speed of 24 knots. av SEPTEMBER, 1902. Marine Engineering. 463 GAS ENGINES AND THEIR TROUBLES.—IV. BY E. W. ROBERTS. Gasoline. Although widely employed as a fuel for heat, light, and power purposes, gasoline is a substance the prop- erties of which are not generally understood. Quite a number class it with explosives such as gunpowder and nitroglycerine, while in point of fact gasoline alone is not in the slightest degree explosive. ‘To secure an explo- sion in a gasoline engine, or anywhere else in fact, by the use of gasoline, it is necessary to have present a certain proportion of air. ‘This is but one of the superstitions about this fuel which the writer hopes to dissipate. To start at the beginning: Gasoline is the product of petroleum midway between benzine and kerosene, or rather it consists of a series which, in the selective distillation of petroleum, is obtained after the benzine FIG. 18. has been evaporated and before kerosene commences to be distilled. In the oil trade it is known as naphtha, being divided into three grades, A naphtha, B naphtha, and C naphtha, A naphtha being that last given off and hence having the greatest specific gravity. By the retail trade it is generally known as gasoline, and is sold accord- ing to its specific gravity, which is designated by so many degrees on an arbitrary scale known as Baume’s scale. Stove gasoline having a specific gravity of 72 degrees Baume is that generally employed for gasoline engines, although gasolines from 66 degrees to 76 degrees may be used with success when employed with a vaporizer. ' Petroleum and all the products derived therefrom belong to a family of chemical compounds known as hydrocarbons. The name comes from the elements hydrogen and carbon, of which there are a large num- ber of different combinations. ‘These vary from a light gas, as methane or marsh gas containing one atom of carbon and four atoms of hydrogen, down through heavier gases and then through a long series of liquids, starting with the petroleum ethers and ending with the heavier machinery oils. Followingy these come vaseline and the solids such as paraffine and finally coke. Varying proportions of the two elements give sub- stances having different physical properties. Naturally the greater the proportion of hydrogen, the less the density of the hydrocarbon. Quite frequently hydro- carbons having the same proportions precisely of the two constituents show different physical properties. The origin of petroleum is interesting, particularly as the popular belief attributes it to the same source as coal. The latest investigations, however, point to an animal origin. In prehistoric times convulsions of the earth’s surface caused the burial of large quantities of sea animals, principally of the mollusca. Disinte- gration followed without the presence of oxygen, the usual process of decay could not ensue, and the fleshier portions of these animals were finally transformed into petroleum, which finally settled into cavities and the in- terstices of the Trenton shales. The familiar term “coal oil” is therefore a misnomer, for, although hydro- carbons similar to the petroleum products have been artificially produced from coal, those in nature are un- doubtedly of animal origin. Passing from the general to the specific, the proper- ties of gasoline will now be discussed. C naphtha, hay- ing a specific gravity of between 68 degrees and 78 de- grees Baume, is quite volatile, vaporizing voluntarily at ordinary temperatures and boiling at temperatures rang- ing between 160 degrees and 260 degrees Fahr., accord- ing to density. The evaporation is so rapftd at ordinary temperatures that a vessel partially filled with gasoline will soon drive all the air from that part above the liquid, so that it contains gasoline vapor alone. Since gasoline 464 Marine Engineering. & SEPTEMBER, 1902. vapor will not explode unless it has a certain proportion of air mixed with it, the contents of the vessel above the liquid are nearly always non-explosive. In order to illustrate effectively this and other properties of gas- oline, the writer has performed several experiments be- fore the camera especially for this article, the photo- graphs being reproduced herewith. In Fig. 18 is shown an ordinary gasoline can, nearly full, to which a lighted match is being applied at the opening. ‘That the gasoline takes fire without explo- sion may be readily seen by the large flame above the opening, the result being practically the same as light- ing gas at a jet. No explosion could possibly follow in this case, as there is no air in the can, and a close in- spection shows, before the match is applied, that vapor is slowly issuing from the can. In Fig. 19 is shown a seemingly dangerous operation, in which half the contents of the can in Fig. 18 has been emptied into another receptacle and the vapor lighted at the opening. To accentuate the flame a small quan- tity of gasoline has been poured on top of this can. Gas- oline is being poured through the flame into the can, as is plainly shown in the photograph. This experiment may be performed with impunity, the only precaution necessary being to keep the hands out of the way of the flame so as not to scorch the fingers. In Fig. 20 is shown a can from which is issuing a tiny flame, the vapor burning as it passes from the can. The writer is about to extinguish the flame with his hand- kerchief, showing a simple but effective method of ex- tinguishing a fire on the top of any vessel containing gasoline. In fact two or three smart blows in rapid succession with the bare hand will accomplish the same result without the slightest inconvenience. ‘This was the method employed in extinguishing the flame after the experiment shown in Fig. 19, the blow of the hand on the filling hole at the same time extinguishing the flame at the spout because of the forcible ejection of the vapor, driving the flame too far away for it to get back. The blazing gasoline on top of the other can soon burned itself out, and a blow of the hand was sufficient to extinguish the tiny flame remaining at the opening. The ensuing illustrations show experiments made at the instance of the advisory editor of MARINE ENGINEER- ING, and are to disprove the popular superstition that a lighted cigarette or a lighted cigar will ignite gasoline or its vapor. In Fig. 21 is shown a lighted cigarette which .was smoked furiously for a moment, in order to secure a very bright spark, and then held over the opening of the can. At the time the photograph was taken the cigarette had been held in the position shown for fully fifteen seconds. ‘The writer has tried this ex- periment a number of times, both in the manner shown and by holding a cigarette or a cigar in an explosive mixture of gasoline and air. In no instance was it possible to secure ignition. In Fig. 22 the writer is seemingly very brave, smoking a cigar at a rapid rate with the burning end held over the opening of the can. The ashes had been carefully knocked from the cigar, so as to give the vapor the greatest possible access to the burning tobacco. In the photograph the smoke issuing from the cigar is plainly visible, although the writer is uncertain whether it will reproduce in the half-tone. In Fig. 23 the small cup is filled to the brim with gas- oline, and the photograph is taken just as a brightly- FIG. 20. burning cigar is plunged therein. The result is exactly the same as if the cigar were to be plunged into water. 5 a cd RS @ : | FIG. 21. The spark is extinguished with considerable sputter and the generation of quite an amount of vapor. The cigar shown in Fig. 24 has first been lighted and then thoroughly saturated with gasoline. The cigar is a SEPTEMBER, 1902. Marine Engineering. 465 fresh one, yet the writer smoked it to within an inch of the “snipe” end without a flame appearing, although the contained a considerable quantity of gasoline, and immediately burst into flame on attempting to re- light it with a match. Perhaps this would not be a very pleasant experiment for the average individual, but the writer may say that he is quite accustomed to the taste of gasoline, and, with the exception of a possible slight tendency to light-headedness, suffered no inconvenience whatever. I have just received from Prof. Durand a clipping containing an account of the recent explosion on the Lucy R, which the newspapers attributed to the tank taking fire from the spark of a cigar. This would seem a contradiction of the results obtained by the previous experiments, but the writer believes that, if the truth were to be told, the cause of the explosion was an en- tirely different one, and that this part of the story had its origin in the brain of the reporter. This story reminds the writer of the explosion on the Fulton some two years ago on Long Island Sound. This explosion has been quoted by the manufacturers of an engine using kerosene as a fuel as a “new and disastrous proof of the exceeding danger accompanying the use of gasoline.” In regard to this explosion a gentleman has written me as follows: “The explosion on the Fulton was not due at all to gasoline, but to hydrogen gas originating from the storage battery.” Incidentally it may be mentioned that the explosion on the Fulton was at the time attributed to a lighted cigarette. Al- though the writer has not had an opportunity to try a lighted cigarette on hydrogen, he does not believe that even this lightest of gases can be ignited in this man- ner. This opinion is founded upon the statement of Mr. Percival Spencer, of London, a balloonist who has, in all probability, made more ascensions than any man living. In reply to a question propounded by the writer, he stated that, so long as a cigar had been lighted before entering the car of a balloon, there was no danger of igniting the gas from that source. One often reads of a balloon exploding by catching fire. This is a popular fallacy, for, although several balloons have caught fire, there is no record of a balloon explosion following such a disaster. If the neck of a ~balloon is tied tight and it is sent to an extreme altitude, the rarefaction of the air will cause the balloon to ex- plode simply on account of excessive pressure of the gas contained in the envelope. A conflagration, how- ever, does not necessarily follow. A parallel case to the above is found in a tightly closed vessel containing gasoline which is exposed to an excessively high temperature. The heat will gen- erate vapor, just as steam is generated in a boiler, and the vessel will explode in the same manner as the bal- loon, but unless a flame is in the immediate neighbor- hood the vapor will not take fire. As an instance the writer remembers a benzine can which exploded in the above manner in a printing office, but no fire followed. Many so-called gasoline explosions are really nothing more than gasoline fires, starting usually with a recep- tacle catching fire and then being upset by some excited person. Nevertheless it is quite possible to produce a gasoline explosion, as the following instance will illus- trate: In the factory where the writer is employed a workman was testing out a gasoline tank with water. No gasoline had been in the tank for ten days, except what little remained after the tank was emptied. Wish- FIG. 22. ing to solder the tank, the workman stepped to the forge to dry it. In a moment there was an explosion; the tank was flattened out, but, fortunately, the work- FIG. 23. man escaped injury. As it requires but 124 volumes of gasoline to 1,000,000 volumes of air to make an explo- sive mixture, it will be seen that a gasoline tank must be nearly dry to contain an explosive mixture. In a boat driven by a gasoline engine precautions 466 Marine Engineering. SEPTEMBER, 1902. should be taken to avoid leaks into the locker spaces and all enclosures where a very small quantity of gaso- line is likely to become mixed with a large proportion of air. If the engine room is enclosed it should be well ventilated, as should the space around the gasoline tank and all spaces where gasoline is likely to enter. Gasoline should be led from.the tank to the engine through a lead pipe, all joints of which should be sweat joints, well made. Besides the convenience of lead pipe for passing around corners, it is not so likely to spring a leak as other materials when it is subject to strain or some heavy object is dropped upon it. If a leak is found, stop it absolutely, as a leak partially stopped is very likely to be worse than if it had been left alone; for a small quantity of gasoline is more likely to cause an explosion than a large one. FIG. 24. If, by any mischance, gasoline takes fire and a fire hose is available, use it so as to wash the burning gasoline into the sea, and get away from that portion of the water on which lies the burning gasoline. This should never be done, however, if the burning gasoline is liable to be carried on top of the water to other inflammable property, unless it is absolutely necessary to save life. A gasoline fire of small proportions may be beaten out with a blanket or a coat, but a much better extinguisher is flour, which will float on top of the liquid and smother the flame. Sand or loose earth will also answer the purpose, but, as it sinks to the bottom of the liquid, it is not quite so good as flour. A bottle of strong am- monia thrown into an enclosure in which gasoline is burning, or in fact any fire, will often prove a very ef- fective extinguisher. Chemical fire extinguishers are also much better than water, and they should be in- variably carried in a gasoline launch of any proportions. In conclusion the writer would say that the so-called dangerous properties of gasoline are to a great extent purely imaginary and have no existence in fact. With ordinary care a gasoline engine is not nearly so dan- gerous as a steam boiler, and does not require nearly the attention necessary in the care of the latter to pre- vent accident. This statement is amply verified by the exceedingly small number of accidents that have oc- curred to the power plants of gasoline boats from the gasoline itself. (To be continued.) Steering Gear for Twin=Screw Vessels. The accompanying diagram is a device patented by Mr. V. de Michele, of Rochester, England, for steering twin-screw steamships. The plan consists in fitting a special throttle valve to each set of engines, and connecting these throttle valves by bell cranks and link- work to a tiller, as indicated in the diagram. With the tiller in the central position, each engine receives an equal supply of steam; but on moving it over, as in- NEW STEERING GEAR FOR TWIN-SCREW SHIPS. dicated by the dotted lines, the valve throttles the sup- ply to one set of engines, causing them to run more slowly, and so steering the ship. The tiller is split in halves; normally these halves are connected by a pin dropped through the hole shown, so that they work to- gether as a single piece; but by removing this pin one haif can be put hard over one way, and the other hard over the other, opening wide or closing both the valves, as may be desired by the steersman. Monthly Shipbuilding Returns—The Bureau of Navi- gation reports 106 vessels of 28,209 gross tons built in the United States and officially numbered during the month of July, 1902. The largest steel steam vessels included in these figures are: The Harold B. Nye, A. E. Stewart, Panay, James H. Hoyt, and Thomas Adams, aggregating 20,000 gross tons and all built on the Great Lakes. SEPTEMBER, 1902. Marine Engineering. 467 Hospital Electric Launch. -A novel craft has recently been completed by the Electric Launch Company, of Bayonne, N. J., to be used for the St. John’s Guild, New York city. The accompanying plans and engraving exhibit the general type of-the vessel, and the description of the hull and the principal dimensions are as follows: Length over all, 38 feet. TL. W. L., 35 feet. Beam, 9 feet. Draft, when loaded, 2 feet. Freeboard amidships, when loaded, 2 feet 6 inches. Length of forward deck, 6 feet. Length of after deck, 7 feet. Head room under carlins of roof, 6 feet. Two side entrance hatches, 2 feet by 2 feet. After hatch, 8 feet by 5 feet. The launch is designed especially for transferring The keel, shaft log, stern timber, transom, transom knee, and forward deadwood are of white oak, copper bolted, and riveted on rings. ‘The keelson is of yellow pine_and the frames are of oak, steam bent and spaced ten inches between centers. The floors are also of oak, sawed with natural crooks at the ends. The clamps are of yellow pine. The planking is laid with one-inch cedar, copper fastened and wood plugged; the bilge clamp is of yellow pine, and the shelf of the same material. ‘The shear strake, plankshear, and moldings are of oak. The seams are calked with cotton, paved and puttied. All butts are cut between timbers and riveted to oak butt blocks. The breast hooks and upper knees are of oak, and heavy oak rub- bing strips are placed on each side of the launch at the edge of the plankshear, and are protected by iron. The cockpit is level throughout and laid with tongue- HOSPITAL ELECTRIC LAUNCH MARGARET FOR ST. JOHN’S GUILD. sick children between the floating hospitals of the St. John’s Guild and the Seaside Hospital at New Dorp, Staten Island, the floating hospital barges anchoring about a mile off shore on account of shoal water. The boat has seating capacity for 40 adults or 60 chil- dren. It is the first electric ambulance launch ever built. Power for refilling the batteries when exhausted is obtained from the electric-lighting plant of the Sea- side Hospital, one man being all that is necessary to operate, charge, and care for the launch. The boat is finished in white enamel and has three entrance hatches and a wide stretcher hatch making an opening in the roof so that a full-size stretcher can be lowered from the hospital barge directly into the launch without disturbing the occupam and-groove pine, supported upon oak floor bearers, with provision for batteries and motor under same. ‘The sides of boat in cockpit and forward of bulkhead are ceiled in yellow pine above the floor line. Slatted seats, which extend around the side, are also of yellow pine. The roof covers the entire cockpit, is strongly built and supported upon oak stanchions and carlins. The ceiling is of white pine, the roof is covered with can- vas, sized and well painted. ‘The sides are closed by roller storm curtains of the street-car type for protect- ing the occupants from the sun and storm. The power of the boat is supplied by an 8 H. P. electric motor, which is placed beneath the flooring and is directly connected to a Tobin bronze propeller SEPTEMBER, 1902. ge ineerin Marine Eng 468 ‘YIOK MON JO ‘URWISITES "N Sees] “IP Aq pyinsy SUYOf 3S oy} 0} IS & st yy “JoJVM OY} Suryonoy 19}7e Ajo}erpourut 19MO0d UMO s}t Jepun poyjedoid sem pur quowidinbs 19Mod [HF YPM posyounry] SVM jossA IU, *‘SoNUIM 199}JY 108 16°g Ss €r'of Z-1€ 19'8 V4 Sg*6E S £6°L € z-1 ol or SoZ G zl v1 SL:¢ I sopioen | ommosmon | gointtzsgq | Jetozm0o Burwauabug suroyy Il AI T Til T II T 1 TTrTOrwWwWaAcoaAE ‘uoleNoyes Aq 91% pa1dA0d SOjIUE [PJO} pue UNA 0} SINOY sy, “MOJEq UBAIS o1B 4s} [enjow Aq ‘younvy sty} JO spaeds syy, “10}OW dy} 0} UDAIS oq AvUT Spseds 9S19A01 OM] PUe pRoYR Spoads jua -JOYIP VAY 1o]JO1UOD sty} FO suvow AG “Sulivaq JEoyM SUII99}S 94} YSno1y} Surpucjxo jyeys eB Aq poyeiodo pur Joep PseMIOZ oy} Jopun pooryd st so]Jo.14QUOD oy “Adoyyeq yora punoie soeds i1e SUIAIS ‘s10jepNSUL urejaoiod juojed uodn Sunsari ‘younry oy} JO Sursrooy oy} Japun pdiojs oie [ev pue ‘st9A0d pooM 8uI}IY-Y8I7 YAM s]Jo9 Joqqni-prey quojed ur poovd oie sjuswaya oy, ‘od A} ’T’JO OY} JO ,S1OJV[NUIMIY sprIO[YyO,, InoyF-AjYBrIo oie -otoyy, “peyy st odd} ]eq oy} Jo BSurivaq ysnsyy B pur ‘“SUI}OTIqN]-Jjes o1v sBulIveq oy} ITY “aeys ‘HONOAV’T DINLOATY ‘IVLIdSOH AHL AO SNV’Id AGOM ANV ‘SMOOLLAG ‘SANIT WALVM Burwveumbug surinyy “SQL GE0GT 8 3NI1 asva SEPTEMBER, 1902. Marine Engineering. 469 The Syren and Shipping.—The day for new marine papers seems to be at hand, judging from the several new publications which have recently appeared on our Atlantic and Pacific coasts. ‘The latest one to be intro- duced to the public is the American edition of Syren and Shipping, illustrated. Syren and Shipping has for many years held a leading position in English maritime affairs, and so successful has it been on the other side Old Shipyard. Editor MARINE ENGINEERING: You have published on several occasions pictures of modern shipyards. Perhaps, therefore, it will interest you to see a shipyard of the old times. A few weeks ago an old bank building in New Castle, Maine, was torn down, and there was found tucked PLAN PLAN ELEVATION AND SECTION OF HOSPITAL ELECTRIC LAUNCH. KI Marine Engineering that the manager has decided to open an American edition, the form of which will be closely along that of the home paper. It is stated that the contents from week to week will include illustrated articles, descrip- tion of principal harbors and docks, shipyards, tools, etc. Leading articles will be written by experts on subjects of maritime interest; the editorials will take up current topics. Under the headings of “Ships that Pass in the Day,’ “Syren Observatory,’ “Sidelights on Shipping and Commerce,” “On and Off the Ways,” “Marine In- surance Notes,” “Shipping and Finance,” “Wall Street,” “Freight and Fixtures,” “The Produce World,” “Black Diamonds,” “The Iron and Steel Trade,’ are promised much interesting news and description. ‘The head of- fice of the American edition is 313-315 Maritime Build- ing, New York city. The paper will appear weekly, on Saturday. Domestic subscription price is $5 and the foreign $6.50. away in a forgotten corner an old bill issued by the New Castle Bank when it was a State bank. The bill was old and discolored with age. It is supposed that the en- VIEW OF OLD SHIPYARD IN MAINE. graving was made some time before 1840. The accom- panying engraving shows the picture on the bill of what was apparently a typical shipyard on the coast of Maine over half a century ago. S; 13; Lake Shipbuilding —The ships already ordered from the American Shipbuilding Company for 1903 delivery will cost in round numbers $8,000,000. This amount‘will undoubtedly be increased. 470 Marine Engineering. SEPTEMBER, 1902. THE U. S. TRANSPORT M’PHERSON IN THE MORSE IRON WORKS SECTIONAL DRY-DOCK, SHOWING EXTENSIVE Building a New Bottom for a Wrecked Ship. As will doubtless be remembered, the United States transport McPherson went ashore in 1808 on the south- ern coast of Cuba, not far from Cardenas. She struck on a ragged ledge of rock, and many attempts to pull her off proved unsuccessful. Succeeding storms bat- tered the ship until her entire bottom was broken up. After several months of arduous work, contending with many storms, the Merritt-Chapman Wrecking Company, New York, succeeded in floating the McPherson and towing her to New York. ‘The wreckers had under- taken the work with the understanding that if she were not salved they would get no pay, and as weeks passed by and the vessel was not floated, but daily becoming worse, the Government was not anxious to have her salved. When the ship first struck, tons of the pig iron ballast were thrown overboard to lighten her. This ballast was thrown on the off-shore side of the ship and thus, in a measure, acted as a barrier against floating the vessel. However, by building several cofferdams in the hull, patching up the holes and filling the bottoms with tons of cement, the water was pumped out and the ship floated. In towing the McPherson to New York a heavy storm was encountered, which broke the tow line, and again the ship drifted on shore. She was, however, finally brought to New York and docked on the new floating sectional dry-dock of the Morse Iron Works, South Brooklyn. Inspection showed that the bottom plating and framing was broken from the stem to SHORING. within 100 feet of the stern. When the ship was put up for auction the only bidder offered $12,000. The Government decided not to sell her at this figure, and she remained several months moored at the ship- yard and kept afloat by continuous operation of wreck- ing pumps. After several months the Government decided again to sell the ship, and she was knocked down to the Luckenbach Dredging Company of New York for about $10,000. ‘The purchasers gave the job of repairing her to the Morse Iron Works, and she was shortly after docked for the most extensive repairs to the hull of a ship ever carried out in this country. Owing to the condition of the bottom, no keel blocks and but few bilge blocks could be used in docking the vessel, and the method of supporting her by shoring is clearly shown in the accompanying illustrations. The form of floating dock was especially adapted for dock- ing such a vessel as this, because of its elasticity. The condition of the bottom is clearly shown in the illustrations on page 471. ‘The McPherson, formerly the German ship Obdam, is one of the old type of English- built steamers, 460 feet long and but 4o feet beam. This exceptionally small beam gave her greater longi- tudinal strength, which probably accounted for her holding together as well as she did. Her bar keel was bent upward into the hull at a point about 40 feet from the stem, and from there aft the frames, plating, and all longitudinal and transverse members were broken and twisted. It was necessary to build an entire new bottom from bilge to bilge. The hold stanchions had SEPTEMBER, 1902. Marine Engineering. 471 Damage Under Forward Collision Bulkhead, Foot of Stem at Center of Picture. VIEWS OF THE DAMAGED BOTTOM OF THE U. S. TRANSPORT M’PHERSON. 472 Marine Engineering. SEPTEMBER, I902. been jammed up through the lower deck, and many of the deck beams, besides all these stanchions, were re- placed. Several bulkheads were also rebuilt. The boilers were shored up from the dock and the bent bottom cut out underneath them. The engine-room bed- plate was broken and most of the bottom below the engine room was also rebuilt. The engine was com- pletely dismantled and all parts taken. to the shop. The shafting had been twisted out of line, but the same sections were used over again. Aft of the engine room the damage was not so severe as it was in the fore body, but a new stern post and rudder had to be fitted. All this work was completed in the remarkably short time of six weeks. The cost of repairs to the hull alone amounted to about $80,000. One appliance which greatly facilitated the work is the overhead trolley, erected on either side of and extending the length of the dock, as seen in the view on page 470. By this means the plates and members were quickly removed from under the bilges, taken to the yard, and new plates returned. This L.P. i | CIRCULATING | PUMP. 1 J EVAPORATOR Distilling Ship Edgewater. A very interesting distilling plant was recently in- stalled on the steamer Edgewater by the James Reilly Repair and Supply Company, of New York. ‘The ves- “sel was bought by the British Government and the work was under the supervision of Mr. W. Blackburn Smith, consulting engineer, of this city, as the special agent for the Government. ‘The Edgewater was for- merly a steam lighter, built at Rondout, New York; is of white oak, and is 96 feet long over all, 25 feet beam, and 7 feet 6 inches draft. The propelling machinery consists of a compound engine with cylinders 16 and 27 inches in diameter by 16 inches stroke, driving a 6 feet 6 inch propeller. There is a Wheeler surface condenser, an independent centrifugal circulating pump, and a du- plex air pump. The single elliptical Scotch boiler is 9 feet long, 8 feet 6 inches wide, 11 feet high, fitted with two corrugated furnaces 42 inches in diameter, and has a heating surface of 38 square feet. The evaporator and distilling plant were placed on the forward open IP. EVAPORATOR CIRCULATING | UP. EVASORATOR 1.P. EVAPORATOR Marine Engineering DECK PLAN OF DISTILLING SHIP EDGEWATER. kept the dock comparatively clear. The system was designed and installed by the Morse Iron Works. As the vessel neared completion, a most interesting and bitter contest, concerning the securing of an Amer- ican registry for the ship, started between the owners on one side and the San Francisco and Hawaiian Steam- ship Company on the other. The owners claimed that as the vessel was flying the United States flag, was owned by the United States Government, and was wrecked on the shores of a United States possession, she was entitled by law, after undergoing such exten- sive repairs, to United States registry. The opponents, however, claimed that granting this registry to the ves- sel would violate the spirit of the law, and would prove a hardship to their (the S. F.-H. S. S. Co.) company, and to other lines that had in service American-built vessels which cost anywhere from $400,000 to $500,000. The new vessel is named the Brooklyn. Marine Review and Marine Record.—Under date of August 14 the first number of the consolidated papers, Marine Review and Marine Record appears. It is in improved form, published by the Marine Review Pub- lishing Company, Cleveland, O. deck, with the exception of the two circulating pumps which were placed in the hold. ‘This forward deck was afterward housed in, and the sides were carried to the after end of the original deck house. As seen in the illustration, the bow is protected by a breakwater. The plant consists of six steel-shell evaporators, each 5 feet in diameter by 8 feet in height; three copper- shell distillers, each 2 feet 3 inches in diameter by 4 feet 6 inches in height ; one steel-shell feed-water heater, 2 feet 6 inches diameter by 5 feet 6 inches high; two duplex brass fitted feed pumps for feeding salt water to evaporators; two duplex brass-fitted circulating pumps for circulating sea water through the distillers, and one brass-fitted tank pump for pumping distilled water from tank in hold of vessel to reservoirs on shore. The cut above gives the general plan of plant. ~The evaporators work in two separate and distinct triple effect plants, one on the port and the other on the starboard side, but are so cross-connected that one or more shells can be cut out for cleaning without in- terfering with the working of the remaining shells. Steam at 100 pounds pressure is supplied to the evapo- rators and pumps, as well as to the main engine, by the above-mentioned boiler. SEPTEMBER, 1902. Marine Engineering. One feed and one circulating pump only are required to operate the entire plant, the extra pumps being for emergency. ‘The evaporators are of the Quiggins type, as manufactured by the James Reilly Repair and Supply Company, and are fitted with large rectangular doors to facilitate the removal of coils for cleaning. The feed- water heater is of the marine type, similar in design to those installed in the feed lines of a large number of steamships and yachts by this company. This portable distilling plant was built to supply fresh water to the Boer prisoners who were confined on several of the small islands in the Bermudas. ‘The Capacity in 24 hours, 50,240 gallons. Boiler pressure, average, 87 1-2 Ibs. Pressure in shells, H. P., 26 tbs. Pressure in shells, I. P., 13 fbs. Pressure in shells, L. P., 1 tb. Temperature, Fah., salt feed, 200 deg. Temperature, Fah., circulating water, 67 deg. Temperature, Fah., fresh water discharge, 95 deg. Temperature, Fah., feed suction, 90 deg. Discharge, 90 deg. The Edgewater is equipped with lifeboats and other appliances necessary to pass inspection. EDGEWATER DISTILLING SHIP EDGEWATER, BUILT FOR THE BRITISH vessel was to evaporate sea water, and steam from island to island and deliver fresh water from the storage tanks in the hold to the receiving tanks on shore. She can proceed from port to port under her own steam at a speed of four knots, and at the same time run the evaporators. When the evaporating plant is not run- ning the speed is ten knots. The plant was designed for an average capacity of 25,000 gallons in 24 hours while sailing at a four-knot speed. . The official test was made under the direct supervision of Commander F. S. Leslie, commanding the Royal Engineers in Bermuda, and the following results were obtained : GOVERNMENT SERVICE IN THE BERMUDAS. This plamt was installed with great promptness, as only four weeks elapsed from the time the order was placed until the boat was completed and ready for sea. An Old Ship.—What is stated to be the oldest ship in the world was recently sold in the Canary Islands and broken up. It is the Italian vessel Anita, registered at the wharfs .of Genoa. The Amta, which resembles Christopher Columbus’ ship, the Santa Maria, is stated to have been built in Genoa in 1584, and, up to within a few weeks, has been in commission on ocean voyages. She was exceedingly heavily built and during her long career weathered countless storms and tornadoes in all parts of the world. 474 Marine Engineering. SEPTEMBER, IQ02. Marine Engineering Published Monthly by MARINE ENGINEERING, INCORPORATED 309 Broadway - - - New York. H. L. ALDRICH, President and Treasurer. PROF. W. F. DURAND, Advisory Editor. F. D. HERBERT, Associate Editor. G. SLATE, Advertising Representative. Branch Offices. Philadelphia, Pa., Mach’y Dept., The Bourse, S. W. ANNESS. Chicago, Ill., 1643 Monadnock Building. Boston, Mass., 170 Summer St., S. I. CARPENTER. TERMS OF SUBSCRIPTION. Per Year. | Per Copy. United States, Canada and Mexic0.......csscsseseeseeeres $2.00 20 cents Other countries in Postal Union..........sssesseceeeseeens 2.50 25 cents Entered at New York Post Office as second-class matter. Notice to Advertisers. Changes to be made in copy, or in orders for advertisements, must be in our hands not later than the 15th of the month, to insure the carrying out of such instructions in the tissue of the month following. ° (4 is only a truism to say that no topic! which presents itself for the attention of the de- signer, builder, and operator of ships and ship- ping is of more importance than that of safety to human life. It must, however, be admitted that it has thus far not received the attention, and is not recéiying the attention, which is so clearly its due. Its importance is only too often drawn to our attention by catastrophes more or less serious, but the sum total of our efforts, in the past decade for instance, has produced but slight »advance, and it seems not far wrong to assert that, ‘in comparison with advances in technical and engineering matters, improvements looking to in- creased safety are sadly lagging behind. We should perhaps define here what we mean by safety at sea. We do not mean absolute safety from natural disturbances. ‘That is ob- tainable nowhere. ‘The most that could be asked is that the risk from such disturbances be re- duced to what it would be on land in the quiet and regular routine of a settled domicile. This is perhaps asking too much, but nevertheless it may well be taken by those interested in this question as a goal toward which to work, and be- cause its complete attainment is perhaps unlikely is no reason for lack of effort in.this direction. Among the reasons for the relative neglect of provision for safety we may note, first, the ex- ceedingly difficult nature of the problem. There is no doubt that the adequate safeguarding of life at sea is one of most tremendous difficulty. Nature has her fits of passion difficult to fore- tell, impossible to forestall, and in such the pro- vision which we may have deemed all-sufficient is ruthlessly swept aside. The problem is one which has enlisted in modern times a vast amount of effort, but with indifferent results. A further and still stronger reason is found in the fact that, like all other good things, increased safety at sea can only be purchased at the ex- pense of other features. A ship, like all other en- gineering structures, is a compromise between mutually opposing considerations. No one feature can be present in especial prominence except at the sacrifice of others which are to be desired. Thus it would be relatively easy to construct a ship in which all other features would be sacri- ficed to safety at,sea, and in which a long step toward the attainment of ideal conditions might be made. Such a ship, however, would be slow in speed, limited’ in carrying capacity both for passengers and cargo, and the necessary price for either would be so high that from a commercial standpoint the venture would be a dismal failure. This brings us to the most important of the reasons why ships are not safer than they are or why more attention and‘ prominence are not given to this feature in.njodern marine practice. It is simply and solely because the public does not demand it. In accordance with social and eco- nomic laws these matters adjust themselves strict- ly in accordance with the demands of the public; those whose servants the ship builders and ship owners really are. The demands of the carrying trade both for passengers and for freight, both as regards price to be paid and speed of transit, are at the present time such as to. pre- clude the highest expression of the feature of safety. Both the modern traveler and the modern shipper prefer some increased risk with high speed and lower price rather than greater safety with lack of speed and higher price. These remarks are in particular true with re- gard to means of safety which require a large expense in weight, space occupied, initial cost, cost of maintenance, etc. It does not follow, however, that because the introduction of certain SEPTEMBER, 1902. Marine Engineering. aL) features will necessarily lead to some compromise, and to an undesirable change in valuable features of the ship, that we are doing the very best we can with the weight, space, cost, etc., which we are ready to assign to considerations of safety. Here is the opportunity for the inventor or the student of improvements in this direction. We may be sure that the existing combination of fea- tures which prevails in modern practice is by no means the best, and that, without any material loss in other valuable features, some other com- bination may be found which shall furnish a nota- ble improvement over present conditions. This is the problem which is now attracting much at- tention, but thus far with no very notable results. Here again public sentiment may do much in prompting such study by showing to inventors that the time is ripe for their best efforts, and to ship owners and designers that special attention paid to such features will prove a strong advan- tage in the race with competitors. To state again our main proposition: ship builders and operators are the servants of the public, and, within the limits of modern engineering practice, the public can have what it wishes by speaking for it and by accepting the consequent conditions. In the meantime there is no doubt but that the public would like increased safety, but without loss of other features; that is, without accepting what would naturally be the consequent conditions. Doubtless improvements can be made along these lines and under these limitations, and these are the problems which will certainly repay the most persistent and careful study on the part of all who are concerned with serving the public in this man- ner. ASOLINE, like many other natural prod- ucts, is a good friend and servant, but a merciless and destructive enemy. Its attitude, whether that of a servant and friend or enemy, depends solely on the way in which it is used. Intelligent use insures the former, ignorance and carelessness the latter. Intelligent use demands a good understanding of the physical properties and peculiarities of gasoline, and to this end Mr. FE. W. Roberts has prepared for our readers the article which we publish elsewhere in this issue. It is there shown that gasoline has been often blamed unjustly and feared unnecessarily, while at the same time just grounds for caution are clearly stated. We would commend a careful perusal of this article to all who are interested in the use of gasoline in any manner whatever. HE present situation as regards naval ord- nance and armor is one of especial interest. The performance of the Army 12-inch rifle firing a shell loaded with the new high-power explosive and fitted with the new time fuse, in piercing 12- inch Krupp armor, has established a new record for penetrative and destructive power, and for the moment scores a point for the gun in the ceaseless struggle between guns and armor. ‘The success which the Army ordnance officials have thus at- tained in penetrating modern armor with pro- jectiles loaded with high-power explosive was first announced in a paper read at last fall’s meet- ing of the Society of Naval Architects and Marine Engineers, and naturally awakened the keenest interest among all those concerned with naval design and construction. Later developments. and improvements have amply confirmed these results, and penetrations have been realized indi- cating the possibility of carrying a charge of high- power explosive through even 14 inches of Krupp- process armor. ‘This means the possibility of piercing with an explosive shell the armor belts of our heaviest battleships, and thus of setting at naught the best efforts of the naval designer in the protection of the vital features of his ship. It is small wonder that naval designers feel that the immediate future of the armor question is in- volved in considerabie uncertainty. In the mean- time, however, a note of interest has been made public regarding a process intended to offset, at least in some measure, this latest advance of the We refer to a new process for face-harden- ing armor proposed by Lieut. Cleland Davis, U. S. N., and which is now under investigation at the ordnance works of the Bethlehem Steel Com- pany. ‘The method, in outline, consists in subject- ing the face of the plate to the influence of electric arcs of enormous power, and passing between carbon terminals of peculiar form and disposition. Under these circumstances it is found that carbon is carried into the face of the plate to a depth de- pending on the time employed, but which in any case is far less than for similar surface carboniza- tion with the Harvey or Krupp processes. Fol- lowing this subjection to the influence of the elec- tric arc, it is found that the plate is susceptible to face hardening to a degree even beyond that at- tained by the Krupp process. The chief trouble thus far has been with the question of uniformity, but the results have been so promising as to give strong grounds for the hope that in this way a decided advance may be made over the results. reached with the Krupp process. gun, 476 Marine Engineering. SEPTEMBER, 1902. MISHAPS AND REPAIRS. Derangement of Reversing Gear. Editor MartnE ENGINEERING: At the recent dock trial of the new S. S. Mackinaw a somewhat peculiar derangement occurred to the revers- ing gear which for a time baffled the efforts of a. num- ber of competent engineers to locate. The main engine is of the ordinary vertical triple-expansion type, having cylinders 17, 27, and 43 inches in diameter, respectively, by 24 inches stroke. ‘The high-pressure valve is of the piston type, 9 inches in diameter, and the intermediate and low-pressure valves are of the ordinary double- ported slide type, and, consequently, rather difficult to work owing to the great amount of friction. The re- versing engine is 9.inches in diameter by I1 inches stroke, and apparently amply large to reverse the engine under any and all circumstances. Unlike the ordinary arrangements, this reversing engine was bolted to the . back of the intermediate cylinder, and worked vertically on a reversing arm keyed to the reversing .shaft, which works in brackets secured to the short back columns of the engine. Marine Engineering CROSSHEAD GUIDE OF REVERSING ENGINE. Steam was put on the engine in the early morning, and the reversing engine and gear worked in an entirely satisfactory manner. As the engine was run contin- uously for ten hours, there was no occasion for using the reversing engine until the end of the dock trial. It was then found that the reversing engine absolutely re- fused to move. The working lever and the valve of the reversing engine worked all right, but the piston would not budge. It was suggested by some one that the valve had slipped on its stem; the valve-chest cover was re- moved and the valve was found to be in place, and it was also proven to work very easily on its seat. An- other wiseacre diagnosed the difficulty as coming from a lack of lubrication of the slide valves. Oil was there- fore pumped into both the intermediate and low-pressure valve chests; the engine was run ahead for a few mo- ments until the valve seats could be well lubricated, but still the reversing engine refused to be moved. Another wise man suggested that the packing ring of the revers- ing engine piston was fitted too tight and had jammed, but this was found not to be the real cause. Although there were a dozen experienced men around the engine room, none could seem to suggest a remedy. On the following day, after the engine had cooled down, a systematic search was made to locate the trouble. A block and fall was hitched to the links, but the united efforts of three men did not cause them to move. It was finally decided to-strip the entire reversing gear. Before much had been done in this direction the real cause was detected. The reversing engine crosshead had simply nipped on the crosshead guide. This guide was arranged as shown in the sketch. The guide was of the ordinary bar type, of forged steel. The crosshead was also of forged steel, but the working surfaces were composed of brass gibs fitted as shown. It was seen at once that the gibs had been made a neat fit in the shop, and, upon becoming heated, the difference in expansion had simply caused them to nip on the bar guide. As the reversing engine was bolted to the intermediate cylinder, the guide and crosshead did not become heated up when the main engine was first started. After running all day everything about the reversing engine was, of course, thoroughly heated up and, as a result, the foregoing derangement took place. The brass gibs were subsequently scraped down, and no trouble has been experienced with the reversing gear since. Cc. A. McArruur. Engine Breakdown on U. S. S. Manila. Editor MARINE ENGINEERING: I send you herewith an account of the breakdown of the compound engine of the U. S. S. Manila, which oc- curred on a recent voyage from Honolulu to Bremer- ton, Wash., while I was chief engineer. At the time of the accident we were approximately 1,200 miles from the former place, 1,300 miles from the latter, and 1,100 miles from San Francisco, dead to leeward. The Manila was built in Scotland in about 1881. She was used by the Spanish navy as an army transport until her capture by Admiral Dewey in the battle of Manila in 1808. Since that time she has been used by our navy as a cruiser and latterly as the station ship at Cavite. She is about 1,600 tons displacement, and has one compound engine ‘with cylinders 32 and 60 I-2 inches diameter by 39 inches stroke, which drive a four- bladed screw 13 by 18-foot pitch. The air pump, circulating pump, and main feed and bilge pumps work off a beam connected with links to L. P. crosshead. ‘The H. P. delivery valve is a single- ported D-slide with a Meyer expansion valve working on its:back; the L. P. is a double-ported D-slide. The valve motion consists of Stephenson double-bar links, controlled by a rocker shaft and worked by a contin- uous motion combination hand and steam reversing en- gine. Backing and go-ahead eccentrics are secured by set screws and keys to the crank shaft, and the expan- sion valve is worked from a crank on a face plate bolted to the end of the shaft. The condenser forms part of the back housings, and the front columns are hollow for use as oil tanks. Jacking gear consists of a worm and wheel mechanism driven by a rope belt from flywheel of ballast pump. The engine works at 65 to 75 pounds steam pressure and makes 60 revolutions per minute, develops about 750 I. H. P., and propels the ship through smooth water SEPTEMBER, 1902. Marine Engineering. 47 at about 9 knots per hour on 15 to 16 tons of coal, 7 gallons of lubricating and lighting, and a half-gallon of cylinder oil per day. The H. P. and L. P. distributing valves have small balance pistons. ‘The H. P. crank leads L. P. by 90 degrees. At 2.42 p.M., June I, 1902, while running at 58 turns, the H. P. piston broke without warning. The men on watch heard a clack resembling water in the cylinder, followed immediately by a crash caused by the breaking Za iN S CZ. = ‘SECTION THROUGH H.P. CYL. AND VALVE CHEST \ Wa 1 “Yy TO RECEIVER EE SEN i Sooo SHORING TO HOLD BROKEN BULL RING AND GLAND IN PLACE STEEL PLATE UNDER 30TH SIDES OF CROSS HEAD. HOLDING SAME UP WOODEN WEDGES Yer) BREAK AND REPAIRS OF H. P. PISTON. piston. ‘There was a shower of débris from the bottom of the H. P. cylinder, and much live steam escaped into the engine room through the rupture; fortunately no one was injured. The H. P. cylinder and valve-chest covers were taken off, and the links, eccentric rods and straps, and crank- pin brasses stripped from the engine; the crosshead was shored at the top, and the connecting rod was lashed with chain to the back column. The following damage was found to have occurred: H. P. piston broken into fragments; tail rod bent in two places, remaining about ANZ IZ Op 4 inches out of line; cylinder liner cracked on after side from the lower edge diagonally upward about 18 inches; six of the eight studs holding stuffing box to bottom of cylinder broken squarely off, and the stuffing box broken at the fillet joining the barrel to the flange; crack in go-ahead crosshead slipper, and a bad break in the false valve face and wall between lower steam port and receiver. ‘The piston, which was 21 years old, was of cast iron, flat and hollow, with four cells. After.a careful inspection of the broken parts the ac- cident was accounted for in the following manner: A small piece of the lower wall of the piston, containing part of the threading for a core-hole plug, and one core- hole plug were found in the receiver. The fragment of the piston had two pronounced sand holes and about 2 inches of bad metal along two of its fractured sur- faces, and the piston giving way along these lines al- ‘lowed the core-hole plug to drop while it was making an up-stroke. On the next down-stroke the plug was swept into the exhaust port and met the lower edge of the port of the valve, which was then traveling upward, and wrecked the valve face; when the piston reached the end of this down-stroke it broke into pieces, leaving a hub about 15 inches in diameter on the rod; on the up- stroke the tail rod bent in the first place, and on the next down-stroke the hub caught the wreckage in the bottom of the cylinder between its lower surface and the stuffing box, breaking the latter and precipitating part of the broken piston, some of the follower bolts and piston springs, and fragments of the stuffing-box flange into the engine room. The valves were removed from the H. P. valve chest, and the remains of the stuffing box and its gland blocked into the bottom of the cylinder against the crosshead, which was held up by steel plates bolted to the slides on either side; melted babbitt was then poured around the piston rod and calked and the cylinder cover replaced. The tail rod was so badly out of line, however, that it was necessary to spring it with differential purchases before the cover would go on. The stuffing box in the cover was then filled with melted babbitt. In this man- ner the H. P. cylinder was cut out, and steam passed directly from the high-pressure valve chest through the receiver to the L. P. delivery valve. From 1.30 to 8 p.m. on the second day we tried to start the low-pressure engine, but were unable to get it over the centers. It was noticed that it bound most on the quarters, so the beam was stripped from the crosshead and the air pump guttered, the idea being to run the L. P. engine with high-pressure steam and ex- haust into the atmosphere through the air-pump relief line. Investigation showed that there was too much cushioning in the lL. P. cylinder, and it was decided to set the go-ahead eccentric back in order to do away with leads. The setting of the valve was equalized by remov- ing liners from under the heel of the eccentric roa, and the angular advance of the eccentric was reduced from approximately 44 degrees to about 13. degrees. It was wanted to reduce the lead to about 4 degrees and allow steam to follow the piston on both ends prac- tically its whole travel; this, would have brought the set screw just at the edge of the keyway in the shaft, and the eccentric was moved ahead so as to allow the shoulder of the keyway to take against the however, 478 Marine Engineering. SEPTEMBER, 1902. set screw, and the latter was backed by a small piece of wrought iron. The engine then turned slowly and evenly, but it was found that the boilers would not generate steam rapidly enough to run at high pressure, and the sea washing back through the already cramped exhaust line choked the engine. The air pump was reassembled and the beam connected to the low-pressure crosshead and the engine jacked to its top center, so that the impetus caused by its fall would carry it over the bottom center. It was found, however, after one or two failures, extremely dangerous for a man to try to remove the worm from the jacking gear when the L,. P. piston was free to move. ‘The crank was therefore Repairing a Stern Frame. Editor MARINE ENGINEERING: We send you herewith photographs showing repairs recently made by us to the stern-frame forging of the steamship Oregon. ‘This vessel has had the misfortune of breaking her stern frame twice in succession; the first time, which occurred last fall, caused the loss of the rudder and rudder post. As shown in the photograph, the aim in the recent re- pairs was to make that portion of the frame, namely, the shoe, which has been the source of trouble, amply heavy, with a view of preventing a recurrence of the STERN FRAME, BROKEN IN THE SHOE, REPAIRED BY SIDE AND BOTTOM PLATES. shored with the engine on the top center, and steam turned into the lower part of the cylinder through the starting valve in order to form a cushion. A slight vacuum was produced in the condenser by the use of one of the auxiliary pumps and the engine thoroughly cleared of water. At about 2 o’clock in the afternoon, June 4, with everything in readiness, the blocks were knocked away, and, as the force of the drop carried the crank over the bottom center, the throttle was opened wide. The revolution was completed, and the engine ran in this condition for 1,100 miles, making nearly 450,000 revolutions. It was soon found that no greater pressure than was carried in the receiver when compounding could be used, on account of binding of the low-pressure valve against its face; and as the engine made about 4o turns with 17 pounds absolute in the receiver and 22 inches of vacuum, without straining itself very much, she was allowed to run in this way. The consumption of coal and oil was very slightly less than when com- pounding at full power. Without further accident we reached San Francisco on the afternoon of June 12. H. J. Etson, Ensign U. S. N. ° mishap. ‘The break was located in the shoe, close to the propeller post. ‘Three 1 by 24 inches steel plates 24" Marine Engineering were used, as shown in the sketch, the ones on the sides being flanged. All the fastenings are of 1 1-4-inch rivets and I 1-2 body bound bolts, as shown in the pho- tograph. M. B.C. SEPTEMBER, 1902. Marine Engineering. 479 ENGINEERING SPECIALTIES. Marine Gasoline Engine. The accompanying engraving illustrates a four-cylin- der, 16-horse-power marine engine built by the Clifton Motor Works, 229 East Clifton avenue, Cincinnati, O. From the view it will be seen that this is a compact and a symmetrical piece of machinery. The number of parts has been reduced to as few as possible, and, at the same time, nothing has been sacrificed to simplicity. The en- gine embodies the latest improvements to be found in this type of gasoline engine, and also several improve- ments that are distinct innovations. The bed of the engine is a strong casting, as light as ‘possible consistent ‘with the necessary strength to with- ‘stand the strain. The cylinders are cast in pairs, with all the inlet and exhaust openings, water jacket, cores, may be taken out by loosening two 3-8 nuts, and re- placed with equal facility. Each igniter is operated by a separate cam on the igniter shaft. All are in full view on the tops of the cylinders. ‘The time of the spark may be retarded or advanced by means of a lever, which also operates a switch for cutting out the battery and cutting in the magneto or dynamo as the engine in- creases its speed. Reversing is accomplished by means of a mechanical reversing gear in the bed of the engine. A governor is also provided which operates a throttle and prevents the engine running away when the pro- peller is stopped. A New Electric Hoist. Various attempts have been made to design an elec- tric hoist capable of handling heavier loads than come within the range of hand hoists, and not requiring the heavy and expensive supporting structures necessary to FOUR-CYLINDER MARINE GASOLINE ENGINE. etc., cast complete. ‘The exhaust is carried between the two cylinders and is taken out on the opposite side from the valves. There is a great advantage in this, as the ex- haust is always warm and often quite hot. Being taken out on the opposite side, there are no hot pipes to be encountered in oiling the moving parts of the valve and igniter mechanism. ‘This feature makes the engine more symmetrical in design. The inlet and exhaust valves are both opened mechanically and have large lift. ‘The cam shaft is operated from.the main shaft by gears, which are enclosed in a light gear case to keep them ‘clean, and also to prevent injury and deaden the noise. The cam shaft is carried in a cylindrical case bolted to the side of the cylinders. This case also carries the -guides for the valve push rods. ‘The cams and push- rod rollers run in oil and are entirely dust-proof. The igniters are of the make-and-break type, self- contained in separate removable castings. ‘These latter carry the large amount of dead weight of ordinary traveling cranes. ‘The hoist shown in the accompany- ing illustration fulfills these requirements, and is pro- tected by patents owned by the Sprague Electric Com- pany. It is designed to transfer hght work rapidly around shipyards, factories, etc., and when supplied with trolley carriage, geared hand cross-travel and bridge- travel motor, to take the place of small traveling cranes. This hoist has many advantages over other equip- ments, and has a new system of motor control for elec- tric hoists. It has a high efficiency and is much smaller and lighter than any other hoist of like capacity, and is practically indestructible. It consists of few parts, all of which are interchangeable, ,it is easily adaptable to all types of runways and bridges, and the sizes range in maximum capacities from 1,500 pounds to 10,000 pounds. ‘The smaller sizes can be equipped with a trolley arranged to run on a single rail or I-beam, and, 480 Marine Engineering. SEPTEMBER, 1902. if so arranged, will take curves of a reasonably small radius. In designing this apparatus the manufacturer has care- fully kept in view the fact that it would be subjected to rough usage. All parts are made of great solidity and of the highest grade of material, while all bearings have been made self-oiling, requiring but trifling attention at long intervals. All the different movements necessary for a traveling crane, namely, hoisting, lowering, cross travel, and bridge travel, are controlled by a simple pulling of the chains and cords connected to the mechanism, and which can be operated by the ordinary workman. ‘This is a unique feature, to which special attention is called, no special crane operator or cage being necessary. The motor and hoisting mechanism can be hung from NEW ELECTRIC TRAVELING HOIST. a strap if only a hoisting and lowering motion is desired, or they can be attached to a trolley carriage arranged for cross travel, either by pushing the load or by a geared hand traverse motion. A bridge travel is also pro- vided, the controller for which is mounted on the end of the trolley carriage, as shown in cut., This controller is operated by cords, the handles of which are located near the work. ‘The bridge-travel motor itself is mount- ed in some convenient position on the crane. The bridge-travel motion is reversible, and in practice it is possible to obtain a very short movement in either di- rection. ; The motors furnished with this equipment are Lundell round-type motors, entirely enclosed, and the hoist can be operated out-of-doors without being affected by the weather. ‘The resistance plates for the bridge-travel controller are of the enclosed type and have a very large overload capacity. The Sprague Electric Company manufactures and furnishes the complete hoist as shown. A very com- plete description of the hoist is given in Bulletin No. 20,915, which may be obtained by addressing the manu- facturers, 527-531 West 34th street, New York city. New Model Universal Milling Machines. The Becker-Brainard Milling Machine Company, of Hyde Park, Mass., has placed upon the market a new line of plain and universal milling machines from new designs and patterns. These machines embody many new features, special attention being given to strength, power, and rigidity in order to meet the demands of modern milling machine practice. In the universal machines the spindle is connected with the change-feed mechanism by a train of three spur gears, thereby eliminating the usual feed pulleys and belt, giving positive gear drive necessary for heavy and rapid cuts. NEW UNIVERSAL MILLING MACHINE. The change-feed mechanism is a novel feature and ob- viates the loss of time in changing gears, as was formerly the practice in old-style machines. The feed is obtained and driven by the main spindle through a train of three spur gears on the back of the machines, which drive two nests of change-feed gears in the column. By com- pounding the gears in the upper nest the various changes of feed are secured, giving, with the quick change in the gear case on the outside of the machine, twenty changes of feed for each spindle speed. The changes are made by the simple movement of the levers, bringing them into position as indicated on the index plate, which is at the top of the feed box, and has each feed plainly marked on its face. When the fast feeds are desired, the quick-change lever is thrown into the hole marked “fast.” The power is transmitted from the change-feed mech- anism through the telescopic shaft-connecting, by gears, the longitudinal, transverse, and vertical feeds, which SEPTEMBER, 1902. Marine Engineering. 481 are reversed by a lever on the side of the knee within easy reach of the operator. Both transverse and vertical feeds are operated and controlled by a lever located on the side of the knee, which, when central, disconnects both feeds, and when thrown into position for one feed it is impossible to connect the other. Another important feature is a clutch arrangement enclosed in the hubs of the hand wheels which operate the vertical movement of the knee and cross movement of the carriage. When either the knee or carriage has been set to the required position, the clutch may be in- stantly disengaged by pressing in the knob on the front of the hand wheel, thereby preventing any accidental change from their fixed position, and also preventing the hand wheels from revolving when the automatic feeds are thrown in. In designing these machines the greatest care has been taken to secure the highest efficiency, together with accuracy and simplicity. Nevertheless, the parts are so arranged that they are within easy reach of the operator, and of sufficient strength to prevent breakage from un- due strain. Metal distribution has been properly pro- portioned, the base being very solid, thereby absorbing vibration. ‘The arm is a straight steel bar, so that any of the regular attachments can be placed in position without the necessity of its removal. A Speed=Regulating Device. A new device along the line on which many inventors are just now approaching the Patent Office—another at- tempt to solve the problem of greater convenience in speed variation of machinery—is illustrated in the ac- companying engravings. ‘The views given illustrate a speed regulator invented by Henry P. White, of Kala- mazoo, Mich. The left-hand view is an end elevation and the right hand is a side view, the former having the tight and loose pulleys removed. ‘The inventor has set out with the intention to provide a speed regulator of the cone-pulley type, which may be applied in com- bination with any desired source of power, and to every class of machine which, in practice, is required to run at various speeds. The design also embodies a con- struction in which the different portions of the contact surface of the belt travel at the same relative speed upon the surface of each cone, thus avoiding the neces- sity of a compensating slip at contact surface of the belt. The natural advantages which the inventor claims for this improved mechanical speed regulator are, first, its range of variations in speed is practically unlimited, as it may be designed to. secure any variation which prac- tice will demand; second, its spring-regulated belt ten- sion acts as a safety governor in the operation of ma- chinery; third, its automatic speed indicator makes it possible for the operator to always know at what speed his machine is running; fourth, the easy and practical means it provides for securing any speed intermediate to the two extremes embodied in the design of the machine does not require the operator’s hands to come in contact with the belt; fifth, its simplicity of construc- tion, which eliminates every undesirable complication. The main frame is indicated by A, and B is the driven cone, mounted upon a shaft which carries the tight and loose pulleys, through which power may be applied to Fig. 1.—End Elevation., the machine. A corresponding cone, C, is mounted upon a shaft located at right angles to the one on which cone B is fastened, the pulley C’ being the medium by which power may be delivered to the machine. A track, &, is fastened to the main frame, or is a part of A, having’ a sliding frame, ), with a shaft, J, and idlers, H. Gisa screw and hand wheel by means of which the sliding frame may be moved along the track, E. The dotted lines show the position of the belts when the sliding frame is moved to the opposite end of the track, and the relative places at which the belts are applied will also indicate the proportionate speeds of the cones. Where the contact surface of the belt travels at. the same relative speed on all the pulleys involved there is: very little loss from friction, except in the journals of the revolving portions of the machine. ‘The device Fig. 2.—Side Elevation, CONE SPEED REGULATOR. shown embodies this feature, of such vital import to suc- cess in practice. It is made by the New Era Manufactur- ing Company, of Kalamazoo, Mich. Boring and Turning Mill. In the accompanying illustration will be seen the 37- inch latest-type turning and boring mill made by the Baush Machine Tool Company, of Springfield, Mass. The care with which the design and construction of this machine have been carried out is evident by inspecting the illustration. The bed is a solid casting to which the vertical arms are bolted with stud bolts, and to these arms are at- tached the cross-rails, which are fitted with two heads. The heads can be operated independently of each other by means of a split nut and rack and pinion, and thus be moved back and forth very quickly, which greatly facilitates setting up the different classes of work. There are independent feeds for each head, operated by the Hendey-Haughton device, giving fifteen changes ranging from I-64 to 9-16 of an inch vertical feed, and from 1-64 to 7-8 inch horizontal per revolution of the table. The change from one speed to another is made almost instantly and without stopping the mill. The cross-rails are raised and lowered by power; the pulley, 482 Marine Engineering. SEPTEMBER, IQ02, as shown in the illustration, is placed in the center at the top and is operated by a lever, thus doing away with the belt from the countershaft. The back gears are arranged so that they can be thrown in and out by means of a lever, without the use of a lock nut. The table can be removed and replaced by an inde- pendent, or an independent and universal chuck. It has an outer bearing with a self-oiling device which New Battleships—The Navy Department invites bids which are to be opened on October 1 for the new battle- ship Louisiana, one of the two which were recently au- thorized by Congress. ‘The other battleship, the Con- necticut, will be built in the New York Navy Yard. These two vessels will be identical in every detail in or- der that there may be a comparison made between the cost of Government and private construction. A BORING AND TURNING MILL OF THE LATEST TYPE. guarantees constant lubrication. The main bearing is large and is hung with a hole through the center, allow- ing the chips to pass through to be removed from the bottom of the mill without clogging. Though the ma- chine is usually built for belt drive, yet it is made so that it can be driven by a motor by removing the cone and bearing and attaching a motor to the bed. The company makes this mill in five sizes, namely, 37, 41, 51, 54, and 61 inches diameter. The Battleship Maine—The new battleship Maine was dry-docked at the Brooklyn Navy Yard in prepa- ration for the official trial, which took place on August 23. On the builder’s trial the figures for speed given out by Messrs. Cramp were 18.29 knots. Importing Steel.—Imports of steel billets and pig iron are on the increase, and many vessels have been char- tered to bring steel shapes and plates from Great Britain and Europe. Much of this is to be used in completing the ships now under contract. ‘The demand at home is so great for steel that the yards have had to go abroad for their material. Oil-Fuel Tests—The Navy Department is conduct- ing a series of tests of oil fuel at the Washington Yard to determine the desirability of using oil as fuel on warships. A water-tube boiler has been mounted sim- ilarly as aboard ship and careful determinations are be- ing made of evaporation, etc. It is understood that the various systems of oil burning will in turn be tested. SEPTEMBER, 1902. Marine Engineering. 483 PRACTICAL POINTS IN SHIPBUILDING. BY EADS JOHNSON. Practical ideas and details of ship construction are not to be found under any fixed or standard rules. Methods of construction vary in different yards, as facilities for handling material determine, and still, if two yards were fitted with identical means for erecting and handling the materials which go to make up a ship’s structure, it is doubtful if the same methods of construction would be followed in the two cases. Each and every constructor has ideas of his own, and, although vastly different from each other, they bring out the complete ship as though all intermediate steps were the same. Under the headings to follow it is hoped to give as broad and general methods of construction as possible. They are not, however, intended to be taken as settled or ideal methods, but merely those which have been followed and have been successful. PREPARATIONS FOR RECEIVING THE FIRST FRAME ON KEEL, OF STEEL SHIP. From the mold loft on scrieve board, the half- breadth at the midship frame or the frame selected to RIBBON FIG. I. erect is obtained, and the height of ribbons and their location on frame are also noted. The frame spacing is laid off on 4 by 4-inch or 3 by 3- inch rough pine ribbons, and the mark of the heel of the ame is scrieved thereon. At a distance of 1 inch from . 2 point where the toe of the angle intersects the rib- ba hole is bored in the ribbon so that a 5-8-inch bolt may be run through and a large washer or clip is put on, as shown in Fig. 1, with which the frame is secured when set in place. Now, after having prepared two or more ribbons in like manner to take frames above the bilge, support them at their respective heights, which are to be had from the loft, as before stated. Other ribbons are set along- side of the keel at the proper height above the ground, supported by shores and tied ’thwartships by light rib- bons, so that a-crib is formed by the ribbons for the reception of the frame. Ribbons should always be lo- cated in way of an outside shell strake, so that they can remain until the inner strakes are up and bolted to the frames. These ribbons are run fore and aft of midship as far as the length of timber will allow, and other lengths are butted to them which extend to the stem and stern. These end ribbons are put up after the middle frames are in place. Now erect the frame, and, after it has been secured, square a line across the keel and prove with a horning batten or steel wire to make sure of the square. Proy- ing with a horning batten is nothing more than proving a square line with a radius. In Fig. 2, FF represents the frame and KK the keel. A point A on the keel forward of frame and one aft the same distance from frame are located. A batten is used that, will reach from A to a point B located on frame any distance from the keel. Now, to make sure of square, see that the distance from A to B is the same and equal to the distance from B to C. Sometimes a steel wire is used instead of batten, in which case the same method is followed. Now place two straight edges on the outermost rib- bon under the bilges, and have these set vertically in a plane perpendicular to the keel, then the frame is set in wind with them ’thwartships. This method is shown in Fig. 3, where the straight edges are designated A and B. Now the frame is made fast to the ribbons, and two or Marine Engineering three spur shores are put up under each ribbon at an angle of 45 degrees, fastened to the frame by through bolts and to the ground on heavy timbers bedded in earth and staked with long wood screws. ‘These spur shores prevent the frame once set, squared to base line and to the proper declivity, from moving fore or aft. They are usually led aft, but where frames are ex sa heavy one spur shore leads forward and may be fastened to the frame at the bilge. Thus having the frame so secured, other frames may be erected fore and aft of this one, and, with the exception of plumbing up and lining after the stem and stern posts are up, no other precaution is necessary to have the ship fairly framed. 484 Marine Engineering. SEPTEMBER, 1902. SETTING FRAMES. There are many minor points in setting the frames of a steel ship which may not appear to be of vast im- portance and which are lost in comparison with larger details, but at the same time they must be carefully carried out and are essential to the proper and true Where center keelson is continuous, the frames being clipped to the keelson, frames are more easily erected, necessarily being put up in half sections where the above procedure does not apply. The usual clips are placed on the ribbons to secure the frame in place, and as they are set up the clips secure them in a fore and aft direction to the scribed FOREBODY OF THE STEAMER BANES, DAMAGED BY FIRE. assembling of the ship’s structure. We suppose the keel blocks laid and the keel plates on the blocks, with the cradle of ribbons ready prepared with the frames scribed thereon. Suppose the midship frame to have been set and spauled. ‘The frames should then be set in rotation fore. and aft of the midship frame, in order that there be no interference, as it is not practical to drop in intermediate frames where the ship has any amount of tumble home, provided, of course, that the frames are bolted securely or riveted on the ground and erected complete. marks on the ribbons. It is all very well to secure them to the ribbons, provided there is a. continuous vertical keel, and the frames may go up in half breadths; but when the frame complete is continuous ‘thwartships it should not be secured tightly to the rib- bons until it is centered on the keel plate and bolted securely thereon, because if it were bolted to the rib- bons tightly, without first having been centered on the keel plate and bolted, drifting might be necessary to fair it up. The corresponding holes of frame and keel and keel plate would be very likely pulled from the SEPTEMBER, 1902. Marine Engineering. 435 center line and thereby cause unnecessary trouble and expense in lining up afterward. Therefore it is best to have the frame bolted securely to the keel plate and centered before it is secured to the ribbons. SPAULING. Should the frames be ready for erection before the beams are ready, the frame is spauled. This is done by using timber not less than 12 by 3 inches in section and Burning of the S. S. Banes. On a voyage from Mobile, Ala., to Bocas del Toro, Colombia, the steamer Banes, loaded with a general cargo, including yellow pine and fifteen carboys of naphtha, caught fire. The fire broke out in the forward hold on the morning of the 29th of December last, when the vessel was 120 miles from the western coast of Cuba; and although it burned for twenty-four hours, THE STEAMER BANES, DAMAGED BY FIRE, LOOKING AFT. long enough to span the frame. ‘The timber is bolted to the frame, port and starboard, about 3 feet 6 inches below the line of the main deck, so that it is held at the correct breadth at that point. This wooden beam is stiffened by using an upright of 6 by 3-inch timber erected at the center and fastened securely to beam and to floor plate, or to the reverse bar on top of floor plate. Thus the frame is held as if it were beamed; and as the wooden beam is held below the line beam, the frame may be beamed later; meanwhile, it may be set and squared as before stated. capt. Peter Tronstad succeeded in bringing the Banes under her own steam into Havana harbor. ‘There a contract was entered into by the owners for repairing the vessel at that port, but, owing to insufficient facili- ties, it had to be given up. Messrs. Daniel Bacon and §S. E. Turner, of New York, then bought the Banes and had her upper works planked up, and in this shape she steamed to New York. The contract for repairs to be completed in forty days was recently awarded to the Perth Amboy Ship- building and Engineering Company, Perth Amboy, N. J. 486 Marine Engineering. SEPTEMBER, 1902. The views of the wrecked steamer, one taken from the bow looking aft and the other from the bridge looking forward, show how completely the upper construction and top sides were damaged, the forebody of the ship above the water line, where the fire was the most intense, having completely collapsed. The repairing will neces- sitate the following work: ‘The renewal of all frames and reverse frames in the forward hold; all the deck beams, deck plating, and shell plating above the water line; also new collision and fire-room bulkheads and keelsons in the hold. Twenty-five feet of the forward deck house is also to be rebuilt; two decks are to be planked over; the windlass and deck engine are to be repaired, new steering engine fitted, and the ventilators and deck fittings renewed. QUERIES AND ANSWERS. Q. 100.—Will you please give, through your magazine, the rules for finding the point of cut-off with the initial and terminal pressure given? Also the rules for find- ing the terminal pressure when the initial pressure and point of cut-off are given. I have several different rules, but none of them give the same answer. Jo 125-S; A.—It is impossible to give you any exact rule for determining the terminal pressure from the point of cut-off, simply because the real expansion ratio is not given by the point of cut-off, and, furthermore, the drop in pressure for a known expansion ratio depends to some extent on the quality of the steam and other conditions. The point of cut-off does not indicate the real ex- pansion ratio, simply because the effect of the clearance is not included. The steam in the clearance space counts, of course, as part of the total volume present, and it is the change in this total volume which fixes the expansion ratio. To determine the real expansion ratio from the cut-off and clearance the following rule may be used: Add the clearance per cent. to 100 and also to the cut-off per cent., and divide the former by the latter. The quotient will be the true ratio, including clearance. Thus with a cut-off at 60 per cent. and 12 per cent. clearance the apparent expansion ratio would be 100 + 60 = 1.66, while the true ratio will be (100 + 12) = (60+ 12) or 112 + 72 =1.55. Having found the true expansion ratio, the final pressure can, be found approximately by dividing the initial pressure by this ratio. Thus, if the pressure at cut-off in the example was 155 pounds the terminal would be nearly 155 +1.55=100 pounds. Ac- tually the terminal pressure will be a little less than this, the amount of clearance depending on the special conditions of the case, but usually not exceeding ro per cent. By working the same rule backward the point of cut-off may be found approximately for a given initial and terminal pressure. Thus: Divide the initial by the terminal pressure, and thus’ find the expansion ratio. Then add the clearance per cent. to 100 and di- vide by this expansion ratio. Then from the quotient subtract the clearance per cent., and the remainder will be the true cut-off per cent. Thus, for example, with the problem above, having given 155 as the initial and 100 as the terminal pressure, we divide one into the other and find 1.55. Then, assuming 12 per cent. clearance, we divide 112 by 1.55, finding 72. From this we subtract 12, leaving 60 per cent. as the point of cut-off. The true point of cut-off will usually be a little later than the point thus given, due to the fact that the drop in pressure is not in éxactly the same ratio as the increase in volume. To take account of this by estimate the terminal pressure may be in- creased slightly, say 10 per cent. of its value, and then proceed as before. If you are familiar with the use of logarithms, the following rule will take account of the expansion law as found on the average, and will give very nearly accurate results. Rule: (1) Add the clearance per cent. to 100 and also to the cut-off per cent., and divide the former of these results by the latter. (2) Find the logarithm of this quotient and multiply it by 1.15. (3) Find the number corresponding to this logarithm and di- vide it into the initial pressure. The quotient will be the terminal pressure. Or to work the other way: Rule: (1) Divide the initial into the terminal pressure and find the logarithm of the quotient. (2) Divide the logarithm by 1.15 and find the eorresponding number. (3) Then add the clearance per cent. to 100 and divide by this. number. (4) From the quotient subtract the clearance per cent., and the remainder will be the cut-off per cent. It must be remembered that this rule and process gives simply the relation between the cut-off, clearance, initial pressure, and terminal pressure in one cylinder. The total expansion in a com- pound or triple-expansion engine is quite a different matter, and involves the volumes of the cylinders as well as the point of cut- off in the high pressure. Q. 101.—Suppose that the L. P. crank pin of a com- pound engine (marine pattern) broke, or, in other words, cracked so that it would not be safe to run in that condi- tion, what could be done to bring*the ship into port? The engine having the air and feed pumps worked off the L, P. Please let me know the best, safest, and quick- est way to repair the same at sea. Hoping that you will oblige and give me a remedy, I remain, Jo TB 1B. A.—We assume you mean that the break in the crank pin is too serious to repair in itself, and that it is a question, therefore, of making the best of your way to port without attempting to re- pair the broken part. In a case like this the quickest repair is to break the H. P. exhaust connection, and improvise as well as possible an exhaust lead to the deck or to the funnel. The air pump should also be disconnected. The H. P. cylinder may then be worked non-condensing, and will, under these conditions, de- velop something over one-half the full power of the engine. Of course the engine may not handle very well, and there may be some trouble if there is much backing and filling to be done, but for a quick repair it is thé best that can be done. If more time is available the I. P. valve may be removed and the ports blocked off, thus allowing steam to exhaust from the H. P. through to the condenser. The L. P. piston rod may also be disconnected from the crosshead and the piston and rod shored up to the top of the stroke. This will leave the IL. P. crosshead and air-pump levers connected to run as usual, and with this arrangement the H. P. cylinder may be operated condensing, with a corresponding increase in power. If suitable piping were at hand it might be more convenient to make up a lead direct from the exhaust side, of the H. P. cylinder to the condenser. In any case the L. P. crosshead must be operated in order to drive the feed pumps. Q. 102.—Thinking of building a 50-horse-power triple- expansion engine, could you give me the diameter of each cylinder? I want the stroke to be 2 inches longer than the bore of the cylinder and the steam pressure to be 200 pounds to the square inch. J. AS We A.—Taking a total expansion ratio of 11, we find with an initial pressure of 200 pounds a reduced mean effective pressure of about 37.7 pounds. With a piston speed of 400 feet per minute this would call for cylinder diameters of 4 1-2, 7 1-4, II 3-4, and with a length of stroke 9 1-4, which is 2 inches greater than the intermediate, you would have 260 revolutions per minute. This would give you a fairly well proportioned en- gine of moderate piston speed and revolutions, and such as might very probably serve your purpose. The proportions would be improved somewhat, however, by decreasing the stroke and increasing the revolutions. Thus, with a stroke of 8 inches, the engine would be in better proportion and the revolutions would then become 300. This is not extreme at all, and such an engine would well represent the proportions and conditions*of modern practice. SEPTEMBER, 1902. Marine Engineering. 487 COMMUNICATION. Spacing of Boiler Stays. Editor MartNE ENGINEERING: A number of cases have come under my notice lately which show a great difference in the method of staying the segment of boiler heads above the tubes, and I would like to get your opinion as to which you con- sider the proper spacing of same. For instance, on page 20 of the British Columbia Laws, just issued, for governing construction of steam boilers, we have the following: “When the head is flanged and riveted to the shell, a portion of it becomes stiff enough to carry the boiler pressure without depending on the braces. ‘The dis- tance that thus becomes self-supporting may be deter- mined by the following formula: 4,484 X T D>=—— + .5 10oX B T= Thickness of head in inches. B=Safe working pressure of boiler. D = Distance in inches. “When the boiler head has several rows of tubes ex- panded into it, a portion of the head beyond the tube becomes stiff enough to be self-supporting, and it is safe to assume this as two-thirds of the distance determined by the preceding formula.” This I found to require more stays than I have been accustomed to put in. In fact, on a 56-inch boiler which I figured with 7-16-inch heads, suitable for 130 pounds working pressure, the distance D only makes out to be 2 inches, which would require the outer row of stays to be exceptionally large. Also in.a work published by Prof. Wm. M. Barr we have the following discussion of the subject: “Tn addition to this, the influence of the flange ex- tends inward, and no braces need be located within 4 inches of the flange radius for pressures less than 100 pounds per square inch; ... and unless in the case of curved intersections and odd spaces which require a brace, the regular line of braces for pressure not exceed- ing the above need not be closer than 3 inches. “The holding power of the tubes imparts sufficient stiffness to the boiler heads as not to require braces nearer than 4 inches, so that in all ordinary calculations the area to be supported would be represented by a seg- ment of a circle of 6 inches less radius than the boiler head, and its base line 4 inches above the tubes.” These, however, I consider not distinct enough for practical purposes. In laying out boilers according to the marine laws of Canada, I have always been accus- tomed to assume that the flange on the head acts just the same as the stay bolt, and will carry quite safely half way down the first row of stays, they being placed as far from the flange as the plate formula would allow. If you have any further information or any other au- thority to whom you could refer me, I would be very glad to hear from you. ; Yours truly, J. E.. We publish the above communication in the belief that it may be of interest to many of our readers, and hoping that it may elicit replies from those whose expe- tience has led them to give attention to the point in when question. In the practice of the Advisory Editor, who writes here simply as an individual, it may be said that the line of support furnished by a flange or by a row of tubes properly beaded over or fitted with stay tubes has been considered as equivalent to that furnished by braces of the regular type, and the spacing of such braces has been arranged in accordance with this suggestion. We shall be glad to hear from any of our readers who may have an opinion to offer on this point. SELECTED MARINE PATENTS. 697,839. CUT-OFF VALVE MECHANISM. JOHN HAUG, PHILADELPHIA, PA, LN (SLLLAAPPAAALASAPLALD Lif Liz O17 4! ww NG 4 4 mB: = ky Murine Engineering CLAIM.—3. The combination of the tubular main valve, the duplex cut-off valve contained therein and the adjusting screw for said valve having collars thereon at a point between the two members of the valve, the cut-off-valve stem located on the inside of the main valve, and a two-part clamp engaging said stem and embracing the adjusting screw between the collars of the same. Three claims. . 703,590. EXTENSIBLE PISTON RING. OTTO JOHN- SON, BROOKLYN, N. Y. Marine Engineering CLAIM.—1. A rabbetted slip joint for connecting the meeting ends of a circumferentially-extensible piston ring, the said joint composed of a relatively long overlapping member provided with an inwardly-projecting boss; and an inward offset forming a relatively shorter underlapping member; an expanding-spring system interposed between said boss and the opposed end of the said inward offset forming said underlapping member; a locking bar provided upon its radially Sutmards face with a recess for receiving said boss and said inward offset; a system of liners appropriately introduced into said recess for limiting to a pre- scribed extent the circumferentially-expanding influence of said spring system upon the members of said joint. Five claims. 7o4,000. LIFE PRESERVER. GEORGE B. CONLEY, CLEVELAND, O. : 488 Marine Engineering. SEPTEMBER, 1902. CLAIM.—1. A life preserver comprising the combination of a folding framework consisting of a series of curved ribs hinged together at their respective ends, means for engaging two of the said ribs, a flexible waterproof cover secured at one end to one of the said engaging ribs and at its other end to the other of the said engaging ribs, and arranged to completely envelop the said framework. Six claims. 704,155. MOORING SHIPS. WILLIAM M. WALTERS, LIVERPOOL, ENGLAND. CLAIM.—1. In combination with a ship an upwardly and backwardly sloping tube extending from the bottom of the ship near the keel, at about one-quarter of the length of the ship from the bow, to the deck; a wheel located within the tube at about the center of resistance to wind and waves, such wheel being arranged to guide the cable and means for hauling and securing the cable. Three claims. 704,186. BOAT PROPELLING DEVICE. FRANK J. GLEASON, VAN WERT, O. CLAIM.—2. A reverse-action rowing mechanism comprising in combination with an angle lever adapted for attachment to the side of a boat, a feathering blade having integral arms which are pivoted on opposite sides of the free end of said lever, the lower end of the latter adapted to form a stop against which the face of the blade is adapted to contact during the stroke of the oar, the pivotal handle, and link connections between the same and said lever, as set forth. Two claims. 704,362. BULK-CARGO VESSEL. JOSEPH R. OLDHAM, CLEVELAND, O. HATCRWAY Murine Engineering CLAIM.—1. In a vessel, the combination of arched girders spanning the hold of the vessel, transverse deck girders headed on the sides of the vessel and supported centrally by said arched girders. 2. Ina hull, the combination with transverse deck girders, transversely-extending arched girders spanning the hold and sup- porting said deck girders, longitudinal girders connected to said transverse girders and designed to form a hatch deck, and trans- verse bulkheads supporting said longitudinal girders. 3. Ina vessel, the combination, with a deck, of deck girders extending transversely the hold of the vessel and supporting said deck, and circular arched girders spanning the hold and supporting said deck girders. 4. In a bulk-cargo vessel, the combination, with a hull divided by transverse bulkheads, of longitudinally-extending arched gird- es supporting said deck and footed on said bulkheads. Four claims. 704,685. SAILING BOAT. THOMAS JENSEN, ARENDAL, NORWAY. Three claims. 704,729. DEVICE FOR RETARDING THE SPEED OF VESSELS. AARON ZERBE, PHILADELPHIA, PA. CLAIM=—1. In a device of the character described, two shafts upon each side of the boat, extending longitudinally of the boat and protruding from the rear thereof, two plates secured to the outer end of the shafts, said plates normally lying against the rear portion of the boat so as to present no resistance to the water, means located in the interior of the vessel for rotating the shafts so as to turn the plates outward beyond the sides of the vessel. Two claims. 704,905. APPARATUS FOR REPAIRING VESSELS AT SEA. NEIL J. McLAUGHLIN, BOSTON, MASS. CLAIM.—2z. A device comprising a plate provided with a pad, a rope or cable passing through said plate and pad, a locking bar attached to one end of said rope or cable, and a winding mechan- ism arranged upon the metallic plate for the purpose of winding the said rope or cable. Four claims. 705,046. ROTARY PROPELLER FAN AND PROPELLER A A Eies SAMUEL C. DAVIDSON, BELFAST, IRE- CLAIM.—1:. A rotary propeller fan or screw propeller of the disclosed type, in which the intake and discharge edge por- tions of each blade are formed as oppositely-dished surfaces, from approximately the central part of the peripheral edge of the blade around the margin thereof toward the hub or axle, in such manner that the advancing surface of the blade is, at the intake edge portion, substantially concave, and at the discharge edge portion substantially convex. Seven claims. AS Marine Engineering ’ 705,050. COMPASS LIGHT. OSCAR FE. EATON, BOS- TON, AND FRANK C. BURRILL, HULL, MASS. Two claims. 705,188. ANTICAPSIZING DEVICE FOR BOATS. FRED- ERICK W. ZIMER, LONDON, ENGLAND. CLAIM.—1. A boat provided with float supports hinged to the sides of same, a float carried by each of said supports, and a connecting rod joining the float support on one side of the boat with the corresponding support on opposite side of boat. Five claims. 705,397. PADDLE WHEEL. JOHN J. GRAHAM, IMPE- RIAL, PA. Marine Engineering CLAIM.—1. The combination, in a paddle wheel, of the shaft, the arms provided at their outer ends with the bearing plates, the adjusting wheels arranged to turn freely on the shaft, the paddle blades, the triangular rocking blocks secured at their bases to the paddle blades and provided in their apices with sockets or mortises, bands passed around said blocks and lying in the base of the said sockets and extending beyond the inner ends of the blocks, the links connecting such extensions of the bands with the adjusting wheels, the clips passed beneath the bands at the base of the sockets in the rocking blocks and pro- vided with perforated ears, and the clasps embracing the arms. and bearing plates and having lugs pivotally connected with the lugs of the clips. Five claims. 795,417. GOVERNOR FOR PROPELLER SHAFTS. WIL- LIAM R. MAY, NEWTON, MASS. CLAIM.—6. The combination, with a propeller shaft, of a friction clutch comprising a fixed outer member and an inner member which is movable with the shaft, a governor shaft adja- cent to the propeller shaft, a movable yoke or frame supporting the governor shaft, gearing connecting the governor shaft with the propeller shaft, said gearing including two friction members, one mounted on the propeller shaft and the other on the movable frame, said members being separable by a movement of the frame, - means for moving the frame, centrifugal governor arms pivoted to the governor shaft, and connections between said arms and the inner clutch member. Six claims. INDEXED. Marine Engineering Vol. 7. NEW MYORK OGTOBEK, 1902. No. 10. U. S. TORPEDO-BOAT DESTROYERS TRUXTUN, WHIPPLE, AND WORDEN. The three torpedo-boat destroyers building for the U. S. Navy by the Maryland Steel Company were con- structed in accordance with designs prepared by the builders, and, in general appearance and details, are en- tirely different from any of the others. The accompanying plans give a very good idea of the arrangement and general design, and the dimensions The hull is of ‘mild steel, with the exception of the sheer strake and stringer plate, these being of nickel steel for the length of machinery space. The crew have quarters forward on the berth deck, with plenty of air and light. The-crew’s toilet and wash rooms are under the bridge deck directly above. The galley is forward of the boiler-room bulkhead, with store room and ice box underneath. Under the crew's quarters and windlass room are store rooms, awning and canvas room, ammunition, and war heads. Aft of U. S. TORPEDO BOAT DESTROYER TRUXTON STARTING ON HER TRIAL TRIP. will be found in the appended table. As the three boats are identical, the description of one will apply to all. The armament consists of two 12-pdr. r.f. guns, mounted, one on each conning tower; six 6-pdr. r. f. guns, two on each side and two on center line, and two 18-inch torpedo tubes on center line. Four torpedoes are carried, two in the tubes and two under the turtle deck forward. ; The hull is divided into fourteen water-tight compart- ments by “thwartship bulkheads. In addition to these, the fore-and-aft coal-bunker bulkheads divide the ship into three compartments transversely for the length of machinery space. Each bunker is divided into four com- partments by water-tight bulkheads with doors. The capacity of bunkers is 185 tons. . the after boiler-room bulkhead are quarters for the firemen, with shower bath and toilet in one corner; next to these are similar compartments for the ma- chinists and petty officers. Entering through the after conning tower, and at the level of the berth deck, are commodious quarters for the commander on the starboard side, and for the executive officer on the port side. The officers’ bath is next on the port side and commander’s office on the starboard. The engineer's room is on the starboard side opposite the office. Aft of these is the ward room, extending across the ship, with pantry directly aft. The pantry stores occupy the extreme after end. Under the petty officers’, machinists’, and firemen’s quarters are ammunition and store rooms. 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Marine Engineering. 491 The valve gear is of Stephenson double-bar link type. All the main valves are piston valves, double-ported, there being one for each high-pressure and two for each of the intermediate and low-pressure cylinders. The crossheads work in slipper guides. The framing is of forged steel vertical columns with diagonal braces. The bed plates are composed of separate steel castings, sup- ported upon and bolted to two channels, each haying the upper flange planed down. The crank shafts are in two sections, and, together with all line and propeller shafting, have an axial hole. The condensers are circular, of sheet brass, each hay- ing a cooling surface of 3,470 square feet. For each propelling engine there are two double-acting vertical air pumps, driven from the high and intermediate- pressure crossheads. There is a centrifugal pump driven can be seen from the accompanying table, the runs were very satisfactory and all the machinery worked smoothly, without undue heating or noise. A noticeable feature was the steadiness and absence from vibration, especially at the highest speed. In turn- ing at the ends of the course a very pretty effect was On account of the rudder being overhung, the flow of the water against the surface when at about 15 to 20 degrees helm angle caused a miniature fountain. At the highest speed the water was thrown about 8 feet above the level of the deck. The slipping of the catch on the after fire-room hatches caused the speed for the ninth run to fall below where it would have been, but on the next run (against the tide) a speed of 29.8 knots was obtained, which, with tidal corrections, gave a true speed of 29.9 knots. noticed. FRONT VIEW CF ONE OF THE FOUR-CYLINDER TRIPLE-EXPANSION ENGINES FOR THE DESTROYERS. by a 4 1-2-inch diameter by 5-inch stroke engine on each condenser, with a connection to the 7-inch flood drain in engine and boiler compartments. Steam is supplied by four water-tube boilers of the Thornycroft type, constructed for a working pressure of 240 pounds. Each boiler has its separate smokestack, the forward stack casing being arranged as a vent to the galley and the after one as a vent to the firemen’s ‘quarters. The four main feed pumps are of Davidson make and are located one in each engine room. On June 25 the Truxtun left Pearson's wharf at 11.30 A.M. to undergo standardizing trials over the Govern- ment course off Barren island, and, after receiving the Trial Board off the mouth of the Pawttrxet, she imme- diately entered upon the test. In all, ten runs were made over the measured nautical mile, five runs south and five runs north. The tide was running south and there was a strong N.N.E. wind, making the sea quite rough. As On Thursday, the 26th, after receiving the Trial Board at Pearson’s wharf, the Truxtun started on the one- hour’s run, going north for 30 minutes and south for 30 minutes. The weather conditions were similar to those on the From the curves of standardization trials it was only necessary, to fulfill the contract requirements of 26 knots, to hold 153 pounds of steam, which would give 283.8 revolutions. For over an hour an average of 304 rey- olutions was obtained, giving a mean speed of 27.66 knots. After manceuvering the vessel to test steering gear and inspection of all compartments, the Trial Board left for the Gloucester, and the Truxtun departed for Spar- row’s Point to receive the finishing touches preparatory to being turned over to the Government. As this was only the fourth time the Truxtun had been away from previous day, causing a very heavy sea. 492 Marine Engineering. OCTOBER, 1902. the wharf for trial runs (three being builders’ trials), the results obtained are highly commendable, and, we believe, establish a record for torpedo-boat destroyers in this country. Since writing the foregoing the Whipple, a sister ship to the Truxtun, has attained a speed on official trial of 30 1-4 knots, and on the one-hour’s run averaged 27.46 knots, thus beating the Truxtun’s record. Steamer Hero. The Norwegian steamer Hero, after being driven ashore and badly damaged, was taken by the wreckers to the dock of the Baltimore Shipbuilding and Dry Dock Company, when an examination was made which re- vealed very serious damages to the stern and bottom throughout, as shown in the accompanying engraving. About 200 plates had to be renewed on the bottom; the stern frame was completely demolished, and three of the blades of the propeller broken off short; a new stern frame was fitted, also rudder and the wheel. A DAMAGED STERN OF THE NORWEGIAN STEAMER HERO. large section of the keel had to be renewed, and the main engine and auxiliaries were dismantled. A new _low-pressure cylinder had to be made, and the entire line shafting and bearings were trued up. The repairs to the upper works of the hull included entire new joiner work, new pilot house and chart room, and a main deck of Georgia pine from end to end. The winches and deck beams had to be thoroughly over- hauled, and all the rigging stripped and renewed. The entire vessel, inside and out, was scaled and painted. New anchors and chains were furnished, sails were renewed, and she was equipped with new lifeboats, and, in fact, all equipment had to be renewed, so that the vessel will leave the yard equal to, in most respects, anew ship. Her dimensions are: 322 feet 3 inches long, 40 feet beam, 29 feet 6 inches deep. She was built at Sunderland, England, in 1881, and is propelled by a com- pound engine with cylinders 21 and 55 inches in diam- eter by 45 inches stroke. STABILITY OF AN OIL-TANK STEAMER. BY P. F. WALKER. The effect of oil or other liquid in a ship, when the containing tanks or compartments are not completely filled, is to reduce the statical stability. This is due to the fact that as the ship inclines to one side the liquid within moves in the same direction, thus causing the center of gravity of the entire ship to be shifted hori- zontally toward the new position of the center of buoy- ancy, and so reducing the length of the moment arm of the righting couple. Looking more closely at the forms of the spaces occupied by the moving liquid, first with the ship upright and then in the inclined position, it is seen that the change has been produced by empty- ing the wedge-shaped space between the original and the final surfaces of the liquid on the upper side of the ship, and filling the corresponding space on the opposite side, and consequently that the change in the position of the center of gravity is due wholly to the transference of the liquid from one of these wedge-shaped spaces to the other, the two being necessarily equal in volume. It follows, therefore, that the amount of liquid present in the vessel, in addition to that necessary to fill the wedges, is immaterial so long as small angles of heel are considered, the total weight of the ship being con- stant and all other weights fixed. For large angles of heel the shape and size of the wedges will depend on the depth of the tanks, and hence the amount of liquid present will then have an indirect effect. In dealing with the question of stability there are two points to be considered: First, the conditions af- fecting the steadiness of the ship in the upright posi- tion; and, second, those influencing the tendency of the ship to right herself after being inclined through large angles. Steadiness in the upright position is indicated by the value of the equation for the stability moment for an angle of heel indefinitely small. This equation may be written im the form: dM=D X GM sin. d 4, dM = stability moment, D= displacement in tons, GM = metacentric height in feet, d§ = the indefinitely small angle. The product D X GM gives the relation between the stability moment at an indefinitely small angle and the angle itself, and therefore is a measure of the rapidity of increase in stability as the vessel starts to heel; or, in other words, it gives the direction of the curve of statical stability at the origin. For a given displace- ment this value is seen to depend directly on the meta- centric height, and so it has been found convenient to express the influence of a free liquid surface in the ship in terms of its virtual effect on this quantity. It is shown in all standard works on Theoretical Naval Architecture that the effect of the horizontal shift of the center of gravity of a liquid, due to a small angle of heel, is the same as would be produced by raising the same weight vertically through a height equal to the moment of inertia of the free surface divided by the total volume of liquid, the center of gravity of the entire ship being thus raised in the inverse ratio of weight of liquid to weight of ship, and the virtual meta- centric height correspondingly reduced. where OcToBER, 1902. Marine Engineering. 493) At large angles of heel the value of the stability mo- ment will be influenced by the value of the metacentric height for the upright position, but also by the amount of freeboard possessed by the ship as well as by cer- ‘tain features of form. Direct calculation, therefore, becomes necessary, both for determining the stability arm in the usual manner and the horizontal shift of the center of gravity of the free liquid. It is with this phase of the subject that the present article is intended to deal, such calculations having been made by the writer for a ship designed to carry oil in bulk and now in process of construction at one of the Atlantic coast yards. SHEN Ne FRAME NO. 49 2 = FRAME NO. 65 OIL LINE IN UPRIGHT NO. 49 24'L.W.L.| MAIN DECK L —— NO. 65 “Ne | CARGO OIL CENTEK LINE BULKHEAD “CALCULATION Gi u c -——TRUNK HATCH, 14/0! 1h Ra HATCH, 14/ nee KC, C.6. op Guy x 600 the cargo compartments is 6,710 tons of oil at 57.22 pounds per cubic foot. With all fuel tanks filled, how- ever, only 6,390 tons of cargo oil can be carried at 24 feet draft, and it is for this condition that the present calculation is made, the oil level in the trunks being 2 feet 3 inches below the mean level of the upper deck beams. OF STABILITY FOR THE SHIP WITH FIXED CENTER OF GRAVITY. This was done with an integrator in the usual man- ner. ‘The position of the center of gravity was deter- mined from estimated weights and leverages, a meta- centric height of 4 feet 3 inches being taken, although Marine Engineering SECTION IN TANK NO. 2, OIL TANK STEAMER The ship is an oil-tank steamer of the ordinary type and of the following dimensions: ILC, JB Isa dao toto ee cnan made 374 ft. o in. lLanain Guer ells secon aosneueaoopansence go) & @ & ByGAGKI, WANG coo ccob0000000 0000 s0000C 49 “ 1144“ ID aie semen g5000ce06000000000006 3 Opa la IDesiemnad! Shoaal Gh 5 0000b000000000000006 YA) Gy DisplacemMen tease eee tn are Taare 10,391 tons. The oil-tank* space begins about 73 feet aft of the stem and extends aft 208 feet 4 inches, 12 I-2 feet at the after end being used for fuel oil. The machinery is aft, additional fuel-oil tanks being fitted alongside of the boilers. In way of the midship tanks fore-and-aft bulk- heads are fitted through the ‘tween deck space, 14 feet out from the center line, as shown in the section plan, thus forming trunks 7 feet 6 inches deep. A contin- uous center-line bulkhead to the upper deck extends throughout the oil space, while transverse oil-tight bulkheads divide the space into six double compartments _for cargo oil and one for fuel oil. The total capacity of in ordinary conditions the value would probably be somewhat more. The integrator was placed in such positions at the several angles of inclination that the axis of moments for the instrument passed through the center of gravity. Dividing the summation of moment readings by the summation of area readings would thus give immediately the value of the stability arm, pro- vided the water lines cutting off the true load displace- ment in the several angular positions were available. To avoid the difficulty of determining these true water lines, readings were taken at each angle for three wa- ter lines, 4 feet apart, and so placed that the true water line would fall within their limits. The results were then plotted on abscissa values representing displace- ment, a curve being drawn for each angle, giving por- tions of what would correspond to cross curves of stability. The values obtained from these curves for the load displacement, plotted on an abscissa scale of angles of inclination, gave the curve for fixed center of gravity shown in the accompanying cut. 494 Marine Engineering. OcroBER, 1902. EFFECT OF THE FREE-OIL SURFACE. The virtual metacentric height was first determined. As before stated, the difference between this and the actual GM is obtained by dividing the moment of in- ertia of the free surface by the volume of the liquid, and then multiplying by the ratio of weight of liquid to displacement, or weight, of the ship. Since the mo- ment of inertia of area varies as the third power of the breadth of surface, it is seen that the introduction of the center-line bulkhead and the trunks, so dividing the oil surface into two portions, each approximately one- fourth the total breadth of the vessel, reduces this quantity to approximately one-thirty-second of what its value would be for the complete, unbroken surface. In the fuel-oil space, however, the level was assumed to be below the main deck, since this condition must be reached during a voyage. Completing the calculation on this basis, a reduction of 0.35 foot in the metacentric height was found, making its virtual amount 3.9 feet. The horizontal shift of the oil at successive angles of heel was determined in much the same manner as was the stability arm in the fundamental calculation. As the oil level in the different tanks would differ, due to the rise of sheer forward, the tanks were taken sep- arately. By drawing in mean deck lines and mean lines at the bilges in the two forward tanks, the other tanks being within the parallel mid-body of the vessel, only one reading from the integrator for each tank was nec- essary. In this part of the work the true oil line for each tank and at each angle was determined, as is shown in the section plan for tank No. 2 at 60 degrees, the ship being inclined to starboard. ‘The line for the starboard half of the tank was readily determined by making the triangular-shaped section above the oil line equal to the nearly rectangular section above the line for the up- right position. On the port side, however, it is seen that as the vessel inclines, as soon as the triangular section cuts below the bottom of the trunk the air im- prisoned above will begin to pass below the main deck plating, continuing as the angle increases, until the oil rising in the trunk cuts off further passage. The final oil level will, therefore, be as shown in the plan. These lines may be drawn in on the regular body plan, but it is desirable that a special plan be made to avoid con- fusion. ‘This being done, the integrator readings were taken, with the moment axis of the instrument passing through the center of gravity of the oil in the upright position, the shift of the oil center being thus directly found. The shift of the center of gravity of the entire ship bears the same relation to this result as does the weight of oil to the weight of the ship. The dash-dot line on the curve sheet shows the result of this calculation for angles up to 90 degrees. The ordinates of this curve, subtracted from those of the curve first determined, give ordinates for the true sta- bility curve for the stated conditions. ; * In connection with the above calculations an investi- gation was also made to determine the effect of bilging two oil compartments on one side of the ship. Such condition might be produced by injury to the shell plating near one of the transverse oil bulkheads. the statical effects were considered, and for inclinations in the transverse direction only. The same conditions would be fulfilled by assuming that the breach in the Only . enveloping shell was of sufficient size to allow the water to pass in and out without restraint as the ves- sel rolled among waves. It is evident that this would be the most dangerous condition. After bilging, the oil would pass out of the vessel until its level fell to such a point above the breach that the head of water outside and of oil within became of equal effect. This would be true when those heads were in the inverse ratio of the densities of the two liquids, that is, 57.22 to 64 for salt water. The oil within, assuming that no interchange of position oc- curred, would then be supported by the water pressure from without, and the weight of oil originally in the affected compartments would thus be removed from the ship. Correspondingly, the ship would lose buoyancy to the amount of the volume of the same compartments up to the original load water line. The ship would, therefore, rise or sink in the water, according as the weight of oil removed were greater or less than the buoyancy lost, the change in draft, if the ship be as- sumed to remain upright, being equal to the difference between these two quantities expressed in tons, divided by the tons per inch of immersion for the water plane as reduced by the area through the injured section. If the center of the injured compartments, measured in the fore-and-aft direction, be at the center of gravity of the original load water plane, no change of trim would occur. Otherwise the change of trim could be readily determined and any necessary corrections made in the stability calculations. Such corrections would not, however, usually be considered necessary for the changes of trim possible under the given conditions. For the ship under: consideration it was found that the lost weight exceeded the lost buoyancy, and conse- quently that the ship would rise in the water. This “would increase the freeboard and hence the stability at large angles, other values remaining constant. The ill effects of a reduced reserve buoyancy—that is, of buoyancy above the water line—would here be lessened because of the initial list which the ship must take away from the affected side. Therefore it seemed that the metacentric height was the only factor to be investi- gated, provided its value should not be found to be materially reduced. To do this the results of four changes were to be con- sidered. First. Due to the rise of the vessel in the water, the center of buoyancy, relative to the center of gravity of the ship, would be lowered, thus lowering the meta- center. ‘This would, however, be opposed by the fact that the center of gravity of the lost buoyancy was rela- tively low. ; Second. The moment of inertia of the water plane would be reduced, thus lowering the metacenter by shortening the metacentric radius. Third. ‘The volume of displacement would be re- duced, thus raising the metacenter by lengthening the metacentric radius. Fourth. The center of gravity of the ship would be raised or lowered according as the center of the weight of oil removed were below or above the original center of the ship. Of these changes, the effect of the first and fourth was found to be inappreciable. As between the second OCTOBER, 1902. Marine Engineering. 495 and third, the latter was found to be of greater moment, and consequently the net result was an increased meta- centric height. ; The amount of the permanent list that would be given the vessel is readily determined in an approximate man- ner. Writing again the equation for stability moment for a small angle, making that angle equal one degree and putting the sine of the angle equal to its circular measure, as is very nearly true, we have: M=D X GM X 0.01745, where J = moment to heel the ship one degree. The total moment tending to heel the ship is found by multiplying the difference between the lost weight and lost buoyancy by the distance of its center of gray- ity out from the center line. This quantity being di- vided by the value of MM, found above, gives a first ap- proximation to the number of degrees of heel. If the angle so found be small it may be sufficiently correct to satisfy practical considerations. If large, the new meta- centric height and the new value of WM in this inclined 4.0 =} School of Naval Architecture at Cooper Union. We are glad to learn that the trustees of the Cooper Union for the Advancement of Science and Art have added Naval Architecture to their night school cur- riculum, and have engaged the services of Prof. Alex. J. Maclean, of the Webb Academy, as its first instruc- tor. This class was organized on Monday evening, September 22, and will be continued each Monday dur- ing the winter and spring months. Applicants can be registered at the office of the director at Cooper Union, and they should have some knowledge of elementary algebra and geometry; but these subjects, together with elementary trigonometry, can be acquired during the first year by attending the Night School of Science. A similar school was started four years ago at the Franklin Institute, Philadelphia, by Prof. Maclean, and has met with marked success, many of the graduates having secured lucrative positions in the government service and in private yards. Understanding the great value of this instruction to Lal a 4.25 |FT S br | = GHT —+ cS) or 2 S VIRTUAL METACENTRIC HEIGHT 3.9 FT METACENTIRIC HEI | | ous or SCALE OF MOMENT ARMS IN FEET. = S | 0.5 CURVE SHOWING 25m 80° 85° 40° position should be calculated and the first result cor- rected for a mean value of M. Following through this process for the case in hand gave an angle of heel of about 7 I-2 degrees. é From the above series of investigations it is evident that with the metacentric height assigned ample stabil- ity is assured for oil steamers of this class. Trunks of greater width could not be adopted with safety, how- ever, nor could the oil level be much lower in the trunks without greatly increasing the effects of free surface after a moderate angle of inclination had been reached. This is shown by the marked rise in the curve showing effects of free surface, beyond the angle where the oil level in the port tank cuts under the main deck plating. With a lower oil line this rise would begin much ear- lier. The effects of bilging compartments are evidently much less serious than with vessels carrying solid car- goes. SHIFT OF C.G. OF| SHIP DUE TO OIL OS 7, c S) ~O S| CURVES OF STATICAL STABILITY, OIL TANK STEAMER. ae iN 50° 55°57:3°60° = BBS 70° - or ioe) o their employees, the Messrs. Cramp and Sons sent their apprentices to this class, paying their fees and giving special prizes to the most successful ones. Messrs. C. H. Cramp, H. W. Morse, Clement A. Griscom, and Lewis Nixon gave valuable prizes each year for the successful students in this class. Since there are no fees charged at the Cooper Union, a larger attendance than that at the Franklin Institute will doubtless follow. Special prizes will be given by interested firms in the city. This class should obtain its students not only from the employees of the different shipbuilding and repairing yards in and about New York city, but also from shipowners, yacht and ship brokers, and maritime lawyers’ offices. The course of instruction embraces theoretical naval architecture, and ship construction and design. ‘These two branches are subdivided under various heads, and will be presented in the form of lectures. 4096 Marine Engineering. Luygeering Zi —— ns ——_ SS 2 SS Ss se SS ——— ———— lo Motor —— = 12 H.p, Buta ' ES Ba ZS 56 Gallon Tank a ma oe LINES, CABIN PLAN, AND ELEVATION OF A HIGH-SPEED LAUNCH DESIGNED BY FREDERICK S. NOCK. 4 THI E Hf 4 Ml A Wi a iy SSS Stringer 1 x 14g" | SEASONS Cock Pit Floor 54" thick OcToBER, 1902. Marine Engineering. 497 High-Speed Launch. The speed launch shown in the accompanying plans is one of three built last spring from the designs by Frederic S. Nock, of West Mystic, Conn. The dimensions are: Length over all, 28 feet; length on the water line, 26 feet 6 inches; breadth, extreme, 5 feet; draft to rabbet, 11 1-2 inches; draft to the bottom of the skeg, 2 feet. These craft are very strong and light, and, though de- signed for speed, the owners did not care to sacrifice every comfort in order to attain as much speed as was possible in a boat of this size. The keel is of white oak, sided 3 inches and molded about 4 inches; the frames of white oak, steam bent, are I inch square and spaced 6 inches on centers; where it was possible they were in one piece from sheer to sheer, crossing the top. of the keel, and strong bent oak floors secured the lower ends of them to the keel, with yacht cotton and finished flush. The fore-and- aft logs for the engine bed are 6 feet long and extend from the foreside of the engine aft to the shaft log, being mortised over the frames and fitted tight to- the planking, with fastenings through frames and planking. The athwartship pieces are mortised into the logs and bolted through and through, making a very strong bed. Gasoline is carried in a tank at the after end of the forward deck, the tank having a capacity of about 56 gallons, or one barrel, and so arranged with partitions as to prevent the liquid from swashing around when the boat is in a seaway. The motor, which is one of the latest types of high- speed gasoline engines manufactured in the States, is by the Buffalo Gasoline Motor Company, and rated by them as 14 H. P. They are light, compact, and strong, and can be run from 200 to 1,000 revolutions per minute, at the latter speed developing more than their rated power. a TWENTY-EIGHT-FOOT HIGH-SPEED LAUNCH. > Se eae and a heavy oak keelson was mortised over the frames and floors and securely bolted to the keel. A yellow-pine clamp, 7-8 inch by 3 1-2 inches, securely fastens the heads of the frames and sheer strake, and to further strengthen the framework a couple of bilge stringers of yellow pine, respectively 11-4 and 11-2 inches square, were secured to each side. Clear white cedar 3-4 inch in thickness was used for the planking, same being put on in narrow strips and secured to the frames with brass screws, the heads of which are sunk and the holes filled with wood plugs. ‘The entire interior is finished in mahogany. The seats are made with slatted tops, and this was done so as to keep the weight down as much as possible. The beams for the cockpit floor are fastened to the frames on each side of the boat, and the floor boards of white pine are fastened down ‘with screws to admit of their removal at any time. The deck, of clear white pine, was laid in narrow strips sprung with the planksheer and nibbed into the king plank, the seams. being calked The arrangement for the ignition of these motors is original with the builder, as also the method of chang- ing the spark from early to late, or vice versa, it being controlled by a small lever under the control of the oper- ator at all times. ‘The four cylinders are cast in one piece, the same being set-on the base and made rigid by six round steel rods. ‘The two center cranks are set opposite to the two end ones, and the ignition occurs at such times as to reduce the vibration to a minimum. The crank chamber is arranged with aluminum doors at each side to admit of access to the interior. The lubri- cation of the cranks, etc., is well arranged, the lower part of the base being filled to a certain limit with oil into which the cranks splash. This supply of oil is con- stantly kept up by the overflow from the oil cups which lubricate the pistons, and any excess above a certain point flows to a tank. The propeller is three-bladed, 20 inches in diameter, 30 inches pitch, and at 600 to 650 revolutions per min- ute has developed over 121-2 miles per hour. 498 Marine Engineering. OcTOoBER, 1902. SURFACE CONDENSERS. BY C. G. ROBBINS. An article on steam condensers, recently appearing in the technical press, presents:again Mr. J. M. Whit- ham’s formula for proportioning the cooling surface of surface condensers. Some years ago Mr. Whitham developed this formula from the data of tests made on the U. S$. S. Dallas, and it was put forth at the time as giving practically correct results only for conditions similar to those under which the data were obtained, and as being decidedly superior to the various “rules of thumb” then in yogue. The formula is as follows: WXL U X (T—t) W=pounds of steam condensed per hour. {=latent heat of steam at condenser pressure. U>heat units transferred per sq. ft. per hour for each degree of difference between steam and water temperatures. 7=temperature of steam at condenser pressure. t=average temperature of cooling water, = half the sum of the entering and leaving tempera- Sq. ft. of surface = , in which tures. The values of 1 and JT are obtained from any table of properties of steam, and U is taken as 180 and 210 for brass and copper tubes, respectively. It was based, as all such formulas are, on the transmission of a cer- tain number of heat units per hour per square foot of surface for each degree of difference between the steam temperature and the average temperature of the cooling water. Thus the numerator VXI evidently represents the total heat units to be taken from the steam, since steam gives up in condensing practically only its latent heat. And the denominator U X (7—t) plainly represents the heat transmitted by one square foot of surface. This formula, while practically correct for ordinary condenser conditions, contains one or more assump- tions which seriously affect its accuracy over a wide range of temperatures, such as are found in feed-water heaters and other apparatus in which heat is trans- ferred from steam to water through thin metal parti- tions. Unfortunately, lack of knowledge of this fact has led to its application to cases for which it was never intended, and the results have not always been satisfactory. The most serious error lies in assuming the average temperature of the water to be its arithmetical mean, or half the sum of the initial and final temperatures. This is not strictly correct. When the water first enters the tubes the difference in temperature between it and the steam is great and the water takes up heat rapidly, reaching its assumed average long before leay- ing the condenser. But as the final water temperature is always much below that of the steam, it continues to absorb heat as long as it is in the condenser, and its true average temperature is much higher than the assumed average. ‘This decreases the amount of dif- ference and consequently the heat transmitted per square foot of surface. ‘This fact led to the derivation, by Mr. C. P. Poole, of a formula giving the correct average temperature of the water and therefore appli- cable to all ranges of temperatures. This formula, which involves the use of hyperbolic logarithms, is rather formidable in appearance, but is very simple in application. Arranged for condensers, it is °s foi- lows: H—h S—/ Sq. ft. of surf =(2— x1 jeg, === y= U, q surtace Toma 1yp. lo SF VY in which H=heat units in one pound of steam at condenser pressure. h=heat units above 32° in one pound of condensed steam. S=temperature of steam at condenser pressure. F=fnal temperature of cooling water. /=initial temperature of cooling water. U=heat units transferred per hour per sq. ft. per de- gree of difference, as before. W=pounds of steam condensed per hour. This formula takes cognizance of the fact, ignored by Mr. Whitham’s formula, that the temperature of the condensed steam is always lower than that due to the pressure in the condenser; in other words, that more than the latent heat is abstracted from the steam. An inspection of the cut will show this. The presence of air in the condenser will keep up the absolute pressure, but the steam, after condensing upon the upper tubes, has to pass over the remaining lower tubes before it reaches the outlet. These tubes are much cooler than the upper ones, since they receive the coldest water, and they will continue to abstract heat from the steam after it is condensed. There is very little available data con- cerning the exact temperature of the condensed steam in practice, but it is probably safe to assume that it is about ten degrees lower than the steam or vacuum tem- perature. To make an article of this kind of any value in pro- portioning new condensers or in checking up proposed designs, it is necessary to give not only the formula and the approximate values of the various factors, but to show how these values are obtained and what are their limits. In this formula, the total heat, H, in one pound of steam is taken by some engineers as the heat in a pound of steam at the condenser pressure. Other engineers claim that it should be taken as the heat of steam at the terminal pressure at which it is discharged from the engine cylinder. This terminal pressure is al- ways much higher than that in the condenser, and the steam of course contains more heat. The difference, how- ever, is very slight, steam at 25 inches vacuum contain- ing 1,120 heat units per pound, and at 10 pounds gage pressure, 1,155 heat units. It is safe, then, to assume the value of H in the formula as 1,150 for all de- grees of vacuum; the difference will not appreciably affect the amount of surface, and the number is easily remembered. The maximum final temperature, /, of the cooling water evidently depends largely upon the temperature of the engine exhaust. In the usual form of con- denser the hottest water passes through the upper tubes, where it meets the hottest steam; and in order that condensation may readily take place, it is necessary that the temperature of the leaving water be considerably below that of the entering steam. Again, even if it were desirable, it is impossible in the best designed condensers to raise the temperature of OCTOBER, 1902. Marine Engineering. 199, EEE OE EEE EEE EEE a the water to that of the steam, since only a part of the water can be brought into contact with the hot tube surface. Some of the water must escape without touch- ing the cooling surface. This maximum water tem- perature, /, can very properly be taken at 15 to 18 de- grees below that of the steam, say 15 degrees. If it is allowed to approach much nearer to that of the steam, an abnormal amount of surface will be required. If more water is circulated and the final temperature low- ered, the cooling surface will become more efficient because of the greater difference between the steam and average water temperatures. The allowable working value of the initial water temperature, J, plainly depends upon the locality and the source of supply. Even in temperate climates, where the supply is obtained from a large body of water, it is proper to assume a temperature of not L. P. Cylinder Condensed Steam Air Pump Circulating Pump Marine Engineering ARRANGEMENT OF CONDENSER. less than 60 to 65 degrees, as the water will reach this point at some period of the year. In tropical climates, and in cases where the water is obtained from a shal- low pond, this temperature may ‘easily reach 80 de- grees in summer. When a cooling tower is installed and the circulating water is used continuously, the initial temperature is usually about 80 degrees. The value of U depends largely upon the condition of the cooling surface as regards its freedom from grease and scale; upon the velocity with which the water is passed over the surface, and the proportion of the entire body of water which actually comes into contact with the surface, etc. With a properly de- signed condenser, the velocity of the water and the motion imparted to it to bring as much of it as possible into contact with the tubes, can be made such as to allow a value of U=300 with reasonably, clean tubes. If a considerable coating of grease is necessarily al- lowed to accumulate on the tubes, as in very long voyages, it is probable that a value of U=200 to 250 is all that may be safely allowed. Again, in some in- stances—namely, water-works pumping engines—steam- tube condensers are employed, in which the steam passes through the tubes. Here the value of U is com- paratively very low because of the enforced low ve- locity of the water and the large portion of it which must escape without reaching the hot surfaces. In such cases the values in the following table must be modified in proportion to the assumed value of U. We have now data enough to work out a numerical example, requiring only to settle the vacuum desired and to decide the initial water temperature. Let it be required to find the cooling surface to condense 10 pounds of steam per hour, producing a vacuum of 26 inches with cooling water at a temperature of 70 de- grees. The steam temperature, S, The value of H (assumed) Wire © © fhSwmy—@a5P iO) = & The “ “ F=125—16 = 109 ine % © if (@gsurmmecl)) = 70 AN oi te names aU = 300 Then By 5 O03 125 —70 Sq. ft. of surface = SS xX hyp. log. OR eS < 10) = FOO = (27.4 X hyp. log. 3.44 X 10) + 300 =I.13 sq. ft. The accompanying table is worked out upon these assumptions, and gives the square feet of cooling surface and the pounds of circulating water required to condense 10 pounds of steam per hour. The upper number in each square gives the surface according to Whitham’s formula, assuming copper tubes; the sec- ond number, the surface according to Poole’s formula; and the third, the pounds of cooling water. It appears that the results of the Poole formula are the more nearly in accord with modern practice as observed by the writer. The results are based on 10 pounds of steam per hour, because the steam consumption of engines per horse power per hour varies widely, and_ this method allows ready application to an engine of any water rate. Another numerical example will illus- trate the use of the table. Let it be required to pro- portion the condenser surface for a 4,000-horse-power engine using 14 pounds of steam per horse power per hour under 25 inches of vacuum; cooling water from tropical waters at an initial temperature of 75 degrees. This engine uses 4,000X14=56,000 pounds of steam per hour. According to the Whitham formula, each 10 pounds of steam requires 1.32 feet of surface, and 56,000 X 1.32 59,000 pounds will require 1703 O OMG CLs 10 59,000 X 1.08 By the Poole formula we have ———————= 6,048 10 feet; or by Whitham, 1.85 feet per horse power, and by Poole, 1.51 feet per horse power. If the engine is assumed to carry 25 per cent. overload, the surface will be, of course, increased in proportion; and if, as is not uncommon, the rate of steam con- sumption increases with the overload, say 5 per cent., then the surface by Poole’s formula will be 6,048 X1.25 X 500 Marine Engineering. OcroBER, 1902. 1.05=7,038 feet. Another point brought out by the table is the rapid increase of surface and quantity of water required to produce the higher degrees of vacuum, 28 inches of vacuum requiring from 50 to 75 per cent. more surface than 25 inches of vacuum. Again, it appears from the table that it is practically im- possible to secure the higher vacuums with cooling water at the high initial temperatures. Still another point is the advisability of having separate air and circulating pumps for cases where the temperature of the cooling water is likely to vary, as in ships trading from north temperate to tropical climates. For instance, in the above example the circulating pump is required to handle from 1,030,400 to 1,601,600 pounds of water per hour if the initial water température varies from 60° F. to 80° F. The load on the air pump is practically constant, and if the pumps are separate, as in the cut, the speed of the circulating pump may be changed to suit the work, while that of the air pump remains unchanged. SPEED LIMITS IN SHOAL WATER. BY A. D. STEVENS. The retarding effect of shoal water on the speed of vessels is a well-known fact, and one that has been of special interest to the writer during the last ten or twelve years, in which he has been engaged in the de- sign and construction, and, to a considerable extent, operation of steam vessels in very shallow waters. In studying the problem of speed in this class of boats, it has been noticed that on certain routes, where the water was limited, all the fast boats that have from time to time been put on these routes in the effort to beat competing vessels have somehow lost their re- puted speed and proved no faster than their com- petitors. Knowledge of these things has prompted a closer study of the problem, and the absence of any data of value in marine engineering publications made it neces- Vacuum—Inches of Mercury. 24 25 26 27 28 Absolute Pressure—Lpbs. per Sq. In....... ec eeeeee ce ee oe 2.90 2.42 1.93 1.44 -94 Temperature of Steam = Sioo009 00000000000 2500000 141° 533° 125° 114° 100° Temp. of Condensed Steam = SS 1@G0000 0060000000000 131° 123° 115° 104° go° Final Temp, of Cooling Water = Fives. ..c.. cecesesessere 125° 117° 109° 98° 84° 1.00 1.09 I. 21 1.41 1.79 ‘ G@pocnooc00bb5 GaS5cb0000 00000000 9CDOND DODODODDNS -88 -93 1.02 1.16 1.40 S 162 184 | 218 284 455 4] os = - : v 1.05 1.16 1.27 I.51 1.95 CH 65 2... ca con wcecewcese ces veesicesicessiessricss cic -9I +99 1.07 1.22 1.49 = 175 204 242 327 $75 0 a = =a % 1.09 1.23 1.37 1.64 2.16 {3} Dao 000 00b000 60GB 0000000 DYODODGDG00GG9 d09006 .95 1.03 1.13 1.30 1.64 oe IgI 225 274 385 780 ° . ——— -- -——-—--—~ — — — ! a 5 1.18 1.32 1.48 1-79 2.43 Ex) 1 75 civic c vicleie« clelsieisiale/sielelalelele viele oleleleleieleleleleleinisielel= 1.00 1.08 1.19 1.39 1.80 < 210 252 314 469 1210 7] are Lc) 1.26 1.41 1.60 1.97 EWMoncconaap9a99enGGe a D000 ed0000000000000000 Tos 1.14 1.26 1.52 233 286 368 600 Upper line in each square = Surface by Whitham formula U = 210. Middle *“* ‘“ “ 4 Lower ‘“ ‘ “ an SQUARE FEET OF COPPER COOLING SURFACE AND POUNDS Shipyard Deal Completed.—The Bethlehem Steel Com- pany has been formally transferred to the United States Shipbuilding Company, and the organizers of the com- bination state that the shipbuilding company will start in business under the new management at once. ‘The capital has been increased from $20,000,000 to $45,000,000. Orders for two vessels have been secured. Consolidation of Oil-Producing Property.—It is report- ed that the various oil-producing plants of California are to be consolidated into a $20,000,000 trust. “Tank lines are to be laid from the oil fields to the cities of that state, and the object will be to build tanks for storage of fuel oil at the leading coaling stations all over the world. ‘Thirty of these tanks are already completed, and fourteen are now building. “ “< Poole +e U = 300. Pounds of Cooling Water per hour. OF CIRCULATING WATER TO CONDENSE IOPOUNDS OF STEAM PER HOUR. sary to try and find the underlying principle govern- ing speeds in shallow waters. From an obvious course of reasoning, it would seem apparent that the solution must be looked for in connection with wave-making: for, since any vessel going through the water creates a following wave, or, more correctly, wave of displace- ment, traveling at exactly the same speed of the boat, it then follows that no vessel can run faster than her wave of displacement, and the relation between this wave and the depth of water will be in a great measure the solution of the problem. Now, if the greatest speed of the boat is at the same time the speed of its wave displacement, then the great- est speed of a boat in any given depth of water is the greatest possible speed of a wave in that ‘depth. OCTOBER, 1902. Marine Engineering. 501 ‘According to the formula of Prof. A. G. Greenhill, in Encyclopedia Britannica, the speed of a wave in a depth h, when / is small in proportion to the length of the wave—which is always the condition existing in the case in hand—the velocity of such a wave is ex- pressed in the formula V-= gh, when V =velocity in feet per second, and / the depth of water in feet. By substitution, the formula reduced to knots per hour becomes = .089S°, when S= speed in knots, and is shown in the accompanying diagram. Therefore, grant- ing (1) that no vessel can outrun her wave of displace- ment, for, if she did, there would be a constantly length- oo is es ee a | CAS ea PEEEEEEE EC SP eisai aa fe eA ESS Beep od oe ae JETS 40 OEPTH OF WATER IN FEET 10 0 % 10 20 SPEED IN KNOTS PER HOUR Marine Brotncering CURVE OF LIMITING SPEED IN SHOAL WATER. ening hole in the water left behind her; and (2) that Prof. Greenhill’s formula is correct, then the following can be stated as the laws governing the speed of vessels in shallow water : First Law—The maximum possible speed of any ves- sel in shallow water is the limit of the speed of her wave of displacement in that depth of water, and, Second Law—The maximum velocity of a wave in any shallow water of a depth is V7 = gh, which is also the maximum speed of a vessel in the same water. So much for the theoretical part. The writer has made such observations as were possible during the last four or five years since he hit upon the above theory, and would say that, as far as could be observed in the course of practical experience with speeds of from 6 to 13 knots per hour with vessels of from 12 inches to 9 feet draft, he has found no instance where the speed exceed- ed that given by the formula, but that the behavior of every vessel seemed convincing proof of its correctness. In smaller craft, and with speeds from 10 knots down, many observations have been made, all showing that, no matter how much power, how light the draft, or how fast the boat in good water, it could not exceed the formula speed. A boat drawing but 12 inches, and going 8 miles per hour, slacked speed just as promptly where depth fell below that given for 8 miles as did one drawing 3 feet. The writer does not want it to be understood that the statements above are that all boats are equally fast in the same depth of water; for it is obvious that the size, and shape, and power of boats have much to do with their performance in shallow water. What is meant to be stated is that there is a limit of speed in each depth of water which no vessel can possibly exceed, but which she may more nearly approach the better she is adapted for shallow-water running. It is, more- over, certain that the effect of shoal water is often very apparent long before this speed limit is reached, and, if some series of experiments could be made in model testing tanks, possibly some law governing this effect could be discovered, or, at least, valuable data accumu- lated concerning the best form of hull for shallow waters. A notable instance of this shoaling effect was seen in the Evie City-Tashmoo race, a careful study of which will show that when the Erie City was slowed by the shoal water she was approaching closely to the speed limit for that depth. This article is given as the result of personal observa- tion and investigation, with the hope that others who ‘have been working on the same lines may be induced to give their results, and thus throw light on a subject which is of much importance to this section (Florida), at least. Dynamite Cruiser Dismantled.—The U. S. S. Vesu- vius, which was armored with three stationary. pneu- matic dynamite guns, is to be dismantled. The Secre- tary of the Navy has reached this decision owing to results of many tests of this gun, both in the army and navy. A battery of these guns at Sandy Hook, costing $300,000, was recently disposed of for $20,000. During the Spanish war the Vesuvius demonstrated, at Santiago, the uselessness of her armament, as none of the many shells thrown by her guns took effect. A New Diving Machine.—For the purpose of locating the wreck of the Rio de Janeiro, which went to the bot- tom of San Francisco bay about twelve months ago, John A. Bower has built a new form of diving machine which somewhat resembles a conning tower. It is of cast iron and large enough to carry a man, and has a powerful searchlight located in it, and an ingenious - mechanical arm is placed on the outside and operated from within, which can be used for picking up large or small boats or for fastening grapples. In this tower the inventor intends to explore that part of the bay where the wreck is supposed to be located. 502 Marine Engineering. OcroBER, 1902. SUGGESTIONS AS TO THE PREVENTION OF CORROSION OF TAIL=END SHAFTS.* BY JOHN BODDY. In placing a short paper before the members of this Institute, it is not my intention to raise a discussion on the causes of failures of tail-end shafts, but rather to describe the appliances which I have used for the pre- vention of corrosion, together with the system of lubri- cating such shafts and the actual results attained. The importance of the prevention of corrosion of tail-end shafts, and the necessity of lubrication in the stern tube, stern bush, and neck and gland bushes, will, I am sure, be agreed by all. If some of our members who have used, and are still using, appliances for preventing corrosion of tail- end shafts and for lubricating stern bushes will kindly give us their experiences I am sure we shall one and all derive some benefit. During the month of February, 1897, one of the steamers under my superintendence was lying in dry- dock undergoing repairs after grounding. The tail shaft at this time was uncoupled and drawn in for the purpose of being examined. It was then found to be in good order, with the exception of some slight cor- rosion which existed between the brass sleeves adjacent to the forward end of the after brass liner, and the lignum vite in the stern bush was worn down about 1-8 inch. This tail shaft and stern bush were the same age as the vessel, viz. two years. Owing to the corrosion that existed I decided to fit appliances by means of which the shaft and stern bush would be supplied with a lubricant at any time, either when the ship was laden or in ballast trim, and by this means I hoped that further corrosion of the shaft would be pre- vented. A hole was drilled through the top of the stern tube, just clear of the forward end of the stern bush, to which were fitted a stopcock and a copper pipe, 1-2-1inch bore, leading from top of stern tube through the peak tank, after store room and poop deck, and terminating in the cabin companion. This pipe is shown at A on the sectional drawing herewith appended, and was fitted for the purpose of conveying a lubricant to the tail-end shaft and stern bush. This copper pipe was fitted with bends in the peak tank and after store room to enable it to better adapt itself to any working or vibration that might take place, and secured with clips in the peak and store room. In order to facilitate oil being poured into the pipe it was made funnel shape at the upper end, which was left open. The object in drilling the hole in the stern tube close to the forward end of the stern bush was that the oil, after entering the stern tube, would, in addition to lubricating the stern bush, be conveyed the whole length of the shaft by the outside water pressure, and by this means the shaft between the sleeves would be coated with grease. At the under side of the stern tube a drain pipe was fitted and led through the peak bulkhead, with a stop- cock fitted on the forward side of bulkhead; this pipe was for the purpose of draining the stern tube clear of sand, grit, or other foreign matter. *Paper read before the Institute of Marine Engineers. The chief engineer's instructions were that, at the earliest possible opportunity after the vessel left a port and when the engines were in motion, he himself must empty into the funnel at the top end of the oil pipe one-half of a pint of engine oil, and repeat this every morning while the machinery was working. The oil used for this purpose is the same as that in use for lubricating the engines. About four months after this oil pipe was fitted the vessel was chartered to proceed from Newport, in bal- last, to Barry Dock to load outward. I then took the opportunity of making the trip with her, and before leaving Newport the bent copper pipe was disconnected from the stern tube and a temporary straight length of iron pipe substituted. After the vessel was clear of the port, and when the engines were running full speed ahead, I emptied one-half of a pint of oil into the top of the iron pipe. About ten minutes later I passed a sounding rod down the pipe and rested the point on the top of the tail shaft. On withdrawing the rod I found it indicated a depth of 1 1-2 inches of liquid, the shaft at this point being immersed about 2 feet. After the vessel was moored in Barry Dock, and the engines at rest, the sounding rod was again passed down the iron pipe, when it indicated a depth of about 2 feet of liquid; this corresponded with the shaft’s immersion. During the run from Newport to Barry I went along the tunnel and saw that a soapy lather was oozing round the shaft in way of the stern gland. The engineer informed me that when the engines were working there was always a soapy lather at the stern gland. At intervals during the past four and a half years this vessel’s tail shaft has been drawn in for examination, and on each occasion it has been found thickly coated with grease the whole length between the brass sleeves, and quite clear of corrosion or water marks of any description. The lignum vite in the stern bush showed very little, if any, further signs of wear since the oil pipe was fitted, until the examination was made, viz.: During the month of March this year, when, owing to the vessel having grounded badly, she was placed in dry- dock, and, in addition to other parts of the engines be- ing opened out, the tail shaft was recommended to be drawn in for examination. On examining the tail shaft it was found, as on pre- vious occasions, to be thickly coated with grease between the brass sleeves, and no corrosion or water marks of any description existed; the lignum vite in stern bush was found to be badly cut and damaged, and a quantity of sand and grit was found inside the stern tube. The stern bush, after having been in use for six years, was taken out, relined with lignum vite (end grain), ma- chined, and replaced. The stern tube was cleared of sand and grit and washed out, and the tail shaft, which had also been in use six years, was refitted and coupled. Other steamers under my superintendence are fitted with appliances similar to the one I have described in this paper, for the purpose of lubricating the tail shaft, stern, neck, and gland bushes, and so far have given satisfactory results. To prevent corrosion of tail shafts at the forward end of the cone, the best means I have found is to have the propeller recessed, and the brass sleeve on the tail shaft fitted and projecting into a recess about 3-8 inch, with an india-rubber ring fitted OCTOBER, 1902. Marine Engineering. 503 in the recess, fairly tight, between end of brass sleeve and end of recess in the propeller. On the accompany- ing sectional drawing of tail shaft and stern tube you will observe, as shown at B, a suggested oil pipe ar- rangement for conveying oil from the deck to the ‘stern bush, delivering the oil about 2 inches inside the after end of bush. I have not tried or tested this means of lubricating the stern bush, but I am of the opinion that if oil was conveyed and deposited at the after end of stern bush the outside water pressure would be suf- ficient to prevent the oil escaping outward, and force it the whole length of stern bush and tail shaft, and thus the stern bush would be lubricated, the tail shaft pro- the drain pipe. He pumped the stern tube full of vaseline, and gave instructions to the engineer to fill the I 1-4-inch pipe every day until he found what quan- tity he required to use. Most of the systems he had seen and heard of had a stern gland outside. He should like to ask Mr. Boddy if his experience led him to think that it was quite sufficient to have the pipe with- out the outer gland on the stern bush, whichever way it might be fixed. The speaker’s shaft ran on white metal, without sleeves. It had been running about twenty months, and he had left the outer gland off, with the idea that if he had a head of oil he could force the water out. So far he had found it work all right. If POOP DECK ‘ PEAK TANK TOP lll Marine Engineering METHOD OF LUBRICATING STERN TUBE TO PREVENT CORROSION OF TAIL SHAFT. tected from corrosion between the sleeves, the neck and gland bushes would also be lubricated, and the lifetime of each would be considerably prolonged. DISCUSSION. Mr. W. Simpson said presumably the method of lubrication described answered its purpose, as it was not often they heard of a tail-end shaft running for six years. Whether lubrication, however, was all-sufficient was questionable. They had heard members prove to their own satisfaction that it was the fitting of sleeves on to tail-end shafts that was the starting of corrosion. He was afraid that when once corrosion started it could not be stopped. Mr. Boddy spoke of half a pint of engine oil being put down the pipe. It seemed to him it would take a long time before the oil reached the shaft and did any practical lubricating. Some time ago he adopted a similar plan to that described, but without he had a gland and the thing was neglected he would have no lubrication, whereas without a gland he still had the water, the same as he had before, only his was working to white metal, and this of Mr. Boddy’s was brass to lignum vite. Mr. T. A. Johnson said they required to first re- member that the real cause of the corrosion of a shaft was galvanic action. In his experience he had come across shafts where the element of corrosion was absolutely eliminated by a patent stern tube, and the shaft broke just the same. A favorite remedy advo- cated was a continuous liner. A superintendent engi- neer had told him of the case of the City of Rome, where a shaft, 25 1-2 inches in diameter under the sleeves, of Whitworth’s compressed steel, over 20 tons weight, with a very heavy propeller, had been running since 1880. No corrosion, no breaking of the shaft. With regard to the paper, he did not know whether Mr. 504 Marine Engineering. OCTOBER, 1902. Boddy inferred that the stern tube was empty when the ship left the dock, or whether it was filled with oil prior to the vessel leaving. He presumed Mr. Boddy first filled the stern tube. (Mr. Boddy: No, sir.) Well, he had not come across the practice, but he could quite understand that the centrifugal motion which took place in the water must mix up the oil, which would gradually work on to the shaft. Yet he should have thought it advantageous to give the shaft a start by putting the oil in direct. ‘There were other causes of fracture which should not be lost sight of besides corrosion. As they knew, he had been located in a place which was the back door to the Atlantic ocean, and of broken shafts which came in their name was legion. There was, for instance, the friendly tap of the engineer to harden up the nut. This was the cause of fracture in one case. Then he had seen lots of shafts from which big pieces had come out, the size of your fist, showing that the homogeneity of the shaft had been doubtful. But the whole crux of the matter lay in the fact that shafts had been too small in diameter. With a larger shaft they would get longer lives, which would be a bad job for the poor unfortunate ship repairer. Another cause of mischief to shafts arose from the piece of india rubber which Mr. Boddy described as introducing between the propeller and the end of the liner. Great care needed to be exercised in fitting on the rubber. He had come across four cases where the slackness of the propeller was due to the fact that the india rubber could be screwed up into sucha position that it had the back tendency of a very strong spring, with the result that when the propeller was hard up against it the tendency was to drive it off. Mr. A. R. Watson said a half-pint of oil seemed a small quantity to result in such benefit as Mr. Boddy _ claimed. Then he thought Mr. Boddy was wrong in the proposed lubrication of the shaft 2 inches from the end of the bush. He could not see anything to prevent the oil simply going straight out, unless there was a circulation of water coming back over the tube, which they could not have unless there was a very large drain cock running into the tunnel all the time. His ‘own experience was that exceedingly satisfactory results were obtained from plain shafts running on a cast-iron bush, with an outside gland. One such shaft had been Tunning over two and a half years, and the last time it was drawn in it had worn barely a thirty-second part of an inch. This was not guesswork, but from a gage made at the time the shaft was fitted new. In a good many cases of accidents to lubricated shafts that had come under his notice the defect was due to the faulty fitting of the lubricant. They could not expect to retain in a stern tube oil which had a natural tendency to flow outward and upward. Some of the older shafts with which he had to do had been running in solidified oil for about six years, with satisfactory results, both as to the wearing of the shaft and of the lignum vite. Mr. D. Roberts could not reconcile the figures given by Mr. Boddy as to the sounding rod and the depths of liquid found upon an occasion ten minutes after the first. He presumed that the point of the paper was: that by getting oil on to the shaft water was prevented coming into contact with the shaft, sea water on the brass being the prime cause of corrosion, and the effect of sea water setting up galvanic action. It might be that the action of Mr. Boddy’s oil had pre- vented an inflow of sea water into the tube.. He should like Mr. Boddy’s opinion upon this point, because he had never seen the experiment tried. He knew of a shaft with a liner in white metal which had been running for a period of eight years, the ship trading in dirty water and sand. The shaft was fitted with a pipe similar to that described, but a fixed quantity of oil was not put in, the oil being kept a certain head above the stern tube, the head being proportionately reduced when the ship was in light trim. ‘The white metal was renewed last year, after eight years. On the other hand, he had a shaft the other day, barely two years old, with a very severe fracture, although there were few signs of corrosion. He considered the quality of material had a great deal to do with shaft failures. He had examined the shaft of the City of Rome, re- ferred to by Mr. Johnson, with the Board of Trade In- spector, who demanded that a hole be driven at certain points through the liner. The metal came out perfectly clean, there being no sign of corrosion. At that time there was some doubt as to the after end of the liner. The propeller was fitted with a rubber ring, and there was no sign of corrosion in the position occupied by the ring. The ring was fitted just sufficient to touch the propeller when it was up at its highest position. Mr. Simpson asked Mr. Roberts if there was an outer gland on the shaft he had spoken of as running eight years. Mr. Roberts replied in the negative. Mr. C. W. Hansen asked if Mr. Boddy had the drain cock open at the first suffusion of oil. If not, how did he account for its getting down there at all? The discussion was then adjourned. (To be continued.) Monthly Shipbuilding and Returns——The Bureau of Navigation reports 119 vessels of 31,469 gross tons were built in the United States and officially numbered during the month of August, 1902. The largest steam vessel included in these figures is the Siberia, of 11,284 gross tons, built at Newport News, Va., for the Pacific Mail Steamship Company. Wireless Telegraphy.—Admiral Bradford, who is in charge of the naval experiments in wireless telegraphy, has reported that by the Rochfort system messages have been successfully transmitted between Washington and Annapolis. Three other foreign systems are soon to be tested by the Navy, but it is evident from Admiral Bradford’s report that the United States is far behind other nations in the use of wireless telegraphy. Steam Turbines for Merchant Ships.—The application of the steam turbine to marine propulsion so far, with the exception of the two Clyde passenger steamers, has been confined to pleasure or naval craft. However, in asking for proposals for a new steamer for the Irish Sea service, the Lancashire and Yorkshire Railway Company invite alternate proposals for the ships to be equipped with the ordinary twin-screw reciprocating en- gines, and also for steam turbine propelling engines. The speed required is 17 knots, which is to be attained on the minimum of dimensions consistent with securing the accommodation necessary for a large number of passengers and cattle—EHngineer. OCTOBER, 1902. Marine Engineering. 595 A Collision Bulkhead in Service. The accompanying illustration shows in a most striking manner the possible utility of the collision bulkhead. Neither the name of the ship nor the de- tails of the collision in which she took part are neces- BOW OF A STEAMER AFTER COLLISION; THE VESSEL WAS sary to point the lesson which is here taught. The one fact which the illustration emphasizes is that in this case, at least, the bulkhead was the salvation of the ship. It will be noted how completely the bow has been torn away, and in part folded over on the bulk- head, which, on the upper part, seems to have been overlaid with planking. The inrush of water through a gaping rent, such as here shown, would, without the bulkhead, have soon filled the ship, settling more and more by the bow as the water came in. Many similar instances have occurred, and the collision bulkhead KEPT FROM SINKING BY THE FORWARD COLLISION BULKHEAD. needs no emphasis placed on its possibilities for good. Rarely, however, has it been possible to show so clearly by photographic reproduction the extent of the damage and the condition of the bow after the collision as in the case illustrated in the above en- .graving. 506 Marine Engineering. OCTOBER, 1902. Improvements in Shallow River Navigation. The systems of propulsion available for shallow river navigation are: Firstly, by paddles, one being placed on each side of the vessel, which system is familiar to every one accus- tomed to travel on European rivers. Secondly, the stern-wheel system, the paddle wheel being in this case placed at the stern of the hull. This plan is adopted to a large extent on the rivers of North and South America. Both these systems have the dis- advantage of reduced efficiency when the vessels are loaded and consequently deeply immersed, unless feath- ering wheels are adopted, which is a device costly to maintain in good working order. Also the weight of this class of machinery is great, and the space occupied considerable, as compared with a screw-propelled vessel. Moreover, the wheels, especially in the side-wheel sys- tem, are exposed to damage by floating timber, and in any case the width of channel required with a side- wheeler is increased by the width of the wheels. The ordinary screw-propelled vessel is not applicable when the draft is very limited, on account of the want in modern times to a considerable extent, notably in a number of shallow-draft gunboats built for the British Admiralty for service in East Africa, on the Nile, and, more recently, on the China rivers. The two last gun- boats of this type that have been sent out to the East bore the names of the Teal and Moorhen. For gun- boats there is no doubt this system offers special ad- vantages, but for cargo-carrying purposes, or for towing, where there may be large variations of draft, it in- volves a loss of efficiency when the vessel is loaded, owing to the after end of the tunnel being lower than is required at the deep draft, the rush of water from the screw striking this inclined surface, thereby form- ing a serious drag. At the same time, when the vessel is in its lightest condition it is necessary that the after end of the tunnel should terminate below the level of the water; otherwise air will gain access to the tunnel and completely upset the system, because in the event of air being admitted the propeller no longer works in solid Now the improvements recently introduced by considerably of the water. Messrs. Yarrow and Company secure increased efficiency in the loaded condition “e “ DRAUGHT LIGHT WITH STEAM UP 11 IN. Marine Engineering fs LENGTH 75 FT. BEAM.9 FT. 3 IN. SPEED 91/2 MLS. PER HR. WITH 10 TONS LOAD 201N. 6 OY 6G ab GG ‘6 20 (6 28 IN. 6a TYR eG 48 4G SHARLOW-DRAFT LAUNCH, ILLUSTRATING YARROW STERN. of ample immersion for the propeller to secure efficiency. There is a third system of propulsion for shallow-river navigation, consisting of an arrangement of screw pro- peller which has been brought forward prominently of late ; it combines the advantage of a large propeller com- bined with a draft. The propeller (or pro- pellers in the case of twin or triple screws) revolves in a tunnel formed in the bottom of the hull, near the stern. The upper part of the tunnel is considerably above the water line. shallow This tunnel is semi-circular at the top, and dies away forward toward the midship of the ves- sel, and also toward the stern aft, the propeller revoly- ing in the tunnel at its highest part, the height of the tunnel at this place being a trifle greater than the diam- eter of the propeller, so that its lower blades are slightly above the bottom of the boat, and therefore there is When the boat is at rest, the upper part of the tunnel above the water no risk of their striking the ground. line is filled with air, the water line in the tunnel being level with the water outside, but the moment the pro- peller commences to revolve the air is driven out of it will be seen excess of the the tunnel and replaced by water; thus that a propeller whose diameter is in draft of the vessel is enabled to work efficiently in a solid column of water, although not projecting below the bottom of the hull. This system has been adopted draft. hinge, suit the variations of works on a raised or lowered to immersion of the _ vessel, vessel and admit of large The after part of the tunnel so that it can be variations in the - after end always being a trifle below the water level. It is easy to understand, with this arrangement, that the minimum inclination of the top of the tunnel to suit the conditions of draft can be adopted, and the serious reduction of efficiency due to the inclined surface of the tunnel is materially diminished; when the vessel is load- ed so that its draft equals the diameter of the pro- peller, the reduced efficiency due to the rush of water striking the inclined surface of the tunnel is entirely avoided, as: the after part of the tunnel would, in this case, be horizontal. The design shows a longitudinal section of the vessel recently tested. It is 75 feet in length by 9 feet 3 inches beam, and has a draft of 11 inches with steam up, but without cargo. A complete series of experiments were made to ascertain exactly the advantage due to the variation of inclination of the after part of the tunnel. It will be seen from Fig. 2 that the flap A B, forming the upper part of the tunnel, moves on a center B, and when raised up to a horizontal posi- tion the point A coincides with the point C. The usual plan is shown on Fig. 3, the after part of the tunnel be- ing fixed. Fig. 1 shows the flap raised to its fullest ex- tent; Fig. 2 shows the flap lowered to its fullest extent, OCTOBER, 1902. Marine Engineering. 507 corresponding to the maximum and minimum drafts of water. The curves of speed and power have been worked out for all conditions of draft. The draft light with steam up was II inches, and the speed 9 1-2 statute miles an hour. With to tons load the draft was 20 inches, and the speed was 8 1-4 statute miles an hour. With 20 tons load the draft was 28 inches, and the speed 7 3-4 statute miles an hour. Now, taking as an example an average load of 10 tons, the same power is required with the flap lowered (which corresponds to the usual form of construction) to get 7 1-2 miles an hour as, with the flap raised, gives 8 miles an hour. That is to say, there is a gain by rais- ing the flap of 1-2 a mile an hour, the power remaining Machinery Tests of the Steam. Yacht Wacouta. The steam yacht Wacouta, originally named Eleanor, was constructed by the Bath Iron Works, Bath, Me., 1893-94. The vessel was built for William A. Slater, of Norwich, Conn., and was especially designed and constructed as a deep-sea cruiser for circumnavigating the globe. Her voyage around the world proved very successful, steaming and sailing, as she did, 42,406 miles in sixteen months. The yacht is bark-rigged and carries an unusually large coal supply. In 1896 the Eleanor was chartered to various prominent yachtsmen, and in 1898 she became the property of Mrs. Cardeza, of Germantown, Pa., who, after using the vessel about two years, in turn sold her to James J. Hill, of St. Paul, Minn. 40 <, oo 20 ie ! l 7 7™M™ 7Ve 7A 8 By, BY. 8% 9 WA 9%. 9% 10 SPEED IN STATUTE MILES PER HOUR Marine Engineering CURVES OF SPEED AND POWER, 75-FOOT SHALLOW-DRAFT LAUNCH. the same. Now, assuming that the power required is proportional to the cube of the speed—which is nearly correct—the relative efficiencies will be approximately as 4 is to 5; that is to say, there will be a gain of 25 per cent. It was the loss of efficiency due to the water striking the inclined surface that has probably prevented this system being more extensively adopted for vessels having variations in draft, but this difficulty, it will be seen, has been avoided by the present device, and Messrs. Yarrow and Company are of opinion that for light-draft steamers this system of propulsion will probably become extensively adopted, because by this means a better com- bination of speed and shallow draft is obtained than by any other, together with efficiency with large variations of load. It will be noticed that the propeller, owing to its being enclosed all round by the hull, is free from risk of dam- age from floating obstructions; at the same time, it is readily accessible by means of a door placed at the top of the tunnel. Japanese Shipbuilding—The several Japanese ship- yards have recently booked orders for many large new steamers. The Nagasaki Dockyard and Engine Works are building four steamers of 6,000, 5,400, 2,500, and 1,900 tons respectively, the larger ones being for the Japan Mail Steamship Company. ‘The other yards have four other ocean-going steamers under Way. The principal dimensions and features of the yacht are given in the annexed table. I.H.P. = 321. M.E.P. = 69. MLE.P. = 33:1 HiPs=1673: = oa M.E.P. = 8.83 I.H.P. = 257. Marine Engineering INDICATOR CARDS FROM THE WACOUTA. The machinery was likewise built by the Bath Iron Works, and during the past winter it has been over- hauled and the entire propelling plant modified by the 508 Marine Engineering. OcrToBER, 1902. Eastern Shipbuilding Company. ‘The latter company has also made extensive alterations in the hull and added a large pilot house forward, which has much improved the appearance of the ship. There is a three- cylinder, triple-expansion engine. The cylinders rest STEAM YACHT WACOUTA, BELONGING TO MR. JAMES J. upon cast-iron housings at the rear, which form part of the condenser, and upon wrought steel columns at the front. There are two main boilers, and one vertical NAME—Wacouta. LAUNCHED—1493. NATIONALITY—American. BUILDERS—Bath Iron Works. On May 3, 1902, the Eastern Shipbuilding Company conducted machinery tests off New London harbor, un- der the direction of Superintending Engineer Wiiliam A. Fairburn, and the result of the observations made cannot fail but prove of interest. The sea was calm, with no HILL. wind, a slight mist prevailed, and the atmosphere was very heavy and damp. The vessel was in normal sea- going condition and had a foul bottom, not having been Type—Steam Yacht. OWNER~—Jas. J. Hill, Length over all re oin. load water line...... 9000000 So) TO ihe Molded beam 0 Gs HY depth AE Sk, 00000006 5 Cd oe se oe Depth of hold . BNIOOO 6 sf Mean draft 0 : oS ‘* with keel UG praft EB 55009000090000000000000000000 Overhang forward 0 se % aft T@, © ee in, aft, . y Dead- rise midships 13s SS Tumble home midships to deck. ‘Se Gross tonnage 803.8 tons Net Displacement ..... Area midship section. Wetted surface Block coef.. Midship section coef.... .... 9000 Ratio length to beam........ S00 s ce depth “ beam “ee Number of decks Spacing of deck beams.... tubular boiler which is 55 inches in diameter and Io feet 6 inches high. An independent feed pump, circu- lating pump, ash-ejector pump, fire pump, feed heater, fresh and salt water sanitary pump, ventilating blower, forced draft blower, ice machinery, two dynamos, steam steering gear, steam windlass and evaporator are fitted, and bilge and air pumps are worked from the main engine. Spacing of frames Number of water-tight compartments 18 Deck erections..One large deck house with pilot house forward over same. Sailfateaueertrmeleretlererels 00 Coal capacity.......... 5000) 6a 0 Water-tank capacity Engines, number ‘Diameter 130, 1% cylinder , Wi, De I, 11129 sq. ft. g in. Total H So 90a9e000800000 0000100 4,016 sq. ft. G.S.. ; . im Ratio H., S. to Gs Ratio G. S. to calorimeter Diameter of boilers Length Ae vc Diameter of furnaces .. . Number of furnaces, each boiler Coal per I, H. P. average . docked for nine months. During the test all the auxil- iaries were run from the main boilers. During runs one, two, three, four, and five, the ice machinery, the evaporator, and No. 2 dynamo were not running, the soil ejector, steering gear in operation, also dynamo No. 1, ventilating engine room blower, and the sanitary pumps. In test No. 6 all the auxiliaries except the evaporator were in operation. 509 me ineerin Marine Eng OcTOBER, 1902. S1fx oSi'r Lez*1 Lior gtr zoy £°¥S 1¢p ofS glz G11 gol 0} g6 £g 03S ‘¥g Sah 98 aSe1DAR g6 03 0g SzI a3eIDAe QfI 0} ZIT S'gz ooh ‘SqIT 9 6-zr oor'r gfotr ofS z9°6 Ge fe z bl 06z 6ge Lge Sz1 *‘VLNOOVM LHOVA NVALIS AHL NO NANVL Viva 'IVIdL Sgr1x $66 rl bb BOD ROS COCO. CODD DOA preset ‘paads L06 $°SgS S*rbz 6zg |* uni s1tjUe JO} ‘q “H ‘J “esaV 106 SSeS | gh-1bz 6g [rrrrsseeseeeeeeeeeg Bry TeIOT, bezt 10°vz i al AD ‘d “J 0} porlojol ad “AW gL'g AS giz 9"1 C000 a ‘qc = 1'0f Lrzz SL Ad 8 ¢ 09 BONO + ‘d ‘I ” 83°89 cls zz-Le SHI || OOS 2000 JepurfAo ‘gH ‘ad HW zSz | S-frr | 6271S Wie [oooocb Gl AE gD Gp Lee viz | 61'1g AKA |]P90000 on “Gl IL gg 73 git gz 601 Gof |****19purTAo ‘gq “H jO'qd ‘HT oz S*for | g1'9L vey | tts: oynurar tod suornjoasy L6 $36 36 66 “ueq ‘MOOI oIg,, 0g 3°6L 0g og | '"** eq ‘moo1auT3ua—,, gy ooh Ser gh ‘Yey ‘1o}eM vos, 8g 16 gL “4g |****aS1eyosip p.qioao 3 Li S*r11 $29 19 ‘yey “Sop ‘Jem joy jo'dmay ¢z gl ¥'gi Ov ‘a7O1S o]qnop duind psa ogf Ooze zoz ogr | *** - ‘asa dmind suyeynoi1p *sqy SL:z Sgri S11 Ir |eA “Ur i O20 tea 1 SLiy S-9z 8 ° 1, ‘det “d “JA ‘sserd mea3s 1S1 SSI o-Scr GSSr |-* ,, ‘srayroq %) “XP Lehr G-1S1 pS PSI |'** ,, ‘soursasa - we QP $S3 SSD SSI |'*""sq| ‘sto[1oq 3 ‘ssoid m1e3a4S Z-19% | ¥-f oz | z-1 lz gz mreisheleieishtle ‘soyout ‘mnnoea 611 for SSL SpA? \900000 = », TANWIOTA Iz1 Sfor [ifs nf |] p00000 » WINWIxel gl'ozi | br'for | 91°9L pep |oess*soinurur tod ‘aor a3 eIoAY Sog't fore Sgz‘e O6L'1 |**AdT suUISUa Jo IaqminuU [e}0] of of of Le SONU ‘SUII} JO poliog ‘vy ‘ON ‘SON @ ON | ‘1:ON Burwoubug aur. or 0% 0€ OF 0g S - o SNOILNIOASY S > ire) 06 00T OFT OeT O&T OFT ins &I or TT SLON™M NI G33dS Or 6 8 i pes 00r 006 00€ OOF +} 00S 009 002 008 006 ~N35 Yay dg OO00T OOTT O0GTE OFT OeT OLE OOT 06 SNOILNIOASY 08 0g OF O08T *d°H'l OT = s N39 Yad di1s oO mm ST (co 510 Marine Engineering. OcroBER, 1902. EXPERIMENTAL ELECTRIC LAUNCH.—II.* BY PROF. OSWALD FLAMM. (Continued from page 342, July, 1902.) The boat was given the usual form of modern tor- Following is the schedule of weights: pedo-boat stern. NOOPrWOND — oO 408 pounds per horse power. ‘This is admittedly an excessive value and leads us to look for an effort, and we may hope an effective effort, on the part of the electrical engineer to reduce such weights to lower values. In reference to the electrical equipment it should be said that the entire battery was of the so- cs S HORSE POWER 20 10 Marine Engineering 50 & 40 2 E z iva} re) 30 a 20 —_—|- = $ at Pei : 10 —_— “Vg . ys Ss Ps 0 2 Ls 8 10 y KNOTS FIG. 7. lull fandideckshousemaneeeeeerein 5.944 tons. called “dry cell” type, a form of cell which for marine Stern tube, shaft, and propeller.... .207. “ Motive power equipment.......... Il.049 “~ Having reference to the power trials to be presently described, the weight of machinery equipment was about *Translated from Schiffbau, February 23, 1902. work has the advantage that in the heaviest sea, and no matter what the motion of the boat, the performance of the battery is the same. In order to conduce to light- ness of motor the revolutions of the shaft at full power were taken as not less than one thousand per minute. OCTOBER, 1902. Two propellers were fitted on the shaft, one aft of the other, and determinations were made regarding the di- mensions and working relations of the propellers. ‘The controller arrangement provided for three grades of power and speed. In order to reduce friction losses as much as possible, the thrust bearing was made of the ball-bearing form, and to provide for the elasticity of the boat the nickel-steel line shaft was coupled to the motor shaft with a universal coupling, an arrange- ment which proved very satisfactory in the trials of the boat. Marine Engineering. 511 : : Projected Number. | Diameter. Pitch, INA, -39 59 59 .50 12 In the accompanying figures are shown curves of horse power, slip, and revolutions for these various pro- pellers. Of especial note is the wide range of slip and 1400 1200 In September, 1901, the boat was placed in the water -and after a short trial on the Havel went with her own power to Stettin and then to Swinemtinde. ‘There triais were carried out, and in stormy weather, which showed the seaworthiness of the boat in a very gratifying man- ner. The speeds reached on these trials were not such as to warrant any general conclusions. .’The two pro- pellers fitted were of the following dimensions: IDEN roq0000 —soade HoCDDOOOGHOBOCOO 00080000 1.48 ft. - Pitch 000000 e000 odn00000000 90000..e0 oon Lexy IRSA AGRA, 59000 0006000000 0000000000000000 .39 sq. ft In order to investigate the influence of the projected area of the propeller blades, a second pair of like con- struction was fitted of the following dimensions: Diameters o0d00000 00 UofA Tie, Pitch 5900000000 ncegoda Met BRN SAKe! AGRED, co GoooG0C00o 65 ono ~~ ~o0G000 59 sq ft The entire series of tests indicated that these pro- pellers should give somewhat better results than those first fitted. Regular and complete tests, however, were not carried out till November on the Tegeler See. In these tests the speed was not taken over a measured mile, but by three carefully rated patent logs. The speeds of Table II. relate solely to the indications of these logs. In connection with the later trials, extended tests of propellers were made of the following dimen- sions: 800 REVOLUTIONS. 600 400 Marine Engineering the especially low values to which it was reduced in certain cases. These, however, gave an uneconomical result. Note may also be made of the performance of the large propeller, whose area was equal to that of the two small ones. In the results there often appeared to- gether higher slip and lower horse power with greater speed. The highest speed reached lay in the neighbor- hood of ten knots. The trials of this boat indicate at least that we may hope, through the further combined efforts of the elec- trical engineer and the shipbuilder, for further and still more satisfactory developments in electrical boat pro- pulsion. TABLES I. SERIES I. One Propeller, No. 1, aft. Sea smooth, Speed Wind Battery| Motor} Am- ROS Revo- Sli renote * | Volts. | Volts. | peres Mintor lutions. P 4.48 | against 80 76 48 4.96 522 -470 4.58 with 80 76 46 4.75 526 .460 7.50 | against 80 76 155 16, 768 398 7.50 with 80 76 150 15.5 766 .398 7.50 | against 157 75.5 75 15.4 780 .408 7-42 with 156 75.5 75 15.4 770 -408 g.78 | against| 149 144 258 50.5 II05 453 9-74 with 148 143 254 49.4 1105 457 512 Marine Engineering. OcToBER, 1902. SERIES 2. SERIES 7. Two Propellers, No. 1. One Propeller, No. 4, aft. Light wind. nt ee = | = Speed Horse Speed Horse a Wind Battery Moree Am- |power at akon Slip in Wind. |Battery; Motor| Am- |power at|. Revo- Slip Knots USD || WEED IDES | Tare || . kKenote Volts. | Volts. | peres. | jyotor, |!utions. | 5.22 | with 81 78 50 5.03 477 324 9.63 with 154.5 146 255 50.6 IIIO .962 4.52 | against 82 78 53 5.62 461 +395 9.20 | against | 150.5 142 251 48.5 1110 .962 7.62 | against 80 7 177 18.25 | 688 317 922 |against| 150 142 215 41.5 1018 882 7.66 with 80 76 177, ‘|| 18.25 | 695 -319 7.65 with 156 150 70 14.25 757 656 7.88 with 157 152 87 17.95 | 2695 298 7.38 | against 80 75 149 15.20 757 656 7.74 | against 158 152 go 18.60 692 308 5.58 with 80 38 43 2.22 528 458 + 10.12 with 150 144 302 59.00 1010 382 9.94 | against 151 144 305 59.60 1020 «400 SERIES 8. SERIES 3. One Propeller, No. 5, aft. Rough water. One Propeller, No. 2. Sea smooth. Speed Horse- { in Wind, |Battery| Motor} Am- | power at|,Revo- Slip Speed |, |Battery| Motor | am Horse eeen Knots. Volts. | Volts. | peres. | ygotor, |Llutions. in Wind. os ey |Powerat! tena Slips Knots Volts. | Volts. | peres Motor. stitoms is _ | 4.56 | against 80 78 58 6.15 443 .107 E | 5.22 with 82 78 54 5.72 447 .0002 3.96 | against 82 78 48 5.08 | 508 520 7.88 | against 80 77 186 19.45 668 .0002 4.48 with 8I 78 50 5.30 510 -458 7.74. with 80 77 183 19.15 670 .000 7.62 | against SI 77 162 16.95 758 -400 7.98 against 156 152 92 19.00 675 00025 7-48 with 81 77 158 16.50 762 -395 7-74 with 156 150 QI 18.60 677 .O1 7.60 | against 158 152 76 15.70 760 -390 9.60 against 148 140 315 59.98 984. 153 160 with 158 152 76 15.70 753 383 9.60 with 147 140 312 59.20 970 143, 9.88 against 149 144 265 51.80 1095 444 9.88 with 150 144 265 51.80 1088 -440 — TABLE II. SERIES 4. Economic RESULTS. One Propeller, No. 3. a a | o - w Sum e u UV Orn wn E Speed Horse ae 3 2 4 wn in Wind. |Battery| Motor} Am- |power at| REVvO- | Slip. v a Bi 160 z aM s Knots. Volts. | Volts. | peres. | yzotor, |lutions a : 3 Bat CAS | Gi e | 3 g |¢.|-—_ >| 8 | 82/8 Bs 3 we ing ay oes este sae : % ae i=] Ay os | 04 oar a oy hort KO “31, || aga00000 82 80 50 5.44 520 313, = A no lug . ou! aM Ou | OM Ghee. | eceoaeae 82 78 152 16.10 782 165 zy Y S| site| Wistez] Be) Ae | go | og | oF 7-54 | aeeee oe 161 156 72:5 15.35 780 164 a 3 3 Sa |cs =} 25 as Blam | os cloomllleres cae 154 | 147 | 265 51.00 | 1138 | .265 @ | tt |) Ne leo ees aS |e lB 1S 10.00 | 59.30 | 43600 3 30 | 66500 | 200 | 20.00 | 178 | .112 | 6.64 7-70 | 18.10 | 13450 | 13 | 100| 19500 | 254 | 25.40 | 234 | .109 | 1.97 SERIES 5. 4.90] 5.30| 4060] 45 | 220}, 5660 | 254 | 25.40 | 238 | .107 | .57 Two Propellers. Forward No. 3, Aft No. 2. Speed ; Horse in Wind, |Battery) Motor) Am- |power at| Revo- | slip Knots Volts. | Volts. | peres, Motor. |lutions. A 3 2 ce BS : Shamrock III.—Sir Thomas Lipton is building a third ; p i challenger for the America’s cup, to be called Shamrock 3.82 | against 31 3s 55 5.67 5 .40 . 5 A AS See 80 38 55 3.67 AB! Be III, The yacht, which is to be of sloop rig, has been es aceine os re au ee a A designed by Mr. William Fife, in consultation with Mr. de] a / Lies ~ C le 7-74 |against| 157 75-5 85 17.40 686 17 Watson, the designer of the former Shamrocks. 754 with 157 75:5 82 16.85 690 22 9.88 | against 146 139 293 55.30 1000 29 . “ a : * Ba || eRe 36 || ae 75 ie oo8 33 Fuel Oil on the Pacific. It is stated that over sixty steam vessels sailing from and about the bay of San : Francisco are using crude oil exclusively for fuel. ‘This ane ve number includes small tugs, river boats, ferryboats, coasting steamers, and transpacific ships. One Propeller, No. 3, forward. Sea rough. Barges for Manila.—A fleet of steel barges for use in Speed Horse Manila harbor, for lightering freight between the shore in Wind. |Battery) Motor) Am- |power at] R€VO- | Slip. d Say (ify : as : : Th Knots Volts. | Volts. | peres. | yygotor, |lutions. and steamers in the port, 1s now in active service. e , fleet includes nineteen barges in all, six of which are ‘5.12 | against 83 9 AA 4.66 508 is steam. The vessels are owned by the Philippine Trans- "5.36 with 82 39 47 4.98 513 .10 : ; ay Boo. legetaes Be 4 seve lleersics oH ae portation and Construction Company, and it is expected 7.20, wath 8o 7 152 | 15.70 762 18 that their use will greatly reduce the cost and facilitate $.62 agains I5t 140 214 40.70 1005 .26 9 : 5 “4° . 8.74 | with 146 139 211 39.80 1000 26 the handling of freight in the Philippines. The barges 8.67 | against 142 135 260 47.70 1070 -30 ‘ 2 S D Bias earth Ui) oe icp | ihe sats as were built in Cleveland, O., and shipped from New York on the decks of large freighters. OcTOBER, 1902. Marine Engineering. 513 ! : THE STEAMER MIRA ASHORE ON CHEBOGUE POINT, NOVA SCOTIA. A REMARKABLE CASE OF SALVING. BY PROF. ALEX. J. MACLEAN, The steel steamer Mira, having molded dimensions 350 feet by 46 feet 1-2 inch by 30 feet 1 inch, net tonnage 2,409 and gross tonnage 3,779, was built at Messrs. Swan and Hunter’s shipyard at Wallsend-on-Tyne, England, in June, 1901. She was owned by the Dominion and Atlantic Coal Company, of Cape Breton Island, and classed 100 At at Lloyds. The ship was especially designed as a collier, having a single set of triple-expansion engines right aft, capa- ble of driving her at a speed of 10 knots per hour when fully loaded. There are large hatches, 19 by 16 feet, the sides of which are formed by continuous vertical plates running right fore and aft on the steel-plated deck, thus forming a strong longitudinal girder. One large hold box beam, midway between main water-tight bulkheads, supported in the center with an I stanchion and on each side of the same a circular stanchion, takes the place of web frames. The double bottom, 4 feet deep, with a capacity of 1,073 tons, has an inclined margin plate run- ning from the flat of inner bottom to the upper turn of bilge, and is pierced by the channel frames and made water-tight with shoeing. This system of margin plate gives more capacity to the double bottom and allows cargo in bulk, such as coal, to slide down to the flat of inner bottom. There is also a large, deep tank amid- ships for 1,415 tons of water ballast or for cargo, the transverse bulkheads of which are well stiffened with wide fore-and-aft webs on the center line. All water- tight bulkheads are stiffened on one side only by chan- nel bars. The bunkers, situated abreast the engine room and running up to the poop deck, have a total capacity of 262 tons. The light draft of the Mira, no coal or fresh water on board, and boilers empty, is 4 feet forward and 14 feet aft, and on a mean load draft of 23 1-2 feet she carries a little over 6,000 tons dead weight, Her general fit- tings, such as winches, windlass, electric lighting, etc., are above the average for this class of vessel. The Mira left Boston, Mass., on February I, 1902, bound to Louisburg, Cape Breton Island, partially loaded with timber and machinery, having a crew of thirty-four men, all told. She at first met light easterly winds, but toward midnight a gale sprang up from FE.S.E. with a heavy sea running and accompanied by snow squalls. The ship was steaming five knots an hour. These con- ditions prevailed when, at 1:45 a.m. of the 3d, a light was seen a little off the port bow. The master, being called, decided that it was Cape Sable Island light, and gave orders to steer directly away from the light and to increase the speed to ten knots an hour. The second mate, who was standing that watch, at 3:10 A.M. saw breakers ahead. He reversed the engine at full speed and ported his helm, but too late to prevent the ship stranding. The engines were kept working astern until the rudder post, fouling some rocks, broke, carrying with it the rudder, which struck the blades of the propeller and broke them off short. "Then the engine was stopped. Daylight revealed the fact that they were high and dry on Chebogue Point, Nova Scotia, lying parallel with the shore. The master had mistaken Cape Forchu light for that on Cape Sable Island, the two being simi- lar in every respect. The crew saved their effects, and the ship was reported a total wreck. Mr. Eakin, the Lloyds’ agent at Yarmouth, Nova Scotia, the nearest town to Chebogue Point, nine miles distant, then took charge of her and salved the cargo. ‘Tenders for wreck- ing the steamer being asked for, that of Captain Reid, 514 Marine Engineering. OCTOBER, 1902. r of Sarnia, Ontario, was accepted. He contracted to de- liver the ship at a dock either at Boston or Halifax for $50,000. her afloat in a thick fog on Saturday night, August 2, but only succeeded in pulling her astern about 60 feet, and her stern out from the shore 30 feet, when « THE MIRA AT LOW TIDE, SHOWING THE LEDGE ON WHICH SHE STRANDED. On surveying the hull it was found that not only had the rudder frame, rudder, and propeller blades been carried away, but the outer bottom was badly damaged, especially abreast No. 2 hold, where the center vertical keel, with the I stanchion above it, was bent up. Ali the seams and butts in way of the double bottom, both inside and out, were so severely strained that numerous rivets fell out. There being large rocks abreast the ship fore and aft on the off-shore side, and the ship working badly as she lay, Captain Reid adopted the plan of digging a trench 400 feet long, 60 feet broad, and 4 feet deep on the in- shore side of the ship, and clearing away large ledges of rocks aft of the trench, then pushing the ship into this basin and floating her out stern first. About the first of May he commenced to blast out with dynamite the slaty rock, which runs in vertical strata at this point, and, at the same time, with the use of an air compressor, calked the leaky seams and made temporary repairs along the outer and inner bottoms. The ship was kept steady at high water by building stone cribs under her bilges and allowing the water to rise inside of the hull. The trench being completed, steel-wire ropes attached to rocks in-shore were led to the winches on board, and four 1oo-ton hydraulic jacks were placed against the hull on the off-shore side. By these means she was hauled. on July 31, into the trench. Braced wooden shores were substituted for the three stone cribs, and three extra pumps were put on board to be used with the ship’s pumps in clearing the hold. When all was in readiness, with the aid of the deep- sea tug Flushing, Captain Reid made an attempt to get she fouled the rock at the outside of the trench. This rock was cleared away. ‘Then one end of a steel-wire BROKEN STERN FRAME, RUDDER, AND PROPELLER. hawser was made fast to a rock 100 yards right aft on the in-shore side, and the other attached to a fall leading to one of the ship’s steam winches. The starboard an- OcronER, 1902. Marine Engineering. Sits chor was placed on the off-shore or starboard side, amid- that she had a list to port during these trials, the cast- ships, in a hole dug in the rocks to receive the flukes, steel rudder post and rudder were picked up and placed BLASTING AWAY THE ROCK ON THE IN-SHORE SIDE, i TRENCH FORMED ON IN-SHORE SIDE OF SHIP, INTO WHICH SHE WAS LAUNCHED. and had a pull from the windlass. With the aid of the on the starboard side, and the large hole in the bottom tug, another attempt to float the ship was made the next was stopped up with a cotton and canvas mat. night, but was unsuccessful. More rock had to be blast- The last and successful attempt was made on Wednes- ed away from under her after bilges. It being noticed day night, the 2oth of August. 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The chief characteristic of a well-designed dynamo igniter is its greater output when compared with the magneto type, as stated in a previous paper. The only essential difference between the direct-current magnete and the dynamo is the manner by which the magnetic field is obtained. In the magneto, permanent steel magnets are used: in the dynamo type the magnetic field is secured by powerful electric magnets composed of a-soft-iron core and surrounded by a winding of insulated copper wire through which the current producing the magnetism flows. As this current is derived from the armature, it is evident that when the dynamo is not running there can be no current flowing and therefore no magnetism is produced. A number of ingenious devices operating’ automatic clutch pulleys have been designed to secure this de- sirable result, and as dynamo igniters are quite largely used it may be of interest to describe one of the ma- chines of this class: One of the best known machines is the auto-sparker as in Fig. 1, which illustrates clearly the automatic de- vice for securing a constant armature speed, though the speed of the engine driving the dynamo may vary through wide limits. The dynamo is fitted at its com- mutator end with a governor operating a rod which runs through the machine from end to end. When the speed of the shaft reaches the standard for which it is adjusted, the governor weights fly out, pushing the steel sleeve (6) out against the steel plate (5). This plate is mounted on one end of a lever pivoted at (9). This movement of the governor weights causes the other end of the lever at (7) to rise, and as this lever is con- The magnetizing coil or field winding is permanently ‘connected to the brush-holder terminals, so that whether the dynamo is supplying any current outside of itself or not, the field is kept magnetized as long as the armature is running at its proper speed. ‘This arrangement is known as a shunt connection. -In some cases an addi- tional winding is wound on the field magnets, through which all the current generated by the armature flows. ‘This is known as a compound winding and is well adapted for sparking dynamos. For a given weight, an electro magnet can be made, which is much stronger than a permanent steel magnet— hence the greater output of the dynamo type. A mag- neto igniter weighing from 20 to 25 pounds may not ‘deliver more than 2 amperes at 10 volts pressure, while a dynamo igniter of equal weight may easily give 6 am- peres at 10 volts, or three times the output of the former. A dynamo, whether shunt or compound wound, must be run at a fairly constant speed; for if the speed be much lower than the standard for which it is designed, the current and resulting magnetism will be so feeble that satisfactory sparks cannot be obtained. If run at a high speed so much current will be taken by the shunt coils that over-heating or even burn-outs may result. nected to the body of the machine at (16), it raises that side of the dynamo up, since the entire machine is pivoted in its supporting frame at point (1). The dynamo pulley is in contact with the flywheel of the engine just above the point (10). It is this action of the governor which causes the pulley end to recede from the flywheel, thus reducing the speed, so that the action between the governor and spring serves to keep the armature running at a fairly constant speed, regardless of the diameter of the flywheel or variation in speed of the engine. The spring (12), which serves the double purpose of forcing the friction pulley against the fly- wheel and acting as a tension on the governor, may be adjusted by the thumbscrew (12). By tightening or loosening this screw the speed of the auto-sparker may be increased or reduced, which in turn increases or diminishes the current and therefore the size of the spark. The action of the governor may be reversed, if de- sirable, so as to raise the pulley up instead of down in cases where it is necessary to use the machine on top of a flywheel. This arrangement prevents any possi- bility of burn-out, and if the moving parts are kept 518 Marine Engineering. OcToBER, 1902. clean and receive ordinary attention this dynamo will give good service. In a friction drive of this kind where frequent inter- mittent contact is maintained between the driving and the driven pulley, a rubber friction pulley is not de- Such a pulley should be made of the best compressed fibre. sirable. Referring once more to the subject of brushes and commutators, it is even more essential to maintain ab- solute cleanliness and freedom from oil with the dynamo sparker than with the magneto, for in starting up the dynamo, where the ‘initial magnetism is extremely weak, a very feeble current is generated during the first few hundred revolutions of the armature. A slight film of oil or dust on the commutator and brushes in such a case frequently offers so large a resistance that sufficient current to magnetize the field will not be produced. The brushes should be frequently examined and removed from the holder for cleaning. Fig. 2 shows a new form of sparking dynamo designed by the writer, in which the necessity of an automatic speed-controlling device is overcome. This dynamo is not shunt wound, but has a single winding in the field through which the entire armature current flows. This is known as a series connection, and the wire composing the winding is sufficiently heavy so that it will carry a large variation in current without over-heating. To prevent the current leaving the field when the sparking contacts are separated, which would happen with an ordinary simple automatic switch enclosed in a water-proof iron case is connected to the dynamo in such a manner that when the sparking contacts are separated the dynamo current flows through a resistance coil, so that the current in the field is never broken. As soon as the contacts go together this aux- iliary circuit is opened. No adjustment in the auto- matic switch is required or provided for, as its effective action depends entirely on the movement of the con- tacts in the engine cylinder. This dynamo will give a satisfactory sparking current at speeds ranging from 80c to 2,500 R. P. M. An ordinary friction pulley or belt drive may be used. The dynamo is enclosed and dust-proof. cover over the commutator series-wound dynamo, a The cap or may be stantly removed, thus giving complete access to the working parts for cleaning and inspection without in- terfering with the running of the machine. The two dynamos here shown, or others of similar design and capacity, generate sufficient current to operate jump- spark coils with satisfactory results. The output of these machines may be as high as 6 amperes at 10 volts pressure at 1,800 to 2,000 R. P. M., so that when storage cells are used as an auxiliary for starting the engine these machines will easily give sufficient current for charging purposes. In selecting a dynamo or magneto the following im- portant requirements for securing satisfaction should be kept in mind: The armatures, commutators, and brushes should be completely enclosed and water-proof; at the same time means should be provided for removing the covers, so as to give perfect access to its parts for cleaning and examination stopping the dynamo or inter- fering with its operation. and brushes in- without The armature shaft should be of beSt grade of steel, and at least 3-8 or 1-2 inch in diameter at the pulley end to prevent springing or bending under excessive pres- sure. The combination carbon and copper brush is prefer- able to the all-copper brush, for the reasons given in a previous paper, and these brushes should be of ample size and cover the commutator sufficiently to prevent any tendency to spark in ordinary working conditions. Machines having small, round pencil brushes, fitting loosely in a tube holder in such a manner that the brushes cannot be removed without stopping the ma- chine, will not be found satisfactory. Owing to the liability of moisture and corrosion, fibre or rubber insulation for the brush-carrying parts are not desirable. Mica insulation of sufficient thickness should be used. The brush holder should be so arranged that the brush may be fed with a uniform pressure and good FIG. 2. contact until it is practically worn out, and this feeding should be accomplished without changing the position of the brush on the commutator. The armature bearings should be of the best phosphor- bronze or other equally good wearing material, and the means of lubrication, whether oil or grease is used, should be so arranged that there is no failure to feed so long as any lubricant is left in the cups. Many ma- chines are defective in having no means for preventing the creeping of oil to the commutator and brushes. Such a condition will speedily result in destroying the good contact with the commutator and render failures of frequent occurrence. In conclusion it may be stated that a thoroughly satis- factory igniting dynamo or magneto cannot be built or sold for a low price, and when an engine costing hun- dreds of dollars is put in commission it is poor policy to consider the matter of a few dollars in the selection of the igniter, upon which the satisfactory performance of the engine so largely depends. OcToBER, 1902. Marine Engineering. 519 THE NEED OF AN AMERICAN ISTHMIAN CANAL. BY W. J. MANSON, ESQ. The Pacific coast opponents of an Isthmian canal often urge as an argument that the remote isolation of the Pacific coast is an element of advantage in its favor, and that the construction of such canal will prove inju- rious to its many and varied industries. When it is re- membered that railroads cannot and will not carry the heavy, cheap, and bulky productions of that prolific re- gion, and that those productions must reach centers of population and of business at lowest rates of freight in order to leave any margin of profit to producers, this argument of the opponents to the canalization of the American Isthmus might be considered as sufficiently answered. Not only do the great agricultural, lumbering, min- ing, quarrying, and fishing interests of that coast im- peratively demand the early construction of such water highway of commerce, but for the manufacturing and shipbuilding interests of the Pacific coast such canal is an admitted necessity. The chief retardment to the shipbuilding interests of the Pacific coast, according to Mr. Geo. W. Dickie, of the Union Iron Works, in his article in the Overland Monthly, July, 1902, on the Building of Battleships, is “its remoteness from centers where the raw materials are produced, most of which must be transported 3,000 miles by rail or 14,000 miles by water.” That the Pacific coast offers many great. advantages (not the least of which is its splendid working climate) for vast manufacturing enterprises will not be denied. When the raw material, those essentials, good coal and iron, can be laid down cheaply and expeditiously and without twice crossing the Equator upon a long, tem- pestuous, and dangerous voyage, the essential difficulty that has retarded the growth of Pacific coast manufac- tures of every class will be overcome, and mechanical operations of vast magnitude may be relied upon to give steady employment to a large and varied force of skilled artisans and mechanics While an Isthmian canal will render our union closer and more permanent, and while this immediate and, as it may be termed, domestic advantage cannot be over- estimated, yet from a strictly commercial standpoint such canal finds a greater argument for its construction in that it will bring the large centers of business and of population of the United States, where are concen- trated its greatest energies, in close and cheap water communication with the Orient. Notwithstanding the fact that San Francisco is 9,000 miles nearer to Japan and China than is London, its share is inconsiderable in the vast foreign trade of those opulent countries. The centers of population and of industrial energy of ‘America must be brought in close water communication with the Orient, in order that America may harvest her ‘fair proportion of Oriental trade. In 1894 the total foreign trade of China, Japan, Korea, and Siam aggregated $725,000,000 (silver). ‘The share of China and Japan was $565,000,000, and in both China and Japan their imports exceeded their exports. In 1894 Japan imported from the United States $r1,000,- 000 of merchandise, and in the same year Japan exported to the United States $43,000,000 of merchandise, or a balance against us of $32,000,000. In 1894 England bought from Japan $6,000,000 of merchandise and sold to Japan $42,000,000 of merchandise, a balance in Eng- land’s favor of $36,000,000. An examination of the trade relations of China with England and of China with America will tell the same story of American opportunity neglected. But look for a moment at the decadence and well- nigh extinction of American shipping interests in Ori- ental ports teeming with an opulent foreign commerce. The story is best told by Hon. John M. Barrett, U. S. Minister to Siam, in his article in the North American Review, vol. 162, page 257: “Shanghai is the most important port of China. In 1894, 2,844 merchant steamers, with a tonnage of 3,304,- gi8, entered this port, but not one was American! Not one American trading steamer came to New Chwang out of 348; not one to Tientsin out of 645; not one to Chefoo out of 1,031; not one to Chinkiang out of 1,493; not one to Foochow out of 294; not one to Canton out of 2,250. Kind Amoy only breaks the mournful record, where four lone steamers out of 822 found a haven in her quiet waters. Hong-Kong, of course, is the terminal point of our few transpacific steamer lines, but that is not strictly a Chinese port.” If American shipping interests, if American mer- cantile interests, are to be put upon the soundest busi- ness basis; if America’s mighty energies are to be placed where they can compete for this great industrial and commercial prize—Oriental trade—which has brought opulence to European countries not nearly so ad- vantageously situated with reference to the Orient as America will be when we build and own an Isthmian canal; if the doctrine of the survival of the fittest is applicable to nations, then must America unite with a ship canal the oceans which embrace her coasts and keep the connecting waters bright with her passing keels. The considerations of national unity and national defense are so potent, have been so frequently urged, and seem now to be so fully understood, that it should not be necessary to say anything upon these points, except, perhaps, that while America is so situated that she is the least likely of the nations of the earth to be engaged in war, yet, since in time of war America’s possession of such canal her favor, the canal itself will become the point and object of attack and is liable, notwithstanding treaties, to fall into the possession of that power which has the strongest navy. America, then, owes it to herself, to her trade extension, to her rightful dominance of the trade of the two great oceans embracing her coasts (which is certain and in the near future), to create and maintain a navy which in size and number of vessels, is a strategic advantage in equipment, and armament shall be the most powerful in the world. Now, briefly, as to the selection of a canal route. Un- til within a year or two past the only canal project be- fore the American people was the Nicaragua project. The Panama canal has been exclusively in the hands of French concessionaires, and neither the American press nor the public has given to it the consideration which it deserves. Under these circumstances the in- 520 Marine Engineering. OcroBER, 1902. terest and sympathy of the American public in the Nicaragua enterprise was natural and to be expected. » The recent unanimous report of the Isthmian Canal Commission, commonly called the Walker Report, in favor of the Panama route has called to that route the critical attention of the public. This attention has been quickened, rather than diminished, by the recent legis- lation of Congress in passing what is known as the Spooner Amendment, by the terms of which the Presi- dent of the United States is authorized to acquire, on behalf of the United States, for a sum not exceeding $40,000,000, all the property rights of every name and nature held by the New Panama Canal Company on the Isthmus, including the Panama Railroad, provided. a satisfactory title is obtainable. If title to the Panama properties cannot be obtained within a reasonable time, the President is authorized to obtain by treaty with Costa Rica and Nicaragua perpetual control, on behalf of the United States, of the requisite strip of territory for the construction of a ship canal by way of what is known as the Nicaragua route. The advantage which the Isthmian Canal Commission and Congress deem the Panama canal enterprise to possess over the Nicaragua project may be briefly sum- marized as follows: 1. The Panama canal is shorter, being only 49 miles as against 183 miles by way of Nicaragua. 2. The annual cost of maintenance of the Panama canal is $1,350,000 less than the annual cost of main- tenance of the Nicaragua canal. This is an annual out- lay. It represents, at Government rates, the interest on $65,000,000. 3. The waters of the Caribbean Sea in the vicinity of Greytown (the Atlantic terminus of the Nicaragua canal) are, during much of the year, rough and danger- ous to shipping, and the weather tempestuous. Weather conditions and shore currents are believed to be more favorable to shipping in the vicinity of Colon. 4. Over 70 per cent. of the length of the Nicaragua canal, constituting the high level, is at an elevation of 110 feet above the level of the oceans. The water in this high level is retained by miles of high embankments. This long, high level is inherently dangerous in a coun- try liable to the heaviest of tropical rains, and subject, on the east side of the Jake, to an annual rainfall of be- tween 300 and 400 inches. On the other hand, the Pan- ama canal is susceptible of being made a sea-level canal, though the present plans for that structure contemplate a short, high level about 20 miles in length, at an eleva- tion of about 89 feet above sea level. The average an- nual rainfall at Panama is about 130 inches. On the Nicaragua canal the ascent to the high level is made by four locks on the Atlantic side and four on the Pa- cific side, or eight locks in all. On the Panama canal the ascent to the high level is made by two locks on the Atlantic side and three on the Pacific side, or five in all. 5. The cost of completing the Panama canal is placed by the Commission at $144,233,358, to which sum must be added the cost of the Colombian concessions to the United States, probably $7,000,000, and the price to be paid the French companies, $40,000,000. The cost of constructing the Nicaragua canal is esti- mated by the Commission at $189,764,062, to which sum must be added the cost of concessions from Nicaragua and Costa Rica, and the acquisition of the right of way by our Government from private parties in possession. 6. The Panama route traverses a country well under- stood and thoroughly mapped. No unknown difficulties are involved. The engineering problems which arise are known, and none of them are doubtful or difficult, except, perhaps, the dam at Bohio. The Nicaragua route passes through an unsettled and undeveloped wil- derness. Engineers are uncertain as to many of the problems presented, and the estimated cost will be con- sidered by conservative men as only an intelligent guess. 7. The Panama route possesses fair harbors at both termini. None exists at Nicaragua, and the construction of a harbor at the Atlantic terminus of the canal.is a difficult and involved problem. 8. The Panama route possesses a modern and well- equipped railroad following closely the line of the canal. This greatly facilitates the work of construction, to say nothing of its being a source of revenue. 9g. The Commission seems to consider climatic condi- tions somewhat worse at Panama, though the differences are slight. Efficient sanitary supervision of camps, an adequate sewerage system, a good water supply, are in- dispensable hygienic precautions which will greatly im- prove health conditions along either route. 10. The curvature of the Nicaragua route is excessive as to the total number of degrees of curvature, the number of miles of curvature, and the sharpness of the proposed curves. When we consider that during at least half of the year a strong breeze of 16 knots blows here across the Isthmps, and athwart the proposed canal at various points, it can be seen that navigation of the canal would be seriously impaired. In the opin- ion of the most informed and practical navigators, such as Captain Watt, of the Campania; Captain Cameron, of the Oceanic; Captain Jamison, of the St. Paul; Cap- tain Richter, of the Kronprins Wilhelm; Captain Hoege- mann, of the Kaiser Wilhelm der Grosse, and numer- ous others equally competent to speak upon this point, an average-size steamer, say 450 feet ‘in length and drawing 25 feet of water, could not pass through the Nicaragua canal with her own steam, but would require from two to five tugs. Considering the curvature, the breeze, and the width of the canal, these practical navi- gators, who have navigated the Suez, the Manchester, and other canals, say that were the Nicaragua canal built a steamer might get athwart the canal, with her bow on one bank and her stern on the other, blocking traffic indefinitely. Each of these captains and practical seamen (some eighty odd in all) says that were both canals constructed, and were he sailing an average-size steamer from New York to San Francisco, he would take the Panama route and he would make at least as good time (most say better time) by that route, though the distance from New York to San Francisco is 435 miles greater by way of Panama than by way of Nicaragua. ‘he absence of winds at Panama is looked upon by these captains as a most favorable circum- stance for inland navigation. On the other hand, they say that the prevalence of winds at Nicaragua not only delays inland navigation, both of steamers and sailing vessels, but is an element. of considerable danger. It may be concluded, therefore, from the practical standpoint of navigation and operation of the canal OcroBER, £902. Marine Engineering. 521 after it is built, that the Nicaragua canal would be an inadequate device for the passage of sailing vessels or steamers from sea to sea. ‘This point is clearly and convincingly made by Senator Hanna in his speech in the Senate (Congressional Record, June 9, 1902, page 6873). A good deal has been said about the Nicaragua canal being better situated and more practicable for our sail- ing tonnage, constituting, it is claimed, nearly five- eighths of our total tonnage, than would be the Panama canal. These general statements are based solely upon the prevalence of wind conditions at Nicaragua and calm conditions at Panama. Nicaragua is without, or on the northern edge of, the equatorial calm belt, or the region called by sailors the “doldrums.” Panama is well within the region of the “doldrums.” It is in- ferred from these conditions that the Nicaragua route is suited to sailing vessels and the Panama route un- suited to them. From the point of view of practical operation of the canal after it is built, it is apparent that the Nicaragua canal could not be used by sailing ships except at immense expense for towage, and with- out considerable delay and danger, not only to the ship and cargo, but to all traffic, by reason of such vessel getting athwart the canal and aground on both banks. The Canal Commission is of the opinion that steam- ers are now so rapidly replacing sailing vessels that by the time an Isthmian waterway is completed only a very small portion of the tonnage under the flag of the United States will consist of sailing vessels, and the Commission is of the further opinion that sailing ves- sels will probably be unable to compete with steamers by either route. This does not mean the elimination of sailing vessels from ocean commerce. ‘The field of their employment will simply be restricted. For portions of our coastwise trade there will always be a demand for sailing vessels. The effect of the canal upon railroad traffic, particu- larly transcontinental traffic, is a question to which the writer, for ten years past, has given close consideration. Railroads and canals are supported by the carriage of different species of merchandise. hey supplement each other. The carriage of passengers, mails, expressage, quick and light freights, constitutes the natural and legit- imate business of the railway. Heavy, cheap, and bulky productions must take the water route (or remain un- carried) in order that some margin of profit may be left to producers. Do the Great Lakes and the Erie canal impair the efficiency or the dividends of the numerous trunk lines of railway which parallel that splendid waterway? his question need only be asked to answer that those vast systems of railway derive their revenue from the volume of the business which that water highway of commerce makes possible, and not from heavy freight charges on those bulky productions which the genius and spirit of the age demand shall be carried cheaply. An Isthmian canal will enhance the business of rail- ways, even of transcontinental railways. ‘The interior of our country will be inhabited and built up. Where now are barren wastes will be fertile plains and prosperous cities, made prosperous because some margin of profit will be left to producers, and railways will prosper where producers, under a wise and comprehensive leg- islative policy, are permitted to prosper. A Modern Flue and Return Tubular Boiler. In these days of water-tube boilers and Scotch boilers designed for high pressures, a boiler of the old-style flue and return tubular type seems almost a step in a back- ward direction. The boiler shown in the accompanying engraving has been but recently completed in the boiler shops at the Mare Island Navy Yard and installed on board the U. S. revenue cutter Perry. ‘This vessel, al- though built as late as 1884, is fitted with a simple engine, the cylinder for which is 38 inches in diameter by 40 inches stroke. As the condition of the hull was not such as to warrant the expense of fitting a new multiple-expansion engine, it was decided to put in a flue and return tubular boiler similar in most respects to the old boiler. In the limited space available it was found impossible to put in a Scotch boiler which would provide sufficient grate area for a simple engine of this size. In this boiler a grate area of 73.5 square feet was obtained, which has proved to be ample to develop approximately 400 horse power with the simple cylinder engine, cutting off at four-tenths of the stroke, the work- ing pressure being 60 pounds per square inch. For a large grate area in proportion to the space occupied, and for a low working pressure, it would be difficult to design a boiler more efficient than the type here illustrated. It would surprise many to learn how many boilers of this type are now in use on vessels in Ameri- can waters, principally engaged in harbor and river traffic. As a rule these boilers are long-lived, the old boiler on this vessel having lasted 18 years. ‘This longevity is probably due to the low pressures of steam used, accessibility for cleaning and repairs, and good circulation. One of the weak points about this design is the rapid deterioration usually met with in the bot- toms of the water legs, owing to poor circulation and inaccessibility for cleaning. his can be in a measure prevented by filling the legs with cement to a depth of 10 or 12 inches above the bottom, or up to a height of the level of the grate. The principal dimensions of the boiler in question are as follows: ILVEAIN CO WAGES soococanscgcacance MS Ie, ©) sha, Length over all, including steam Chimneys, Sascreosicistte. cts teresa G7 aie, (©) sha, Waidthwot boilenstronteeeeeeeeencee 1A ge, ©) war, Diameter of cylindrical shell...... iit Ie, () shal, Height of boiler from bottom of 13S HO) thoy OE Saal! cocoocccovoce We 1, © wa, Height of steam chimney above shell of boiler ........ SS paboReeeo 7 ft. o in. Diameter of steam chimney........ Vaitaeguins It will be seen from the cut that the plates were worked as large as possible, thus avoiding to a con- siderable extent the numerous riveted joints necessary for this type of boiler as built in the earlier days. The thickness of the cylindrical shell is 9-16 inch; of the front shell and side sheets, 19-32 inch; of the furnaces and steam chimney shell, 3-8 inch. Double riveting is used in all parts of the shell, the rivets being 7-8 inch and 1 inch in diameter. There are 130 4-inch tubes, No. 10 B. W. G. ‘They are made of the best quality of seamless drawn steel, and were each tested to a hydrostatic pressure of 500 pounds per square inch. g. Eng Marine 522 Bur.waubug sure “AUMHd MALLAS ANNAAAUY “S$ ‘Nn tO AA/TIOM UVINdAL NUNIau GNV AN1d ANY, AO SONIMVUG DNINYOM MY ineerin 7 - \ / 4 ikea) a 47 iQ A V) san %. > 1 KS K 7 ie} ! | I | a *9a} 00 §Pud G ‘soXOq Jo opsyno punosy [Iv “spyy ZI-*L u 141 ~ = Lf Oo © MS i t> re} fo} co NS 7 n° ° ce} 7 gue 2 i OOS @ | Weer * E& Neo8 QO © )| (SS ary % 38 \ J\*o. of {88 / [3 —— = x tients |HESSLSt + = el = anes eT ate + ar $b =a a4 fee + thot j Vv > oF + Oo sdyp o20y Poy 0} payAls 970[q ~ sdiys 5 OctoBeR, 1902. . Marine Engineering. 523 and Hunter’s shipyard. The dock has a lifting capacity of All seams on the boiler were thoroughly calked both 4,500 tons, and is made up of five members—two side on the outside and inside. In fact, the workmanship aE ee & % FLUE AND RETURN TUBULAR BOILER OF THE PERRY. walls and three pontoons. ‘The latter are connected to the side walls by movable joints, so that any one of the ee pontoons may be lifted by the dock for repairs. ‘There Durbin Floating Dock.—A floating dock, to be used at are two complete sets of pumping engines—one in each Durbin, South Africa, was recently launched at Swan wall. throughout is of the highest quality and reflects credit upon the workmen of the Mare Island Navy Yard. 524 Marine Engineering. OcToBER, 1902. GAS ENGINES AND THEIR TROUBLES.—V. BY E. W. ROBERTS. Methods of starting a gasoline engine are the same in principle for all types and classes. There are slight variations according to the character of the vaporizer and the igniting device, and sometimes in large engines what is known as a starter is employed. It should be borne in mind that to start a gas engine successfully an explosion must be secured in the cyl- inder at the proper time to drive the crank in the run- ning direction, and that the explosion must be of suffi- cient force to take the engine through at least another cycle, that is, with sufficient force to bring it over the center before the ensuing explosion has gained enough force to drive the engine backward. In engines where the lead of the igniter may be decreased to zero or made negative, there will be no danger of an explosion occur- ring before the end of the compression stroke, and con- sequently of driving the engine backward. Where. however, the igniter has a constant lead the possibility of securing too early an explosion should always be borne in mind. If the first explosion has sufficient force, the chance of the piston being retarded by the second explosion is very slight. In the two-cycle engine the retarding impulse will quite frequently start the engine backward; and this is a point which the operator of a two-cycle should never forget, otherwise a serious accident might result. Oc- casionally a two-cycle engine will slow down from lack of proper fuel adjustment, and by the time the operator has opened the needle valve the proper amount the engine will take an impulse too early in the stroke for the speed at which it is running, and reverse. In a two-cycle engine having a constant lead or one in which the lead cannot be changed for starting, the best plan upon feeling the compression is to bring the starting erank around quickly, so that the momentum will carry the crank over the center in spite of the resistance due to the back pressure caused by the early ignition. Quite a neat little trick in starting a two-cycle engine is to rock the flywheel back and forth two or three times, so as to pump the crank case full of mixture, and then give it a sharp jerk in a reverse direction. ‘The flywheel should be pulled just hard enough to make the igniter snap, and this will give an explosion before the piston has reached the top of the stroke, starting the engine ahead and giving it sufficient impulse to take up the next cycle. It will be understood that this can be done only with such engines as have an igniter which will work equally well when rotated in either direction. Engines having cylinders of four inches diameter or larger, especially when they are operated at high com- pressions, usually have a relief cock. . This relief cock allows a portion of the mixture to escape, thus reducing the compression pressure and making it easier to turn the engine over. When starting, besides opening the relief cock, engines with variable-lead igniters should be set to ignite no sooner than at the end of the stroke. ‘The relief cock should of course be closed and the lead of ~ the igniter increased so soon as the engine is under way. It is an excellent plan to train one’s self to a regular order of procedure both for. stopping and starting a gasoline engine. For instance, in starting the engine, _an eighth to a quarter of a turn. first prime it and allow the priming charge to evaporate while attending to other necessary preliminaries. Then fill all oil and grease cups, no matter if they are nearly full already. Next test the electric circuit and see that it is in working order; see that the electric switch is closed and that the cocks to the pump are open, so that the water may be pumped either from the bilge or from the sea as circumstances demand. Then open the gaso- line needle valve on the vaporizer a trifle more, if any- thing, than it should be when running. The relief cock being open and the igniter set at zero lead, give the crank one or two quick turns, never more than four or five, and the engine should start. Immediately close the compression cock, advance the igniter, and turn on the cylinder oil. If the engine does not start with four or five turns, don’t break your back by continued cranking, but turn off the vaporizer and see what the matter is. A two-cycle engine should always get an explosion in two to three turns of the crank and a four-cycle engine in four to six turns. In stopping the engine, first turn off the cylinder oiler about ten minutes beforehand, so as to allow the surplus oil to be carried out with the exhaust, and thus avoid clogging from gil remaining in the cylinder. ‘Then open the igniter switch and shut off the gasoline at the vaporizer just as the engine stops. This will leave an unconsumed mixture in the crank case or the cylinder, according to the type of engine, and make it easier to start the next time. These instructions for starting and stopping will of course be modified according as the engine has special attachments for making one or more of the operations unnecessary. Sometimes the engine will start hard in cold weather or even when the humidity of the atmosphere is very great. Filling the water jacket with hot water and warming the vapor- izer by the application of artificial heat will often help in this regard. Never use a direct flame, especially on the vaporizer, as a fire might ensue. An attachment for heating the ingoing air or a portion of it by drawing the fresh air from a small drum surrounding the exhaust pipe will sometimes be found of assistance, and espe- cially so in moist weather. It is a wise precaution, when stopping for any length of time, to see that the bilge cock and the sea cock are not both open. Should they be left open the water may siphon up through the sea inlet and down through the bilge pipe, flooding the boat. 4 Pounding in a gas engine may be due to a tight pis- ton, to loose bearings, or to premature ignitions. A tight piston may be due to the unequal expansion of the metals in the piston and in the cylinder wall. This is likely to occur only in a new engine: where the piston has not been given freedom enough in the cylinder. Poor water circulation may cause over-heating and poor lubrication may permit too much friction, either one allowing the piston to cut and stick. The remedy for loose bearings is obviously to tighten them up. ‘To tighten up a loose bearing and yet not have it too tight, turn the screws up snug and then turn them back from If the bearings are too tight, it is easily discovered by turning the flywheel when the piston is at the end of the out-stroke. Prema- ture ignitions may be produced by other causes than too much lead of the igniter. Such ignitions may be OCTOBER, 1902. Marine Engineering. 525 spontaneous, being produced by the mixture reaching the ignition temperature before the igniter operates. Premature ignitions are quite often due to over-heated air, and it is a good plan to run the engine with as cold air as circumstances will allow. Thin projections in the compression space, such as fins of metal, small flakes of carbon, or extremely light igniter parts, may become over-heated and fire the charge in the same man- ner as an ignition tube. Muffler explosions, while themselves annoying, are not dangerous unless the muffler is too light in con- struction. A muffler should always be designed to withstand a pressure of one hundred pounds to the square inch, as this is the maximum pressure that may be obtained with the explosive mixture at atmospheric pressure. ‘These explosions are caused invariably by unburned mixture finding its way into the muffler. Un- burned fuel may reach the muffler through a leaky ex- haust valve, or, in the regular operation of the engine, by charges that have failed to ignite in the cylinder. Mixtures that are too rich in fuel will- allow an un- burned portion to reach the muffler and mix with air that may find its way in from the atmosphere. Crank-case explosions in a two-cycle engine are due either to a weak mixture or to delayed ignition. A weak mixture burns slowly and there is too much flame remaining at the end of the stroke for it all to get out of the exhaust port before the fresh charge reaches it in the crank case. Late ignitions have the same effect. The remedies are to increase the proportion of fuel and to increase the lead of the igniter. Sometimes, in a small boat, the engine may be running all right when the operator is near by it and crank-case explosions will begin as soon as he passes to the bow. This is due to the change in level of the boat and may be avoided by giving the needle valve a slightly increased opening just before starting forward. Quite often an engine that has been running very nicely may be left for a short time after it has been stopped and will refuse to start when next called upon. This refers to a two-cycle engine and may generally be traced to a flooded crank case. The remedy is to clear the crank case either by turning the engine over and pumping it out, if there is not much gasoline in it, or by draining it through a small pet cock which is usually placed at the bottom of the case. If there is no pet cock it may be necessary to let the engine stand for a while and allow the gasoline to evaporate until the crank case is clear. If the crank case is badly flooded the only remedy is to remove the hand-hole plate and bail it out. Smoke issuing from the exhaust is usually due to an excess of cylinder oil. Excessive fuel will occasionally cause a slight smoke, as will a fuel of a specific gravity greater than that ordinarily employed; as, for instance, if kerosene were mixed with the gasoline. Excess of fuel in the mixture may generally be discovered by the odor and by a stinging sensation in the eyes when the face is held over the exhaust. When an engine falls off in power and yet takes its impulses regularly, the fuel mixture may not be right, and the gasoline feed should be altered a little at a time until a point is found at which the engine will give its highest speed. A late exhaust caused by slipping of the exhaust cam, a weak exhaust valve spring, or a too stiff spring on a suction inlet valve may also produce the same result. Quite often the exhaust passages become choked with carbon or the engine may lose compression. Loss of compression may be due to the piston rings be- coming fast in their grooves or to a leaky cylinder-head gasket. Water finding its way from the crank case into the cylinder will dampen the explosion and occasionally short-circuit the igniter, resulting, of course, in a loss of power. It is the custom on all gas engines to use asbestos for packing the joints. This should be about one thirty- second of an inch thick and should be carefully cut so as not to have a break through the gasket. Where the packing surfaces are narrow, dressing the metal with orange shellac will usually insure a tight joint. A plan that has been quite successfully employed is to chalk one face of the joint and saturate the gasket with silicate of soda. Several hours should be allowed for the silicate to harden, which it should do when in place on the joint, and with the surfaces tightly bolted to- gether. This plan allows the gasket to be used a second time, as it will stick to the unchalked surface and break clean from the chalked face. An asbestos joint will be much tighter when made between two comparatively rough surfaces than when the faces of the joint are smooth, as the small ridges will help to hold the gasket in place. For regrinding the valves of a four-cycle engine, pumice powder or grindstone grit are usually considered superior to emery, as they are not so likely to find their way into the wearing surfaces and produce cutting. A leaky valve stem should be remedied either by putting in a new valve or by boring out and bushing the bear- ing. When the valves stick and remain open, the spring may not be strong enough to return them to their seats or the valve stem may be coated with carbon or possibly bent. For lubricating valve stems kerosene is a much better lubricant than machine or cylinder oil. (To be continued.) Steamer Thomas Adams.—On June 19 the steamer Thomas Adams was launched from the Craig Ship- building Company, Toledo, O. The dimensions are as follows: Length, 385 feet; beam, 50 feet; depth, molded, 28 feet. The engine has cylinders 21, 34, and 57 inches in diameter by 40 inches stroke. There are two Scotch boilers 14 feet in diameter and 12 feet long and built for a working pressure of 180 pounds. ‘The vessel is built for the Adams Transportation Company, Detroit, Mich. Steamer Norumbega.—The steamer Norumbega was recently launched in the yard of Kelly and Spear, Bath, Me., at the order of the Maine Central R. R., for service between Bar Harbor and Frenchman’s Bay. The dimen- sions are: Length, 157 feet; breadth, 30 feet 6 inches; depth, 10 feet 6 inches. ‘There are two engines, built by the Bath Iron Works, of the three-cylinder, triple- expansion type, with cylinders 10, 1514, and 26 inches in diameter by 15 inches stroke. The revolutions in service are estimated to be 220 a minute. There are two Almy watertube boilers giving 88 square feet of grate surface and 2,720 feet of heating surface, and independent air and circulating pumps. 526 Marine Engineering. OcToBER, 1902. ELECTRICAL STEERING APPARATUS FOR SHIPS. BY GEO. MCQUILKIN, JR., E. E. To understand the operation of this apparatus it is necessary to clearly investigate the conditions under which the motive power for a steering gear is required to run. If a steam engine is used, the admission valve of the engine is operated by a wire rope, shaft, or hydraulic telemotor from the chart house, conning tower, or the bridges, by the steering wheel at those points. The steering wheel is mounted on a pedestal carrying an index pointer operated by the gearing connecting with the steering wheel, so that when the steering wheel is moved this index indicates the position it is desired to turn the rudder and is read in degrees port and star- board. Assume that the rudder is in a fore-and-aft position; that is, its vertical plane coincides with the center line of the ship. In this position the index needle will be at the zero point, and if the top of the hand steering wheel is turned to port the index needle will move to starboard, and the rudder will move to starboard the same num- ber of degrees that the index needle indicates. Sim- ilarly, for an opposite movement of the steering wheel, the index needle and rudder will move in the opposite direction, that is, to port. During the turning of the steering wheel the wire rope, shaft, or telemotor, as the case may be, has opened the steam-admission valve on the engine in the direction necessary to admit steam to the proper side of the piston to cause the engine to rotate and turn the rudder in the direction as indicated by the index. As the engine rotates, it gradually moves the admission valve to its closed position, and this gear is designed so that when the rudder is at the required angle the ad- mission is entirely closed. The engine then stops and will not move until the steering wheel is again turned. .But the mechanism is arranged so that the steering wheel remains at the position placed and is not returned except at the will of the operator. It will be seen that with this means a nicety of ad- justment and a frequency of attention to the reciprocat- ing parts are necessary, the engine under certain condi- tions being heavily loaded and at high speeds. Since only one steering engine is installed, its importance cannot be overestimated, even though the auxiliary manual steering wheels are installed in conjunction. An instance of this is the bursting of a steam pipe in the steering-engine compartment, and the impossibility of making necessary repairs and operating the auxiliary wheels at the same time. In a twin-screw ship this would be overcome by the engines being used alternately, but in a single-screw ship sails would have to be resorted to. The greatest power is required, when the ship is under way, to move the rudder from its center position to hard over, for then the force of the moving water projected by the screw against the rudder has to be overcome; while but little power is required to move the rudder from the hard-over position to its center position, for then the force of the moving water assists the rudder in that di- rection. It is obvious, in the latter condition, that if the engine has the same valve opening as when it moved the rud- der from the center to hard-over position, the load hav- ing been greatly reduced due to the assistance of the moving water, the engine will tend to speed up, and a continuance of this class of service may bring severe strains on the engine and its mechanism. If, further- more, the engine is located near the rudder post, it will be necessary to carry the steam and exhaust. pipes through bulkheads, cargo spaces, and shaft alleys, the latter being ordinarily of small proportions, and in the event of an accident to the main engine shafting they might interfere with making repairs. It is not intended here to give the impression that electrical steering apparatus will be a remedy for all the above faults, but to make a comparison of the two sys- tems. The electrical steering gear has to perform ser- vice identical to that of the steam steering gear. It works on the principle of a Wheatstone bridge (Fig. 1). Marine Engineering FIG. I. A, B, C, and D are four arms of wire of equal resist- ance values. At the junction of A to C and B to D is an instrument, G, for indicating the flow and direction of current that may pass over XY. At the junction of C to D and A to B current is sup- plied, and if the ratio of A to C equals that of B to D in resistance value, there will be no difference of pressure (potential) at XY, and the instrument G will not indi- cate, and the system is said to be in.“‘balance.” But if the value of A is changed, this makes the arms of unequal relative value, and the system is out of “bal- ance,’ and the instrument G will indicate, the direction of indication depending on the value of A being made greater or less than originally. If the value of A is made greater, then it will oppose the flow of the current more than it did before, and the current will flow in a greater proportion in B B; and since the value of C was not changed, a part will also flow from B to Y, through G, and cause G to deflect. On the other hand, if A were made less, then relatively more current will flow over A C, and, since the value of D has remained the same, a portion will flow from A to Oc’roBER, 1902. Marine Engineering. D27/ X, through G, to Y to D, and instrument G will deflect in an opposite direction to that when the value of A was increased, because the current has entered G in an opposite direction. In the first case the current flowed from B to Y, through G, to X to C, and in the second case it flowed from A to X, through G, to Y to D. If the value of A were decreased, assume one-half, the “balance” of the system could have been settled by de- creasing B one-half, for then the two arms would again have their values in the same ratio to C and D. Like- wise if the value of B were disturbed, a “balance” could be obtained by disturbing A in equal proportion, and similarly for C or D. If a mechanism were connected to the needle at G, so that when the value of A or C were disturbed the deflection of the needle would dis- turb the value of B or D respectively, then the Sysco) would be automatically “balanced.” To apply the above principle to the practical operation of a steering gear the instrument G is replaced by a motor M, reversible as to direction of rotation and op- erating the gearing to the rudder and the contact arm R, over B and D, so that current flowing through the “balance” wire X Y will operate the motor to move the contact arm FR and automatically “balance” the system, decreasing or increasing B or PD in exact proportion to the decrease or increase of A or C respectively by their contact arm S (which is operated by the hand steering wheel, Fig. 2), so that when the two contact arms R and S correspond no current will flow and motor will stop. This would be a simple arrangement but for the heavy currents that would have to be carried in the resistance arms, causing excessive sparking and consequent de- terioration at the contacts. [his and many other dis- advantages have been overcome in the following man- ner: An engine drives a dynamo at constant speed. The dynamo armature current is conducted direct to the arma- ture of the steering motor, whose fields are constantly excited (Fig. 2). The dynamo will not generate cur- rent until its fields are excited, and they are supplied by current from: X Y. Current is supplied to the motor field and resistance arms from a constant potential source P. The same results are obtained as were set forth in connection with Fig. 1. With the contact arms in position, shown in Fig. 2, the system is in balance; there being an equal amount of resistance in each arm, there will be no difference of potential between X and Y, and consequently no current will flow through the field G, and the dynamo will not generate. The hand wheel is turned so that the contact arm S is moved to the position shown. by the dotted line, the balance of the system is disturbed, and current will flow in differ- ent quantities in AC and BD, causing a difference of potential between X and Y, exciting the fields G of the dynamo, which will send a current to the motor. The motor revolves, carrying the contact arm R until this arm has moved over a value of resistance B, pro- portionate to that cut out of A, and then the system will again be in balance, there being no difference of potential between X and Y, no excitation of dynamo fields, and the dynamo stops sending current to the motor, which thus comes to rest. To reverse the direction of rotation of the motor the contact arm S is moved in the opposite direction, the action being identical to that outlined above. Various modifications of the above simple set are in operation; one set is as shown in Fig. 3. The motor M-2, exciter & (dynamo) set has been added. ‘The motor drives the exciter at a constant speed. The ex- citer field has been excited by unbalancing the system, and this generates, feeding the main dynamo neld. This avoids the use of heavy wires in the line and resistance arms for carrying the current required for the oper- ation of the fields of the main dynamo, which is about 75 Kw., whereas the motor generator is about 1 Kw. The current required in the resistance arms is about 2 am- ELECTRICAL STEERING GEAR, RUSSIAN CRUISER VARIAG. peres by this method, or not sufficient to light 4 incan- descent lamps. Another arrangement is as shown in Fig. 4. The en- gine driving a dynamo also on the same shaft drives by means of clutch couplings the motor exciter set E. In this method the dynamo fields are supplied by the ex- citer of the motor exciter set, and the motor exciter fields are supplied by the varying potentials from XY, as in Fig. 3. The motor is driven as a dynamo and sup- plies the resistance arms and also the fields of the steer- ing motor. This method eliminates the dependence on an outside supply for its operation and makes it self-contained. On the switchboard panel are fitted double throw switches, so that, in the event of trouble in engine or 528 Marine Engineering. OCTOBER, 1902. dynamo, by throwing the switches the dynamos ordi- narily in use for lighting the ship may be used. In this event the motor exciter set shaft can be disconnected from the dynamo by clutches, and after the switches have been thrown over the connections would be as shown in Fig. 3. The steering motor having a rotary motion, all trouble from reciprocating parts is avoided, and, hav- ing only two ring oiled bearings, the attention required is reduced to a minimum. The engine and dynamo being located in the dynamo INDEX POINTER — STEERING WHEEL DYNAMO ENGINE P FIG. room under the supervision of the attendant in charge of the other engines and dynamos, proper attention is given to the working machinery, and, in the event of trouble, the necessary attendance is at hand. The wiring does not occupy or heat the spaces as in case of steam pipes for the same work, and does not require the atten- tion that joints in pipes do, or as large holes in the bulk- heads. It is true that the size of steam pipes to the dynamo engines will have to be slightly increased, but this increase is almost imperceptible when compared with the long lengths required for an engine that is lo- cated in the steering gear compartment. It also leaves the steering compartment free from piping, so that the auxiliary hand gear can be operated in any event. The question of actual efficiency can only be arrived at in comparing the two cases by a test of each individual case. The greatest loss in the steam gear would appear to be the loss due to the condensation in the steam and exhaust mains, plus the loss due to setting the engine valves at three-quarters or full stroke in order to clear the cylinder of water, and in the electrical system the power required to run the dynamo and engine empty, including the efficiency of the several machines used. In general, however, the fineness of control in handling the ship is greater in the electrical system than in the MarineEngineering steam gear. This can more readily be appreciated in handling the ship during manceuvering in squadrons, on the sea during stormy weather, in approaching a dock, or navigating a tortuous channel. The stretching of wire ropes, the excessive power re- quired for shafting, and the liability to leakage in hydraulic gear for operating the admission valves of the steam engine are avoided, and with the proper pro- tective devices installed on the wires conducting the current from the steering wheel near the steering station to the rudder, there is no apparent cause for any lengthy disability of the electrical system. In Fig. 5 is shown the variation in the power required for turning the rud- der by the electrical system. Ocroper, 1902. Marine Engineering. Marine Engineering FIG. 4. 9.009 2.0 RG QQ Qa 0 y, . Q Q YQ o> _ TG) aaa La) (ll LS ES Ww al TT = 3 — i — a © SE — ae —— 3 D Q O SN D 2 NOS i GSS o 90 OI NOXY =< a fea > oc oe ao ee 2528 uu fat} = ) S, S SS < Marine Enyincering FIG. 3. e e° . 530 Marine Engineering. Ocroser, 1902. 0° PORT STARBOARD 5 10 15 20 25 30 Volts 300 400 300 20 | Amperes : 1 120° | 60 46 30 20 10 6 16 20 | | 400 700 100 800 900 800 100 100 100 ol 201 i 1 1 30 12 a) 1 BD i@ 10 20 30 40 50 60 (ec 600 800 800 800 f 800 1020 800 600 500 400 } . ‘ \ ° 135 80 70 60 50 40 30 20 10 8 10 14 10 20 10 20 14 50)! ! : A 6 10 20 14 20 30 60 80 ' 100 100 100 200 | Marine Engineering Le 0) 5 FIG. 5 O° PORT STARBOARD l a) = 129 30S 90-90 R 480 A 128 V o} 30: H 500 A 125 V 308 90-90 R ; loo” 85-85 R 200 A 86 V H i} ol 22 | H 180 A 80 V 85-75 R 1 _@ 280 A 25 85-65 R —>—3 120° 65-60 R 180 A 80V 3 ee eee 1 ! 20° 1220 A _10V | ' 200 A 78 V ) 65-50 R H ° 200 A 10 Vv} 20 | 75-54 Ro po RS 150 A 64 V 68-45 R, 10° 1 S =Seconds Time, 10°1200A 15V R = Revolutions per Minute of Ships Main Engines. | 60-45 R First Figure = Port Engine, | Second Figure = Starboard Engine. A = Amperes. V = Volts. 9° Marine Engineering OCTOBER, 1902. Marine Engineering. The figures were taken from a ship having a speed of nearly 18 knots, and a rudder of 197.8 square feet area, and a maximum helm angle of 35 degrees. The figures on the upper side of the line are values in volts, and the figures on the lower side of the line are values in amperes. The figures show that the maximum power was required to put the rudder hard-over from a center position, and that little power was required to bring the rudder from hard-over to the center position. ' The rudder was first turned from center position to 20 degrees starboard, then back to center position to 20 de- grees port, then to center to 35 degrees starboard, and so on. The New Battleship Maine. Herewith is presented a view of the new battleship Maine, taken before her official trial and while in dry- dock in the New York Navy Yard. The illustration is reproduced by courtesy of the Brooklyn Daily Eagle. After being floated from the dock the ship proceeded to Boston and thence to the Cape Ann course. The contract required that a speed of 18 knots be main- tained for four consecutive hours. The figures given out for the speed were 18.1 knots, although it is stated that tidal corrections will bring this figure up to 18.3 knots. THE NEW U. S. BATTLESHIP MAINE IN DRY-DOCK. In Fig. 6 is shown the power required under variable conditions of main engine revolutions. The maximum power required in one particular case was about 112 H. P. to put the rudder from hard-over to hard-over, the ship having a speed of over 22 knots. The instruments for measuring the volts and amperes, being permanent attachments on the switchboard, fur- nish a ready means of detecting, at stated periods, any inequalities of the power required for the gear. If the electrical system is used in conjunction with a steam gear having a helm angle indicator or a telemotor, the wires for these instruments can be included in the cable of small wires in use for the electrical system, as this cable is carried over approximately the same length as would be required for the above instruments. The over-all length of the Maine is 388 feet, the ex- treme beam 72 feet 21-2 inches, and at the mean load draft of 23 feet 6 inches the displacement is 12,300 tons. The main battery consists of four 12-inch B.L.R. and sixteen 6-inch R.F. guns, and in the secondary battery are eight 6-pounders, six I-pounders, two Colts, and two 3-inch R.F. field pieces. The 12-inch guns are mounted in two barbettes with armor of 12 inches maximum thickness, which are placed on turrets of 12-inch armor. This great vessel is propelled by two sets of triple- expansion engines, the diameters of the cylinders being 38.5, 59, and 92 inches and of 42-inch stroke, designed to indicate 16,000 horse power. ‘Twenty-four Niclausse boilers supply the steam. The total grate surface is 1,353 sq. ft. and the total heating surface 58,104 sq. ft. 292 Marine Engineering. OcToBER, 1902. Marine Engineering Published Monthly by MARINE ENGINEERING, INCORPORATED 309 Broadway - - - H. L. ALDRICH, President and Treasurer. New York. PROF. W. F. DURAND, Advisory Editor. F. D. HERBERT, Associate Editor. G. SLATE, Advertising Representative. Branch Offices. Philadelphia, Pa., Mach’y Dept., The Bourse, S. W. ANNESS. Chicago, Ill., 1643 Monadnock Building. Boston, Mass., 170 Summer St., S. I. CARPENTER. TERMS OF SUBSCRIPTION. Per Year. Per Copy. United States, Canada and Mexico..........csseseeeeeeees $2.00 20 cents Other countries in Postal Union.........ccesssececeereeee 2.50 25 cents Entered at New York Post Office as second-class matter. Notice to Advertisers. Changes to be made in copy, or in orders for advertisements, must be in our hands not later than the 15th of the month, to insure the carrying out of such instructions in the issue of the month following. RUSTS and trade combinations represent one of the important industrial tendencies of the age. A further step in this direction along lines relative to marine construction has been re- cently announced in the formation of the United States Shipbuilding Company, including the fol- lowing yards: Bethlehem Steel Company, South Bethlehem, Pa.; the Union Iron Works, San Francisco, Cal.; Bath Iron Works and Hyde Windlass Company, Bath, Me.; Eastern Ship- building Company, New London, Conn.; Harlan and Hollingsworth Company, Wilmington, Del.: Crescent Shipyard, Elizabeth, N. J.; Samuel L. Moore and Son Company, Elizabeth, N. J.; and the Canda Manufacturing Company, Carteret, N. J. At first thought it might seem difficult-to understand the reason for a combination involving the yards mentioned, since it will in no wise fur- nish any exclusive control of operations on the Atlantic coast or elsewhere. Further consider- ation shows, however, that in this case no such exclusive control seems to be contemplated. In other words, the combination seems to have been formed without reference to the idea of a monop- oly, regarding either territory or character of pro- duct. The obvious principle which the combina- tion clearly embodies is that of including repre- sentative yards in different parts of the country suited either to general or to special classes of work, together with provision for supplying guns, armor, and ordnance supplies for naval contracts.. The obvious plan of the combination will be to: classify and standardize its output so far as mav be possible, and then, by a suitable distribution of work, keep each yard busy on that type of con- struction which it is best fitted to carry out effi- ciently. With this thought in view it is clearly seen that the entire field of marine and naval con- struction is well covered in the various yards in- cluded, and that any order, no matter what, fromy a battleship to a torpedo boat or revenue cutter, or from a transatlantic liner to a tramp freighter or tugboat, or from a steam yacht to a house- boat, may be efficiently cared for in a yard well suited to the work in question. This seems to us. the true function of the combination. It has in view increased efficiency of construction, but with- out monopoly or restriction of outside builders in the same field. It cannot be too strongly realized that the secret of the highest success in any industrial plant in- volves the keeping, so far as possible, every wheel turning and every piece of productive equipment: constantly at work and on that type of work which it can handle to the best advantage. This. ideal can never be realized, of course, in a single yard where all classes of construction are han- dled. A long step toward such a condition may, however, be made if, in a central office, large num- bers of orders may be classified and distributed with reference to the type of construction, so that in each yard the economy of specialization may be realized to the fullest practicable extent. The formation of the United States Shipbuild- ing Company along these lines seems to be a wise move, and we may wish the combination the suc- cessful and prosperous career which its plan of work seems to deserve. WwW have previously in these columns re- ferred to the questionable policy on the part of the Government of building battleships in: the navy yards rather than by contract with pri- vate builders. The Navy Department, of course, has no choice in the matter and can only carry out the direction of Congress. In accordance, therefore, with the law authorizing the construc- OCTOBER, 1902. Marine Engineering. 533 tion of the two battleships Connecticut and Lou- isiana, the Department is proceeding with the preparation, of the building slip for the former at the New York Navy Yard. This work, consisting chiefly of pile driving, will be carried on through the fall and winter, and it is expected that the keel will be laid in the early spring. The bids for the sister ship, the Louisiana, will be opened October I, and it is understood that strict adherence to the Department’s plans will be insisted on in order that the comparison between the two ships as to cost, workmanship, speed of construction, etc., may be as broad and accurate as possible. Usually, in bids for Government work and on Government plans, some variation in detail may be allowed in favor of modifications proposed by the builder. In this case, however, it is the intention to have the two ships identical in all respects, and the plans prepared by the Goy- ernment will, therefore, be strictly adhered to. This will serve as the basis for a most interest- ing comparison. It has long been accepted as a general proposition that work in a navy yard is more expensive, both in time and money, than by private contract, and the reasons have not been far to seek. Briefly, the more important are as follows: A shorter working day ; a higher average price for labor per man-hour; the difficulty of introducing piecework, and the consequent reduc- tion of the output per man-hour as compared with private yards; the difficulty, with such labor as must in any yard be paid by the hour, in keeping the output per man-hour for the navy yard labor- er up to the point realized by the private builder. It 1s this last item, intangible in character and uncertain in amount, which has been largely blamed for the so-called inefficiency of navy-yard work. The cost of material and equipment gen- erally in the two cases should be the same. The average prices paid for labor are matters of record, and the chief remaining item is this gen- eral charge of inefficiency made against the navy yard laborer. Whatever in amount this may be, it must be laid to the charge of the system in vogue in Government work, and must be either an inherent and necessary feature of such work, ‘or accidental and unnecessary and therefore re- movable by improved methods of administration. The plan proposed in the building of these two battleships should throw some light on such ques- tions, and should aid in making possible a more intelligent study of these problems of the admin- istration of public works. FE, publish in another column an article on the influence of shallow water on the speed of ships; and while we cannot fully agree with all the points taken by the author, we are glad to give the article publicity, in the hope that it may stimulate others to contribute their experi- ence along the same lines. The author claims that no vessel can go in shallow water faster than the natural wave of translation, and that the speed of such a wave is therefore an upper limit beyond which, no matter what the power may be, no ves- sel can be forced. In this connection we wish simply to draw attention to two points: First, the shallow water wave is not quite the same as the ideal wave of translation, which is only found normally in a canal or restricted channel, and it is somewhat uncertain to reason from: one type to the other. Second, the assumption that a ship cannot be propelled through shallow water at a speed faster than that given by the formula cited must, after all, be recognized as an assumption only. It is very sure that by external means, such as towing along a canal, a boat may be forced through shal- low water at any speed quite independent of the depth of the water, but of course with an expendi- ture of power sufficient for the circumstances of the case. ‘There seems to be no reason why, with the provision of sufficient power within the boat itself, similar results with the usual means of pro- pulsion might not be reached. It is a fact, how- ever, that at speeds perhaps approximately indi- cated by the formula proposed by Mr. Stevens, the resistance of boats in shallow water is likely to increase at an excessive rate; and while there is perhaps no reason for considering such speeds as an absolute limit, it is a fact that any excess in speed over some such limit must be paid for at so high a rate measured in horse power that even with excessive power the gain in speed is but slight, and there results, therefore, a practicable limit beyond which it is not economical to at- tempt to drive boats in shallow water. This is really the main conclusion of Mr. Stevens’ arti- cle. The question as to where this speed comes _ in, and’ whether determined by the depth of water alone, as he proposes, or by the depth of water and the size of boat conjointly, is a question to be determined by experience, and to this end we shall welcome communications from those who may have had in their experience opportunities for observing and recording facts bearing upon these matters. 534 Marine Engineering. OCTOBER, 1902. COMMUNICATIONS. Troubles with Counter Gear. Editor MARINE ENGINEERING: Most engineers have, at some time or other, expe- rienced difficulty with the gearing employed for oper- ating engine revolution counters. Several years ago, while attached to a Cramp-built ship, we had all kinds of trouble with the counter gear. This revolution re- corder was one of the ordinary circular-dial affairs, and in itself was all right. The gage-board to which it was secured was located on the forward engine room bulk- head, about at the height of the high-pressure cylinder and 10 feet outboard from the same on the starboard side. To transmit the reciprocating motion from the high-pressure crosshead to the counter lever necessi- Marine Engineering GAUGE PLATE COUNTER WIRE CONNECTION SPRING FOR TAKING UP LOST MOTION OF COUNTER GEAR. tated a complex system of shafts, rods, bell cranks, and levers. Theoretically the gear was perfect and cor- rectly proportioned, but practically it slapped and rat- tled, and wore down in the working parts to an extent that caused us considerable annoyance. On several oc- casions, by the breaking of small pins or the slipping of some of the connections, it gave out entirely. By a combination of the engineering talent on board. a new gear was evolved which it was anticipated would obviate all of the annoying features of the old gear. This apparatus consisted of a cylinder, made of a piece of 2-inch brass pipe, which was so fitted as to oscillate en a stud, or stanchion, screwed into the fore-and-aft bulkhead close up to the gage plate. In this cylinder was a piston and a piston rod, the lower end of which was secured by a pin joint to the end of the counter lever. A spiral steel spring was fitted inside the cylin- der between the piston and bottom head. ‘The motion was imparted to the lever by means of a piece of 3-32- inch brass wire connecting to a lever on a_ fore-and-aft shaft which was rotated by means of a connection to the high-pressure crosshead of the engine. Brass chain and sheaves were, of course, fitted where the lead of the wire was changed. The operation was that, on the down stroke, the spiral spring was compressed by the piston, and on the opposite movement the spring forced the piston, and consequently the counter lever, up again. The wire was thus kept in tension at all times. The accompanying rough sketch shows how the spring cylinder was arranged. . For about a week after this gear was fitted no trouble was experienced with it. To all appearances it was working perfectly, but one day it suddenly gave out, much to the chagrin of those who had gotten the apparatus up. Upon examination, it was found that the constant work brought on the spring by 125 revolutions of the engine had been too much for it and it had broken. The chief engineer, after puzzling over the matter for some time, decided to try another experiment. ‘This time he left the spring out entirely, threw away the lower head of the oscil- lating cylinder, and made a connection by a length of 3-8-inch brass pipe from the condenser to the top of the cylinder. The piston was packed, and in place of the spring we now had a vacuum of 25 inches for the wire to pull against. This arrangement was found to work perfectly, and it is in use now, having stood wear and tear for over two years without any derange- ments. C. A. CHALKLEY. A Patent Stern Tube. Editor MarinE ENGINEERING: The stern tube is one of the most important parts of a ship, and a design which is conducive to good work- ing and ease of overhauling is much to be desired. The ordinary form of stern tube, such as used in the mer- chant marine, is, of course, well known to all marine engineers, and a lengthy description is unnecessary. We may simply note that it consists essentially of a cast-iron tube containing a brass bush with dovetails, these dove- tails holding strips of lignum vite as a bearing material. In some stern tubes the brass liner is dispensed with, the lignum vite strips being driven directly into the dovetails of-the cast-iron tube, but this practice is to be condemned except in very small vessels. In single-screw ships the distance between the rudder post and the stern-tube nut limits the length of the brass liner carrying the lignum vite strips, the brass liner being short enough so as to be readily withdrawn in case of necessary repairs. In ordinary stern tubes it is neces- sary to take off the propeller and draw the shaft in, in order that the lignum vite bearing strips may be renewed; and this proceeding entails a large expense, that is, if the shaft is drawn in solely for the purpose of removing the bearing material. Keeping this in view, the problem presents itself as OGTOBER, 1902. Marine Engineering. 535 follows: ‘To design a stern tube which shall allow the packing wood to be removed and renewed without tak- ing off the propeller and drawing in the tail shaft. A British marine engineer, well known on both sides of the Atlantic, has offered the stern tube shown here as a design intended to fulfill these conditions, and quite a number of them are in use, one of them having come under the personal observation of the writer. Referring now to the accompanying drawing, the stern tube is made in separable halves and of cast iron. It _ will be noticed that the construction of the lower half differs from the upper one. ‘The halves are securely bolted together, four of the bolts being fitted, and then the tube is passed into the hole in the stern frame and fastened by a nut on the after end in the usual manner. The shaft, when revolving, wears the bearing strips on the bottom, while the wear on the top wood is very slight. In this design the top lignum vite strips are therefore driven directly into the dovetails of the stern method of removing the old wood and replacing with new. Underneath the hub on the stern frame is a step bolted to the frames, and put on in such a manner as not to interfere with the propeller. ‘This step is not shown on the drawing, but it serves for a support upon which a screwjack is placed. This jack lifts the shaft and thus releases the bottom brass liner of its load. The after-peak stuffing box and gland are then taken off, and the brass liner, with the lignum vite or the lignum _vite strips alone, are drawn into the after peak and renewed without disturbing the propeller and the shaft. One must admire the simplicity of the means by which the problem was solved, as well as the details of the design and the engineering skill with which the idea was carried out. In practice, however, it is found that other conditions enter and render difficult the carry- ing out of the repairs in the manner intended. It was the fortune of the writer to have personal Uy F SS — —Z-<———SSS Yy ESS VL — SSS SSS Mh indo SSS NOS Yyy. “KKK MMM) Yj /, PSN S x “fA \\ NX ZA NN SS A PATENT STERN TUBE, tube, and these strips are only 3 feet long. Of course, if these top pieces are to be renewed, it would be neces- sary to take off the wheel and draw in the shaft for several feet, but this contingency occurs but once in every eight or ten years. Now, looking at the lower half, it will be seen that this contains a brass liner fitted with dovetails into which the lignum vite strips are driven. ‘The center line of the bore of the bottom half has a downward inclination from aft to forward of 1-8 inch per foot. This in- creases the diameter of the bore from the center line of the shaft, and, while the brass liner is 5-8 inch. thick throughout, to make up the deficiency the thickness of the wood in the dovetails is increased from 7-8 inch aft I 5-8 inch forward. ‘The stuffing box and gland are made in halves, so that they may be taken off the shaft entirely. As shown in the drawing, the shaft has two distinct stuffing boxes, the forward one leading into the shaft alley and the after one into the after peak. Having now described the stern tube without going into those details of construction which may be readily seen on the drawing, it may be well to describe the <= SS SEE SSNS MU LOD MADE IN HALVES. supervision of an attempt to carry out practically the idea embodied in this design of renewing the lignum vitee strips without removing the wheel and drawing in the tail shaft; but although use was made of every facil- ity of a well-equipped repair shipyard, it was not found practicable to carry out the intentions of the designer. The jack was put under the stern shaft and lifted it against the top wood as far as it would go, and the shaft was also lifted by means of a tackle in the shaft alley. The stuffing box and gland were taken off, but the wood and the liner could not be started, and at last the old method of taking off the wheel and drawing in the shaft was resorted to. The reasons why the wood would not come out are presumably many, and some may be mentioned. The shaft is flexible and wears more at the after end of the stern tube than at the forward end. ‘The ship itself is flexible, and when in dry-dock assumes a different shape than it does while floating, thus binding the shaft when the ship is in dry-dock. Still other reasons might be found for the trouble met with in this case. This is the only example of a ship having such a stern tube which 536 Marine Engineering. OCTOBER, 1902. has come under my personal observation, and perhaps in other ships the idea has been more successful. Even if this patent stern tube fails to carry out the inventor’s idea of permitting the renewing of the bear- ing wood while the shaft is in place, yet the whole de- sign is a marked improvement over the old practice of a one-piece stern tube with brass liner, and the cost of construction of the two is about the same. J. P. BADENHAUSEN. Torpedo Boat Trial Trips. Editor MARINE ENGINEERING: The failure of the torpedo boats in the United States navy to make the original contract speed has received wide attention, and in the report of Lieutenant G. Kaem- merling on a contract trial of the torpedo boat De Long the keynote of the situation, I believe, appears to have been struck. In ‘each case the finished weight of the torpedo boats and destroyers has been in excess of the estimated weight by many tons, and it was found impossible to drive a vessel with this added displacement at the con- tract speed. The Navy Department, therefore, reduced the requirements to_a maintained speed of 24 knots for one hour in the case of the torpedo boats, and 26 knots in the case of the destroyers. These trials have been conducted with most of the equipment on board, and it is a question whether, in the case of the torpedo boats, this should not be left out altogether, as the theory of the torpedo boat is that it is to be operated from a base of supplies, either afloat or on shore, and that it is not to carry full sup- plies on board. Lieutenant Kaemmerling says: “A great deal of the requirements put upon torpedo boats to make them absolutely independent must eliminate what has generally been considered the first requirement of the torpedo boat—namely, speed. Should independent ac- tion be required for any boat removed from the base, such hardships as would ensue from the lack of heavy bathtubs, marble-slab wash basins, various subdivided officers’ quarters, all fitted with wood trimmings, a heavy cooking range, and other heavy equipment in galley and elsewhere, could be dispensed with and with- out unbearable inconvenience under campaign condi- tions. ‘To sum up, a torpedo boat should be constructed to operate from a base, and not be equipped similarly to a cruiser.” lf it is necessary to put this heavy equipment on board, let the torpedo boat first have her trial run and her record of speed established without these unneces- sary weights. Then this equipment could be added to make her comfortable for the officers on board in times of peace. This is such an important topic to builders of torpedo boats that I feel it should be brought before the readers of Martne ENGINEERING to receive general consider- ation. J. W. M. A Steamboat Fire Story on Mark Twain. Editor MArtnE ENGINEERING: Some months ago you published a story regarding a “donkey” engine on a steamboat, in which some expe- rience of Mark Twain as an “engineer” was given. Perhaps, therefore, your readers will be interested in another story on Mark Twain which is going the rounds. St. Louts. Clemens was attached as cub pilot to a steamboat which was bound up stream with a heavy cargo of cotton. At the officers’ table the first day out from Natchez, Miss., the talk turned upon what to do in sudden emergencies, and especially in case of fire on a steamer loaded with cotton. Mark Twain, like most of the others, held to the notion that it was the pilot’s duty to emulate the now famous Jim Bludso and “‘hold her nozzle to the bank till the last galoot’s ashore.” Among those at the table was the assistant engineer, a young man whose experience of life had taught him to doubt the ability of human nature to carry out the projects of its more boastful moments. He went below at the same time that Mark Twain went aloft, but the two continued to think of the conversation just closed. The pilot house and engine room of a steamboat are connected, not only. with bells for signaling, but with a speaking tube. The mouth of the tube at the upper end is but little larger than the human mouth, but in the engine room it has the shape of a funnel as big as a half-bushel measure. While the assistant engineer was pondering the emergency question he was also wiping off a portion of the machinery with a bunch of cotton waste, and as he reached the mouth of the speaking tube it was the work of but a moment to touch a match to the inflammable material in his hand and thrust it far into the tube. Mark Twain, alone in the -pilot house and still pondering the dire things he had heard about the horrors of burning steamboats, was horrified td see smoke pouring from his end of the speaking tube. There was but one thought in his mind. The boat was on fire. Dropping the wheel, which spun around and around as it left his hand, he grasped the rope by which the big bell was sounded and began pulling like a sexton, at the same time raising his voice in a cry of ‘‘Fire! Fire! The boat’s afire!”” Here the officers of the boat and the passengers are said to have found him, after hurriedly ascertaining that the alarm was false, still valorously determined to “‘save the ship.”’ The boat, relieved of the rudder’s guidance, had in the meanwhile swung around in the current and dashed full speed on a sand bar, from which it required half a day to drag her. And Mark Twain, having lost his nerve, left the river. Mississippi Cotton Steamer. Editor MARINE ENGINEERING: I am sending to you herewith a photograph which will be of great interest to those of your readers who have not had experience on the lower Mississippi river. The picture shows the steamboat Kate Robbins, which had on board 1,010 bales of cotton. ‘The cotton is piled nine tiers high on the main deck, and there are several bales on the hurricane deck. I remember away back in ’73 the steamboat Belle Lee coming into the levee at New Orleans with cotton piled eleven tiers high, and later, in 1881, the big steamboat Henry Frank came down the Mississippi river to New Orleans with the cotton piled twelve tiers high. The number of bales was 9,226, making a somewhat smaller cargo than that of the Kate Robbins. Cotton is put on board the boats on the Mississippi river under difficulties that would seem insurmountable to those engaged in the steamboat freighting business in the North. The Kate Robbins on this trip came from the Yazoo river to Vicksburg and picked up her cargo along the banks in bales numbering all the way from one to fifty at each landing. ‘There are no facili- ties whatever at the so-called landings. The steamer is run into the bank head-on, and the landing stage, which, it will be observed, is hanging at the derrick on the boat, serves as the wharf. The colored roustabouts roll the cotton on board over this stage, and it is only by OcToBER, 1902. Marine Engineering. 337 employing a large number of men of the don’t-care-a- continental style of negro that the cotton is handled at all, and when the river is very high or low the loading of cotton is a very difficult operation. Not infrequently the rain is coming down in torrents, and the roustabouts work in mud half way to their knees. An important point in connection with cotton cargoes is that the danger of fires is very great. I notice that there is considerable agitation in New Orleans in re- gard to the danger of the use of fuel oil on board steam vessels, and that the insurance underwriters are lead- ing the agitation. I do not consider fuel oil half as dangerous as cotton. On a cotton-laden boat the bales are piled all round, in every corner and in every place where there is room enough for them. Wood is burned very largely on the tributary river steamers, and great care has to be exercised, for, as you know, cotton is a good deal like gunpowder when a spark touches it. GrorcE L,. Norton. other experimenters about fifty years ago, but it was left to Dr. Goldschmidt to bring the intense heat gener- ated into practical use and to develop the different pro- cesses for the arts. The Aluminum-Thermit processes can be summarized in, first, using the metal reduced out of the compound ; secondly, using the heat generated only; and, third, a combination of both. The first part being purely metal- lurgical, by which free carbon, pure chromium, manga- nese, nickel, and other metals are produced, is not direct- ly interesting to the shipbuilder and engineer. The process has been developed for butt welding of any profile or of any weldable material, so that angles, T- bars, and rails of any description are united to make practically one piece. ‘The process is a very quick one, as it takes only about half a minute to weld a street- car rail of about 9 inches height. It makes the welding of angles, etc., possible in places where riveting is not practical. For heating bent stanchions, plates, etc. in MISSISSIPPI RIVER STEAMBOAT KATE ROBBINS WITH ENGINEERING SPECIALTIES. Generating Intense Heat Through the Combustion of Aluminum. Thermit is a metallic mixture discovered in its pres- ent state by Dr. Hans Goldschmidt. The compound consists in the main of oxides of metals and pulverized aluminum. ‘The burning of the aluminum in the pres- ence of these metal oxides, and by the oxygen in the metal oxide, generates a heat up to 5,400 degrees Fahren- heit (about 3,000 degrees Centigrade), and at the same time produces the metals in a very high state of purity. This mechanical reaction was known by Wohler and IOIO BALES OF COTTON ON BOARD. order to straighten them, the quick and portable heat of the Thermit will be of great use in a shipyard. Light and heavy work have been done with economy and dispatch by this process, and shafts up to 10 inches in diameter have been successfully welded in one oper- ation. The mending of heavy castings which have been cracked, or have not come out of the mold properly, is one of the features of Thermit. It also enables one to make, without any cupola, small castings, as the Ther- mit melts out about half its weight in metallic iron, the composition of which can be regulated to suit the case. In any emergency at sea it will prove of great help to the engineer for quick repair. 538 Marine Engineering. OcToBER, 1902. About the practical application, we might add that the Thermit is produced in special crucibles, which have a lining consisting in the main of magnesia. ‘The Ther- mit is not inflammable by ordinary means, and a special igniting powder has to be placed upon it and ignited by a wind match in order to start the reaction. With- out the igniting powder the Thermit will not burn. even if thrown in the fire or stirred with a red-hot iron. It will keep, if kept dry, indefinitely. There are two ways of emptying the crucible in which the reaction has been completed—one, by pouring it over the rim, and the other, by drawing it off from the bottom. In the first case the slag flows out before the iron, and in the second the iron comes first. As the slag cools far more rapidly than the iron, and deposits a thin layer on the object it touches, the first method of emptying the cru- Marine Engineering SECTION OF CRUCIBI,.E AND MOLD. cible will be used in those cases where the heat only is to be used, and the adhering of the molten Thermit iron to the object is to be prevented. The second method is applied for joining pipes and tubes, for carrying gases or liquids at high pressure, for welding angle bars and other sections, etc., the result being a clean butt weld. The pipes and other sections can be welded in place, as the Thermit can be applied to them in any position. The weld is no more expensive than a flange for a simi- lar repair. ' Tapping the Thermit iron first, the iron flows out at such a high temperature that it welds the surface of the metal it comes in contact with, and amalgamates with it. The slag which floats on top of the iron may either be retained in the crucible or else, in cases where it is desirable to hold the heat, can be applied to the weld. This metal has been largely used for welding street-car rails, casting at the same time the strengthening lug around the foot of the rails. The repairing of faulty castings up to any size is done also by this latter method. In case of a crack, this has to be widened up to about 1-2 to 3-4 of an inch in order to let sufficient of the Thermit iron run in. The superheated metal will soften up the inner walls ‘of the crack and unite with them so perfectly as to make one piece. By this method, many castings that would have to be discarded can be rendered sound and serviceable at a very slight expense, as it is possible to produce by the process an iron or steel of any composition that may be required. The repaired spot on the casting can be made, if necessary, of a structure and quality corre- sponding to the body. ‘The casting on of broken teeth to gears has been done without even taking the gears out of position. Where a mild steel casting is wanted in a hurry, it can be readily made by using Thermit with about 20 per cent. of small punchings or small pieces of metalized iron added. This is run into the mold in the usual way, no furnace or cupola being required. The process is also used to superheat,+as well as to render extremely fluid, both steel and cast iron, by add- ing between one and six per cent. of Thermit, accord- ing to requirements. The Goldschmidt Aluminum-Thermic process includes also the use of titanium, which. can be thoroughly in- corporated in either steel or iron when in the molten state in the ladle. ‘The titanium not only has the densen- ing effect, but combines with the nitrogen which is con- tained, more or less, in every metal bath. ‘Titanium makes a close-grained casting, without any bubbles, and castings of complicated design, such as cylinders, slide valves, etc., are especially improved by its use. Usually one-half to one per cent. of the Titanium hermit is REPAIRING A GEAR WITE THERMI1T IRON. A shows a tooth mended but not machined. B, broken tooth ready for pouring. C, tooth repaired and machined. added to cast iron; for steel castings, only one-quarter to one-half of one per cent. is necessary to insure a close-grained material.. The larger the castings the better will be the results obtained, and the use of Ti- tanium [hermit is specially recommended for charges of about 1,000 pounds and more. It might be added that the slag, which consists of practically pure oxide of aluminum, is ground up and used as an abrasive material which is called “Corubin” and used for the same purpose as emery, carborun- dum, ete. : Any further information will be given by the Allge- meine Thermit Gesellschaft, Essen-Ruhr, Germany, or Mr. Clarence B. Schultz, the American representative of the company, 149 Broadway, New York city. ew © 539 ineering. Eng Marine OcropER, 1902. ‘your orenbs 19d spunod OZI JO oanssoid wieojs e& YIM porddns o1e siojeoy 24} UsyYM puke dpIs}NO dy} WOT] UsyR} st se oy} Ie UIYM “JroyUstyey Soovisep OF JO o1njetodui9} oprsjno Ue YIM “loyustYyey Sovisop cZ Je poulejurewM oq uvd drys oy} jo oinjzerodurs, oy} yey} doIB9p & Yons oy ‘sIoqsIso1 SOI 9Y} YSnOIY} JoATjop pue s[pury Oo} pooque -Tens oie suey 94} YOIYM ‘are JO sor MuURNd oy} yeoy Oo} Ayrovdeo ajdwie jo a41e poeqiiosop sny} siojeoy oyy, ; ‘spunod 06z Jo 91nssoid 91} “eysoI1pky & 0} pojso} SYM 9UTSUD STYy} JO JopurTAD oT, ‘your orenbs 19d spunod o$z 0} your o1enbs 19d spunod OzI Wot} oInssord Aue Jopun syIOM suTsua oY] ‘Sto}PeY 94} 0} porydde oq Avur your s1enbs 19d spunod OzI jo 9imsso1d ev ‘oimMbot suonIpuod ospisjno usu AA ‘YSUT-Z-I I SP JOATOIOT wivaj}s oy} 0} A[ddns urew oy], Joo} SO€I suivjuoD pue ‘“1a9}eoY IJo9YyIO 9Y} Jo dsoYy 0} Tews YOVe “suol}I9s $ JO sjsIsuUOD IoJVOY oY] ‘SJO]JNO J9}STSOI OY] Je PoIATJop oynurtu sod se FO yooj I1qnd OO1'g JO Aylovdvo ve sey uvy oy poods yoryM ye ‘oynurut Jod suomnjoas1 ooh Jo paods v ye suns ouLsuo SY, “oulsua ojeyng posopsus Sunoe-sjqnop o[qnop youl-c-1 €x F B 0} payoUuUOD joIIpP ur] [Tq [21S ojeyng Sursnoy [[N} youl-og ev jo sjsisuod Ysvu uIPU oy} JO preMro} Ysnf pozenqis ‘snyeredde s103ye oyy, ‘drys oy} Jo avd 19430 Aue Fo wojsds SunrpnuoA pur BSunvoy oY} Surkorsop ynoyyM QYystj-193eM Ayoynyosqe jUoUjTeduUI0s oY} SulJapust snyy ‘Ajoeipowwt posojo aq AvUt JONpP Vy} }VY} poSurszie Os st 9}vB Jaoqs B speoy nq 3ysy-193eM YyBno1y}y ssed sjonp osoy} o19y AA [eJOUL YOUI-19}1VNb JO Jonp Jao}s JoyOUR st sty, Sur “SUAWAWITIIW NI SLONd FO SHLavaud -I9A09 pue ‘BUIsse] SOJSoqse JO YOUT I St YOIYM punoie ‘7203S YOUI-Q-I JO yOnp JoUuUT Ue Jo ysIsuOd AY L, ‘uoTjONAYsuOD [eIoods jo oie drys oy} jo sjuowjzied -UWL09 JUIIOIJIP 9Y} O} Te oy} AoAUOD YSIYM sjonp sy, ‘UOTJINAJSUOD pPlepuLys 24} Joye uoIl o[sue YIM pooviq pue pous}ys ‘adAy SUuISNOY [JNJ Oyeyng Iepnso1 oy} Jo st uey oyy, “oyu Jod SuUOI}NJOADI OO Je Jao0f IIGqnd OOZ‘OI JO sjoa]jNo ay} ye Ayloedeo ev sey UR] o}e[q [90S O[eyNngG oy ‘S1ojvoy oY} O} ue} oy} Sul -JN9UUOD ISLI I9}vdY Jedj}S JOOS V UL PosSvoud o1v SUOT -99S JoJvoy Iso, “JoJowWeIP Ul YOUT I o1e suOT}IOU -uo0d dip oY} a]IYM ‘soyoUr f ST J9ATODOI WedIS oY} 0} Ajddns ureu oy y, “soyyeam opis}no sstAvA YIM Aressao0u oq AvUL SB Ssot YONU OS IO YUT oienbs Jod spunod ozi jo oinssoid weojs wnuixew ev ispun ajvioado 0} o1e puke oinssoid d1}e}sO1pAY Your o1enbs Jod spunod OSI 0} pojso} o19M s]Iod osoyy Aueduod d8IOW O[L¥YNG DY} JO SYIOM 9} SuIAvI] oIOJoOg “Yysry SoyoUuT OI jJoof GS pue suo, joo} HF ‘OpIm soyouT g st pue odid youl-1 potossejs JO SMOI b sey UOr}DIS Jf0o wiesqys yory ‘diys ‘oyq yo Surjor Aq Surddiys sy jusAdId 0} soulvif UO spsue ul podseid Sutoq uonoas yovo ‘suorjoes S Ul posuRvIIe ‘19}vay JO Joo} Soz‘z pue ‘Iojour Auvdwioy) o14j0[q7 [elouer tomod-asi1oy S v 0} po}JIDUUOD JOdIIP ST YIM “Uvj JsnVYyXo o4vI[q [oS o[eyng yout-o£ 9uo jo sjsisuod “4seuI-d10} oY} Jo ye ysnf pojenqis st yoryM ‘snjyeiedde pivas0y oy, ‘sydeiseied SUIMO][O} dy} Ul JNO Sutiq 0} vsodind ino oq [PIAL JT YSOTYM soinjeo} Suljsotojur ouros jusso4d sjurjd 9s9y} Jo UoronAYsUOd jo sfIejop oy, ‘yuryd HI, AUV SHANSIA WIONIS—S7ZNAOIM NISINOM ASIAN WOLAdG NO Joyyews oy} Aq pojjosjzUOd st JassaA ay} JO UOT}IOd 109348 94} ofJYM ‘suolj10d pieMio} pue diysprur oy}-sporjyuo09 queld rosie] ayy, ‘sjurjd jounsip pure ojeredes om} Jo SJSISUOD PUL Yop Y}1oq oy} UO Pojzenqys st diys sii jo snjeredde sSuljejuesA pue Surjeoy oijuo ayy ‘Ueplojsuy jo ‘Aued “WOOP pure eiTV “N ‘s’[ 94} pur ‘soyjo uopuo’y sy ysno1yy “K ON ‘ojeyng jo ‘Aueduioy os10q ojeyng oy} Aq poeysiuiny sem drys sry} oyepQUeA puke yevoy 0} pasn snj -eredde oy} yy} pouoruow oq Avu 4] “pajoajas useq Sey ‘Sajuasay wmisiMoy “SINT “J9smmig yoinq 94} ‘diys Je utopow ke jo jurd Suneyquea pue BSuneoy 24} SUIqIIOSop pue Suljersnyjr jo asodind oy} 104 ‘O[GLJOU IIOUL UDAI UVaq SLY S[eSSoA SUT}Y SY 9Soy} JO Wojshs Suvi ueA pure Suljeoy oy} ut SPCUL 9OULAPL 94} ‘poxivur AIDA Usoq sey SJOSINID ul OPCW DDULAPK 9} 9[IYAA “ALIvO sdiys 12M UOpPOU osoyy YOIYM dInssoid Wess YSIY sy} YPM sosvorOUL A}Issodou siIy} pue ‘11e ysorz oid jo Ajddns poos ke daraoo1 Ajissao0u JO jsnul ‘SsioyuNng [VOD pue WOOT s1y 9Y} ‘SULOOI 910}s ‘souIzesem JopMod oy], Wopuodopur pue snotounu s1OUl astuOdeq ‘UOTJONAWSUOD diys JO svept poourApe 94} YUM “YIM sjuswyIedwo0d jUdtaTIp 9Y} JO -UOTLIUIA JY} OF pAvSoI anp yoy pojonaqs -u0Dd pu PosUSISap o1oM I FI o[}eq UT ssofdjoy ysotuye autod9q UOOS jYsIWU dys Jsoq OY} JY} purw ur ouIOg 9q JSNU JT “YIOM DAISUSfop PUR DAISUdO IO} YOY ‘poddinba 19}joq oie pue jusTdyyo o10Ul SuT0seq d18 S[OSSOA IBM dso, ‘prde1 AioA usaq sey S1vah Mo} jsed oY} SulIMp JosmmIo oy} Jo JUsUdOfoANp oy L "SoJUISIY UIsIUOy WALSAS DNIGVALLNAA ANV ONLIVAH Bruwonhug nary titi i Orixorstes 540 Marine Engineering. OcToBER, 1902. New Metal-Cutting Machines. Two types of metal-cutting machines have recently been placed on the market by the Q and C Company, which embody many novel features and improvements. One is the Bryant saw, in which the saw blade is driven by a gear or sprocket wheel engaging with the teeth formed on the periphery of the blade, and the other is an arbor-driven saw, where the blade is driven by a central mandrel or arbor. Both types of these saws are made in two styles—cut-off saws and universal saws. In the cut-off type the blade travel is short and the machine is especially designed for cutting off round and square bars, structural shapes, ete. In the universal type the travel of the blade is longer, and the machine is fitted with an upper side table on which the work can be cut off for the entire length of the travel of the saw blade, while they are also arranged with V-blocks and lower tables for cutting bars and shapes. The illustration herewith shows the motor-driven Bryant cut-off type of machine. When desired the machines are mounted on circular base which may be completely rotated by rack and pinion, this being a very desirable feature where there is not sufficient room for swinging a long beam. Lateral adjustment of side ta- bles is furnished, if required, so that work may be ad- justed for cutting after being secured. hand. The feed nut is solid, 6 inches in length, and bushed with bronze. It is bolted and tongued to the carriage, and can be readily moved without dismantling the machine. The Bryant saw carriage is in two parts, the sprocket shaft bearing being cast in one piece with the worm- gear hood and is movable 21-2 inches toward the axis of the blade, allowing for a wear of 5 inches in its diameter. ‘The sprocket is removable, and all sprockets on these saws are interchangeable and readily replaced. The arbor-driven saw carriage is of good design and exceedingly strong and rigid. All bearings are divided at right angles to the direction of the wear and are of extra large proportions. Both arbor gear and pinion are solid with the shaft, the pinion being hardened. The width of the face is large, and the liberal propor- tions employed have produced a very rigid and quiet- running machine. All gears in both types of machines are entirely enclosed, avoiding dust and the wear it en- tails when machines are not advantageously placed. The shears and tables are of strong and rigid design and are provided with oil troughs, so that all lubricant is returned to the central trough underneath the saw blade. Further information and catalogue can be obtained from the Q & C Company, Western Union Building, Chicago, or 114 Liberty street, New York city. A NEW METAL-CUTTING MACHINE, MOTOR-DRIVEN. Special attention has been given to the arrangement of the tables on all machines, so that work can be placed most. advantageously for cutting with a minimum dis- tance of blade travel. The longer side tables are of sufficient length to enable beams, etc., to be properly supported when being cut off at any angle up to 45 de- grees and to permit of steel castings within the capacity of the machine being secured to it. All machines are fitted with the maker’s type of fric- tional automatic feed, which is variable with the ma- chine in motion. ‘The feed is powerful in its action and gives a constant driving force throughout its entire range. ‘The feed wheel is connected to the feed screw by a clutch operated by a lever, by moving which it is engaged or disengaged. In the universal saws the clutch also operates the power return movement with which these machines are fitted. A rod attached to this lever engaging with the carriage operates an automatic stop in both directions. When the clutch is disen- gaged the carriage can be moved in either direction by Torsional Vibrations of Propeller Shafting. In a recent article which is translated in the Ameri- can Society of Naval Engineers, Mr. Herman Frahm, who is connected with Blohm and Voss, of Hamburg, gives the results of a most interesting series of experi- ments which he has been conducting. 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The method of determining the revolutions required for the true speed of 26 knots an hour was by plotting a curve, the mean of the two curves drawn for the speed and revolution with and against the tide. It was then the boilers were fired by steamship firemen secured from New York. The crew, all told, numbered forty- eight men. As several long runs had to be made to and from the trial course, there was a good chance of testing: the sea-going qualities of the boats and also of learning: the coal consumption. At a speed of 12 knots, and with natural draft, about 1,650 pounds of coal were ONE OF THE FOUR-CYLINDER TRIPLE-EXPANSION ENGINES, U. S. TORPEDO BOAT CHAUNCEY. found that the Bainbridge would have to make 303 mean average turns; the Barry, 292; and the Chauncey, 294 turns. This difference is on account of the varia- tion of the pitch of the propellers. On the one-hour trial no attempt was made for high speed. ‘Ten turns in excess of the, requirements, or .9 of a knot on a steam pressure of 2co pounds and an air pressure in the fire rooms of about 31-2 inches, were attained. “Run of the mine” Pocahontas coal was used on all the trials. The crew came from the builders’ yard, and burned per hour with two boilers in service. With the same number of boilers and I-inch air pressure, a speed of 18 knots was attained on 1 1-2 tons of coal. The three vessels were built side by side on the stocks, as shown in the accompanying engraving, and were launched complete with steam up. The boilers were tested with both water and steam after they were placed on board, and the engines and piping were also tested before covering. After each vessel had been launched the shafting was carefully tried, and no 548 Marine Engineering. NOovEMBER, 1902. change from the original line was found. The bearings ran well on all the trials and were afterward lifted for inspection by the chief officer of the Trial Board. Two hours after the Barry was launched, which time was required to remove the packing from under her, she proceeded down the river fifteen miles and back. Every- thing worked satisfactorily, and a few days after this the vessel went down the river again on half power. She then proceeded to the trial course in Chesapeake Bay, and had one run of forty minutes before under- taking her official trials, which were passed success- fully. Sketches form another important division of the card index system. ‘They may be freehand or scale draw- ings. In this work the usual mistake is to accumulate too much useless matter on the start. No sketch should be filed without it has some special or standard point of merit. It is a mistake to sketch everything hap- hazard. In connection with this the kodak may be used with valuable results. Use a plate or film the same size as the card. The 4-inch by 5-inch is advised for both. Machinery, ships, details, large drawings, methods of hoisting, and interesting accidents can be photographed on the spot, and the print filed with the data on the THREE TORPEDO-BOAT DESTROYERS. WHILE BUILDING AT THE YARD OF NEAFIE AND LEVY SHIP .AND ENGINE BUILDING COMPANY. THE CARD INDEX SYSTEM. The card index system is becoming very. popular with engineers and draftsmen, and it may soon take the place of the once necessary note book. Its flexibility and the readiness with which it is kept up to date are the leading features of attraction. ‘The author has developed one that has proved practical and useful, and he has grown so enthusiastic over it that he believes a description of the leading features may be of interest to other$ who are desirous of compiling information in a convenient form. The cards used are 4 inches by 5 inches, both blank and plain ruled. They are indexed very simply, ac- cording to subject only, with few cross references. ‘To begin with, formule for calculation are copied and filed—not standard, well-known formule, as for beams, or Lloyds, etc., but such useful formule as one comes across in good technical reading, or such as one may derive himself. ‘The source of all data should always be given, as data without positive authority for its ex- istence will not be recognized in reputable engineering offices. back. With this data should be given the number and other information necessary to find the negative. Velox is the best for all-around work of this kind. A sheet or two of good blue-print paper may be cut up into cards, and on this prints can be made from parts of large drawings which have special features desirable to note. Indicator cards may be taken on thin paper and then printed through on these, to save for future refer- ence. The scales must be measured off and marked be- fore printing, as the blue-print paper will shrink and stretch. Many times one wishes to keep clippings of drawings or engravings of machinery, fixtures, inventions, etc. One hesitates to spoil his file of papers, and yet hates to buy extra papers to cut up.. The following works beautifully: Make a solution of alcohol saturated with clean sal soda, then add one-tenth, by measurement, of fine, clean, powdered shellac. Spread this solution on the picture desired. Lay a blank card over it and rub the card with a warm flatiron. Then carefully lift the card. The picture will be beautifully transferred to- the card, with still enough left on the magazine to be NOVEMBER, 1902 Marine Engineering. 549 perfectly clear. Of course it will be reversed, but this seldom matters. By these methods full and very com- plete data, with photos, etc., may be filed of the building of a ship, her engines, boilers, propellers, tests, materials, and appearance. ‘The full data of her trial may also be filed systematically and clearly. One can file, for comparison, data pertaining to valve gear, cards, combined cards, various curves, the more abstruse and mathematical data pertaining to a particu- lar piece of machinery, that the designer may have all this to refer to when he has occasion to make com- parisons. Also cards may be cut from cross-section paper, and in miniature these will serve to preserve the curves used in calculations. For instance, the curve of thrust for a given ship is useful to have for comparison with the next ship in order to judge what has been attained in a comparative way. When one is sightseeing he should be supplied with sketchbook and rule or kodak. Of course reference is made to sightseeing in the machinery line only, as one of the best sources of information for the card system is what a person sees and hears. For instance, the writer once inspected and was much interested in a forced-draft system which an ingenious mill foreman had gotten up to assist in burning wet redwood saw- dust and slabs. ‘The information and remarks were put on one card, a sketch of the tuyeres on another, a skeleton sketch of the piping and blower on a third, and a photograph of the plant on’ fourth. From these four cards the plant could be successfully installed by one who had never seen it. Of equal, if not greater, importance than what an en- gineer sees and experiences is what he reads. His periodicals, his books, the literature from his various societies, and the great number of handsome, instructive catalogues will all furnish valuable material. For ex- ample, the various formule for flat plates to resist pressure, the standard forms of Corliss gears with drawings, sketches of different systems of oil burning and data, valuable tests of bursting point of flywheels, etc. The value of advertisements is underestimated by many. Recently an engineer, in looking in his card system, saw “How to condense with a small amount of water, new idea.” Looking up the reference, he found that it was the now well-known system of surface con- densing with a spray and blower. The idea he had seen in an advertisement, and it happened to particu- larly suit the wants of his client, and a neat compensa- tion was his reward. It can be readily seen that such a card system would take the place of the pocket or note book. It is not an index system, for it is the note book in itself and never ceases to grow. As to methods of indexing, cross references should be avoided except where especially desirable. It is best to arrange according to name of largest conglom- eration, as “Steamship Korea’ or “Waterside Power Station.” ‘Then if a man wants, for instance, a good design for 80-inch cast-steel steam piston, instead of looking in “Pistons,” he looks under some job such as would be likely to have a piston of. desirable design. But if he finds a piston in his travels or readings of peculiar or special merit, then it, with sketch and data, is filed under head of “Piston.” Cross-section paper cut to card size occupies no mean place in the card index. Curves can be reproduced or data of a run can be thus preserved. Suppose the records of a station are kept on the card index system. A card is marked every thirty minutes with the point showing graphically the load, and another point show- ing the coal or oil consumed. At the end of the watch the cards are turned in to the clerk, who traces the load curve in black and the fuel curve in red, and it is then filed away for reference, comparison, or used by the consulting engineer for comparison with other sta- tions. This scheme can be carried as far into complex detail as may be desired; and the possibilities of the card system are in evidence at their best in just such a place. The cards are best filed in a fixed cabinet, many ingenious varieties of which are handled by well-known companies. The first question in a beginner’s mind is, “Shall I retain my note book?” It is not necessary if the card system is carefully classified and labeled envelopes used. These envelopes for indexing can be gotten of any card index company. In them can be kept stray clip- pings, articles, negatives, samples of emery, polishing compounds, chemical tests, filings, scale, sediment, etc. They should be the same size as the cards and can be filed right among them. It is well to have a little morocco case that will neatly hold and protect at least fifty cards, in order that those relating to any given subject or group of subjects may be carried in the pocket for reference when required. Suppose one is installing or figuring to install a cen- trifugal pump, and has to see the pump or talk with the customer frequently. It would be well to have his available data and former estimates in his pocket, that he might drop into a quiet corner and consult them if perplexed. Memory cannot be absolute. Added to this we now have the Card Index Magazine, which may grow enormously. It is mailed to us, with data of ships and engines printed, all ready to file for future reference. Large drawings in the engineer’s office must be classified with the books and periodicals of which the cards are the index. They can be filed according to any of the approved drawing-room and library systems; but the object of the card system ends with the ability to ease the burden on memory, systematize technical data, constantly eliminate that which is obsolete and be able to utilize the remainder at a moment’s notice and to the best advantage. Battleship Plant.—The electrical equipment of the battleship Connecticut consists of eight 1oo-K. W. steam- driven generating sets of 125 volts. ‘There will be six electrically-driven generators to supply current to the -turret-turning motors; eleven hundred electric fixtures complete; ten enclosed arc lamps for engine and boiler rooms; six 30-inch searchlights; two truck lights: electric night signaling sets; divers’ lamps, ventilating sets, etc. DO® Marine Engineering. NOVEMBER, 1902. GAS ENGINES AND THEIR TROUBLES.—VI. BY E. W. ROBERTS. Installation. There are quite a number of different ways of in- stalling a gas engine in a boat, although the same gen- eral plan is usually followed. This is to place the engine either aft or amidships, with the fuel tank in the bow, so that the gasoline flows by gravity to a vaporizer placed as low down as possible near the engine. There are variations of this method, induced by some special arrangement of the interior or by the purpose for which the boat is intended. Sometimes, for instance, the gasoline tank is placed in the stern just under the after deck, and again it is placed beneath the floor in an air-tight tank and air pressure employed to raise the fuel to the vaporizer. In the smaller craft the engine is usually placed clear aft and at a consider- able inclination. The latest practice, however, for boats of 30 feet or over using heavy engines, is to place them amidships, while’ in some cases the engines have been placed clear forward, as, for instance, in some of the later speed launches. Taking first the case of installation as ordinarily employed and shown in Fig. 25, the general scheme is indicated for a small boat in which a single-cylinder, four-cycle engine is installed amidships. The plan shown is that for a boat of about 20 feet length by 5 feet 3 inches beam, with a 5-inch by 6-inch engine. Utarting at the bow, the gasoline tank, with a capacity for about twenty gallons, is placed under the forward seat or deck, as the case may be. ‘This tank should be of galvanized iron or copper, carefully soldered, and tested with gasoline to see that there are no leaks. {n the top of the tank is placed a filling plug of brass, and in this plug should be drilled, according to the usual practice, a hole about 1-8 inch diameter as a vent. While it is the usual practice to put a vent in the plug, the writer believes it unnecessary, as he has run gaso- line engines with tightly-closed tanks, without ex- periencing any trouble whatever. If the tank is tied by rods passing straight through it horizontally both for- ward and athwartships and about half way up the tank, it will stiffen it and avoid the snapping which is some- times experienced with thin metal. These rods should be riveted on the outside and the hole carefully soldered. These rods will also avoid bursting the tank from rise of pressure due to overheating and consequent gener- ation of vapor. In extremely hot climates, as, for instance, in Australia, it might be necessary to use a vent in order to prevent bursting of the tank. The space in which the tank is placed should be well venti- lated, in order that all gasoline vapor escaping from the tank may be carried away and not allowed to ac- cumulate. From the gasoline tank the liquid is carried to the engine through a valve, as indicated, the connection to the tank being made at least 1-2 inch from the bottom in order to prevent any sediment which may find its way into the tank from getting into the pipe. The bottom of the tank, as shown in the figure, should have a slight inclination aft, so that it may be well drained. To the valve should be attached a lead pipe leading to the engine, and the joint between the pipe and the valve should be a good wipe joint, made by an ex- perienced plumber, as should also be the connection at the vaporizer. Lead pipe is preferable for several rea- sons. It is quite easy to bend it in and around corners, and bending it is not likely to produce a leak, as would be the case with iron pipe. Again, iron pipe is very apt to have cracks which do not always develop when first connected. It is exceedingly important that leaks into enclosed spaces of the boat should be avoided. These leaks occasion a collection of gasoline vapor mixed with air, which makes a dangerous explosive. With some builders it is the practice to enclose the lead pipe in an outer casing of iron pipe, thus making it more secure against leakage. Placing the vaporizer low avoids the use of a pump, although the gasoline pump is sometimes employed with a vaporizer and an auxiliary reservoir near the top of the engine. There are two very important points to consider in building the foundation for the engine. In the first place, the engine must be firmly attached to the founda- tion and the foundation to the boat, so that it will not be easily torn loose. Again, the strain should be dis- tributed over a large surface, in order to avoid swaying of the engine and a racking strain upon the boat. A very common method is to place the engine upon two sister keelsons, which extend quite a distance fore and aft and are firmly braced. In a comparatively large and stanchly-built craft this method is a good one, especially if the engine is bolted to the foundation by a plate at the bottom of the base. It is quite common practice to bolt an ertgine to the sister keelsons with lag screws, but this method the writer does not con- sider a good one, as the wood is likely to rot around the lag screws, allowing them to pull out. Wherever the construction of the foundation will allow it, through bolts should be employed, with washers of a generous size wherever the bolt is drawn against wood. The engine shown in the figure is bolted to the foundation by means of lugs at the center of the crank “case, in order to save the mass of metal usually re- quired for a foundation base. As the bolt is a light one, the four floor beams indicated are first laid, and to these are bolted two stout oak sills, thus distributing the weight over a considerable portion of the bottom. If these sills are well put in, no side braces, as are sometimes used, will be found necessary. Every marine engine should be provided with a water pump for forcing water through the jacket. The water is usually drawn through the bottom near the keel, the end of the suction pipe being covered with a strainer to pre- vent choking the pump. The pump suction might be also connected with a pipe leading to the bottom of the boat for pumping out the bilge. Each of these suction pipes should be provided with a cock, of which one— the sea cock—is indicated in the figure. The bilge pipe will be found more convenient if it has attached to it a length of rubber hose that may be carried to suck different parts of the boat as may be filled with water. Under no circumstances should the bilge cock and the sea cock be left open when leaving the boat for any length of time. Should both cocks be left open, water is very likely to siphon in from the sea and out through the bilge pipe, swamping the boat. From the pump the water usually passes to the jacket at a point near the bottom, and thence out through a pipe at the top of the cylinder to an outlet above the 551 ae ineerin Marine Eng NOVEMBER, 1902 Buaulug murqy 9N1d ONIN = © aaeeel ANVL ANIIOSVD ‘HONOV’I ANI'IOSVD V YOL DNIdId GNV AYANIHOVW AO LNAWHONVYUV—'Sz “Ola Bald ava 3NIN y3LVM GVO ONINVaS <= m 74 4 ] ESO) THUS = ~ — = ‘o - - - - — = = SV ITS 4a744NW \d) as YALYM LanxOVe Os ib | LSNVHX4 OL SSVd-Ag —— | 131LNO YaLVM = =. T oy a 552 Marine Engineering. NOVEMBER, 1902. water line, ordinarily just beneath the top strake. Not always, but quite frequently, a portion of this water is allowed to pass into the muffler, the amount being usually just what the heat of the exhaust will evaporate, and not sufficient to flood the muffler. This water not only keeps the muffler cool, but also assists in reducing the noise by condensing a portion of the exhaust gases. The plan of connecting up the exhaust pipe shows the latest practice, the muffler in this case being of the shape of a snare drum. ‘There is nothing at all mys- terious about this muffler; it is nothing more nor less than an expansion chamber. This particular muffler consists of a cast-iron ring, to each side of which is bolted a flat plate of boiler iron. The entire device is so designed as to withstand a pressure of 100 pounds per square inch in order to provide for explosions that might accidentally take place therein. The shape of the muffler is usually made to conform to the space occupied, and if this is such as to allow of a simple cylinder of extra-heavy stovepipe iron, this will make a very light muffler for a small engine. ‘The exhaust enters at one side of the muffler, as shown, whence it passes downward to a point just below the water line. In order to avoid water being drawn into the muffler from the sea should a vacuum be formed when the engine is stopped, a small vent is run from the muffler to a point above the water line: ‘This vent should al- ways be employed when the exhaust is beneath the water. The reader should note that the under-water exhaust is carried only two or three inches beneath the water surface, otherwise there would be excessive pres- sure on the engine, thereby reducing its power. ‘This greatly aids in decreasing the noise and also destroys much of the disagreeable odor of the exhaust gases. Returning to the engine, the connection to the pro- peller shaft is made with any good form of coupling, a compression coupling being that shown in the illus- tration. A ball or a roller thrust bearing should be placed immediately back of the main bearing of the engine, and on some engines now on the market this is part of the regular equipment. The propeller shaft passes outward through a shaft log with a good form of stuffing box at one end and a bearing at the other. Practice varies as to which end of the shaft log the stuffing box should be placed, but it will be found most convenient if placed inside the boat. The equipment illustrated in Fig. 25 has the engine coupled directly to a solid propeller without a reversing mechanism. This does very well for a small boat, if it is not used on a crowded waterway. Where a reversing mechanism is in frequent demand, either a reversing propeller or a reversing clutch may be used. Where there is room to spare inside the boat the reversing clutch is to be pre- ferred, as the solid propeller is quite a little more efficient than one with reversible blades. However, when the engine is placed very far aft there is usually no room for a reversing mechanism, and a reversing propeller becomes necessary. In at least one make of two-cycle engine the engine itself is made to reverse by manipulating the spark lead. In this case, of course, no reversing propeller or clutch is necessary. With large engines having a number of cylinders the latest practice is to place the engine shaft parallel with the keel and to use universal couplings between the engine crank shaft and the propeller shaft. This necessitates at least one pillow block for the inner end of the propeller shaft. If the engine be very large, the thrust bearing is put back of this pillow block, as well as behind the after-engine bearing, the reversing mechanism being placed just aft of the engine. The question of electrical connections was quite thor- oughly discussed in the third number of this series; therefore it will be unnecessary to consider it fur- ther here. In the figure are shown two batteries of four cells each, both positiye poles being wired together and to the spark coil. The negative poles are con- nected to two terminals of a three-point switch, and wires are led from the switch and from the coil to igniter terminals on the engine. It is best to connect the negative electrode of a dry battery to the ground on the engine, rather than to the insulated point, since the case of the battery is generally composed of zinc and forms the negative side. With this manner of connection, should the battery in any way become grounded a short circuit would not occur. Both the battery and the coil should be placed in the dryest part of the boat and, if necessary, in a water-tight box, as excessive moisture destroys the efficiency of both the coil and of the battery. (To be continued.) Engines of the Kaiser Wilhelm II. The power for driving the modern transatlantic liner is still on the increase, as is seen from the data of the engines for the new North German Lloyd express steamer Kaiser Wilhelm II., which was recently launched by the Vulcan Shipyard, Germany. The ma- chinery consists of four three-crank, quadruple-expan- sion, four-cylinder engines—two mounted on each shaft. The estimated indicated horse power of the four is from 38,000 to 40,000. For the double purpose of reducing the amount of power in one unit and cutting in two the possibility of a complete breakdown, there are two separate engines on each shaft, and each engine is placed in a water-tight compartment with its own aux- iliaries. The accompanying illustration, which is reproduced from the London Engineering, is taken from a photo- graph of two of the units. The high-pressure cylinder is mounted above the first intermediate cylinder; ad- joining the latter is the second intermediate, and next comes the low-pressure cylinder. The diameters of these are, respectively, 37.4, 49.2, 74.8, and 112.2 inches, and the common stroke is 70.8 inches. The engines are balanced according to the Schlick system, and the two tandem engines are to be placed next to each other, with a bulkhead between. Ordinarily the two engines on one shaft will be operated from the forward engine room platform, but the levers are so arranged that the engines may be controlled from the after engine room, or each engine may be operated from its own compart- ment. As above stated, there is a complete set of aux- iliaries for each engine, each engine room being self- contained, having one condenser of 11,732 square feet of cooling surface, one centrifugal pump, one Weir air pump, one single Weir heater and feed pump, and one double Weir boiler feed pump. ‘There are also ar- ranged in each engine room two independent duplex pumps. 30) Lo) ae ineerin Marine Eng NOVEMBER, 1902 ‘II WIHHIIM WASIVY AAWVALS SSHYdXHX AAO'TT NVWUAD HLYON YOs SHNIONGT NOISNVdXa-aTaNuavas wAlanoa 554 Marine Engineering. NOVEMBER, 1902. The engines are designed to make 80 revolutions per minute, driving a four-bladed bronze propeller 22 feet 9.6 inches in diameter. The crank and thrust shafts are made of the best nickel steel, that of the forward engine being 20.87 inches in diameter, and of the after one, 25 inches in diameter. The propeller shaft is of crucible steel, 25.4 inches, and the line shafting is made of Siemens-Martin steel. The total number of engines on board, including the main engines, is seventy-nine, and there are one hundred and twenty-four steam cylin- ders. Steam is to be supplied by twelve double-end and seven single-end Scotch boilers, with a total of 3,121 square feet of grate surface and 107,643 square feet of heating surface. Although natural draft is to be used, the boiler rooms are supplied with air from the deck above by eight fans when natural draft is not suf- ficient. The arrangement of the boiler rooms is such as to facilitate the transporting of coal to the boilers, and will be described in a later number. In the after boiler room are three double-end boilers, and in the next forward are three double-end and three single- end; in the third boiler room are three single-end and three double-end, and in the fourth boiler room are placed three double-end and one single-end boilers. In each boiler room will be a large feed pump and two ash ejectors, a steam ash hoist for use when in harbor, and other necessary apparatus. A ballast pump is also placed in the third boiler room. LAUNCHES. Tugboat Portland.—A handsome new tugboat, Port- land, which has been built for the Central Wharf Tow- boat Company, was recently launched from the Portland Shipbuilding Company’s yard at South Portland, Me. The tug is 93 feet 6 inches long, 20 feet beam, 10 feet 6 inches draft at full load. She will be driven by a compound engine with cylinders 14 and 30 inches in diameter by 20 inches stroke. ‘This tug is designed for ocean-going as well as for coastwise work, and is suf- ficiently powerful to tow the largest steamers. Steamship Arizonan.—The big freight steamer Ari- gonan, built by the Union Iron Works, San Francisco, Cal., for the American-Hawaiian Steamship Company, was successfully launched on September 20. The vessel is of 8,672 gross tons, measuring 486.5 feet over all, 57 feet breadth, and 32 feet depth. She is propelled by two quadruple-expansion engines with cylinders 21, 28, 38, and 60 inches by 36 inches stroke. Steam is supplied at 213 pounds working pressure by three single-end boilers 10 feet 4 inches long by 14 feet 3 inches diameter, provided with forced draft. Steamer Muncie-—A fine package freight steamer was launched from the yards of the Detroit Shipbuilding Company, Wyandotte, Mich. on September 20. The vessel was christened the Muncie and is for the Anchor Line. ‘The steamer is 372 feet in length over all, 350 feet length on keel, 46 feet beam, and 30 feet deep. Steam is supplied by three Scotch boilers, each 11 1-2 feet in diameter by 11 1-2 feet long, working at a pres- sure of 210 pounds. ‘The engine is a quadruple with cylinders 19, 27, 40, and 58 inches diameter by 42 inches stroke. Her carrying capacity will be 5,000 gross tons, and it is stated she cost $290,000. Steamship Texan.—The last of the three sister ships for the American-Hawaiian Steamship Company was successtully launched from the yard of the New York Shipbuilding Company, Camden, N. J., on Aucust 16. The dimensions of the vessel are as follows: Length over all, 484 feet 3 inches; beam, molded, 57 feet; depth, molded, 42 feet 6 inches. Her displacement will be over 16,000 tons, and her carrying capacity is 11,000 tons. Steam Yacht Coranto.—There was recently launched at Morris Heights the steel steam yacht Coranto, built from designs by Gardner and Cox fot Mr. A. E. Austin, of Providence. The yacht is 155 feet long over all, 120 feet on water line, 20 feet beam, 12 feet 6 inches deep, and has a draft of 8 feet 6 inches. The owner’s quarters, including four single and two double state rooms, with two bath rooms, all handsomely finished in white pine, mahogany trimmed, are located aft the en- gine room. ‘The vessel is propelled by a triple-expan- sion engine with cylinders 11, 16, and 26 inches in diam- eter, with 15-inch stroke, and is supplied with steam by a Seabury water-tube boiler. Mexican Gunboats.—I'wo gunboats, named the Vera Cruz and Tampico, were launched from the Crescent Shipbuilding Company, Elizabethport, N. J., on Septem- ber 15, and are built to the order of the Mexican Govy- ernment. The new ships are of the following dimen- sions: Length over all, 201 feet 6 inches; length between perpendiculars, 198 feet; breadth, molded, 32 feet 10 inches; depth, 15 feet 8 inches; draft, loaded, 10 feet; displacement, 980 tons. The vessels will be propelled at a maximum speed of 16 knots by two triple-expansion engines with cylinders 14, 22, and 36 inches in diameter by 24 inches stroke. In the boiler room, which is of the closed-stokehole type, are two 48-inch blowers with forced draft. The boilers are of the Mosher water- tube type, with grate surface of 81 square feet, designed for 250 pounds working pressure. The armament of each vessel consists of four 4-inch rapid-fire guns, one, mounted on the forecastle, two in the waist, and one on the poop; four 6-pounders and one torpedo tube. U. S. Cruiser Des Moines.—On September 20 the U. 3S. protected cruiser Des Moines was successfully launched at the Fore River yard, near Boston. The ship is one of the six sheathed and coppered cruisers purchased by act of Congress March 3, 1899. The contract was signed by the Fore River Ship and Engine Building Company, Quincy, Mass., on December 14, and the keel was laid August 28, 1900. The Des Moines has a load water line of 292 feet, an extreme length of 308 feet 2 inches, breadth of 44 feet, mean draft of 15 feet 9 inches, normal displacement of 3,200 tons, with a load displace- ment of 3,500 tons. The estimated speed with the en- gines indicating 4,700 horse power would be 16 1-2 knots; coal supply is, normal 467 tons, maximum 700 tons, giv- ing a radius of 9,800 miles at 10 knots. The machinery consists of two 4-cylinder triple-expansion engines and six water-tube boilers. The diameters of the cylinders are 18, 29, 35 I-4 inches by 30 inches stroke. The grate surface is 300 square feet. The main battery will con- sist of ten 5-inch 50-caliber B.L.R., and the second battery comprises eight 6-pounders, two 1-pounder R.E.G., four Colt automatic guns, and one 3-inch field gun. NovEMBER, 1902 Marine Engineering. DIS OPPORTUNITIES FOR ENTERING ENGINE- ROOM SERVICE. So many inquiries have been of late received at the office of Martner ENGINEERING from young men who desire to secure positions. in the engine rooms on steamships that letters have been sent to the leading steamship companies of our coasts and Great Lakes, asking what are the requirements for entering this service. Also, we have made inquiry of the Reve- nue Cutter Service, and find that there are at present four vacancies in the list of second assistant engineers. A most interesting file of replies was received from the superintending engineers, and in general the tone was encouraging to young men who wish to become marine engineers. ‘T'o classify the answers we have divided them under three headings: (1) Sea Service, (2) Ser- vice on the Great Lakes, and (3) Government Ser- vice. Under the first class, in all but one of the companies written to, the superintendents are on the lookout for capable young men to start in the service. The re- quirements for entering the service differ somewhat, some stiperintendents stating that oilers are chosen from among the firemen and that the engineers are selected from oilers who hold engineers’ certificates. In other lines it is the custom to select most of the oilers from a different class of men than those who serve as firemen. In these positions, as elsewhere, it is evident that many of the men are anxious to get along too fast, for in one of the letters we find a hesitancy on the part of a superintendent to employ young men for this reason. In one instance the engineer must have five years’ machine-shop experience before he becomes eligi- ble, and in another case shipyard experience is the requisite. Generally speaking, in all the lines promotion is slow, and most of the superintendents prefer to en- courage the good work of the firemen by promoting them to the position of oilers. On two of the lines the ships carry a limited number of cadets from fifteen to twenty-one years of age. These young men must have two years’ experience in the machine shop, and it is found that those who are brought up in the country as farm hands are much better suited for the strenuous work in the fire and engine rooms than the city-bred boy. The general appearance and habits of the man count largely wherever a position of responsibility is to be filled. The pay for beginners is about the same in all of the companies. In the two lines mentioned, where cadets are taken, the pay for the first month is $10. The pay of the coal passers is from $25 to $35; that of the firemen, from $35 to $40; oilers. and water tenders, from $35 to $45; and assistant engineers, $80 and up. In a word, there are excellent opportunities for the right class of young men, who are willing to begin at the bottom and work up. If they start in as firemen, they must be in first-class physical condition, for we know of no work which is more trying than that of firing on the modern Atlantic express steamer. Following are extracts from some of the answers received: No. 1. Southern Pacific Company, New York: We do not accept young men without previous sea experience in the engine room. Application should be made by letter to the chief engineer. Applicants must have fair education, some mechanical training, and must be healthy. First-class machinists or boilermakers are preferable. The pay for oilers and water tenders is $45 a month. J. T. VANsIcKLE, Agent. No. 2. International Navigation Company, New York: Application is made to the superintending engineer on a printed blank which may be had by writing to the company. The rule in this company is that all engineers shall work up from the lower positions, and that any engineer joining the company must be at least a first-class machinist, which. means that he must have served a regular apprenticeship of not less than three years at the building or repairing of engines. Any boy starting out with a good public school educa- tion is sufficiently well equipped to enable him to ac- quire all the engineering education he will need to obtain the necessary licenses required by the Govern- ment in order to get positions higher than juniors. It is, however, as you know, to the benefit of the boy to have a good engineering education before going to sea. James CARNEGIE, Supt. Engineer. AMERICAN LINE. Rep Srar LIne. APPLICATION FOR EMPLOYMENT. OFFICE OF SUPERINTENDING ENGINEER, Pier 14, N. R., New York. Jas. CARNEGIE, Superintending Engineer. INS sag0UObDOUOG OD OOO dO Ob DOOD OOD OOUOUONGGDDDOUGOROG akiccssoononb ace dbcmbbonnacbacb de oncdddamododbanG Married or single By Worn seaEROGKEEG! soo0060000000000000000000000000 Position sought What certificate held, date and No...-............0++- In whose employ apprenticeship was served............ In whose service since expiration of same.............. Wihat) positions jheldir/y\.\.1111e1e1- 1 0000 000000000000 C What sea service have you had?.................seees ILASE GAMIOKSE oa000000000690000000000000000000000 50 Catisemotmleavingmlastesituationerrrrriitdltterietleieteterelstere Has your certificate ever been suspended?.............. Names) and addresses of referees...)..)--. 2-0-0 +e+-ceore (SIGNATURE OF APPLICANT.) No. 3. New York and Texas Steamship Company, New York: We are on the lookout at all times for young men who wish to begin at the bottom in the engine room and grow up with the business, but find the great difficulty to be that while they may think that they want to grow up with the business, they want to grow up a great deal faster than the business will warrant, and our object is to have men in our employ who are looking forward all the time to higher positions and will prove they are capable of advancement as fast as the opportunity offers. Applications are made to our marine engineer. The applicants should have a good education, should be in first-class physical condition, and we would like to have them as far advanced as possible. The wages are such as are applied on all 556 Marine Engineering. NOVEMBER, 1902. steamers going out of New York. There is very little difference in any of the lines. We find the great diffi- culty in procuring this kind of men is that the majority of them are not willing to wait until they are thoroughly competent to handle the higher-class jobs, but wish to be advanced very rapidly, and we consider that a man capable to take charge in a large ocean-going vessel should be thoroughly conversant with all the details both in the fire room and engine room. C. H. Mattory anp Company. No. 4. Maine Steamship Company, New York: Our engine and fire-room force is composed of men only; we have no class of apprentices. The oilers and engineers are secured from the steadiest men in the fire room. We are very glad to get men of such caliber that they can be advanced. Application should be made to the chief engineer. A green man, of course, would be put in the fire room and would require physical qualifications to enable him to stand the work. The pay of a coal passer is $35 per month; firemen, $40; oilers, $45; and assistant engineers, from $80 up. No. 5. Boston and Philadelphia Steamship Com- pany, Philadelphia: It is always our desire to advance men in the engine room, providing they merit it. We have no regular form of application. Simply call in and see the super- intending engineer, or address a letter to him. We re- quire an applicant to know how to read and write and to be in good health. Our pay ranges from $25 to $40 per month for beginners. The title of the three positions that we take on beginners to fill are: coal passer, fireman, and oiler. I have filled all the above positions myself, and my advice to young men taking up the engineering branch of a seafaring life is to stick at it, for there are times when one will become discouraged with the unavoidable happenings that go with it. H. B. VANnscIver, Supt. Engineer. No. 6. Old Dominion Steamship Company, New York: Positions for oilers are, whenever possible, filled by selecting mechanics that have served an apprenticeship in a marine machine shop. Occasionally, however, de- serving firemen are promoted to this position. Oilers, when holding a certificate and are competent, are pro- moted to engineers. An oiler’s pay is from $35 to $45 per month. Applications are made to this office. H. C. Hiccrns, Supt. Engineer. No. 7. Quebec Steamship Company, New York: In the first place, it is necessary for an applicant to have a fair preliminary education; secondly, he must have served a full and regular apprenticeship of five years to the engineering trade in some shop or works where marine repairs or engine building are carried on. Of course, physical conditions and personal appear- ance are to be considered in selecting engineers for our ships. An engineer applying to this company for an appointment, must make out his application in writing, stating his experience, when and where he has been employed, and confirm same by submitting copies of his testimonials to us. Horace Brack, Supt. Engineer. No. 8. Eastern Steamship Company, Boston: The chief of each steamer hires his own employees, who are taken from points along our routes. Firemen are paid $35 and oilers $40 a month, increasing as they are promoted. Catyvin Austin, V.-P. and Gen. Mer. No. 9. Merchants’ and Miners’ Transportation Com- pany: Applications are made to the superintendent by letter and in person if possible. Firemen and coal passers are employed directly by the engineers aboard ship, unless it is desired to start some man, and often they are placed aboard by this office. Wages of firemen, $40 per month, and coal passers, $30. Oilers are appointed from this office, and a man’s general fitness for the po- sition is considered. His previous experience is looked into and men of experience are given preference. ‘The policy of the company is to promote the oilers to assist- ant engineers as soon as they become qualified. J. M. BLANKENSHIP, Supt. No. 10. Pacific Mail Steamship Company, San Fran- cisco: 0 As a rule the firemen and coal passers are a class of men who by education, surroundings, and station in life are seldom qualified for positions as marine engi- neers. It is of paramount importance that any one desiring to be a licensed marine engineer must have a thorough knowledge of machinery in all its details, as well as the use and handling of tools in connection with that department. The only place that this can be learned is in the machine shops or engine and ship- building plants of the country, and I think I am safe in saying that every United States licensed engineer in our employ has served such an apprenticeship toward qualifying him for his position. There is no place on board the ship where this training can be had. My advice to any young man desiring to become a marine engineer is to first serve a full apprenticeship in some shipbuilding plant. ALEX. CENTER, Gen. Agent. No. 11. The Coast Steamship Company, Seattle, Wash.: Answering your inquiries concerning the opportunity for young men to get employment in the P. C. S. S. Company, would state as follows: The inducements that this company has practiced for the past twenty-five years are steady employment, promotion, and good pay to all employees that serve the company faithfully and well. Every man that accepts a position from the P. C. S. S. Company has it in his power to advance to the highest position in whatever department he may elect to serve in. Applications are usually made to the heads of the departments; engineering department, to the superintendent engineer; deck department, to the port captain. The form used is as per copy enclosed here- with. A good education is one of the essential features for beginners in the engine and deck departments. I would say that the young man with shop training would be better equipped for advancement than the one that did not possess it. Promotions are sometimes slow, and it requires patience to wait until the opportunity comes. Impatience and restlessness have wrecked many ambitious young men striving for promotion. Physically, I would recommend the strong and healthy for positions on shipboard. Weak stomachs are out of place when rough weather prevails, as the “Professor on Shipboard” will bear me out in this. We have no wage schedule for beginners. Coal passers receive $40 per. month; firemen, $50; oilers, $40; water tenders, $55. The young man seeking the information which your let- ter contains should acquaint himself with the rules and regulations of the U. S. Inspection requirements for Pacific NOVEMBER, I902 Marine Engineering. 557 application of engineer’s license, also requirements tor mates, pilots, and captains. C. C. Lacey, Consulting Engineer. © Application No....... PACIFIC COAST STEAMSHIP COMPANY. APPLICATION FOR EMPLOYMENT. fio INWIO mem OF EMEA 6 500000060000000000000000000000 00 (Write given name in full.) Hmploymentadesire dmertriertaaleiiciietererlectieieeicistelercrettetreretele MERA S Cuchctetcinve cneveystereiers ~ Lf so, in what capacity, employed... <2... scree seers scene IG? GQ, Tunas Ganley Gales og06000000000000000000000000000000 If so, give date of entering service............-..+++cccoee Ib? GO, GINS GED OF EARNS GAARESs 00 0000000050000000000000 » IRGASOMS GOR IEENATYS5 0000000000060000000000000000060000000 PO MI ANY b Sc a i ir i nC iC en aa 11. Have you any physical ailment or defect which might render you unfit for service you seek?................-.++e---0e Se i i i i ii i i i So ir ica SOOO OOS i i i iii a eC iC ee lWsuallisionaturesotsapplicantaeeeee eee Present address I consider the above described applicant a suitable person to enter the Company’s regular service. I desire to employ him 2} 9000d0006000000000000000 ES @P Ooo0d0000000000000000000 oe IDGXEIENA coocoe00000000 190.. RUA OR PER? Bsocooaccoo00000 ADDLOV EC Mterrstrcterstctetelcrctetareietsien weneicieisvels(olerererelelereleevetevererstore Name and 00000000000000000000006 Title. Applicants under 21 years of age must furnish minor’s release with application. (On reverse side is space for stating positions previously held.) No. 12. Quail’s Shipping Office, New York: Regarding cadets for steamships, it is necessary in the first place that a boy should have at least two years’ sea experience for deck cadet and two years’ expérience in a marine shop for engine-room cadet. He must not smoke cigarettes nor drink rum, and must be between the ages of fifteen and twenty-one years. We find the very best boys are those who have been brought up on a farm, for city boys make very poor steamship cadets. Joun H. Quart. No. 13. Marine Engineers’ Beneficial Association, Philadelphia : Replying to your inquiry, I beg to say that the wages for chief engineers on the coast are from $115 to $150 per month, according to the class of steamer and nature of service; first assistant, $75 to $90; second assistant, $70 to $80; third assistant, $55 to $70; oilers, $45; water tenders, $45; firemen, $40; coal passers, $30; with about the same condition prevailing on the Great Lakes, with the exception that on the Lakes the season is about three months shorter. I am of the opinion that the chances for advancement of young, capable, energetic men are good, and that good positions may result from persistency and faithful application, which are condi- tions that never fail of recognition. Grorce Unter, President. SERVICE ON THE GREAT LAKES. Service in the engine room of the steamers on the Great Lakes is somewhat different from that on the coasts, as here unionism is very strong. It is prac- tically impossible for a man to get employment as fire- man, coal passer, oiler, or engineer unless he belongs to the union. The wages, which are settled between the Lake Carriers’ Association and the Longshoremen’s Union, are higher than on the salt water, but the season is shorter, opening about the middle of April and closing generally about the middle of December. The engineers are taken on board, however, about the middle of March for fitting out the vessels. From the answers received from several of the trans- portation companies of the Lakes, we make the fol- lowing extracts: No. 14. Cleveland and Buffalo Transit Company, Cleveland: All the employees of our engineering department be- long to the union, which, of course, necessitates our looking to the head of this organization in the different cities where we land. Wages are governed by the Lake Carriers’ Association. F. F. Newman, Gen. Manager. No. 15. Erie and Western ‘Transportation Company, Buffalo: We are always glad to get hold of capable and ener- getic young men, of course preferring men who have had some shop experience. They would have to start in as oilers, which position at present pays $52.50 per month. After serving an apprenticeship they are, as you know, examined by the U. S. Inspectors for second engineer. We try to pick out men having fairly good education, as well as men being in good physical condi- tion. “Unionism” seems quite the thing on the Lakes at present, and it would undoubtedly be necessary for a young man seeking work of this nature to belong to the union. Application for a position of this sort should be made to the chief engineer of the line. The engi- neer’s crew are put on board about the middle of March and the vessels are brought out a month later. E. T. Evans, Western Manager. No. 16. Goodrich Transportation Company, Chicago: The policy of this company is to advance its em- ployees, whenever possible, when the employee is worthy. There is no regular form of application, but the applicant should apply either to the superintendent or chief engineer of the line. Education and physical condition are taken into consideration, but previous training is more essential. ‘This year we have paid coal passers $18 per month; firemen, $45; and oilers, $47.50. The labor conditions are such that we have had to ac- cept any and all kinds of help, not being able to pick same. ‘The men that are engaged in the occupation of firemen are not of a class that a young man of good habits would care to associate with, and for this reason it is hard to get men to take up the firing position. With the oilers it is somewhat different. Their living quarters are better than those of the firemen. At this season of the year we are cutting down rather than adding to our force. The time to apply to us would be along in the early spring. H. W. Tuorp, Gen’l Manager. No. 17. Pittsburg Steamship Company, Cleveland, Ohio: Men are hired by the chief engineers of the ships, unless in some cases the engineers write or telegraph the home office to send them a man. When they do this we endeavor to secure men who have had experience in the business. While education is a grand thing for young men entering the engineering department on ships, as well as in other business, at the same time it 558 Marine Engineering. NOovEMBER, 1902. is of very little use to them in their daily work. Even a first-class mechanic has no chance to practice his trade when acting as a fireman or oiler on lake steam- ers. They have their regular line of work to perform and are not asked to do anything else; in fact, are not permitted to do any of the fine work, such as adjusting or fitting parts, or anything of that kind. The proper way for a young man to get a position is to apply direct to the chief engineer of a ship. If he is industrious and intelligent his chances are excellent for rapid pro- motion. F. B. Smrru, Asst. Chief Engineer. No. 18. Lake Carriers’ Association, Cleveland, O.: Young men as a whole gravitate into the engine room as oilers, water tenders, or firemen, with machine-shop experience. The wages are at present $52.50 per month, though up to the 1st of September they had been $47.50. The usual method is to apply to a fleet manager, who would, if favorably disposed, refer the applicant to his chief engineer, and the chief engineer would in turn send him to the engineer on board the ship. Gro. P. McKay, Treasurer. MARINE ENGINEERS IN GOVERNMENT EMPLOY. Among the thousands of Uncle Sam’s employees, it is safe to say that every trade and profession known to civilized life are represented. As numerous vessels of all descriptions are necessary for all well-regulated governments having sea coasts, and navigable rivers, and other bodies of water, the profession of marine engineering is quite naturally called upon to furnish its quota of Government employees. ‘To the uninitiated in such matters, a person holding any kind of Govern- ment position is looked upon as one enjoying more or less of a sinecure. He is also thought to be the pos- sessor of considerable “pull,” as political influence is rather tersely expressed. While these conditions exist- ed to a certain extent not many years since, quite the opposite state of affairs is now extant. Especially is this so with those employed as marine engineers, where for obyious reasons political influence has but little weight in the selection of men to fill such important positions. Of the several maritime services which form part of the Government, the navy naturally is the most im- portant. With great battleships such as we now pos- sess, having steam machinery costing in single cases over a million of dollars, the personnel must be care- fully selected and well trained for the trying duties im- posed upon it. The commissioned officers who per- form engineering duty at sea are, of course, all gradu- ates of Annapolis. As this sketch is to treat only of positions available to persons in civil life, no more need be said of the commissioned force, except that it is admittedly inadequate in numbers, and that undoubt- edly before many more years there will have to be large reinforcements taken in from civil life. That phase of the situation will naturally interest those con- templating a life in the navy and who are unable to obtain a cadetship at the Naval Academy. To enter the naval service in the engineering branch it is now necessary to begin at the bottom of the ladder and work up. As there is comparatively little chance for a man to gain advancement from coal. passer through the grades of fireman and oiler, and become a machinist, as those who operate the machinery are termed, it is much better to learn the trade on shore and then to enlist as a “machinist.” The following rules for such enlistment are published by the Navy Department: 1. A candidate for enlistment as a machinist must be a machinist by trade, must know the names and uses of the various parts of marine engines and boilers, and must be able to perform work with various tools in a machine shop, including bench work. 2. He must be able to write legibly, and must under- stand arithmetic. 3. He must be physically sound, and at the date of first enlistment must be not less than 24 nor more than 35 years of age. 4. Machinists who have had no experience at sea with marine engines will be enlisted as “machinists, second class,” at $40 per month. 5. Machinists who have had experience at sea with marine engines for one year may be enlisted as “ma- chinists, first class,’ at $55 per month. 6. No person will be enlisted as chief machinist unless he holds a permanent appointment as such. 7. The examination of candidates for enlistment as machinists, regarding their knowledge of engines and boilers, must be made in the engine rooms of ships; and regarding their knowledge of machine work, in the workshops of navy yards. There are at all times vacancies for first-class men who possess the foregoing qualifications. Application for enlistment can be made at any navy yard or at any recruiting station. After entering the service as a second-class machinist, for instance, any man who is sober and attentive to his duties will find rapid advance- ment. ‘There is a corps of warrant machinists, 150 in number, who are appointed from the enlisted machinists upon the basis of their records, and also as the result of competitive examinations. These positions are for life and are practically the equal, with the exception of pay, of commissions, as they are entitled to the benefits of retirement and of the pension list. The first three years after date of appointment they receive $1,200 per annum at sea and $900 on shore; the second three years, $1,300 at sea and $1,000 on shore; the third three years, $1,400 at sea and $1,300 on shore; the fourth three years, $1,600 at sea and $1,300 on shore; after twelve years from date of appointment, $1,800 at sea and $1,600 on shore. With such salaries as these and the possibility that commissions and increased compensation may eventu- ally be given to warrant machinists, the naval service presents an attractive field for ambitious young marine engineers. Under the Treasury Department there are several branches which employ marine engineers, the most im- portant of which is the Revenue Cutter Service. There are at present four vacancies in the list of second assistant engineers of the U. S. Revenue Cutter Service. These offer exceptionally fine opportunities for bright young marine engineers to obtain a life posi- tion. The examinations for this service are strictly competitive and are open to any American citizen be- tween the ages of 21 and 28 years who has had not less than six months’ sea service and has served not less than eighteen months in a machine shop. No political influence is necessary, as permits to take the examina- NovEMBER, 1902 Marine Engineering. 9) tion will be issued to any applicant who produces satis- factory certificates as to age, moral character, and sea or shop experience. Candidates must be sound physi- cally, as a rigid examination is given each competitor by a board of Marine Hospital surgeons before the professional examination is begun. The professional examination is wholly written and will be conducted by a board of engineer officers of the service. It will consist of questions on the English language, arithmetic, algebra, trigonometry, physics, elementary mechanics, heat, steam and expansion, the chemistry of combustion and corrosion, boiler design, practical questions on the care and management of marine engines and boilers, valve gears, proportions of screw propellers, electricity on shipboard, the use of the indicator, and interpretation of diagrams, etc. It is not at all necessary that candidates have a college educa- tion, as there have recently been several appointments made of bright young men who have obtained their education by their own efforts in studying standard text-books on the subjects named. Since the recent enactment of a law giving U. S. Revenue Cutter officers the same pay as officers of equal rank in the army, these positions are very desirable from a financial standpoint. Immediately upon ap- pointment a second assistant engineer receives $1,400 per annum. He is then in the line of promotion, and as a first assistant engineer will receive $1,500 per . annum, and as a chief engineer his salary will be $1,800 a year. In addition to these basic salaries officers receive 10 per centum additional for each five years of service up to a total of twenty years’ service, when this increase stops. A chief engineer who has been in the service for a period of twenty years would therefore receive $2,520. A first assistant engineer who has been in the service for, say, ten years would receive $1,800 a year. Under the old system prior to the passage of the new law the salaries were $1,200, $1,500, and $1,800, respectively, with no increase for length of service. Further particulars as to the time and place of exami- nation, method of application, etc., can be obtained by addressing a letter to the Hon. Secretary of the Treas- ury, Washington, D. C. The Marine Hospital Service and the Coast Survey give employment each to a small number of marine engineers. Appointments are made through the civil service, and the qualifications necessary are such as are required for licenses from the Steamboat Inspection Service. The salaries paid vary from $50 to $125 per month, according to the grade of license and size of vessel. ' Marine engineers are also employed on vessels of the Lighthouse Service. hey are appointed through the civil service, except that the examinations are made by the Inspector in charge of each district. ‘The exami- nations in this service are also the equivalent of those given by the Steamboat Inspection Service. The av- erage pay for chief engineer is $90 to $100 per month, although on some of the larger vessels they receive $125 per month. Assistant engineers average $80 or $90 per month. Since the steam lightships have come into use, opportunities are offered on them for engi- neers. For licensed men who like to lead a quiet life and not do much cruising, these vessels offer exceptional opportunities. ‘The chief engineer of a lightship receives $960 per year, and his assistant has $780 per year to spend (if he ever gets ashore). ‘These vessels are a novelty in one feature at least; that is, that the chief engineer gets $60 a year more salary than the captain receives, which is a step in the right direction. During the war in the Philippines a large number of licensed marine engineers found good positions on the vessels of the Army Transport Service. The num- ber of vessels in this service is now greatly reduced, and the chances for employment likewise diminished. The wages paid are about the same as those in the mer- chant service, varying from third assistant at $55 per month up to chief engineer, some of whom receive as high as $200 per month. An opportunity for employment on shore, to those marine engineers who are tired of going to sea, is offered, in a somewhat limited field, by positions in the corps of Assistant Boiler Inspectors in the Steamboat Inspection Service. ‘These positions are quite lucrative and can be obtained by competitive examination before civil service examining boards. Some of the more important requirements are that the applicant must be a resident of the local inspection district in which the vacancy occurs; that he is physically able to crawl through a 9-inch by 15-inch manhole; that he has had three years’ actual practical experience as chief engineer of ocean or inland steamers of over 100 gross tons, as first assistant engineer of inland steamers of 600 gross tons or over, or as first assistant engineer of ocean steamers of 1,500 gross tons or over; that he is between 25 and 55 years of age. Those possessing the above qualifications are given a competitive examination in the following subjects: 1. Letter writing. 2. Arithmetic (consisting of problems in common and decimal fractions, mensuration, and square root). 3. Boilers and machinery (comprising practical ques- tions relating to boilers, engines, and machinery of steam vessels, and strength of boiler materials). 4. Experience (based on applicant’s certificates, etc.). The salaries at the beginning vary from $1,200 to $2,500 per year, and the positions are practically for life, depending, of course, upon good conduct. Engineers who have been to sea are often in demand in what is known as the “Custodian Service,’ connected with the care of public buildings. The age limits are between 21 and 55 years, and the salaries paid vary be- tween $720 and $1,080 per annum. ‘The questions given applicants are such that any licensed marine engineer should be capable of answering, and apply to steam- heating and electric plants as well as to steam plants. From the foregoing it will be seen that there are many opportunities for ambitious young marine engi- neers to gain permanent positions in the Government service. With but few exceptions, all the positions herein named are within the reach of those who have the ability to fill them. Floating Machine Shop.—A naval constructor of the Boston Navy Yard has recommended that a floating machine shop be built for use in repairing ships. The shop is to be built on a scow which is to be thoroughly equipped with machines and tools for carrying on fe- pairs. 560 Marine © Engineering. NoveMBER, 1902. THE THOMAS W. LAWSON UNDER FULL SAIL. (Copyright, 1902, G. W. Davenport.) MECHANICAL EQUIPMENT OF A_ SEVEN= MASTED SCHOONER. The seven-masted schooner Thomas W. Lawson was put into.commission and towed from the Fore River yard to her anchorage off South Boston on September 8, her glistening white hull looking as little as possible like that of a collier. She made her first trip to Phila- delphia for coal under the command of Captain Arthur L. Crowley. The official measurements made after the schooner was afloat are as follows: Gross tonnage, 5,218; net, 4,914; length on water line, 368 feet; beam, 50 feet; and depth, 35 feet 3 inches. The schooner has steel lower masts 135 feet long and pine topmasts 58 feet long, and the height of her top- mast head is 155 feet from the deck. Her steel bow- sprit is 85 feet long. The lower masts, which are 32 inches _in diameter and which weigh, complete, nearly 20 tons each, were stepped before the schooner was launched. ‘The masts were moved alongside on rollers, the yard locomotive hauling them to the slope of the beach. A very large pair of shears were erected on the deck, with falls connected with one of the schooner’s own winches, and when the masts were hoisted they were kept away from the ship’s side by means of steel guys. The aftermost mast, called by Captain Crowley a “pusher,” was stepped first, and the shears, which stood at right angles to the fore-and-aft line of the schooner, were warped forward for each successive mast. ‘ The machinery was also installed while the schooner was on the stocks. Steam power is furnished by two vertical boilers, 56 inches in diameter by 90 inches high, MANOEUVERING IN BOSTON HARBOR. one in the forward house and one in the after house, (Copyright, 1902, G. W. Dayenport. NovEMBER, 1902 Marine Engineering. 561 with inspirators, injectors, and all the concomitant fit- tings. There is one 9 by Io-inch double-cylinder ship engine for the forward house, with friction drum and winch heads on an extended drum shaft on the outer end. There are also five 8 by 8-inch hoisting engines, with link motion, on deck, with galvanized iron winch DECK VIEW ON THE SEVEN-MASTED SCHOONER THOMAS W. heads on each end of the drum shaft. Two coil con- densers are employed to condense the exhaust steam for the hoisting engines, and each will feed a fresh-water tank of 300 gallons capacity. There are two direct- acting steam pumps for drainage purposes with steam and water cylinders, each 12 inches in diameter by 12 inches stroke. There is also a 6 by 4 by 6-inch duplex donkey pump of the packed-piston type, located near the after boiler, and one 71-2 by 5 by 7-inch pump of similar type located near the forward boiler, both piped for use as circulating pumps and also for washing decks and for fire purposes. Two hand pumps of the deep-chamber type are provided for emergencies. ‘The LAWSON, LOOKING FORWARD. windlass is of the Hyde pump-brake type with double- geared messenger attachment and iron bitts. Wildcats are fitted for a 23-4-inch chain. ‘The windlass which is used for hoisting the 10,000-pound stockless anchors is under the forecastle deck, and the 40-horse-power engine which is connected with it by a messenger chain also operates a “nigger head” on deck. On the fore- 562 | Marine Engineering. NOVEMBER, I902. castle deck there is also an independent steam capstan to be used for warping or other purposes. The machinery is so arranged that it can be operated by two engineers to do all the work required. ‘The after engine, for example, which has 25 H.P., is en- closed in a deck house with the after boiler and steam pump, so that all can be under the command of one man. are trained through lead blocks in:a line with the shrouds and then led through snatch blocks to the winch heads. ‘The foremast has five 4 3-4-inch steel-wire shrouds, while there are four for each of the other masts. In addition to a double forestay there are two knighthead stays and two jibstays, each of 4 3-4-inch wire, with a total breaking strain of about 200 tons. FORWARD ENGINE ROOM ON THE THOMAS W. LAWSON. It is designed in hoisting and trimming sail that all the work should be done by the forward and after en- gines. The halyards from the three forward masts and for the forestaysail and jibs train to the forward winch, while the halyards from the four after masts train to the after winch. The peak and throat halyards, jib halyards, topsail halyards, topping lifts, and sheets The Lawson's suit of sails comprises seven spencers, seven topsails, seven topmast staysails, a fore staysail, a jib, a flying jib, and a jib topsail. She has besides five storm trysails. The spencers, which weigh about three-quarters of a ton each, are hoisted by throat hal- yards with a fourfold block at the masthead and a triple-throat halyard becket. Each peak halyard has (o ” ae Lock and Ons / |Room| Ofllce | |p itn Officer antrys by call Uy | ati Sn SS SS mPa Ree ory SSRN IK teats at esi Dining Room i Captains Cabin Soe \ Captains NG Stateroom Winch - 4H Lona rere) ____ Marine Engineering DECK PLAN OF THE SEVEN-MASTED SCHOONER THOMAS W. LAWSON, NovEMBER, I902 Marine Engineering. 563 ,one double and two single blocks at the masthead and four single blocks on the gaff. ‘I'wo sails can be hoisted at the same time, the throat halyards being led to the port and the peak halyards to the starboard winch heads. The four amidship hoisting engines of 25 horse power each will be used for hoisting or trimming the light sail after the schooner is under: way and there is plenty of from all six of the hatches at the same time. The smokestacks from each of the boilers branch off later- ally to port and starboard, so that by closing the wind- ward opening the smoke will go to the leeward of the masts and sails. The Lawson has four steam pumps, two of which, working together, will pump 6 tons of water a minute ANCHOR HOIST AND DEVIL’S CLAW IN FORECASTLE. time for the engineers and men to go from mast to mast and handle one sail at a time. But the chief uses of the amidships engines will be for loading or unloading cargo. Each of the six engines is forward of a hatch, and forward of each engine can be rigged for hoisting possible, if enough men are is a mast to which a spar purposes. It is therefore employed, to handle cargo and can unload 1,000 tons of water ballast in about two and a half hours. The steam-steering gear is of the Hyde pattern and is operated by means of a worm acting on a shaft which has a right-and-left screwthread, with one nut at- tached to the starboard end of the rudder crosshead and the other to the port end. =a = \ | =e I A Forecastle on | 12 Men \ WS OG by S ” Lon \ 16.0'x 174 7 16.0'x 174 r Engine Room ro} SZ } f ai SV op fd Lael oes eo + andtcn a booed Het fp pt t+-+t He et bAtimt— i pei. -+ 4 4 os . { tomyit ot chh— : 4 sic, uN ina ‘@y TM. © [Windlass =—= Pump y Engine fe) Wj Room S 1o— S| v aN 5 a L Coal Bun! ker. —— Til erat — al = as BUILT BY THE FORE RIVER SHIP AND ENGINE =e Freeing Port COMPANY. Marine Engineering 564 Marine Engineering. NovEMBER, 1902. The mechanical equipment of the schooner includes a telephone circuit connecting the wheel house with both the forward and after engine rooms, and an elec- tric-lighting plant of sufficient capacity to light the whole ship with incandescent lights. It is believed that the Lawson is the first of a type of vessels which will revolutionize ocean freight carrying. The five-masted schooner John B. Prescott and the six- master George W. Wells had already demonstrated the economy of large sailing vessels, and on the latter schooner steam had already been employed for handling sails and the number of men in the crew materially re- POSTS | 5h) Res ae be put upon a vessel’s hull by so many masts and such, heavy rigging—the Lawson spreads 43,000 square feet of canvas—but the keelson which a wooden ship of any- thing like the same dimensions would require occupies so much space that might otherwise be given to cargo, and is in itself such a burden to carry, that a double economy would be accomplished by steel construction, The carrying room gained by. the difference in the thickness of the hull is also an appreciable item. The Wells is 335 feet long over all, with 48 feet beam; the over-all length of the Lawson is 403 feet 4 inches (the other dimensions are already stated), and STEERING GEAR AND WHEEL HOUSE OF THOMAS W. LAWSON. duced. The Lawson, with her engines, will require the services of but 16 men all told, whereas a square rigger of the same size would need at least 35 men; and it is ex- pected that the schooner’s sails can be changed in about a third of the time that would be necessary for the same operation on a square rigger. ‘The economy over steam- propelling power is thus very evident. The limit of size for a wooden vessel seemed to Captain J. G. Crowley, the managing owner, to have been reached in the six-master, and consequently he awarded the contract for the seven-master to a steel shipyard, instead of to one of the wooden yards on the coast of Maine from which most of the big schooners have been launched. Not only would an excessive strain when fully loaded she will draw 26 feet 6 inches. With this size she has a carrying capacity of 8,100 tons—nearly twice the capacity of the six-master, and three or four times that of many steam freighters. While these in- creased proportions give such greatly increased carry- ing capacity, the fixed charges—wharfage, pilotage, tow- age, and all manner of port expenses—are but little increased. Being a schooner, too, the Lawson has an advantage over any other type of sailing vessel in the cost of towage, for example; and her equipment of en- gines will enable her to do much of her own stevedore work, which will be no little economy, especially when she is in foreign waters. In various other respects the use of steel and steam NovEMBER, 1902 Marine Engineering. 565 will give the Lawson marked advantages. She has been built of steel in a very much shorter time, for instance, than she could possibly have been built of wood, her launching being set for just about eight months after the laying of the keel. Fully fitted out and classified as A 1 for, 20 years, she will have cost $250,000, which is not much more than wooden con- struction would have cost, and what little difference there is in the initial expense will be soon made up, Captain Crowley feels assured, by the saving on re- pairs. She is to have a double bottom four feet deep, in which, if need be, a thousand tons of water ballast may be carried. The pump well gives free access to the double bottom, so that at any time a man may enter it for inspection. Lighthouses such as have never been put on a schooner before take the place of the old-fashioned lightboxes. loaded or in light trim, he was inclined to think that the semi-vacuum would not be increased to any extent, that there would be practically the same centrifugal ac- tion in the way of the stern tube. Going ahead they got the same vacuum, and going astern they naturally forced the water inward. He recalled the recent case of a ves- sel which had been ashore four or five hours upon a pebbly beach. She was driven astern for about six hours, with the result that the vessel picked up pebbles, and the liner was cut down from about 1-2 to about 3-16 inch,’ thus showing the force of the propeller action was inward. Mr. Henderson, while agreeing that lubrication was a very good thing, believed that the best method of preserving shafts was to fit a continuous liner with a very short tube and cover the shaft and the tube all over with one liner. In this way they got practically a ONE OF THE STEAM WINCHES USED ON THE THOMAS W. LAWSON. SUGGESTIONS AS TO THE PREVENTION OF CORROSION OF TAIL-END SHAFTS.—II.* BY JOHN BODDY. Adjourned Discussion. _ The Chairman, Mr. Aisbitt, said the first point which struck him in considering Mr. Boddy’s appliance was the simplicity with which the oil was applied, once it entered the stern tube, by the outside water pressure. ‘They were told in the paper that when the engines were running full speed ahead, ten minutes after the oil was emptied into the top of the iron pipe, the sounding rod indi- cated the depth of 1 1-2 inches of liquid, the shaft be- ing immersed about 2 feet; that, after the vessel was moored, after coming from Newport to Barry Dock, and the engines were at rest, the sounding rod indicated a depth of about 2 feet of liquid, this corresponding with the shaft’s immersion. This, so far as he knew, was the first occasion which had proved a semi-vacuum in the stern tube, the vessel going full speed ahead. Mr. Boddy put in a pipe to reduce that vacuum, so that they were led to believe that there might have been a greater vacuum even than what Mr. Boddy found. Unfortunately, the paper did not say whether the vessel was loaded when going full speed ahead; but whether *Paper read before Institute Marine Engineers. parallel shaft. He was not in favor of running any shaft on a white metal bush. As to Mr. Boddy’s appli- ance, he did not think it was a good one without an outer gland. Mr. Roberts said Mr. Boddy was the first to take steps to ascertain what really had been going on in the tube. He thought Mr. Boddy’s experiment of testing the depth of liquid on the shaft confirmed what the chairman had said about a partial vacuum taking place. In some experiments conducted some years ago to as- certain whether the propeller was effective or not, it was found that a partial vacuum was formed at a point in front of the propeller, apparently due to the screwing action of the propeller giving a tendency to draw the water away from the shaft through the effort of pro- pulsion. ‘This would account for the sudden drop in the tube which Mr. Boddy fitted, and also explained the oil getting down to the shaft. It would be nat- urally expected that when the oil was placed in the tube it would, by its specific gravity, float on to the water, but Mr. Boddy had discovered that the water left the tube and the oil followed its way downward. Mr. Boddy had proved that there was a certain body of dead water remaining in the tube, and this water re- volving with the shaft attacked the zinc, and galvanic action was set up, which attacked the iron shaft near 566 Marine Engineering. NOVEMBER, 1902. the coupling. He did not agree that an outer gland was necessary. In the first place, he did not think it was possible to keep the gland perfectly tight, and when they stopped the engines and the supply of lubri- cation the hydrostatic pressure would force its way inward. Mr. Boddy’s appliance was fitted to an exist- ing shaft without any alteration of the stern tube. With the ordinary shaft running in lignum vite, his method to prevent corrosion was a good one and effective, unless it was intended to prevent the corrosion of the iron of the shaft and not the brasses, which was a secondary consideration compared with the longer life of a shaft. His own opinion was that the continuous liner was a good thing, but the difficulty was as to the length of the shaft. A long brass liner was very deceptive, and a jointed liner was not reliable. A short shaft was a solution of the trouble. This was being adopted on the northeast coast, with the result that they had been able to put in a shaft with one continuous liner, approxi- mately 9 feet over all. ‘This liner was run in a lignum vite bush; the lignum vite had not to be renewed so often, and a steadier shaft was got all’through; and, of course, the corrosion question was eliminated. They had too long taken it for granted that there had been a sep- aration of water there. Certainly oil would float to the surface, but it could not float if there was no water to float on. Mr. George Walliker, on the question of vacuum, said some years ago he was in charge of some experiments for the late Mr. Parker, of Lloyd’s, who was specially interested in the fitting of propeller blades. A small copper plate was fitted down the stern post to the body ‘opposite ahead of the propeller, with a vacuum gage. It was a cargo boat trading between London and Ham- ‘burg, and on the trial run they got from 7 to 10 inches ‘of water showing on the gage. So that there was cer- tainly a vacuum at the stern tube end in front of the propeller. Mr. Boddy, in reply, said, with reference to the ob- servations of Mr. Simpson at the previous meeting, that the shaft alluded to in the paper had been running for six years and nine months, and the oil pipe arrange- ment was fitted about four and a half years ago. As to the advocacy by several members of an outer gland, in his opinion the oil pipe was sufficient, when fitted as near as possible to the after end of the stern tube, so that the outside water pressure might force the oil for- ward. ‘The outer gland was not only unnecessary, but might be a source of danger where the lubricant had been neglected, when the shaft would be practically running without any lubrication whatever.‘ His expe- rience showed him that the oil was driven from the point at which it was put into the tube right through to the stern gland, where there was always a soapy run. With regard to the question of Mr. Johnson, the oil pipe was first fitted before the vessel was re-floated out of dry-dock, and about half a gallon of oil was poured down the pipe, since which he had found that half a pint used daily was sufficient. If the shaft was immersed when the oil was put down the pipe, the oil would go no further until some motion took place. With regard to the rubber ring fitted in the recess of the propeller, if it was fitted just sufficiently tight there was little fear of its forcing the propeller away. As to Mr. Watson’s re- against a pressure. mark, oil certainly had a tendency to float outward and upward, but he failed to see how it was going either way Mr. Roberts could not reconcile the figures as to the depth of liquor. In his opinion the dif- ference was attributable to the centrifugal motion of the shaft, combined with the scooping action of the pro- peller, forming the vacuum of which they had heard so much. As to the continuous liner, so long as the liner could be kept tight he did not suppose there would be much corrosion. As to the kind of oil used, it was the same as that used for lubricating the machinery, viz., Vickers’. Mr. Robert Duncan described the good results that had followed the wrapping of shafts with marline and red lead, and said that years after this method had been applied he had found the shafts in excellent con- dition. ‘The red lead seemed to protect the shafts much better than the rubber. They would see from Mr. Boddy’s drawing that a cock was wanted at the bottom of the stern tube as well as on the top, and to get all the water out of the tube they must open the bottom cock and draw off the water until the oil began to come, when, presumably, they would have oil all round the shaft. But the fact that all that sand and grit was found in the stern tube showed that it was not so very tight. Mr. B. T. Vickers (visitor) said he was very much obliged to the honorary secretary for sending him an invitation to attend this meeting, and he was very glad of the opportunity of being present, because the subject under discussion was one in which he took great interest. Mr. Boddy’s experience appeared to be that putting oil into the stern tube had lengthened the life of the lignum vitee in the stern bush. In the course of his business he (Mr. Vickers) had come into contact a good deal with steamers belonging to Continental owners; and so far as the steamers of Sweden, Norway, and Denmark were concerned, there were very few which were not running their tail shafts in oil, and a broken tail shaft was a thing practically unknown. The United Steamship Company of Copenhagen owned about 130 steamers, the whole of which ran their tail shafts in oil and they never had a break. Most of them were linerless shafts, running in cast-iron bushes, and the running of the shafts in oil was a great success. He instanced also the case of a large screw tug owned in the north of England, which was built in 1885, which had an iron shaft fitted with brass liners and running in a gunmetal bush, the shaft of which had been run in oil. About two years ago this boat was overhauled, when the shaft was found to be in. perfect condition, the original tool marks being still visi- ble on the part between the two liners. he wear on the brass liners was exceedingly slight, considering the four- teen years the shaft had been at work, only amounting to about 1-8 of an inch. New liners were fitted in the shaft, and it was replaced in the steamer and appeared likely to run for many years more; the splendid condi- tion of the shaft being undoubtedly due to the fact that it had been run in oil from the commencement. After referring to several other points of practical interest in connection with the working of tail shafts, Mr. Vick- ers called attention to the importance of using in the stern tube only oil which was practically free from acit. He explained that some oils contained a considerable percentage of acid, and that an acid oil was liable to set NovEMBER, 1902 Marine Engineering. 567 up galvanic corrosion in the same way as a solution of the circumference, 4 B, the path of the crank pin. ‘The acid in water. He also pointed out that the action of size of this diameter is entirely immaterial for us. We sea water, which was a solution of chloride of sodium; can take A B = 61-4 inches or 100-16 inches. "Then upon the brass liner in contact with the shaft in the stern tube was exactly the same as that which took place in the battery of an electric bell with two different metals in contact in a solution of chloride of ammonia, and emphasized the importance of keeping the sea water entirely out of the stern tube. He said the best way to keep the sea water out of the stern tube was to keep the tube quite full of oil, this method having the further advantage that it effectually lubricated both the stern bush and the stern gland. ‘The difficulty then arose of keeping the oil in the tube. Mr. Vickers exhibited a new patent stern tube gland which his firm had invented for this purpose.* every I-16 inch on the diameter is equal to one per cent. of the stroke. For instance, on this diagram we have the cut-off at 95 per cent. of the stroke. Now, if the angle of lap and the lead are very small the angle of intersection of the line & O with the circumference QO: is extremely small, and it is almost impossible to take with accuracy the dimension Ff O, which is the steam lap. On the diagram, Fig. 1, the angle 5 is 16 degrees, and the steam lead equals 1 per cent. What is the lap? May be 3-8 inch, may be 7-16 inch. Now, suppose we draw the circumference 1 N from the center M, and the circumference mM from the center N. Then fo—ie., the portion of our line H O between these two circum- 7 Marine Engineering THE ZEUNER DIAGRAM. A Point in Connection wlth the Use of the Zeuner Valve Diagram. BY N. AKIMOFF. Zeuner’s Diagram is one of the best known and is very often employed because it is both simple and very clear. And yet we know that many designers are not quite satisfied with it, as it is often impossible to take from it all the dimensions with a sufficient degree of accuracy. Therefore the diagram must be drawn in very large scale—for instance, three or four times larger than the full size. ‘This is not necessary, for the accuracy depends entirely upon the manner in which the construction is made. The purpose of this note is to call attention to the very simple and useful method described by Professor M. Boulvin in his treatise on applied mechanics. The diameter, A B, Fig. 1, represents the stroke, and *For description see Marine ENGINEERING for April, 1902. ferences Mm and N n—is exactly equal to our lap FO, and we can take it directly and not pay any attention to the portion F O, which is difficult to measure. The reason for this may be seen by reference to Fig. 2, where abcd is a symmetrical figure and e is its center of symmetry. Then ge = ef; but ef = hk, because they are both symmetrical parts of the chord hf. ‘Then ge=hk, or ge—gk=hk—gk, or ek—=gh. We can therefore take our lap simply between these two cir- cumferences with a high degree of exactness. In this case it is found equal to 11-32 inch. New Service to Europe—It is stated that a new service will soon be established from Boston to Euro- pean ports by the New York, New Haven, and Hartford Railroad Company. The first line to be started will be to Antwerp, the vessels for which, it is understood, are to be furnished by the Ellerman Line. 568 Marine Engineering. NOVEMBER, 1902. NEW STEAMER FOR THE PHILIPPINES. The first Boston-built boat for traffic with our new Oriental fields, the steamer Concord, recently sailed for Manila to engage in the lumber trade in the Philip- pine Islands. She was built by William McKee for nos 1 Steam to Air and Circ, Pump making 12 inches. The bottom planking is 3 inches, the side planking 4 inches, and the ceiling 5 inches. The spaces between frames are filled solid the whole length of the boat from the keel to the beginning of the bilges. She is coppered to the load water line and 134 Steam to Pumps and Ejector OLB, dis harge \ from}Bilge|Pi}mp 416 W.I. Pipe Main Exhaust Sa Ss SECTION = Sa y an Marine Engineering IN ENGINE AND BOILER ROOM, STEAMER CONCORD. List OF PIPES. Location. Material. Size WEST GLKS28T.0000000000000900000000000000000000000000000000)| ., WARE HOI. oD00n00000 600 C 00 214 ins Auxiliary steam...... 504 deo O00 . oj} . & ®& oog0enaddon0000000b0000 9000060: v0000000 ay Steam ($0) SHEWISAO ie cocusugnaosoeoas0000nTG000000000~00 osoo|} =i Go paG000G0900000000000000 000000600000000006 mm sbay, BS vb EHTS FETED) CGQoDGa000c008 00 coool «=i (is Sg p0GG0G000 Sond000000000 94 000000000 Th ws CO Seal SET GGG06 ~~ so GOO0ODE 0000000 0000000000000000 00 00100 eS Stine aes bilge 9000000 doDodQg000OcScOeab000000 OFS te} life) 1;O NOVEMBER, 1902 Marine Engineering. TEAM TURBINES.* BY HONORABLE C. A. PARSONS. After referfing to the trials of the Viper and Cobra, the two destroyers which were unfortunately wrecked, Mr. Parsons gave some interesting particulars on the early history of his invention. The compound turbine was first used in England in 1884 for driving dynamos. Three hundred and sixty plants of from 4 to 120 horse power, aggregating 5,000 horse power, were in use in 1890. Six years later 600 turbines of 40,000 horse power had been sold, the largest unit being of 600 horse power. At the present day there are 800 ‘turbo plants in use, aggregating 200,000 horse power, the largest being 3,000 horse power. ‘Two years ago Messrs. Brown, Boveri and Company, of Baden, Switzerland, took up the manufacture of compound turbines and sold 20 plants of 29,000 horse power, the largest of 5,000 horse power. The British Westinghouse Company has lately contract- ed with the Metropolitan and District railway com- panies for the supply of ten turbo alternators of 5,000 horse power, and several plants of moderate size have also been built by the Westinghouse Machine Company, of Pittsburg. The total aggregate of turbines at work -and on order of the compound parallel-flow type, for generating electricity in England and on the Continent and elsewhere, was not far short of 300,000 horse power. Turning to the question of economic results, the author said that the lowest steam consumption so far recorded had been 17.3 pounds per kilowatt hour, with a 1,000- kilowatt continuous-current plant, one of several built for the Newcastle and District Electric Lighting Com- pany. This figure corresponded to about 10.2 pounds of steam per indicated horse power hour. ‘There seemed no doubt that still lower steam consumptions per horse power would be reached in turbines of large size working with superheated steam and a good vacuum. Several turbine plants had been tested after being at work for a considerable time, in order to ascertain if any increase of steam consumption occurred with age, and in all these cases no observable increase could be detected. Reverting to the marine steam turbine, the paper stated that at present there have been seven vessels fit- ted—the Turbinia, the destroyers Cobra, Viper, and Velox, the Clyde passenger boats the King Edward and Queen Alexandra, and the yacht Tarantula. ‘The large yacht Lorena will be completed this autumn. The destroyer Eden and the third-class cruiser Amethyst would be completed in 1903, and within the last few weeks orders: for two turbine cross-channel boats of about 8,000 horse power had been placed with Messrs. W. Denny and Brothers. One of these vessels is for the Chatham and Dover Railway, for the Dover and Calais route. The total aggregate indicated horse power of the above-mentioned vessels was 82,900 horse power. The question of coal consumption was next consid- ered, and the author then described the method of economizing fuel at low speeds by the fitting of ad- ditional small engines. The excellent performance of the Clyde passenger steamer King Edward was next referred to by the author. These particulars also have already been given in these pages. Mr. *Extract of paper and discussion read before the British As- sociation for the Advancement of Science, held at Belfast. Parsons quoted the remarks of Mr. James Denny at the launch of the Queen Alexandra, as to the results of experiments and trials made with the King Edward. If the King Edward had been fitted with balanced twin triple-expansion engines of the most improved type, and of such size as would consume all the steam the exist- ing boiler could make, the best speed she could possibly have obtained would have been 19.7 knots, against the 20 1-2 knots actually done by the King Edward, showing an increase in speed of eight-tenths of a knot. ‘This difference corresponded to a gain in indicated horse power in favor of the turbine steamer of 20 per cent. It would hardly have been possible to drive the King Edward at 20 1-2 knots with ordinary engines, owing to the extra weight of the machinery and the necessarily increased displacement. The attempt to do so could only have resulted in the speed being obtained at an enormously increased first cost and a ruinous expendi- ture of coal and the like on service. Referring to the question of coal consumption, the results of the King Edward on service had been compared with the Duchess of Hamilton, and from the comparison it had been found that the Duchess of Hamilton, at 16 1-2 knots, burned 16 tons, and the King Edward, at 181-2 knots, burned 18 tons. The Duchess of Hamilton had only compound engines; by the use of triple engines her consumption could be reduced; but even with triple engines, if she were to be driven at 181-2 knots on service, her con- sumption would have been over 22 tons, as against 18 in the King Edward. ‘This corresponded to a saving of about 20 per cent. in favor of the latter vessel. The figures were based on the assumption that the Duchess of Hanulton was left as she was as regards displace- ment, but, as her speed was only 18 knots on trial, the greater displacement necessary to carry the extra weight of machinery for the higher speed would have resulted in a considerable increase in the coal consumption of 22 tons. The paper concluded by narrating the ad- vantages that would follow the adoption of the steam turbine system of propulsion in vessels of large size, such as Atlantic liners, cruisers, and battleships. ‘The benefit, the author stated, would be greater than in the case of smaller vessels, for the large turbines that would be suitable to such vessels would be cheaper to build, lighter in weight, and occupy less space in proportion to power. The design of such large turbines presented no difficulties beyond those that had already been suc- cessfully disposed of in the case of smaller vessels; and the greater size facilitated the introduction of im- portant refinements for reducing coal consumption. DISCUSSION. Professor Unwin remarked that, as the larger the machinery the easier it became to operate, one could hardly conceive the limit of the steam turbine for pur- poses of ship propulsion. Professor Dunkerley said that he had assisted in test- ing a steam turbine in 1897 and found it gave satisfac- tory results. By a comparison of the observed results of the Turbinia, there was a loss in efficiency of the whole mechanism of propulsion. The consumption of steam was 29 pounds per effective horse power per hour, and with a propulsive coefficient of two-thirds that would work out to 19 pounds per horse power. As Mr. Parsons attained a horse power on 15 pounds of 572 Marine Engineering. NOVEMBER, Ig02. ee steam, there was evidently a loss. From this it would seem that the Zurbinia crossed at an efficiency of about 50 per cent., whereas the ordinary screw was 68 per cent. Professor Hele-Shaw stated that Mr. Parsons had found the best way of using steam was by the parallel- flow turbine, which gave an increased economy of 15 per cent. These results were not reached, however, until the most extensive series of trials and experiments as but few people would have undertaken. He had seen details of a tést made with the steam turbine against a Corliss engine at Elberfeld, where the turbine had shown considerably higher economy. Mr. Parsons closed the discussion by stating he had superheated steam for running the turbine as high as 200 degrees, the pressure being 150 pounds to the square inch. He estimated the gain in efficiency due to super- heating to be about I per cent. for every 10 degrees of superheat. The gain was rather higher for the first few degrees, but the figure stated was about the average. He had not gone very high yet; but he saw no reason why the steam should not be superheated up to any tem- perature within reason. It would, however, be neces- sary to keep the metal of the cylinder of uniform sec- tion, as any irregularity in the thickness would tend to bend the casting. He had been asked about high lifts for the reverse turbine. In New South Wales pumps were placed in series, and raised water a distance of about 700 feet, each pump working against a head of about 240 feet. ‘The efficiency of screw propellers was a difficult subject. In the Turbinia he made an assump- tion that there was 55 per cent. between the indicated and propulsive horse power. That was on the basis that 141-2 pounds of saturated steam at 200 pounds pressure at the engine was used per indicated horse power per hour. If the augmented resistance due to the friction of the shafts, the under-water fittings connected with the propeller, the water on the blades, etc., were IO per cent., that would bring the efficiency of the pro- pellers to 65 per cent. That agreed with the tank ex- periments made by Messrs. Denny at Dumbarton, with a model from which the under-water fittings were re- moved. ‘The slip rates of a screw would generally be about 22-per cent., but in the Queen Alexandra model it was 30 per cent. with flat blades. It should be noted that the velocity of the blade tips with the screw of the Queen Alexandra was not greater than that attained with the screws of third-class cruisers. The reversal of the marine turbine was effected, as stated, by sepa- rate blades, which ran in vacuum when not in work. It could be arranged that the blades would work in either direction by the reversal of the flow of steam, but this would mean that the form of blade would not be efficient for either direction of rotation. It was, therefore, best to shape the blades so that they would give the best results for going ahead, and have a sepa- rate set for the sternward motion of the ship. In re- gard to efficiency it might be added that the turbine had been tried against a Sulzer engine of the same power. At three-quarters load the two were equal; above that, the turbine had the advantage; but below, the recipro- cating engine was best. The turbine, however, used from 1 to 2 per cent. less oil than the other engine, which would be about 16 per cent. on the value of the steam. At Newcastle station the use of steam turbines gave a saving which averaged 5 pounds a week in value. Methodical Stoking for Large Installation of Water=Tube Boilers. BY DAGNINO ATTILIO. All who have had charge of the trials of a large war- ship fitted with water-tube boilers (or, indeed, with any type, although the difficulty is perhaps more accentu- ated with those of the water-tube type) will have ex- perienced the great trouble there is in obtaining regular firing and a uniform charging of the furnaces, so that the evaporation may be of the same degree of intensity in the different furnaces, and that this intensity may be varied in precisely the proportion required to obtain the power to be developed by the engine. It is very clear that if it is left to the judgment of the leading stoker as to the quantity of fuel to be introduced into the furnaces under his charge, he in turn leaving it pretty much to the stokers themselves, they will natu- rally work by momentary indications of the pressure gages on the boilers in that compartment and at that. particular instant, thus causing considerable fluctuation of the steam pressure from one period to another. Again, the stokers in one compartment, under an active leader, will fire up vigorously their boilers, giving the full amount of steam they are capable of, while in an- other compartment, under a less active leader, the stokers, seeing that the pressure is maintained, will con- tent themselves with putting on just enough coal to keep up appearances, and the boilers in such compart- ment will consequently render but a small proportion of work, compared with the others. Among other bad consequences of unequal firing, perhaps the most serious is that, if the two compartments worked at such dif- ferent rates of combustion are served by the same fun- nel, the boilers with grates partly uncovered will take most of the draft; for the air, naturally taking the line of least resistance, finds its way more easily through the grates with a small amount of coal on them, or partly uncovered. On the other hand, the draft is less in the boilers that are being vigorously fired and have the grates well covered, so that in the latter the combus- tion takes place under unfavorable conditions. These troubles are well known to all engineers who are called on to carry out trials of large steamers, and are naturally more prominent in those navies of the world which are dependent on conscription for their stokers, thus involving continual change and _ little preparation before they are sent on board as able- bodied firemen. ‘These troubles have also of late been intensified by the introduction of water-tube boilers. To obtain good results with boilers of this type it is very necessary to keep the grate surface completely but lightly covered with fuel, and this is altogether impos- sible save with regular and uniform firing. The first thing to be done, therefore, to insure the necessary regularity in firing is to calculate the quantity of fuel to be put in each furnace per unit of time, and then to decide what interval of time between the periods of firing is best adapted to the conditions in hand. It is then only necessary to work out a scheme for insuring the regular charging of the furnaces with the amount decided on at the intervals selected. For each different intensity of evaporation there will, of course, be a different interval of time, and the most NOVEMBER, 1902 Marine Engineering. 7138 convenient way of carrying out the change from one rate of evaporation to another is to draw up a table showing the different rates of firing corresponding to the indicated horse power required or to the number of revolutions to be made by the engines. ‘These rates of firing may then be divided into a certain set of grades, so that when a given power or speed is required it is only necessary for the chief engineer to give the order for a certain grade, and the watchkeeper finds readily in the table what the charge should consist of and at what interval it should be fired. Ey FIG. On the trials of the first vessel of the Garibaldi type fitted with water-tube boilers, as soon as it was seen that regular and equal firing was necessary to a proper development of the power, a clock with a second hand was fitted in each compartment of the stokeholes, and tables as mentioned above were prepared for the use of the leading men, each of whom was furnished with a whistle with which to signal the moment when the firing of the furnaces under his charge should com- mence. All who have had to do with training for water-tube boilers stokers previously accustomed to piling up the “coal in the front of a cylindrical furnace, letting it burn partly through and then pushing it back with a rake, will appreciate how difficult it is to bring them to an understanding of what is required of them under the changed conditions found in water-tube boilers. It is perhaps even more difficult to induce the leading men accustomed to the old method of firing to realize the absolute necessity of implicit obedience upon the instructions given them. In the case of the Garibaldi, after the tables were made out it depended upon the leading men to give the signal at the commencement of each period. It was found, however, almost impossi- ble to induce them to be sufficiently particular in work- Marvre Engineering I. ing to the desired periods of firing, and it soon became evident that it would be of great advantage if the human and doubtful element could be eliminated and the sig- - nals given automatically. On these trials, the stokeholes were in charge of Cav. L. Perroni, the manager of Messrs. Ansaldo’s steel works near Sampierdarena, and, realizing the need, he designed an apparatus for this purpose. ‘This proved itself so satisfactory that those who have had experience recognize it as an actual necessity wherever water-tube boilers are fitted on board ship, as well as a valuable auxiliary if fitted with cylindrical boilers. ‘The arrangement is shown in Fig. 1. A is a clock fitted in the engine room, and which replaces the clocks fitted 574 Marine Engineering. NOVEMBER, 1902. in the different stokeholes, and in connection with which is the regulating apparatus, which may be considered as analogous to the chief engineer giving his orders as to the periods for the different rates of firing. B B are electric bells fitted in each of the stokeholes (in this case six) to give the signals to commence firing. On the top of the clock in the engine room is a series of glow lamps, C C C, in connection with the different circuits, and which light up while the current is passing, thus showing in the engine room if the circuits are in good order and the apparatus doing its duty. The cur- rent is preferably derived from the circuit for electric lighting, or, if this is not always charged, a series of cells can be provided, as at D. ‘The different grades are marked on an index plate, B, under the clock, F' being the regulating handle, with a pin to hold it in any de- sired position. As many grades may be arranged for as may be considered necessary, but in practical use it is Marine Enginecring FIG. 2. found that, as a rule, five will be found sufficient be- sides the position O. When the handle is placed at this the current no longer passes, and as the bells cease to ring all firing in the stokeholes is suspended. When the signaler is at work, the bells ring at the end of each desired interval of 20 seconds. ‘The clock axle that car- ries the minute hand carries also a quadrant, which moves with the axle. On this quadrant and on circular and concentric zones are fitted small pins. We may suppose a circular zone on which are fixed five pins. The quadrant, following the movement of the minute hand, will in one hour make one revolution of 360 degrees, and consequently in one hour the pins pass successively on the above-said plane at the regular interval of 12 minutes—that is, each pin will pass a given point every 12 minutes. If, then, a suitable con- tact piece is fitted, the passing of the pin will determine the closure of the circuit, and the signal will follow. We have supposed the contact piece fitted at the point where the circumference has five pins; but if, by means of a rod, this piece is moved to another zone with a dif- ferent number of pins, then the interval between the sig- nals will correspond to the number of pins in this zone, and in this way any desired arrangement may be made. One great advantage of the apparatus is found in the fact that it leaves the leading man absolutely free to devote his full attention to his other duties. In modern cruisers, also with water-tight bulkheads carried up © above the level of the water line, and no doors for com- munication between the engine and boiler rooms, it is necessary to transmit orders by voice-pipes to the stoke- holes, of which there may be as many as twelve or more in a 20,000 horse-power vessel, so that it is no easy matter to communicate the frequent changes of speed to the boiler rooms when cruising in company. With the proposed method of communication, however, every possibility of error or misunderstanding is at once re- moved, and the signals are made with regularity and certainty. k With this'method, the chief engineer has the rate of firing entirely under his control in the engine room, and when orders from the bridge are given to alter the speed of the engines, he has only to shift the key slight- ly to the new “grade” required, and without loss of time or possibility of error the rate of firing adapts itself to the new rate of speed. The stokers, too, find it an advantage, and after a little experience with it their shovels go almost automatically to the coal as soon as the bell is heard to give its warning, and they find firing regularly and equally much less fatiguing than in the old haphazard way. In practice it is also found to reduce the anxieties of water-tending ; for, with ab- solutely regular firing with equal charges, the water level is maintained at an even height throughout, with- out any trouble whatever, even with hand regulation; and, indeed, it is found seldom necessary to touch the feed-regulating valve at all so long as the same rate of firing is maintained. An apparatus as above de- scribed was constructed and fitted on board the Italian Garibaldi: (No. 4) and the Turkish Messoudyéh in time for the official trials, and was found admirably to fulfill the purpose for which it had been designed. Its use overcame all the difficulties that had formerly manifest- ed themselves in obtaining regular and equal firing, with the result that the trials were very successful. It was ‘afterward retained on board for regular use, and the engineers have reported that it was simply invaluable and also conducive to economy of fuel. American Shipbuilding Company.—At the recent an- nual meeting of the American Shipbuilding Company the official statement showed its affairs to be in a most prosperous condition. The surplus earnings for the year ending June 30 were $1,184,257.52—this after pay- ing 7 per cent. dividend on the preferred stock of $553,- 000, in addition to charging $420,293.55 for depreciation, putting aside $200,000 for improvements at Detroit and other places, and reserving $150,000 for the payment of a purchase mortgage on the Buffalo plant, thus free- ing all property interests from mortgages or other en- cumbrances. The surplus for 1901 was $1,173,675.67, and for 1900 it was $568,665.85. ‘The vessels built during last year numbered forty-one, with a carrying capacity of 198,500 net tons. The vessels now under construc- tion number thirty, with a carrying capacity of 139,000" tons. NovEMBER, 1902 Marine Engineering. 575 ETCHED SECTIONS OF STEEL FROM A BROKEN CRANK PIN. The microscopical examination of steel and other metals with a view to the study of their mechanical properties as indicated by their crystalline and micro- scopic structure has in recent years acquired an in- creasing importance. For years the fact had been recog- nized that different samples of steel, for example, having the same chemical composition, and on chemical analysis rated as practically identical, might show surprising differences in physical and mechanical properties. It was clearly seen, in consequence, that some means of analvsis beyond the chemist’s balance must be developed if such differences were to be explained and their causes brought under intelligent control. The most effective and hopeful of such means has been the application of the microscope to the study of the structure of steel and other metals, as shown by the application of suit- The appearances thus produced able etching agents. ently on the various constituents of the steel, and in con- sequence will tend to show up the structure much as the structure of a macadam road is shown up by the action of a heavy rain or stream of flowing water. When sufficiently etched in this manner the surface is submitted to examination by the microscope under a magnification of 50 to 100 diameters or more. By this means the various features above noted may be more or less clearly made out. The relation between the ap- pearance of these etchings and the mechanical proper- ties of the metal is not, however, always clear, and care- ful study is required in the comparison of such etchings with the observed qualities of the metal before we can pronounce with confidence on the significance of the results obtained. For purposes of record such etchings may be drawn or photographed, and the recent literature of the subject contains many excellent illustrations of such drawings or photographs, clearly indicating, even to the uninitiated, have sometimes been referred to as indicating “molecu- lar” structure. This, however, is quite erroneous. Molecular structure is quite beyond the reach of micro- scopic or any other direct means of examination, and whatever is thus revealed, it is not molecular structure. The means thus available are, however, capable of show- ing the general characteristics of the crystalline struc- ture, such as the nature, size, and arrangement of the crystals, as well as the general proportion of the metal which may appear to be truly crystalline and that which appears amorphous or non-crystalline. The general dis- tribution of constituents having different properties is also indicated, and a series of varying indications may be more or less clearly made out, many of which may be by experience associated with the characteristic quali- ties of the metal itself. The usual manner of developing the internal structure of a sample of steel, for example, is to first prepare a smooth polished surface, which is then subjected to the action of very dilute hydrochloric acid, tincture of iodine, or other etching agent. This agent acts differ- the excessively complex character of the important en gineering metals. In Figs. 1, 2, 3, and 4 are shown reproductions from photographs made from etchings on steel taken from a fractured crank pin of the steamer formerly known as the Paris and now the Philadelphia. : Fig. 1 shows a longitudinal section taken at the sur- face of the shaft and indicates what is considered to be the normal structure of a mild steel. Fig. 2 is also a longitudinal section taken about four inches below the surface of the shaft, and indicates by the alternate light and dark bands a structure usually considered dangerous in a steel of this character. Fig. 3 shows a transverse section from the same lo- cation as Fig. 2, and indicates by the suggestion of a lattice- or trellis-work pattern a structure usually con- sidered as undesirable or dangerous. Fig. 4 shows another transverse section from about the same location, but with a somewhat different type of structure. Our knowledge of the relation between etchings of 576 Marine Engineering. NOVEMBER, 1902. metals and properties producing a metal structure liable to sudden fracture under vibratory stress, is far from complete, but, according to Professor Arnold, one of the leading workers in this field, the following appear- ances indicate dangerous steels: 1. Loose intercrystalline ferrite joints. 2. A trellis-work section in which the bars are ferrite. 3. Cellular structure of any kind. 4. A structure running parallel to the axis of a shaft and consisting of alternate bright and dark bands, due to alternate arrangements of areas of ferrite (white in the figure) and pearlite (dark in figure). Fig. 2 shows the alternate bands, and Fig. 3 gives a suggestion of a trellis or lattice arrangement as referred to above. As already noted, these etchings were made from steel taken from a crank pin of the former Paris. ‘This crank pin failed in service, due possibly to a poor fit between the pin and crank webs, which allowed the webs to spread, thus giving rise to a periodic stress, which, acting on a favorable structure, as indicated in Figs. 2 and 3, gave rise to the development of fine cracks, which ultimately led to the failure of the pin. It should be noted that fine longitudinal hair-line sur- face cracks were to be seen on the pin near its junction with the web. This was the only outward evidence that the structure of the pin had undergone serious de- terioration. This pin was made of simple carbon steel, and so far as known gave no evidence when new of any peculiarity of structure. The views shown in the figures are all magnified 65 diameters, and the etchings were prepared in the scientific laboratory of the Bethlehem Steel Company. New Crafts for British Navy.—The British Admiralty has ordered nine additional torpedo-boat destroyers from private firms. It is stated the speed will be but 25.5 knots and that one of the vessels will be equipped with turbine engines. MARINE ENGINES ON THE GREAT LAKES FROM A COAST ENGINEER’S POINT OF VIEW. BY IL. D. LOVEKIN. It having been my pleasure recently to visit the office and works of the American Shipbuilding Com- pany, at Cleveland, O., I thought it a good opportunity to make a comparison of the design as well as the finish of this class of engineering work compared with that of our first-class yards on the Coast. The first impression that one gets on entering into an investigation of this kind is the very plain appearance of all these engines. If the visit be on shipboard, natu- rally the top of the engine shows up first, and owing to the cylinder heads and valve chests being painted all over, they naturally present a very plain appearance, especially to one accustomed to the bright work usually employed on the Coast, the latter of which to my mind adds materially to the selling price of a ship equipped FIG. 4. with such machinery. This, however, is a practice which has been followed for years, and, with the small force usually available for keeping such work clean on these vessels, seems a necessity. The next point one observes is the use of cast iron grating throughout, and of wrought iron black pipe being used for stanchions and hand rails, with the exception of the top gallery, which is at times made of brass. Owing to the shal- low draft of these steamers, there is a comparatively small amount of either flooring or railing used, and this is quite an important item as regards the cost of machinery. The next point we observe is the very plain oiling device used. The main bearings are only provided with a wrought iron pipe extending to the front of the engine, on which a dope cup is attached, such a thing being almost unknown to the engineer of the Coast. The water service, owing to fresh water being used, is of iron instead of brass, as is used for salt water. This also reduces the cost considerably. The most recent engine design of the Great Lakes deserves considerable credit. In place of using six main NOVEMBER, 1902 Marine Engineering. 577 bearings, only four are used. While they are some- what similar to the engines designed by Mr. John Hyde some years ago, they differ in the arrangement of valve gears. ‘The engine is made very short, and in order to accommodate the valve gear, if of Stephenson type, a rocker shaft is provided so as to bring the M. P. valve gear immediately adjoining that of the L. P. gear, while the H. P. cylinder valve gear is forward. It is evident that the reduction of from six to four bearings also forms a basis for quite a saving through- out. I might add that these bearings are all bored out in place, and thus require very little scraping. The housings are of a.very simple design. The reverse shaft, as well as the valve gear bearings, are all cast on the housings and have shaft set in place, and then babbitt is poured around, thus avoiding the machining of these entirely. ‘The connecting rods of the recently designed engines deserve creditable comment, being of the single ended type and of the simplest possible design, almost all the work being done on a lathe. The lower end has a cast steel box of very light design, the box and lower end being in one piece. The upper end has a single brass box slipped into a recess.in the connect- ing rod and made so as to be readily adjusted by means of an inclined block. Taken as a whole, the rod is very creditable both as to design and cost. The crosshead is also a very neat and simple design, being of cast steel finished all over with brass gibs for ad- justment on both sides and ends. ‘The piston rod is held in crosshead by a cotter, and the crosshead pin is held in the ordinary manner by means of taper, shoulder, and thin nut on outside. The crank shafts are usually made with cast steel slabs and look very plain, but answer all purposes. Not even a fillet is provided on the crank pin. So it will be seen that the aim throughout is in the direction of reduced cost. I might also add that in many cases there is only a pinch wheel provided for turning the engines over in port, while we provide a turning engine, which again adds considerable to the cost. The main bearing caps are cast iron, single bolted, but with double bearing on the two inner legs. The eccentric rods in many cases have cast steel ends for the forks. This I do not care for personally, al- though the ones I saw looked very well indeed, and in fact several Coast firms are using these ends. The links are very close together, and this greatly reduces the width of fork on rods. ‘This is accomplished by means of using a large brass circular link block and the links passing through same. ‘The design is such as to machine easily, but it makes a very large link-block pin. I might add that in some cases they have made eccen- tric rods without any yoke whatever, simply a straight rod fitting between the links. This, of necessity, re- quires more valve travel than ordinarily used, so as to give the required travel of valve at its working point, which puts the eccentric rod off the center of the valve at all times. I might add, while dealing with valve gear, that the piston valves have no false liners in chests. This again reduces the cost considerably, and is not necessary for the proper working of the valve when no small steam rings are used. ‘This, however, has been done by several Coast firms also. ‘They use slide valves for all I. P. valves and build the cylinder without any top cover (simply an outside cover). This avoids the troublesome joint and makes a very simple valve-chest cover. he reversing arms are elliptical in form and very simple. The wrought steel block that carries suspension link is also very plain. Most of the cylinders are of single bottom type. The crosshead guide is of slipper type one side only and of necessity cheaper than the double guide we fit on some engines. They also open up the casting of the housing on the front end and simple rib it. The false guide with water circulation when bolted to housing forms good construc- tion for strengthening. We then notice that there is no expensive surface condenser and no circulating pump required, as the water to the jet condenser is supplied by gravity, and the cost of the jet condenser and air pump is small compared with a surface condenser similar to our practice. The next important point relates to the shafting. They provide a cast iron tube and make one long outer bearing only of lignum vite in brass sleeve. ‘This sleeve is usually made in halves, divided longitudinally as well as being in two lengths, held together by small dovetail pieces, the idea being to be able to renew the bearing without taking propeller wheel off or the shaft out, as they allow enough room from the bulkhead to the coup- ling forward to enable them to pull the shaft aft with the wheel in place a distance equal to at least one-half the total length of this bushing. They can then pull bushing out, refill, and then place in position again. This would not be possible in the case of single screw steamers having a rudder post, for in such cases we only allow sufficient room to take off cap and draw shaft inboard and drop propeller off. I might add that in some cases there is no forward bear- ing in stern tube whatever, and more particularly that there is no brass sleeve on shafts, the steel shaft simply working on lignum vite bearing. This, as is well known, is a large item of expense saved, but could not be ap- plied by us without considerable difficulty. In many cases where necessary to repair propeller shaft, it is necessary to remove thrust bearing complete. ‘This could be avoided by using a special coupling or some other device, it being necessary then to remove only the thrust shoes and draw shaft inboard through thrust bearing. The auxiliary engines in most cases have connecting rods cast steel channel or “I” section, which makes this class of work very inexpensive. In conclusion I would say that the one great aim seems to have been in the direction of reduced cost in every particular. Many of the above points, we must admit, would not be possible with builders of sea-going vessels. In fact, where the American Shipbuilding Com- pany have had occasion to build sea-going vessels, such as they have recently turned out, they have found quite a difference in the cost of the two classes of work. ‘The above article is intended to cover the work done on an average freighter and is by no means intended to cover the field that might be called special work, such as yacht and passenger work and vessels built for the revenue service, where expense is not a_ consideration. The latter class of work receives their very best at- tention. 578 Marine Engineering. NOVEMBER, 1902. THE ELECTRIC AUTOMATIC WHISTLE OPER= ATOR AND TELEGRAPH. BY GEORGE MCQUILKIN, JR. E. E. This apparatus is designed as an adjunct to the ordi- nary hand pull for opening the valve in the whistle pipe. Its functions are to place the whistle under absolute control, so that a blast can be repeated automatically at regular intervals or at the will of the operator. The flexibility of electric wiring admits of an unlimited num- ber of operating points, which would be too complex if a mechanical means were used. From the fact that the valve responds instantly to the touch on the switch, by using a telegraph key signals may be sent by the Morse or other codes, and if the blast is not audible, Marine Engineering FIG. I. yet visible, the code may be read by the intervals be- tween the escape of the steam. The apparatus consists essentially of an electro-magnet carrying an armature which is normally held away from the pole pieces by a spring, but when it is desired to operate the whistle the switch is closed and the mag- nets are energized, attracting the armature, which in turn opens the valve in the whistle steam pipe, admit- ting steam to the whistle. The whistle valve and its magnet are located close to the whistle (Fig. 1), and the operating switch is generally located on the rail of the bridge. The whistle valve is of special construction to admit of.the use of the operating magnet, and is also fitted with the ordinary hand pull. This operates the main whistle valve (Fig. 4), as in ordinary construction. This main valve is normally kept closed by boiler pres- sure, but has a piston fitted, and when the switch is closed and the armature attracted by the magnets the stem opens the side valve and admits steam to the piston of the main valve, which is forced open and held open as long as the switch is closed and the armature keeps the side valve open. When the switch is opened the armature is returned to its normal position by springs, and the steam pressure from the boilers closes the side valve and then the main valve. The automatic operator is generally located in the chart house, but, with a suitable water-tight case, can 4 CLOCK WORK CONTACT MAKER pert ieeetoe TO WHISTLE TELEGRAPH KEY — be located in exposed places. It is intended for use in navigating during stormy weather, the navigation laws requiring that a blast be sounded for six seconds duration at intervals of one minute. It consists essen- tially of a clockwork mechanism, carrying a contact maker that closes the circuit for the required length of AT WILL, 3-5 Marine Engineering + FIG. 2. AUTOMATIC SWiTCo AT-WILL SWITCH TO WHISTLE =9! G mae 4 POLE ty i SWITCH . + _— TO TO TELEGRAPH KEY DYNAMO - Marine Engineering FIG. 3. time. When it is required to operate, the switch is turned until the handle is held to the extreme left by the stop. This switches the clockwork contact maker into the circuit and operates the whistle automatically. The telegraph key is connected to the same wires that the switch is connected with, and this key being de- signed for rapidly making and breaking the circuit, its speed in signaling makes it superior to the switch for this purpose. The elementary diagram of wiring is shown in Fig. 2. Starting at the positive side, it leads to the switch, and NOVEMBER, 1902 l Marine Engineering. for the “at will” operation it is closed across 3 to 5, thence to the whistle magnet, thence to the negative side. The telegraph key uses the same circuit as the “at will” operation, but does not pass through the switch. In Fig. 3 are shown the connections for two “at will’ switches and one combined “at will’ and automatic switch. The various binding posts on the automatic operator case are terminals for the various circuits and afford a ready means of separating the circuits for the purpose of testing. 579 are carried in the open it is advisable to use cable, using a twin conductor to the whistle and a triple con- ductor to the switch. In protected positions single wires, protected by wooden molding, may be used. This apparatus is made for use with either battery or dynamo current, and if batteries are used they should be in groups of two or more sets, so as to avoid any liability of “running down” due to constant use. When operated by dynamo current a fuse of not over three amperes capacity should be installed in the main line. ios) } YY, d ON ‘y INLET FROM y iy SIDE ey Wi i —X< OUTLET FROM ~ SIDE VALVE All|! aii Marine Engineering . \ TO WHISTLE = TO ATMOSPHERE ! ‘SECTION A-B ENLARGED If it is desired to operate the whistle from the chart house or similar protected position, a strap key or a push button will answer instead of the water-tight switches used in the exposed positions. The only at- tention required is to wind the clockwork at intervals of four days, taking care not to wind too tight. The switches should be examined occasionally, and any trace of corrosion removed, and the working parts slightly oiled with vaseline, which will tend to prevent further corrosion. In installing this apparatus, due to its exposed position, it is generally required that the wires be carried in conduits, and in this event care should be taken to provide for the expansion of the piping when fires are lighted under the boilers, and the piping up the funnel to the whistle should be fitted with a slip coupling or a goose neck bent in the pipe. If the wires \ A 1 Marine Engineering y / HAND PULL TO BOILER FIG. 4. By properly proportioning the batteries and the use of a small resistance in the circuit when dynamo current is used, and using a double-throw switch, either source of power could be used. Thus if a set of batteries has 20 volts and the dynamo has 110 volts, by placing a resistance of such a value that it will dissipate 90 volts, 20 volts will remain of the Ito volts, and then when the double-throw switch is thrown in either direction the voltage would be alike. By this means a large set of batteries would be avoided and the whistle could be operated from either source. As all the terminals are numbered, it will facilitate matters to trace the circuits thus: I and 2, to dynamo or battery. 3, 4, and 5, to whistle switch. 6 and 7, to whistle magnet. 580 Marine Engineering. NOVEMBER, IQ02. An additional attachment is provided whereby the time of sounding the blast is recorded. It consists of -a clockwork mechanism operating a set of dating wheels, over which are fed the printing ribbon and the paper record. The printing hammer (which strikes the record paper over the dating wheels) is operated by a lever ‘connected to the rod of a vacuum piston. The vacuum piston is normally held up by a spring, but when a vacuum is produced on the lower side of the piston at- ARMATURE MAGNETS VALVE T i CisTON P SS 7O WHISTLE Marine Engineering FIG. 5. mospheric pressure forces the piston down and operates the printing hammer. The vacuum piston cylinder is connected by an exhaust pipe to a chamber into which steam may be admitted when the whistle is blown, creating a partial vacuum around the mouth of the exhaust pipe and exhausting the air from the vacuum cylinder. A cam on the lever allows the printing hammer to return and clear the record paper, so that in case the blasts are sounded rapidly, with short inter- vals, there will be no aberration of the record. The printing ribbon and record paper being fed by the movement of the piston, the spacing of the record will always be in exact proportion to the interval between blasts; and the dating wheels being operated by the clockwork, there is no likelihood of confusion in read- ing a printed record. The recorder has attached the contact-making device similar to that above described for connection with the automatic operator, combining the two instruments in one. The use of the automatic operator and recorder is strongly recommended as an additional safeguard to navigation. The automatic operator eliminates any possibility of sounding incorrect signals (as is liable in case of manual operation) and spaces the interval and the length of blast accurately to a fraction of a minute. The recorder makes a record of the signals at all times, acts as a check on the log of the ship, shows accurately if the proper signals were sounded at the proper time, and thus in case of accident furnishes positive evidence regarding the point. Another form of electrically-operated valve is shown in Fig. 5. When the operator closes the switch the mag- nets are energized and the armature attracted. ‘The armature carries the valve stem and is forced downward when the magnets are attracted, closing the small valve T and opening the small valve B, admitting steam to the hollow stem of the main valve through B into the piston cylinder, where the steam acts to force the piston down- ward and thus opening the main valve and admitting steam to the whistle. Steam will flow to the whistle as long as the magnets are energized, but when the switch is opened and the armature is no longer attracted, the steam pressure on bottom of small valve B forces this valve closed and opens the small valve 7, allowing the steam in the piston cylinder to escape to the air. The pressure being thus relieved from piston, the pres- sure acts to close main valve. The spring shown sup- porting the main valve acts only to support the weight of the valves and armature, so that quick action may be secured and the operation adapted to signaling. A Floating Workshop. The delay occasioned in ship repair in carrying the material from the vessel to the shop and return has always been recognized as a source of expense to the shipbuilder. It is, therefore, interesting to note the floating workshop which has recently been added to the plant of Messrs. Mordey and Carney, of Southampton, England. ‘This workshop is 76 feet long, 30 feet wide, square-built of iron, and is much the same in appear- ance as one of our housed-in lighters in use in our har- bors. The machinery includes a portable engine and boiler for driving purposes, a pneumatic compressor and receiver for operating pneumatic tools, a punching and shearing machine, drills and shapers, lathes, smiths’ forges, grindstone, vise benches, tools, and stores for machinery—in fact, all that is required to facilitate the carrying out of large repairs to hulls or machinery. In addition, there is a small dynamo for supplying electric light to the shop and to that part of the vessel where the repairs are going on. This unique shop is towed alongside of the steamer which is to be repaired, or, if the vessel is dry-docked, the shop is taken in the dry-dock, close to the ship. NovEMBER, 1902 Marine Engineering. 581 Trial Trip of the Worden. On September 11 the torpedo-boat destroyer Worden, built by the Maryland Steel Company, Sparrows Point, Md., underwent her official trial over the Barren Island course with most gratifying results, which are given as follows: R , Total | Total} Rev. per Steam | Steam ep Time. | Rev. | Rev. Min. |Speed.| Star, Port hes Star. | Port.| Mean. Eng. Eng. rs. 2.3073; | 642 622 252.1 23.936 | 125-115 | 120-120 2N. | 2.34 665 650 256.2 23.376 | 125-120 | 125-120 3S. 2.18 650 637 280.0 26.086 | 145-160 | 150-156 4N. | 2.2235 | 672 657 279.1 25.210 | 150-155 | 150-152 5S. 2.1075 | 651 639 295.8 27.522 | 175-180 | 175-178 ON. | 2.1435 | 674 | 664 298.5 | 26.765 | 175-180 | 175-177 7S. 2.0335 | 660 651 318.2 29.09 | 200-210 | 200-210 8N. | 2.06; | 684 674. 321.6 28.41 210-210 | 205-210 gS. 1.58 671 668 340.5 30.508 | 240-237 | 230-232 ION. | 2.037% | 690 689 335.8 29.22 | 232-230 | 225-225 The Influence of Shoal Water on the Speed of Vessels. BY A. E. LUDERS. In the October number of MarInE ENGINEERING there appeared an article contributed by a Mr. A. D. Stevens dealing with the effect of shoal water upon the speed of ships. In his paper he set forth that the limit of speed attainable for a given hull, irrespective of linear dimensions, displacement, or draft, is governed entirely by the speed of the following wave—i.e., “wave of translation” or “displacement”; that is to say, a vessel cannot go faster than the wave it carries behind it, and, as the speed of a wave in shallow water is given by the formula V=Veh, where VY =velocity of wave in feet per second, g=acceleration due to gravity, and h=depth of water in feet, THE U. S. TORPEDO-BOAT DESTROYER WORDEN, MAKING 29.86 KNOTS ON TRIAL. It will be noted from the above table that the highest speed obtained on any one run was 30.5 knots, which, with the tidal corrections, gives a true speed of 30.05 knots, and the average of the last two runs gives a mean speed of 29.86 knots. These records were obtained on the standardization trial, and on the following day the one-hour run was held and an average speed of 28.15 knots was obtained for the required time. In all these runs the Worden behaved beautifully, not the slightest accident or mishap occurring to spoil the good record. Torpedo-Boat’ Destroyer Goldsborough.—The torpedo- boat destroyer Goldsborough on September 10 again went out for Government trial trip from Seattle, and, it is reported, had reached the required speed of 28 knots and was about completing her trial, when the port engine broke down and became completely wrecked. he argues that this value VY is the maximum theoretical speed of a vessel in water corresponding to a depth h; the object of the designer being to design a hull that shall be capable of approaching this speed as nearly as possible. There is another side to the question, and one that seems to have been overlooked—namely, the possibility of there being such a speed that the ordinary laws of resistance become more or less modified, and the proba- bility of the character of the “wave of translation” changing so that the formula no longer holds good. The fact that Mr. Stevens was not able to record any such speed would not necessarily preclude the possibility that such a speed existed, but rather that he did not have sufficient power in his boats to prove the fallacy of his conclusions. That a speed greater, for a given depth of water, than he mentions can be and has been obtained is shown 582 Marine Engineering. NOVEMBER, 1902. by the speed trials in shallow water of various Danish naval vessels. The reader is referred to the transac- tions of the British Society of Naval Architects, 1899, in which a paper appears by Capt. A. Rasmussen, of the Danish Navy, giving the results of the above-mentioned trials. As the article in question is not accessible to many, a few references to his work might not be out of place. The trials were carried out by two torpedo boats, one the Markrelen, length 145 feet 6 inches, beam 15 feet 6 inches, draft forward 3 feet 10 inches, aft 7 feet 9 I-2 inches, and a displacement of 140 tons; the other boat, the Sobjornen, was 140 feet long, 14 feet 3 inches beam, a draft aft of 7 feet 4 inches, and the displace- ment at that draft 127 tons; a patrol boat of about 36 tons displacement was also experimented with. The trials consisted essentially of speed trials in various depths of water, ranging from two fathoms upward. From the data obtained curves of I.H.P. and speed were plotted, and an analysis of these curves presents several interesting features. In the first place, instead of the horse-power curve following the general parabolic form, it presented a distinct wave or inflection point at about what is con- sidered a good speed for the size of vessel. After the inflection point was passed the slope of curve was con- siderably less than before that point was reached, after which the tendency of the curve was to again resume its normal character. From a curve having such charac- teristics we would rightly conclude that, in the case of a vessel traversing shoal water, the horse power will in- crease steadily as speed is increased, until a certain “critical speed” is reached. After passing that speed a comparatively small increment of power would greatly increase the speed, after which, again, increased power would only accelerate the speed at the usual rate. For example, take the case of the Sébjérnen at 132 tons displacement; in that condition the I.H.P. for a speed of 121-2 knots in 21-2 fathoms of water was 800; an increase of 200 horse power gave 13 knots, while another 200 horse power brought the speed up to 16 knots; the increase after the critical speed had been passed being 600 per cent. of that which occurred just previous to reaching that point. That this phenomenon gradually disappears as the depth of water increases goes without saying. ‘This critical speed is independent of size, displacement, draft, etc., of boat, it being governed entirely by the depth of water. From the above we see that Mr. Stevens. was in error by entertaining the idea of a limiting speed for a cer- tain depth of water; in fact, a further analysis of the trials showed that it was possible to get an even greater speed in very shallow water than when the depth was very great. The explanation of the above is that, as the speed of the ship is increased in shallow water, the boat gradu- ally mounts on the crest of the wave of translation, and, owing to the shallowness of the water, eddies and waves that would be the result of high speed in deep water have not room to form, owing to proximity of keel to bottom of the water, and thereby a source of resistance is eliminated, and naturally a higher speed is possible. In comparing Mr. Stevens’ curve (see figure) with DEPTH OF WATER IN FEET the critical speeds of the various boats experimented with, it will be noticed that the curve agrees almost exactly with those points. From this we see that the curve under discussion does not represent the limit of speed for a given depth of water, but does give us a “critical speed,” for a certain depth of water, at which it would be manifestly uneconomical to attempt to drive a vessel. eS I ETT CC | | Sa eee | See eee | _Q | See S| ee ee 105, (ONS 895 VHP 150 \.4.P is 4 7ONS 1000/4. 20 10 ete eee Ber aeecnreve 0 ka SPEED IN KNOTS PER HOUR Marine EnincéFing POINTS RECORDED ON THE CRITICAL SHOAL WATER SPEED CURVE. With this curve there will be represented graphically just which speed it is advisable to avoid for a given depth of water; the manner of avoiding it—that is to say, whether the ship should be driven at a speed less than the “critical speed” or at one considerably in ex- cess—is a point to be decided by the designer, who should be governed by the service for which the ship is destined. NovEMBER, 1902 Marine Engineering. 583 Repairing the Steamship New York. As most of the readers of MARINE ENGINEERING are aware, the steamship New York, of the International Navigation Company, is undergoing very extensive re- pairs to hull and machinery. Twelve months ago the vessel was towed from Philadelphia to the John N. Rob- ins Company’s dock at Erie Basin, South Brooklyn, and still remains on the keel blocks. The principal al- teration is at the stern, where the plating, framing, and stern post were removed and replaced by spectacle framing for inclosing the two shafts within the hull plating as far out as the propeller. A stern post was fitted to take new brackets. The entire hull was gone over, and all butt straps replaced by new ones. As soon as the work on the hull is completed, the ship will re- turn to Cramp’s yard, where new engines and boilers, which are now building there, will be installed. It is doubtful whether any of the $1,250,000 estimated for the repairs of this ship will be left after this extensive remodeling and re-equipping. Since writing the above, the work of fitting on the massive propellers of the New York has been completed at Erie Basin. The propellers have three bronze blades each, and the hubs are of cast steel, each blade being bolted to the hub by chain bolts with bronze ends. Around the bases of the blades are heavy circular plates of zinc to prevent corrosion. Each hub weighs about 13,500 pounds, and the three blades about 28,300 pounds. It is expected that the vessel will soon be floated from the dry-dock. sd 534 Marine Engineering. NOVEMBER, I902. Marine Engineering Published Monthly by MARINE ENGINEERING, INCORPORATED 309 Broadway - - - H. L. ALDRICH, President and Treasurer. New York. PROF. W. F. DURAND, Advisory Editor. F. D. HERBERT, Associate Editor. G. SLATE, Advertising Representative. Branch Offices. Philadelphia, Pa., Mach’y Dept., The Bourse, S. W. ANNESS. Chicago, Ill., 1643 Monadnock Building. Boston, Mass., 170 Summer St., S. I. CARPENTER. TERMS OF SUBSCRIPTION. Per Year. Per Copy. United States, Canada and MeXxico........scccseceeeceeees $2.00 20 cents Other countries in Postal Union..........ceseseeeeeeeees 2.50 25 cents Entered at New York Post Office as second-class matter. Notice to Advertisers. Changes to be made in copy, or in orders for advertisements, must be in our hands not later than the 15th of the month, to insure the carrying out of such instructions tn the tssue of the month following. HE, question of oil fuel and its adaptation to the needs of the marine engineer is one which presents itself with increasing em- phasis as time and study bring the various prac- tical difficulties more or less satisfactorily. under control, and reports from nearly all maritime nations show that the subject is attracting in- creasing attention, and that oil-fuel equipment is being widely installed where the special condi- tions favor such policy. There has been, of course, no fundamental difficulty with the use of oil fuel. Such difficulties as have arisen have been in connection with the details of the equip- ment, and have affected only the details of oper- ation. ‘Thus troubles have arisen in connection with the clogging of burners with a tenacious deposit of unburned carbon, with the formation of smoke, especially under forced conditions, with noise, with odor, with the expenditure of fresh water when steam is used as the atomizing agent, with the presence of water in the oil, putting out the flame at the burner and intro- ducing the danger of explosions in the furnace. There has been, furthermore, great uncertainty regarding the probable cost in case the demand should be largely increased, and regarding the certainty of the supply and the readiness of ob- taining such fuel except at a limited number of points of supply. One by one these various points have been made the subject of special study, and it can fairly be said that the mechanical difficulties in connection with the combustion of the oil are well in hand, especially when the rate of com- bustion is moderate. Perhaps the most serious question in connection with the use of oil fuel for naval purposes is the difficulty of maintaining the highest rate of combustion, or of realizing, under hard-forced conditions, the output per pound of boiler which is possible with coal. The recently-published volume of the Office of Naval Intelligence contains a comprehensive ré- sume of the progress along these lines, and we would recommend all of our readers who may be able to do so to carefully read this article. In Russia, Great Britain, Holland, Sweden, Ger- many, Austria, France, and Italy, outside the United States, the question of oil fuel is attract- ing keen interest and study, with an increasing number of installations for marine purposes. On one point the best practice seems agreed, and that is that steam cannot be afforded as a spray- ing agent, due to the consequent waste of fresh water. Air under high pressure, and air under low pressure, with various means for insuring the mixture of the oil spray and the air, are under experimental study and in actual use. One fur- ther point seems clear, and that is that no one system in detail is equally suitable for the combustion of the various grades of oil fuel, from the Caspian residue Astalki, through the various grades of oil found in different parts of the world. It will be very strange, however, if from the study and engineering effort now being di- rected along these lines there does not result information adequate for the more intelligent guidance of the engineer in his choice of methods for the use of this fuel. i] ies opportunities for young men in the va- rious fields have been more or less exploited in current literature, but there seems to. be little general information concerning the openings offered in the line of practical marine engineering. The technical schools and colleges are turning out each year classes of young men who go into the shipbuilding industry ; but the usual requirements of the engine room are not so much for technical NovEMBER, 1902 Marine Engineering. 585 training as for practical experience, and the open- ings are not such as have usually attracted college graduates. The engine room of merchant and war ships must, of course, be supplied with men of skill, if machinery isto run. The designer and engine builder deliver to the owner a complicated mechanism that must be carefully operated and maintained at highest efficiency. In the big ships each and every one of the numerous auxiliaries must be watched and kept in order, and the men that fill the position of chief engineer have an amount of responsibility that deserves large com- pensation. As mechanical power is increasingly substituted for hand power, and the deck depart- ment of a big ship is being equipped with in- numerable machines more or less intricate, the relative importance of the engineer to the captain is daily increasing. Men to fill such positions must have ability and a long experience, which latter may only be se- cured by entering the profession at an early age. This is one department where the practical man reigns supreme, for no amount of theory will equip a man for operating an engine. ‘Therefore, here is a field where the young man mechanically inclined, who cannot afford a technical education, may enter and have fair prospects of advancement and fair pay. After he has started at work his promotion will be surer if he will devote his spare hours to study, preferably under the guidance of a correspondence school. We have received so many letters asking about this service from young men all over the country that we recently sent out inquiries to the leading steamship companies concerning the requirements for young men entering the engine-room depart- ment. On other pages of this issue will be found extracts from many of the replies received, which generally present a cheerful outlook for young men seeking such employment. By reading these letters, one is convinced that there is plenty of room for good men in this profession. In many of the companies new men are taken on as oilers, which obviates the necessity of first filling the trying positions of coal passers and firemen. ‘This work is hard and confining, and to undertake firing a marine boiler requires a strong constitution and plenty of muscle. Then, in sea service the ship is away from the home port for days or weeks at a time, and when she returns there is always hard work ahead in overhauling and repairs, which gives an engineer but little time to himself. Notwithstanding these trying conditions, it is seldom that a man who once se- cures an assistant engineer’s license is found to go back to a shore position. Requirements for entering the Government service are more rigid, and the examinations cover elementary subjects and somewhat ad- vanced engineering. ‘There are but few positions open, but these pay well, the engineers receiving the same pay as officers of equal rank in the army. Young men about to choose a profession and who are of a natural mechanical bent would do well to consider the openings in the practical side of marine engineering. RECENT announcement in the press states that in a storm on the Great Lakes two vessels foundered. This, announcement is likely to awaken different sentiments in the minds of those who may read, according to their individual interests. ‘To the owners will come reflections on the uncertainties of the shipping business, finan- cial loss, etc., aside from the loss of human life. To other owners in competing business will come the thought that so long as no lives are lost the competition may well be spared, while to the builder will come similarly the thought that some- thing new will be required to take the place of the old, and that, after all, it’s an ill wind that blows no good. It may fairly be questioned whether, outside of those suffering direct loss, such accidents are taken as seriously as they de- serve. An accident is an occurrence more or less unforeseen, or due to conditions more or less beyond direct human control. In most accidents, however, there is no fundamental necessity, and a little keener foresight or a little better provision would have served to prevent. An accident usually happens because in the struggle of op- posing forces tending toward safety and destruc- tion, the latter, due to some minor initial cause, obtain the upper hand, and destruction follows. How little, in most cases, would be required to cause the balance to incline the other way and to insure the triumph of the forces tending toward safety! The preservation of our ships and ship- ping is a most complex matter. It is in the hands of designers, builders, owners, Government in- spectors, operators, and, lastly, the general pub- lic. Are all of these varied influences at work harmoniously and with serious effort to insure the highest safety of American shipping, with the lives and property committed to its charge? We fear that the answer at most could be only a qualified affirmative. 586 Marine Engineering. NOVEMBER, I902. Troubles with and Remedies for Leaky Pipe Joints. BY C. A. MCALLISTER, CHIEF ENGR., R.C.S. Joints, as every marine engineer knows, are a very important thing on board-ship, as well as elsewhere, but particularly so around marine work. To the engi- neer on watch nothing is more annoying than to have a joint blow out, especially as they almost always do so at a time when they shouldn’t. Seldom does a joint give out when a vessel is tied up to the wharf and you have plenty of time to fix it up. No, they seem to wait until just as you are getting under way or ready to cast off from the wharf, and those that don’t give out at that time usually wait until you get well outside and are bucking into a nasty headwind and sea. If you are bound to the southward in the winter time they will kindly postpone their “blowing” until you get well out of cool weather and down around the equator, where even a thermometer would complain of the heat. Then, too, “blowing” joints are quite particular as to their location. Most well-regulated joints would feel mortified if they should blow out in an accessible place. If there are five joints in a line of pipe, with four of them that can be easily reached, you always find that the fifth one, close up under a deck beam and back of a blower or pump, is the one that starts to sizzle and sputter in a spiteful sort of mood, as much as to say, “Get at me if you can.” ‘Then comes the weary second assistant with a coal passer to help him “get at” that sizzling joint. They stand on their heads, hang on with one hand and two fingers of the other, then try to work with the remaining three fingers, and finally ascertain that there is no wrench on the ship that will reach the two nuts at the back of the joint. Then they take an open-ended wrench and bend it until it looks like a cow’s horn. After experimenting with it for another ten minutes they find that in a certain position they can get about a sixty-fourth of a turn on each nut. Finally, after numerous burns and an exhausted vocabulary of profanity, the spitting and sizzling is stopped temporarily, only to break out again at some other inopportune moment. After a few such experi- ences most engineers will agree that there are two principal classes of joints, viz.: I. Joints that leak. 2. Joints that don’t leak. To get all the joints about the steam machinery into the class of those that “don’t leak” is the desire of every engineer who goes to sea. To attain this delightful condition of affairs is something that is seldom accom- plished, except for short periods at a time. When you consider the hundreds of joints which are necessary to connect up the various parts of the machinery of an ocean-going vessel, it is but little wonder that some of them are always leaking. To have joints tight depends about equally upon two things, the first of which is that they must be well designed, and the second is that they must be given intelligent attention. While it is well-nigh impossible to make a poorly-designed joint tight by the most skill- ful attention, the opposite condition of affairs holds with about equal force. In the design of flanges for joints great care must be exercised to see that the following conditions are ful- filled : 1. That the pipes are properly secured to the flanges. 2. That the flanges are of sufficient thickness. 3. That there are a sufficient number of bolts and that they are properly spaced. 4. That the faces of the flanges are of sufficient width. 5. That the flanges are exactly parallel and do not have to be sprung together by the bolts. If any of these conditions are neglected, then trouble will be encountered in keeping the joint tight. The most frequent fault met with is that pipe flanges are made too thin, especially if they are of composition, where, in order to save metal, the efficiency of the joint is sometimes sacrificed. Frequently joints are designed for high steam pres- sures, where the bolts are spaced so far apart that the gaskets will blow out between them. Sometimes the gaskets have to be put in so narrow that they blow out from this cause alone, although most joints are made amply wide, providing the other requisites for a good joint are carried out. There is great need of a uni- versally-adopted standard in the matter of pipe flanges. As it is now, each shipyard has its own standard for these most important details—some good and others decidedly indifferent. The Government has a standard for pipe joints designed for different pressures, and a number of yards which do navy work have adopted this standard in order to save a complication of patterns. Attention to small details, such as flanges, goes far toward the successful operation of marine machinery. There is but little doubt in the minds of most engineers that the superiority of the far-famed Oregon is to no small extent due to the careful manner in which even the most minute details were worked out. Among these, none was of more importance than the tight joints due to the careful designing and fitting of the numerous pipe flanges. Of almost equal importance to the flanges themselves are the gaskets fitted between them. While it is true that the best joint is one where no gasket at all is used (that is, the ground or scraped joint), its great expense and the fact that it must be kept permanent precludes its use except in comparatively, few cases. Gaskets, therefore, must be used, and one of the objects of every painstaking engineer is to get the best gaskets for the purposes intended. Not so very long ago there was but little choice in gasket material, as the ordinary rubber and canvas article was about all that was available. With the advent of higher steam pressures the ordinary rubber gasket was found to be unsuitable for the increased temperatures. The demand has been promptly met by a number of patented materials, sev- eral of which are most excellent. Many engineers in- sist that nothing is better than usudurian and wire gauze, and as a matter of fact it is hard to beat. For joints in water pipes the old-fashioned rubber and canvas material is still much used, although it does not last so long as some of the patented packings. Gaskets made of asbestos in one form or another have met with much favor, especially for high steam pressures. For cylinder and valve-chest cover joints there is prob- ably nothing made that can equal it for durability and efficiency. The experience of many has been that where it is used for joints of pipes through which water is liable to be carried with the steam, it soon gives out. The hot water softens it and it gradually washes away. NOVEMBER, 1902 ‘Marine Engineering. 587 The writer knows of one case where no less than twelve turns of I-inch asbestos round packing were used in the slip joint on a 12-inch main steam pipe, and in less than a week’s time it had to be entirely repacked. The boilers had foamed considerably and the action of the water in the steam had simply washed the asbestos out of the joint. Various combinations of rubber and soft metal have been invented, and some of them give very good satisfaction. Then, too, soft metal, such as copper, is used for gaskets, with more or less success, depending upon how carefully it is fitted. In locomo- tive practice a very efficient joint is made by brazing together a piece of 7-16-inch copper wire and fitting it inside of the bolts of the flange. The wire is annealed before being put in place, and is held in position by three or four spots of solder. One of the flanges is also grooved to fit over the wire. This makes an ex- cellent joint and one that could very readily be adapted to certain parts of marine work. For permanent joints, such as those on boiler fittings, some engineers still cling to the old-fashioned cement style, made of red and white lead and iron filings mixed up to the consistency of putty. This mixture put be- tween two pieces of wire gauze makes a very serviceable joint, if properly mixed and applied. If shipbuilders would furnish a set of sheet-iron templets for the various sizes of pipe flanges on board ship, many blessings would be heaped upon their heads by the poor unfortunates-who have to yank the pipes apart to get the diameter of the bore of the pipe and “the spacing of the bolt holes. For a few dollars’ ex- penditure in the outfitting of a ship a complete set of these useful things could be furnished. They could be marked without much trouble and would stow away in a very little space. maker is a gasket cutter, a very simple contrivance, something like a beam compass, yet one which saves considerable labor and makes neater work than is ac- complished with a knife. Punches for the various sizes of holes from 1-2 inch up to I 1-2 inches come in very handy, as it takes a very skillful man to carve a hole that is exactly round with only a penknife to work with. Much trouble will be avoided if the carver-out of gas- kets would leave an ear or projection on the outside to assist in adjusting them in place. The ear can very readily be cut off after the joint is set up. No gasket should ever be put in place until it has been coated on both sides with a coating of blacklead or plumbago and oil or tallow. He who neglects this important step in joint making will live to regret it if he happens to be around when that joint has to be remade. One or two experiences of scraping the remnants of a baked and hardened gasket off a flange will serve as a good aid to memory for the future. In making joints in steam pipes they should always be “followed up,” as the saying goes, after the steam has been turned on. No matter how tightly the nuts have been set up when cold, you will always find that you can get a little more on them after the pipe and flanges have been thoroughly heated. Temperature has a great deal to do with tight joints. Inexperienced people often think that joints are done for, when, as a matter of fact, the pipes have been filled up with water, which has started them leaking. A joint that will be perfectly tight under a high steam pressure will frequently leak Another convenience to the joint-_ if cold water is allowed to collect in the pipe. This is simply due to the expansion of the metal when the greater heat of the steam is applied. Draining a pipe thoroughly often saves the making of a new joint to replace one that is supposed to be worn out. ENGINEERS’ DICTIONARY,—XXXVIII. Reversing Engine. In large marine engines the valve gear is too heavy to be controlled or reversed by hand, so that it becomes necessary to provide a separate and special engine for this purpose. This is known as the reversing engine. Reversing Gear. A general. term referring to the entire mechanism employed for reversing or controlling the valve gear. Reversing Lever. A lever operated by hand and con- nected with the valve for operating the reversing en- gine. By means of a lever the reversing-engine valve is under control of the operator, and through this the reversing engine itself, and hence the main valve gear, and through this the main engine. Reversing Shaft. A shaft usually carried either on the front or back of the columns near the top and to which are secured arms connected by rods to the main engine links. The reversing-engine piston rod is also connected through a suitable connecting rod to another arm of the same shaft. By this means the motion of the reversing-engine piston is transformed into a partial rotation of the reverse shaft, and through the reverse arms this is transformed into the required movement of the main engine links. The reversing shaft is also quite commonly known as the weigh shaft. Reversing Propeller. A form of propeller usually having but two blades, each of which is mounted on a pivot or in a socket in such a manner that it may be rotated about an axis along its length to a sufficient extent to change the general direction of its obliquity from right hand to left hand. In this manner, with the shaft turning constantly in one direction, the pro- peller may be transformed from go ahead to back, or vice versa. It must be understood that a propeller of the usual form, right-hand for example, cannot be trans- formed by any such twist of the blades into a true left- hand propeller. Furthermore, the blade necessary for satisfactory operation with a reversing propeller must be a mean between the two forms required for right- and left-hand propellers. For this reason it is unable to operate with the highest efficiency in either position, and such propellers can hardly be considered advisable when considerations of the highest efficiency are of im- portance. They are, however, of great convenience in connection with many modern forms of gasoline en- gines in which the shaft is allowed to rotate continu- ously in one direction while the reverse is effected by shifting the blades in manner indicated. For an inter- mediate position the plane of the blades will lie nearly transverse, and in consequence the boat will be urged neither ahead nor back. Rock Shaft. A name sometimes given to the reverse shaft. Red-Lead Joint. A joint or connection between two surfaces made tight by the use of a putty composed 588 Marine Engineering. NOVEMBER, 1902. of red lead and oil. Such joints, if allowed to harden somewhat before being subjected to the influence of steam or pressure, remain tight for indefinite periods of time. The proper making of a red-lead joint re- quires care in mixing the putty and in the arrangements for securing it between the surfaces of the joint. Red lead with oil in one form or another forms one of the standard materials for the making of joints. Rotary Engine. An engine in which the moving parts have a motion of rotation only. Thus the steam turbine is a form of rotary engine. Rotary engines have been designed in a great variety of forms. In the turbine the steam is utilized in the form of a jet or vein rushing with great velocity along the curved side of a series of blades carried on a revolving runner. In this way the steam is used in a manner similar to water in the The Burned Saale. The reconstructed Saale was described in August last, and since then a contributor has forwarded the following snap-shots, taken after the Saale was moored at the Townsend-Downey Shipbuilding Company, fol- lowing a short time after the fire. The views speak for themselves the damage which this ship sustained, both to hull and machinery. The plates of the deck and deck houses were badly warped and bent by the intense heat, and the engines were a complete wreck. The view in the engine room shows to what an extent the machinery was damaged; the main engines fell down and the auxiliaries on top of them, leaving nothing but a mass of scrap. The lower left-hand view is of the deck, taken after the ship was rebuilt. VIEWS OF THE BURNED AND RECONSTRUCTED SAALE. turbine water wheel. In other types of rotary engine the steam acts more directly by pressure and expansion, as in the common steam engine. But little success has been attained in the development of rotary engines of the latter type. The turbine has, however, been devel- oped to a high degree of engineering efficiency, and it has already established itself in the field of marine propulsion. Rust Joint. A joint made between two surfaces by the use of a mixture of iron filings and sal-ammoniac moistened with water. This gives rise to a series of chemical actions resulting in the rusting of the iron, accompanied by an expansion in bulk and the forma- tion of a hard compact cement. Rust joints can only be recommended for emergency repairs or for locations where there is no occasion to take the joint apart, as it is with difficulty that the surface of the flanges may be cleaned at a later day. The third view was taken on the upper deck looking aft, and shows the twisted hatch coamings. ‘The lower right-hand view was taken from the promenade deck looking aft, and here the warped deckhouses and bul- warks, stanchions, etc., are clearly shown. Fuel-Oil Steamer.—The former transport Rosecrans, recently purchased by the Matson Navigation Com- pany, is now undergoing alterations at San Francisco for use in the oil trade between the coast and Hawaii. Annual Report of General Dumont.—The annual re- port of General James A. Dumont, Supervising Inspec- tor General of the Steamboat Inspection Service, shows that the number of lives lost on steam vessels from various causes during the year ending June 30, 1902, was 445, an increase of 110 over the previous year. The total number of steam and motor vessels inspected during the year was 8,761, and the sailing vessels and barges inspected numbered 500. d NovEMBER, 1902 Marine Engineering. 589 Launch of the Kaiser Wilhelm II. In launching the mammoth North German Lloyd steamer Kaiser Wilhelm II. the builders, the Vulcan Company, of Stettin, Germany, not only had a problem to successfully carry the vessel into the water, but also to stop her after she was water-borne. ‘To bring the ship to rest two anchors were thrown overboard as soon as the vessel floated. On the starboard side there was bolted near the stern a large forging with eye- bolts for securing several chain cables. One of these cables was connected to a series of large wooden disks which floated vertically in the water, one disk after the other being brought into play as the cable became taut. The final stopping, however, was provided by friction brakes in the form of long wedges. ‘These are not new to German practice, but are unusual elsewhere, and are much to be preferred to heavy weights, which are frequently used and drawn down over the ground of the shipyard. Belfast, Ireland. The new company is an enlargement of the International Navigation Company, a New Jersey corporation, which operates the American and Red Star lines. The capital of the International Mercantile Ma- rine Company is $60,000,000 preferred stock and $60,000,- 000 common; an issue of $75,000,000 4 1-2 per cent. de- benture bonds is also provided for. The new company will have the following-named officers and directors: President—Clement A. Griscom. Vice-President—Right Hon. W. J. Pirrie. Directors—C. A. Griscom, P. A. B. Widener, B. N. Baker, John I. Waterbury, George W. Perkins, E. J. Berwind, James H. Hyde, Charles Steele, Right Hon. W. J. Pirrie, J. Bruce Ismay, Sir Clinton E. Dawkins, Henry Wilding, Charles F. Torrey. Executive and Finance Committee—C. A. Griscom, P. A. B. Widener, George W. Perkins, Edward J. Ber- wind, Charles Steele. British Committee—Sir Clinton E. Dawkins, chair- r<---900xX->4 30 eas = 1450°-~-->| |oo =| JSTEFL 25025. [>p- iar ey of — r fi A ore Nica { SCATES STAT NTT -4450--—-— D fe} z @ > Zz 3 Qo 3 ES | rm iS 2 Fl iS 3 Fe --800-->} ' IRON 110 X 40 —--~--=-2500----~-> L<-- 9007-4 a BRAKES USED FOR SNUBBING The brake is simple and. consists of a wedge-shaped log of oak, bound at the sides with steel plating, and having at the end an eye-piece to which is secured the ship’s cable. These brakes are drawn through oak fram- ing consisting of two horizontal beams firmly secured by wedging steel bands between vertical piles and stayed by heavy shoring. As a result of bringing these successive systems into operation, the ship was gradually stopped without straining. For the above facts and illustrations we are indebted to the London Engineer. Dimensions are given in millimeters. Atlantic Steamship Combination. The International Mercantile Marine Company is the name of the great Morgan shipping combine which has taken over the properties of the American, Red Star, Atlantic Transport, White Star, Dominion, Leyland, and Holland-American lines of steamers, and also the great shipbuilding plant of Harland and Wolff, TAPER 1;100 : ; Marine Engincering THE KAISER WILHELM II. man; the Right Hon. W. J. Pirrie, J. Bruce Ismay, Hen- ry Wilding, Charles F. Torrey. The majority of the Board of Directors is composed of Americans, so that the control is vested on this side. In regard to its relation to the British Navy, it is an- nounced that the British companies will retain the sub- ventions they are now enjoying; the combine is to receive equal treatment with lines not included by it in the matter of mails and other contracts, and in case of war Great Britain may purchase or charter any of the combine’s ships flying the British flag. Through subsidy arrangements control of the North German Lloyd.and Hamburg-American steamship com- panies is virtually vested in the International Mer- cantile Marine Company, which thus embraces all of the large lines excepting the Cunard Line. According to the new schedule there will be a mail steamer arriving at and departing from New York every day in the year, and there will be a bi-weekly passenger and freight service from each of the ports of Baltimore and Bosto1 59° astieae Pe ee KASS Bel ee BEEP EL baantoe Marine Engineering. NOVEMBER, 1902. THE*LAKE ERIE STEAMBOAT WESTERN STATES. The Eastern and Western States. The accompanying illustration of the Western States was taken of this new steamer while on her regular service between Detroit and Buffalo. This steamer, with her sister ship, the Eastern States, was turned out the beginning of the summer from the Detroit Ship- building Company. The distance between the cities of Buffalo and Detroit is 260 miles, of which about 60 miles is shoal water, necessitating slow speed. The re- mainder of the trip, however, is run at full speed, or about 20 miles per hour. Nightly service between the two cities is maintained by these two vessels. The ships are identical in every particular, the gen- eral dimensions being as follows: Lenin Over All ooccoccccvcc0000¢ 366 ft. o in. ILeroreqin Ot Uesal goocobovacvo0on00e gar § @ * Beam ps fcnlue ton tanystnceeeieenr er 45. ° © “ Bei OVER GUARES oo00ccvccccccn00 So W @ © Depth vesce nein eee 1 % @ & Dra tt Geist aense ions mo ence 12 eet O eines The general style of the interior arrangement is simi- lar to the latest Long Island Sound steamers, and the cabins are very handsomely finished. There are two complete passenger decks, with the quarter deck and cabin aft. Freight and express packages are carried on the main deck forward. As will be noted in the picture, the ship is propelled by paddle wheels of small diameter. The principal di- mensions of the engine, which is an inclined compound, are: 52 inches diameter of high-pressure cylinder, 72 inches diameter of low-pressure, each working on a separate crank with a common stroke of 84 inches. ‘The wheels have feathering buckets 4 feet wide by 13 feet long and are 25 feet in diameter. The main shaft is supported by 6 journals. The crank shaft is 181-2 inches in diameter and the wheel shafting 20 1-4 inches. There are six single-end Scotch boilers, 13 feet long and 13 feet 6 inches diameter, with a total grate surface of 275 square feet. The Howden system of forced draft is used. These vessels were designed by Mr. Frank E. Kirby, who is at present preparing designs for two passenger and freight vessels similar to, but larger than, the above. Navy Estimates for 1904. In the Navy estimates for the year 1904, recently made public by the Secretary of the Navy, the total amount to be asked for is $82,426,030.58, of which $28,024,872 is for the expense of new construction, distributed as follows: Constructionjandima chinenyaeeeerCereneee ieee nereeter $15,025,632 Armonandiarmamenteasmaeererosce Cerone renee nen erne 10,000,c00 HQuipmenit...ccisiecicnesneies coats a seaeeecteyeee nero ene 400,000 wolsteelitraininsishipsusailaseeeeeereeeeeeeteeerettere 750,000 One wooden brig, training vessel....,.... 1... cecseesesees 50,000 Miscellaneous— BuildingsiatpNavaleAcadeniysmereceeeeeee ere eeneenee 1,250,000 Construction work, Washington Navy Yard.............. 498,740 Improvements, Indian Head proving ground.............. 50,500 Ota loectesimiene rinlsiate slelelepmetyolerete\ele cele) eteferatererisiclcrrstereistclelstant $28,024,872 This does not include the sum of $21,386,533, which is the estimate for the Bureaus of Yards and Docks, Equipment, Construction and Repair, and Steam En- gineering. Monthly Shipbuilding Returns—The Bureau of Navi- gation reports 123 vessels of 43,743 gross tons built in the United States and officially numbered during the month of September, 1902. ‘The largest steel steam ves- sels included in these figures are: Finland, 12,760 gross tons; Texan, 8,633 gross tons; Frank H. Goodyear, 4,815 gross tons. Oil Tanks.—Because of numerous complaints of weak fuel tanks on board steam vessels about San Francisco harbor, the local inspectors have issued a circular stating that fuel oil tanks for marine purposes must be made of 1-4-inch material for vessels navigating inland waters, and 5-16-inch for sea-going vessels. Rivet holes shall be drilled and all seams double riveted. Electric Power in English Shipyards.—The city of Sunderland, which is the headquarters for one of the largest shipbuilding districts in Great Britain, has de- cided to build a large electric-power plant for furnish- ing electricity to shipyards of that locality. Current is to be generated at 550 volts and supplied at low pressure to the works from sub-stations. The cost of the undertaking will be in the neighborhood of $300,000. NovEMBER, 1902 Marine Engineering. 991 ENGINEERING SPECIALTIES. A Compact Safety Valve. Safety valves are generally made to depend upon the tension of a heavy spring for operating, and the amount of the opening of the valve is generally limited by this spring tension. The accompanying illustration shows a valve which is built on a different principle in that the main valve is operated by a small secondary valve which is controlled by a light spring. ‘The valve opens with promptness and without any increased re- sistance. Referring to the sectional cut here given: Steam rises against the lower end of the adjusting valve, K, which is held to its seat by the tension of spring M, which is set to the required pressure; when this pressure is reached, adjusting valve K opens and allows the steam to escape through the ports N, N into the chamber H, against the top of the main valve, 4 N = \ mH Ui, = WZ f | RS Aatent Applied fo- —Tippett Station ery dafety Valve, — — Te NL.HAy OREN Manupactuning Co — ~— Sele rmei eaters = ve A COMPACT SAFETY VALVE. E. This downward pressure opens the main valve and the boiler is relieved. When the boiler pressure de- creases to such an extent that spring M closes adjusting valve K, then the steam coming through the ports N, N is shut off, and the main valve, E, closes. Any desired amount of opening of the main valve is obtained, which prevents any increase of pressure over the popping point. Thus, it will be seen, the operation of the main valve is positive, the force hold- ing it to its seat increasing as the pressure rises, until the release point is reached. The pressure can be re- leased without reseating the valve for the purpose of blowing off or for making repairs, washing out, etc., by relieving the light tension of the small spring, which is adjusted by the handle at the top. This valve, called the Tippett Safety Valve, is made by the N. L. Hay- den Manufacturing Company, 108 West Spring street, Columbus, O. Portable Electric Hammer. The electric hammer which is here illustrated is mak- ing a good record for itself as a labor saver. It is stated that it is fitted for all classes of work now done by pneumatic hammers, such as chipping iron or steel in foundry work, bridge building, calking of boilers, struc- tural iron, shipbuilding, etc. The main points claimed for this portable electric hammer are the simplicity of construction; efficiency and durability; no plant is required, as the current may be taken from any electric power from I10 to 500 volts; economical operation; transportation of power a great distance with practically no loss. PORTABLE ELECTRICALLY-DRIVEN HAMMER. Another advantage is that the electric hammer may be used in the coldest weather, as, of course, there is no danger of its freezing when out of doors as some- times occurs with the pneumatic tools. There are three sizes of hammers: No. 1, for stone carving; No. 2, for medium chipping, calking, and light riveting; and No. 3, for heavy chipping and riveting. When no current is obtainable a small 1 horse-power electric generator, capable of running three hammers, may be installed at small expense. Inquiries concerning this hammer, which is called the Jackson portable elec- tric hammer, should be addressed to the Stow Flexible Shaft Company, Twenty-sixth and Callowhill streets, Philadelphia. Automatic Sight=-Feed Graphite Lubricator. With the use of high steam pressures and super- heated steam, oil as a lubricator is not entirely satis- factory. Powdered graphite has long been known as a superior lubricant, having the peculiar quality of work- ing itself into the superficies of the cylinders and valves of steam pumps and engines, giving them a highly fin- ished surface, thus reducing the friction and requiring very little oil. While graphite possesses high lubri- cating qualities, at the same time it is not advisable to use it alone, and good practice recommends an oil pump, or sight-feed lubrication, in addition to the graphite. When this combination is effected, it is only necessary to feed about one-third as much oil as when no graphite is used. Another valuable feature of graphite is that it fills up the crevices and interstices of the packings; thus the stuffing boxes need not be kept so tight and the HO) Marine Engineering. NovEMBER, 1902. friction on the rods and valve stems is lessened. It also increases considerably the durability of the packings. While many engineers would use graphite they have found considerable difficulty in procuring suitable appa- ratus for feeding it to the parts to be lubricated. The accompanying illustration is the single-connection, graphite, sight-feed lubricator which has recently been put on the market by the Lunkenheimer Company, Cin- cinnati, Ohio, and which is claimed to be suitable in every way for the purpose its name implies. The graphite is fed automatically and continuously in the desired quantities and is visible by passing through a sight feed. The cup requires but one connection to the cylinder and is very simple in construction. i ‘ A GRAPHITE LUBRICATOR. To operate the lubricator, the following points should be observed: Close steam valve B and open drain plug X to allow steam to escape from cup; then close regu- lating valve A, remove filling plug C, and fill cup with graphite. After replacing filling cup C, close drain plug X, open steam valve B (wide) and regulate feed of graphite by regulating valve A. The sight-feed glass can easily be cleaned by opening drain plug X. If necessary to replace the sight-feed glass take cup apart at E by means of wrench furnished, and slide the new glass down through the opening. New Profiling Machine. A profiling machine of entirely new design has been brought out by the Pratt and Whitney Company, Hart- ford, Conn. The principal feature of the machine is that it has two spindles by means of which a roughing and finishing milling cut may be taken in one setting of the piece. The accompanying half-tone illustration gives an ex- cellent idea of the appearance of the machine. The column is heavy and provides a rigid support for the working parts above and contains two tool cabinets and a tank for oil or soda water. The table is held down to the bed by two straps, is guided by a single V of ample dimensions and rests upon a flat track to the right. ach spindle is driven by means of a line-contact spiral gear and pinion with liberal tooth contact and ample wearing surfaces. The gear is made from a steel casting and the pinion of phosphor bronze. They are enclosed in a tightly-fitted casing filled with a suitable lubricant. Both gear and pinion have their hubs jour- naled in bearings independent of the driving shaft and A NEW TWO-SPINDLE PROFILING MACHINE. spindle bearings, leaving the spindles free and sensitive, and permitting close adjustment with respect to tooth contact. ‘The gear is driven by two long keys located in the driving shaft opposite each other. The driving cone pulley is counterbalanced and is journaled on the outside of the driving shaft bracket, leaving the shaft free from all strain due to the belt pull. Ball thrust bearings are provided at each end of both the gear and pinion, permitting the spindle to be rotated with equally good results in either direction and pro- ducing a very free-running and durable drive. The spindles are made of steel, are ground, and run in bronze bearings. ‘The lower bearings are solid and conical in form, while the upper bearings are of cylin- NovEMBER, I902 Marine Engineering. 593 Both are provided with suit- able adjustment for wear. ‘The end thrust at the lower bearing is taken by a babbitt-metal washer. If desired, the spindles may be run at 1,200 revolutions per min- ute. The spindles are regularly fitted with Jarno taper, but special tapers may be furnished to order. ; When not in use, each head is held in a raised posi- tion by a heavy enclosed spiral spring, yet may be readily lowered by a hand lever and clamped in any desired po- sition. A lock bolt engaging a slot in the adjustable bar is provided for properly locating the head, and a screw with micrometer dial facilitates the close adjust- ment of the bar. The position of the head may also be determined by the adjustable stop located at the top. The gearing for operating table and crosshead is so constructed as to permit all back-lash being taken up by means of double gears and double racks, so ar- ranged that one part may be adjusted in relation to the drical form and are split. taken up in order to scale off the proper distance. ‘This changing from one edge to another is certainly not direct, and where it occurs so many times during the day involves the loss of much time. The Universal Drafting Machine, here illustrated, can be used for drawing parallel lines at any angle on the paper, and lines perpendicular to them, and for measuring the line as it is drawn. ‘The little machine consists of a graduated square having an accurate paral- lel motion about the drawing board. ‘The square is adopted because the work of most drawings consists of sets of lines at right angles. Both blades of the square are graduated for measuring the lines as they are drawn and are interchangeable for those of any length or any scale, and when inking is to be done a straight-edge is supplied. The parallel motion is ob- tained by means of two pivoted parallelograms, which constitute an arm joining the square to the board. This arm is flexible, so that the blades may lie flat upon A NEW DRAFTING MACHINE. other part, so that the teeth of each part do not exactly line up, but do fill the space of its mating rack or gear. When properly adjusted the two parts of the member may be firmly clamped together by conical studs. The right-hand spindle head is provided with an extra former pinhole located on the opposite side of the spin- dle from that in which the pin regularly fits. ‘The cen- ters of the two holes are located equidistant from the center of spindle and in the same plane with it. In order to produce a profiling former plate directly from a model piece of work, the latter may be fastened to the table in position where the work regularly rests, and the blank former plate fastened to the position in which the finished former is afterward to be used. With the former pin in the extra hole the blank may be profiled. Universal Drafting Machine. The machine here illustrated is a decided innovation for use in a drafting room, and, as a substitute for the T square and triangles, goes a long way in saving time. As drawings are now made, a line is drawn with one edge, and this edge has to be removed and another the drawings; and it is also hinged at the connection to the board, so that it may be lifted out of the way of the paper. It may be readily changed from one board to another. A conical adjustment is provided to take up any lost motion. Placed upon the ring is a conveniently-adjusted pro- tractor, which allows the square to be quickly set at any angle. ‘Thus angular work is made as rapid, easy, and accurate as straight work. Spring stops at 30, 45, and 60 degrees are provided, allowing the square to be in- stantly set at these frequent angles. Summing up the advantages of this machine, they are, that the lines are drawn and scaled with the same edge and at the same time, and angular work is as easy as straight work. The machine is being manu- factured and sold by the Universal Drafting Machine Company, Blackstone Building, Cleveland, O. The Salamandrine Boiler. A boiler which has sustained very many severe tests, and which it is claimed will not explode and will not be burned out, has been placed on the market by the Sala- mandrine Boiler Company, 220 Broadway, New York. 594 Marine Engineering. NovEMBER, I902. The boiler is adapted for launches and automobiles and can sustain high pressures. The novel feature consists primarily in surrounding the main water and steam-containing and steam-gener- ating portions of the boiler by a closely-coiled water tube of 7-8 inch diameter, so connected with the other parts of the boiler as to form a portion of the circulation system and to act as a wall to confine the heat from the burner, so that it will circulate most effectively SS ee Se as a ee ie SES K 4 ( Ki ¢ ) 4 P < i | t C V PEF F column I, a superposed steam dome 2, a double or triple series of helically-coiled generating pipes 3, connected at their upper and lower ends with the water column and arranged at a slight angle from the perpendicular, the surrounding coil of larger pipe 8, a baffle plate 15, a separator 16, a series of radial gas tubes 5, constituting a burner, a curved collar or guard 13 to direct the com- bustion within the outer coil of pipe, and a boiler shell enclosing the entire construction. on peo00n00 Sc ee 6 SECTION OF THE SALAMANDRINE: BOILER. against a double series of enclosed smaller coils of gen- erating pipe and reduce the radiation of heat from the outer shell of the boiler. To further aid this purpose, the feed water is admitted first into this outer coil and caused to circulate in such a way that this tube is con- stantly the coldest part of the boiler. Another object accomplished at the same time is the gradual heating of the water in this tube before it enters the central and more highly-heated parts of the boiler, thus -avoiding the injurious effects of cold water in a boiler. The boiler comprises a central water chamber or The end of the upper pipe 10 projects into the top of the water column and is bent downwardly, so that the water from it pours downwardly and away from the dry steam pipe 16. The water column is closed at the bot- tom by a plate 19 of steel welded in, and at its upper end is screwed into a similar plate 18, welded into the lower end of the steam dome, the top of which is entire- ly closed by a welded-in plate 17. ‘The feed-water pipe 12 is connected at 11 with the enclosing coil pipe by means of a T connection in such a way that the entering current of cold water will be in axial alignment with NOVEMBER, 1902 Marine Engineering. 595 the end of the coiled pipe and at right angles to the radial pipe 9 that connects with the bottom of the water column. Thus the force of the water from the feed pipe assists in the circulation from bottom to top of the pipe coil that is set up by the heat, and at the same time draws into the coil with it hot water from the bot- tom of the water column, thus partially heating itself. At 4 is a distributer for the gas, from which it passes through a system of radial tubes closed at their outer ends and perforated on their upper sides to form a burner. The gas enters this distributer from the pipe or mixing tube 6 beneath, into the end of which pro- jects the nozzle from the vaporizer. ‘This nozzle is con- nected with the end of a vaporizing tube that passes around three-quarters of the arc of a circle just above the burner and then is downwardly turned through the bottom of the boiler to connect with the fuel supply. The base of the boiler is made integral with the metal flange of the distributing chamber for the gas and with the mixing tube. These may be removed by simply un- screwing the flange from the bottom of the water col- umn. ‘The encircling pipe coil can also be removed by unscrewing one pipe connection at the lawer end and another at the upper end, thereby rendering it a simple matter to get at the interior to remove and replace any of the inner coils if necessary. The inner generating coils are arranged at a slight angle from the vertical to more effectively utilize the ascending heat. As the burner is composed of a num- ber of separate short tubes, it is a very simple matter to replace any of them that may become defective. Meeting of the Society of Naval Architects and Marine Engineers. The tenth annual meeting of the Society of Naval Architects and Marine Engineers will be held at 12 West Thirty-first street, New York city, on November 20 and 21, on which dates the following technical papers will be read: TuHurspAyY, NOVEMBER 20. rt. “Technical Pra ing) for Shipbuilders.” By Henry S. “ Pritchett, L.1.D 2. “Progressive Trials of the Screw Ferryboat Edgewater.” By. Edwin A. Stevens, Vice-President, and Charles P. Paulding, Junior. 3. “Why It Takes So Long to Build and Equip a _ Naval Vessel for the United States.” By George W. Dickie, Member of Council. 4. “The Preliminary Official Trial of the U. S. Battleshi P Maine.’ By Assistant Naval Constructor J. W. Powel U. S. N., Associate. “The Water- tube Boiler in the American Mercantile Ma- rine.” By Wm. A. Fairburn, Member. ; 6. “Longitudinal Bending Stress on Damaged Ships.” By George C. Cook, Member. 7. “Some Problems on the Surfaces of Buoyancy and of Waterlines.”” By Professor Cecil H. Peabody, Member of Council. 8. “Experiments and Formule on the Strength of Ships’ Beams.” By K. G. Meldahl, Naval Architect, Germany. Fripay, NovEMBER 21. 9. mybration of Steamships; with Special | Reference to Those of the Second and Higher Periods.” By Rear Admiral George W. Melville, Engineer-in-Chief, U. S. Navy, Vice- President. 10. ‘‘The Development of Modern Ordnance and Armor in the United States.” By Rear Admiral Charles O’Neil, Chief of the Bureau of Ordnance, U. S. Navy. 11. “Remarks on the New Designs for Naval Vessels.” By Rear Admiral Francis T. Bowles, Chief Constructor, U. S. Navy, Vice-President. 12. “The Tactics of the Gun.” By Ljieut.-Commander Albert P. Niblack, U. S. Navy, Associate. 13. “The Possible and Probable Future Developments in the ve eee Electricity on Board Ships.” By F. O. Black- we sq 14. casio ene Boats; Their Present Development and Ruture Possibilities in Naval Warfare.’”’ By Lawrence Y. Spear, Member. 15. ‘“‘Measurement Rules for ments) Racing Conditions.” 16. Prize Competition ee with Special Reference to y FE. W. Belknap, Esq. QUERIES AND ANSWERS, Q. 106 a.—Why is a four-cycle gasoline engine more economical than a two-cycle? b.—Why is the rub, and hammer break, used on marine engines almost exclusively, and the jump spark on automobiles? c-—Would not the jump spark work satisfactorily on a marine engine? A.—(a) The four-cycle engine is usually more eco- nomical than the two-cycle of the enclosed-crank-case type, because the four-cycle usually employs a higher compression. By some authorities the difference has been attributed to the escape of a portion of the un- burned mixture through the exhaust passages, and by others to the high percentage of burned gases remaining in the cylinder. In a well-designed two-cycle engine there should be very little difference between its fuel con- sumption and that of the four-cycle. On the very large two-cycle engines used in Germany for sizes ranging in the neighborhood of 500 to 1,000 horse power the two-cycle is found to be the more economical type. These engines, however, are of a somewhat different type than the enclosed-crank-case engines used on marine work in this country. (b) The question would have been better put if it had been, Why is the jump spark used on automobiles? Answering this form of the question, the automobile engines run at very much higher speed than the hammer break will give good service. As the automobile engine runs at a great many different speeds, it is necessary to change the lead of the igniter to get the best results for the various speeds, and this can be more conveniently done with the jump spark than with the other type. However, the hammer break is not confined to the marine engine, nor the jump spark to the automobile, as the reader will find by reference to Mr. Roberts’ article in the August issue. (c) The article referred to above answers this question. Q. 109.—Where are the perpendiculars located in drawings of steamships? Vo ©& A.—The term “perpendiculars” has reference to the dimension “length between perpendiculars.” ‘The loca- tion of the perpendiculars between which this length is measured varies in different countries and with differ- ent types of vessel. In the United States the after perpendicular is located at the after side of the stern post, while the forward perpendicular in planked ships is located where the water line cuts the forward edge of the stem rabbet, while in iron ships it is located where the water line cuts the forward edge of the stem. The horizontal distance between these two lines is then called the “length between perpendiculars.” Q. 111.—Will you kindly answer in your valuable inquiry col- umn the following question, which has more or less caused con- siderable expression of difference of opinion, viz.: What is the theoretical definition of a fraction of a pitch, the angle of the screw, and the length of the screw? H. W. J. A.—We assume that in the inquiry you refer to a screw propeller. In the first place, you ask for a the- oretical definition. There is no such thing. A defini- tion is a brief description or eharacterization of the thing defined. It is neither theoretical nor practical ; it is a definition. “The term “fraction of pitch” applied to the screw propeller asually relates to the length of the blade fore and aft. ‘Thus if the pitch is 16 feet, while the greatest fore-and-aft dimension of the blade is 2 feet, the frac- tion of the pitch actually employed in one blade is one: 596 Marine Engineering. NovEMBER, 1902. eighth. Thus in Fig. 1 we have the side view of a propeller blade. Then the extreme distance, AC, be- tween the forward and after edges would be the fore- and-aft length of the blade, and this divided by the pitch would give the fraction of pitch. To define the angle of a screw, imagine a cylinder of any given radius to intersect the propeller face. ‘The line of intersection will be a part of a curve known as a helix. Then suppose the cylinder cut along an ele- “ment parallel to the axis and rolled out flat, or “de- veloped,” as it is.termed. In Fig. 2 let ABCD repre- sent this development, AB being the element parallel to the axis. Let PQ be the development of the helix resulting from the intersection of the surface of the pee Marine Engineering Fig. 2 cylinder with the propeller, and PR a line parallel with AD. ‘Then the angle at P is the angle of the screw. It is easily seen that this angle varies continuously from hub to tip of blade, and without we know the radius at which it is taken the term “angle of screw” has no significance or value. With the radius it is easily shown that the value of the pitch is given. by the equation: p=27 rtana where p= pitch, y=—radius, and —=angle. By the term “length of screw” we suppose the fore- and-aft dimension is meant, as shown by AC in Fig. 1. Oil for Torpedo Boat.—The torpedo boat Talbot is to be equipped with an oil-fuel-burning plant and sent to sea for a trial. Rear Admiral Melville is desirous of learning whether or not this fuel can be used on the naval ships satisfactorily. Quarterly Shipbuilding Returns —The Bureau of Navi- gation reports 348 sail and steam vessels of 103,421 gross tons built in the United States and officially num- bered during the quarter ended September 30, 1902. During the corresponding quarter ended September 30, I90I, 393 sail and steam vessels of 68,395 gross tons were built in the United States and officially numbered. Steam Yacht Helena—From the premises of the Eastern Manufacturing Company, South Brewer, Me., the steam yacht Helena, belonging to Mr. Fred. W. Ayer, of that company, was recently launched. ‘The vessel is 108 feet long over all, 91 feet 8 inches long between perpendiculars, 17 feet beam, and 10 feet 4 inches deep. Every part of the vessel was built by the above-mentioned company’s mills. TECHNICAL PUBLICATIONS. Materials of Machines. By Albert W. Smith. Size 5 by 7 1-2 inches, pp. 142, with 17 figures and diagrams. John Wiley and Sons, New York. Price $r. The author, in his preface, states that this book is the result of an effort to bring together concisely the information necessary to him who has to select ma- terials for machine parts. ‘The material is presented in five chapters dealing with the metallurgy of iron and steel, the testing of materials and stress-strain dia- grams, cast iron, wrought iron and steel, alloys. The author is thoroughly at home in his subject, both as a practical and experienced designer of machinery and as a teacher acquainted with the needs of students and the general reader seeking information in this field. He has succeeded most admirably in bringing together into a concise and convenient form a large amount of the most valuable information for all who are con- cerned with the metals chiefly used for engineering purposes. ‘The style is simple and clear, the illustrations such as are needed to aid the text, and the book is a thorough success. It is brief, concise, and to the point, and contains the information which the average engi- neer will most need in connection with his intelligent selection of materials for various engineering purposes. ‘The presswork and binding are in the well-known standard text-book style of. the publishers. Hawkins Emett, Diagramal Formule. Size 9 by 12 inches. ‘Twenty-four blue-print plates, with leather cover. W. H. Collier Publishing Co., 234-235 Broad- way, New York. Price $3. This book consists of twenty-four formule worked out in diagram form and arranged conveniently for use by draftsmen, designers, and engineers. The formule cover the ordinary field of stationary steam-engine design and are intended to represent the best modern practice in standard construction of this type. Each sheet contains a statement of the operation required, with an illustrative example. One peculiar feature of the diagrams consists in the fact that the result to be obtained is not directly represented by the scales on the diagram, but is to be measured by a scale or rule applied to the diagram itself. In this way the diagrams are somewhat simplified, but it may be questioned whether their use would not have heen a little readier with a self-contained scale for the result. This collection of diagrams would be improved by an appendix showing just what formule are employed, what constants are used, what coefficients of safety are included, and in general by showing the engineering foundation of the diagrams and rules presented. As it is, the designer must either blindly accept the rule and result given by the diagram, or he must figure backward from the diagram to the formula in order to be able to form any independent judgment regarding its applicability to the circumstances of the case in hand. Collections of diagrams of this kind are of great help to those who may not be able to derive formule for themselves or judge regarding their use in any given instance, and also to all who may have taken the trouble to test their character and establish to their own satis- faction the basis upon which they are developed. For the trained designer they will hardly be satisfactory without some means of enabling him to judge regarding their applicability to his problems, or to modify them NOVEMBER, 1902 Marine Engineering. 597 in accordance with his judgment. He will not care to follow blindly the dictates of a rule or diagram the character or foundation of which is not clearly manifest, With such additions as to show clearly the founda- tion of the various diagrams, the acceptability of the book would be much enhanced. As it is published the lack of such explanation will be likely to render the book less acceptable to the large body of designers who do not wish to work blindly and who are accustomed to employ judgment as well as methods of computation for the determination of their structural details and dimensions. — Submarine Warfare, Past, Present, and Future. By Herbert C. Fyfe. Size 5 1-2 by 9 inches, pp. 332. With 50 illustrations. Price $3. E. P. Dutton and Co., Lon- don and New York. The apparent present-day interest in submarine boats and submarine warfare, and the lack of a popular work in the English language relating to these subjects, are the reasons which have induced the author to prepare this work. The introduction to the book is written by Ad- miral Fremantle, and a chapter on the probable future of submarine boat construction by Sir Edw. J. Reed. The subject matter of the book is presented in three parts, consisting, first, of a general discussion of the subject of submarine warfare; second, of a general history of the development of submarine navigation; and, third, of a series of appendices giving more de- tailed information regarding recent designs and con- struction in Kurope and America. ‘The subject is pur- posely treated in a popular rather than a purely techni- cal manner, while at the same time a large amount of information is given regarding the design and character- istics of the latest types of submarine construction. In the chapter on the mechanism of the submarine the author gives an interesting discussion on the various means available for propelling submarine boats, as well as for exercising the necessary control when submerged. Various problems of stability, control, respiration, safety, habitability, armament offensive and defensive, are given a due share of consideration, The historical de- velopment of the subject gives evidence of wide reading and a careful selection of the material available. The work of the early inventors in this field is given due recognition, while naturally the chief attention is paid to the developments of recent years, and to the types of submarine’ boat which may properly be called modern. The Holland submarine boat naturally comes in for the most complete description, while at the same time suitable recognition is given to the Lake submarine and also to the early efforts of Bushnell, Fulton, and others in the United States. Similar description is also given to the various European designs in the same field, and the designs proposed more especially in France and Spain-are described with like completeness. As a whole, this book will prove a very acceptable addition to the literature of marine warfare and will be found of great interest not only to those who are technically concerned with naval warfare in its various aspects, but also to the general reader who is desirous of acquainting himself with the history of this type of marine construction, with a fair statement of its possible relation to the art of naval warfare, and with the de- velopments along these lines during the past decade. SELECTED MARINE PATENTS. 708,153. OAR ATTACHMENT. MONS A. LINDER, PULLMAN, ILL. Six claims. 708,227. STEAM TURBINE. ROBERT B. HEWSON, SAN Seven claims. FRANCISCO, CAL. Ss 708,236. GAS ENGINE. WILLIAM A. LEONARD, WARE- HAM, MASS. SSSSSSSSSSS SSSSSSSSSSSS SAA Naa SY Se Ql]! > XQ ssl 1 CLAIM.—1. In a gas engine, a power cylinder, a pump cylinder, a single cylinder head for both said cylinders, an inlet port, leading through the cylinder head and opening into the end of the pump cylinder, an exhaust port for the power cylinder, also extending through the cylinder head, an ignition chamber in said cylinder head and having communication with each cylinder, a puppet valve controlling the inlet port to the pump cylinder, a second puppet valve controlling the exhaust from the power cylinder, a third puppet valve controlling the communication be- tween the pump cylinder and the ignition chamber and a fourth puppet valve controlling the inlet between the ignition chamber and power cylinder, all of said valves being carried by and oper- ating in the cylinder head, and each of said valves being inde- pendent from the others and when closed having its face flush with and constituting part of the end of the cylinder, positive valve-actuating mechanism for the valve controlling the inlet to the power cylinder and that controlling the exhaust therefrom, said mechanism operating to close the inlet valve at the finish of the outward stroke of the power piston, and also operating to close the valve in the exhaust, port before the power piston reaches the end of its inward stroke, whereby the gases remain- ing in the power cylinder are compressed to substantially the same pressure as the charge of air and gas in the ignition chamber. Twelve claims. 708,332. STEERING APPARATUS FOR VESSELS. PEL- LEW L. ENNOR, SAN FRANCISCO, CAL. Marine Engineering | ng Marine Enginceri 598 Marine Engineering. NovEMBER, 1902. CLAIM.—In hydraulic steering apparatus, the combination of a main steering cylinder provided with air-escape valves 30 and water-escape valves 35, a controlling cylinder provided with air- inlet valves 38, a force pump for maintaining pressure in the system, a tank for receiving the circulating liquid, a pipe from the pump to the controlling cylinder, return pipes from the controlling cylinder to the tank, and pipes from the controlling cylinder to the main steering cylinder. One claim. 708,476. FENDER FOR BOATS. WILLIAM H. HIG- GINS, BOSTON, MASS. Marine Engineering CLAIM.—1. A fender for boats consisting of two flexible triangular members sewed together around their edges, stuffing between them, means for securing the prongs to the boat, and a web for attaching the center of the device to the boat, as and for the purpose set forth. Four claims. 708,780. STEAM TURBINE. CHARLES A. PARSONS, NEWCASTLE-UPON-TYNE, ENGLAND. i P Marine Engineering CLAIM,—1. In parallel-flow turbines, in combination, a com- plete main turbine having its own casing and its own drum and aving a plurality of rings of blades Supponted from said casing and a plurality of interspaced rings of blades supported from said drum, an exhaust passage leading from said main turbine, a complete reversing turbine having its own casing and drum and having a plurality of rings of blades carried by the casing and a plurality of interspaced rings of blades supported from the drum, said turbines being mounted on the same shaft, and the exhaust end of the reversing turbine being connected with the said exhaust passage from the main turbine inside the main tur- bine casing. Four claims. 708,815. STEAM TURBINE. ALBERT KRANK, WAR- KAUS JOROIS, RUSSIA. . a, pie {6 drilled holes —:; | = 1 7 ' =a O Fi il Sara | ? Ko 8 toed t m 7, 1 x " 12) Vail i L — Cast Iron “a %e 1 = 2s \ % [ae x 16 Nw Cast|Iron 3 ay — PJ wy 2% DETAIL OF GIRDER PLATES FOR FIRE BOX As SECTION A-B . We ci Dy, “RE BOILER DATA. my ie) = & A (Dias inside =e seen 1616 * f Sen gr a ae E1051 ae |i VAST eg a 160 Ibs, i G Tubes_____ 2373.2 Ne Heating Surface ~ Furnaces_______168.5 ae { Combs. Chamber, 226.3 a sh otal 81 ¢bosler se eeu D768 oe va A X. Grate surface_________________88"" wa ; e Teeaty TELE eo EM 31.4 me cK No. of plain tubes # 11 B.W.G._____. 342 rar stay “ #6 oe mn ag) as, Inside row of stays. Total ee ee eee 586 vies, Stecl 136 dia, _—s«-12 threads per 1"inside and outside Be ise Nuts !9/Jdeop i say ¥ , Outside rows of stays. Bick YY “ Steel 134"din, ee 12 threads por I’inside and outside ; Nuts 1546 deep \ a ~ PANY. FOR DESCRIPTION SEE PAGE 604. y oe Fire box tube shect—s! 342 plnin tubes 7711 B.W.G. thick. | Wrought iron. { To be expanded aud beaded at ‘| both ends, i i é 3 = 2 12 threadls por’ 184 stay tubes 7 6/B.W.G. thick. Wrought iron, ‘To be expanded at both ends and beaded at buck endl only. DETAIL OF BOILER TUBES 4 —2§ d;— At top of threads 4 atcel rivets, 1, drilled holes RIVETING FOR ALL SINGLE RIVETED JOINTS 4 steel rivets, 194 drilled holes i 136 7 4 q rey } ©) G ie OQ) HOW MO |e@s laa fsa Lexan ("| | SEs Pl alae teem [al 20000)" (19090000) HOGed000 SEIS. . 8| P8cesgsere sggsess o o = i} | odl0000 0000000 : 5 o 6Ol POD|O00 004640000000 i] | OGDOOOO %0OOO0GO e o, Qi pO Q000=8-090 9000 2 Oi 5" POQ 45° OOOAAG as = lela Kolo os oToleloleyexe) 42i\ |_ OFOOQCO 000000 s Pai b=0 0000006 6 | OSFOG000 2s 6 O=Q000000 : nlPesceees eee Si gp (eke) it | OO (oye) O000O0d}l » i, E} ag a 2 ic? Inside row of stays. Steel 154 dia. 12 threads per 1 inside and outside Nowa 9, deep Outside roms of staya, col 134 “din. 12 threads per inside and outside Nuts 1946 deep A SUPPLEMENT TO MARINE ENGINEERING, DECEMBER, 1902. 15% 11" FRONT MANHOLE PLATE FOUR-FURNACE SINGLE-END SCOTCH BOILER FOR THE Shell plates 1%g thick, tensile strength 68000 Ibs. Butt straps 1” thick, 114" ateel rivets, 1g drilled holes, Circumferential scams, 134” steel rivets, 1%¢ drilled holes. 0000 CHORCHONS) 74" rivets 1g x 17% 32 u eas EL STAY-1 [201° voter a Saletouero:ee ve SNR TH GEE PORES GOSS : 621 00000000 G9000/0920000 274 9) For shell plate of 0 0 0 _08%to=F-o _O"mo 0 oO 8" thread, 8 threads ag a ° Z CAST STEEL NUT FOR 276ra) | Kee hat Ber © THROUGH STAYS Z \ Tan TIMTTTNTNTTTNTT ntr| ioe eT o1 i Sis 12-34" studs 12" P.c,” : Bal , Bi (196 Vie) 2100 99 94, for-pates. © 20 Rat Z|, 194" steel acrewed stays, Z iad cae 290090 | ars 12 threads per 1” Z Of} 4 .x1.852 «13{ x85 85.18% f 090 va o Z 4 —=85.1 for riycts-Lloyds- 0° 2 2 ark wz ol TH x Is 0 (Aare 40-114" steel rivets CAN eee ey Belt (2096 21) x 622 101.98 tbs -pressure- Lloyda, °o ese edt 3 Vo drilled holes ZA 256 s A Z } 03000 2942's 1.0" Of is~00 TTA FS= rare =108,06 Ibs. pressure U:8. Rules 2%lo Po ae i IN | ii ii i Wi, 1 73" Location of steam plpe.bole | I AWN 1 to be determined Inter, ring ant wae, Z 7 12 threa F A OL a Z 4 threads per 1’ A 1s eed, ee pare Bet 1" angle sama uhe| = SCREWED STAYS FOR FIRE BOX rf 1634¢ 43} 10r8 A ie 4/106 \P ' . Eiveted over f GL. of 12” =}16° Manhole ested i t i 'S steel iy 5 = f = — — Dg o> ooo | 2 Wik - 9/9" a ‘3/" ei i | He 4 2 hh 21¢- Steel ‘BL 2 ro mAh $4 M%o re s oa ral ~ 0 rs % | i Pot 134. AT 3 in x \ ‘ n{— 2.846 = | gy, aah) | aaeay 7 i i 25 5a Ie Al z m= +72 Es gp % eat oO & 1 7! ond. f Steel Leh, ail ota 5 = ate Wo os holes f =. C2) AN et To. & il = 3 { fe) A 942 plain tubes 244" dia. 7-11 B.W.G. thick, SPS se Te i a x © a t io} : 184 stay tubes 214" dfu.4'6 B.W.G. thick. a ; 4 1 * has Wiis ' | le) ian 1 (Re 2 i > i se We | Me 2 ; I a eT lh oO faci S EM | S t 70. Over tuba plates a | vg I SECTION A-B H I> = " To i fey r| ae * ii it PI 5 ee q = 22 i He Eine Rules i i ax i J — as t — ut 1 val a k = t] T =) SN = ELON. = Saas a a 52 a a walle ==, 33 Hoe BOILER DATA, ia é | i { x Dia. inside = 166% i AG WM Length—_— —.10'5" ete 338 a_i Pressnre—___ —~160 Ibs. 1 ye" Pin Ss ‘| 7 paige AWrought Iron . et eS mes ae 1 = + Heating Surface ~ Purnaces______168.5 4 H ee (| Combs. Chamber, 226.3 — : ise Total, 1 boiler____ OTT Ss H | 1 Grate surface___ = 88" I ey TRAGop ee S3it01 Gh: Se eg TEE { No, of plain tubes? 11 B.W.G______.342 3 = ats er pe! be mn - Steel ci aes ane 2% BZ | 43¢- 7 9'1134" Width of plate of — 9/334" Between rivers 2 _ 10/4" Over bottom. plates: ay Marine.Engineering « CAPTAIN A. F. LUCAS, BUILT BY THE WILLIAM R. TRIGG COMPANY. FOR DHSCRIPTION SHEE PAGE 604. ah aT, Maa Nh le Ht Lovoq ebewrdy Ye 16 hyp tun YON) MAR AAU, AVS WLS Be ts oa) Adi) aN — = Marine Engineering Volee7 NEW YORK, DECEMBER, 1902. BURNING OF THE STEAMSHIP “MISSOURI.” The most serious fire in the history of shipbuilding, and one believed to be without a parallel, damaged the new steamer Missouri, building for the Atlantic Trans- port Company at the yards of the Maryland Steel Company, Sparrows Point, Maryland, during the after- noon of October 22, 1902. The ship was about ready to launch, the ways being greased, and the ship carpenters were engaged in replacing packing, etc. Shi INO, 112s p) KD. of over 300 feet athidships> radially “burned through, causing the ship to Setthe~amd-tieel to port, and for a time it appeared as though the ship would fall to the ground on her side. The keel blocks at the ends, which were the only ones now supporting the ship, were crushed into kindling-wood because of the great weight. Fortunately, however, the launching ways formed a resting place and held her at a list of about two feet. The appearance of the ship during and after the fire THE BURNING WAYS OF THE STEAMSHIP MISSOURI AT THE MARYLAND STEEL COMPANY. The origin of the fire is unknown, not one of the 500 or more men employed around the slips seeing any indi- cations of a conflagration until it was well under way. Starting about the middle of the length on the port side, the fire quickly spread along the ways and through the staging and poles, and in less than five minutes from the sounding of an alarm the entire middle portion was a mass of flames. ‘The fire department was prompt- ly on hand and did all in its power to stay the spreading of the flames, but was unsuccessful, and until the arrival of several tugs from Baltimore the ship seemed doomed. The ways and shores on the port side for a distance can be seen from the illustrations. It is impossible at this ‘time to determine the amount of damage sustained. The entire middle portion was surrounded by flames for an hour and a half, and the plates are now badly bent and distorted by the tremendous heat. The Maine, a sister ship, is building on the next ways, and every effort was made to prevent the spreading of the flames to her slip. Beyond a few charred shores and the staging and poles, no damage was done. The problem which now presents itself to the builders is to right the steamer and raise her enough to launch, (Copyright, 1902, by Marine Engineering, Inc., New York). 600 Marine Engineering. DECEMBER, 1902. TAKING OUT THE BURNED SIIORES AND BLOCKS. The amount that the ship settled can be seen by the pipe at the middle of picture, which was for- merly at the center of opening. THE BURNED WAYS AND SHORING UNDER THE MISSOURI. DECEMBER, 1902. Marine Engineering. 601 she having settled about two feet when the middle sup- ports were burned out. Much progress has been made in replacing the burned portions of the building ways, General Manager Mr. A. G. Wilson giving this his personal attention, and from present indications the work of righting and raising the Missouri will be accomplished before this article reaches the reader’s hands. GAS ENGINES AND THEIR TROUBLES.—VII. : BY E. W. ROBERTS. In order to illustrate, more pointedly than can be ac- complished by a tabulation of possibilities, just how to set an engine in order that is acting badly, I will give a few actual examples of trouble-hunting, showing just what course is pursued when seeking the cause of the derangement. It must not be understood by the reader BETWEEN THE SHIPS AFTER THE FIRE, THE MISSOURI AT THE LEFT, THE MAINE AT THE RIGHT. The staging was burned from both ships at this point. Trial of the Destroyer Stewart—The torpedo-boat destroyer Stewart left the yard of the Gas Engine and Power Company and Charles L. Seabury and Company, Morris Heights, New York city, on October 20 and proceeded to Newport, where the trials were conduct- ed two days later. The required speed was 26 knots, and the maximum speed attained over the measured course, with the corrections for tide, was 29.7 knots. Steam pressure at the boiler was 265 pounds, at the throttle 250 pounds, first receiver 80 pounds, second receiver 16 pounds; vacuum, 271-2 inches; average revolutions, 330. The trial was very successful and there were no mishaps of any kind. that when a certain set of symptoms have been traced to a certain source in the following accounts, a similar set of symptoms will in every case mean the same ailment. For instance, an engine may fall off in power from several different causes, any one of which will show the same symptom—i. e., failure to develop the full power. Above all things, do not jump at conclu- sions, but go to work systematically and omit no test that indications do not prove to be absolutely unneces- sary. It is by systematic working only that source of trouble can be found with any chance of promptitude. As an example of what may occur from ignorance only, I was called upon one day to look at an engine 602 Marine Engineering. DECEMBER, 1902. which was found hard to start and after being started would run some fifteen or twenty revolutions and then stop. In order to find out what was the matter I had the operator start it several times, for, as the engine was fresh from the factory, it was quite proper to assume that the operator was at fault. He seemed to think there was something the matter with his ignition, but I noticed, particularly when the engine seemed in- clined to slow down, that he immediately gave the gaso- line valve an extra turn, just as one would the throttle of a steam engine. I took the engine in hand and ex- amined the electrical circuits, which were in good order, down the lake. While on that trip I gave the gentleman some strong words of advice, which he heeded, with the consequence that he had no more trouble with his engine the whole summer long. Starting for the lake one day with a little four-horse- power two-cycle motor launch, it slowed up gradually and finally stopped altogether without any apparent cause. The gasoline valve was set properly, as I found upon examination, and had not been jarred out of po- sition. Remoying the wire from the insulated electrode and snapping it across one of the cylinder-head nuts, there was a good, bright spark, and upon turning the FIGHTING THE FIRE OF THE MISSOURI FROM THE WATER. but on turning the engine over I found that some one had been “monkeying” with the igniter and that it was set to ignite half-way down the expansion stroke. I attempted to show the owner of the boat what was the matter, but he would not believe it was his fault, and I gave it up in disgust. As I was the only one in town who understood gas engines, he came to me a week later in sorrow and repentance, begging me to get his engine into working order, as he wanted to go ona trip. I made an appointment for the following morning at 8 o'clock, and going to the boathouse earlier than the appointed time, I advanced the lead of the igniter, and by the time the owner got there I was ready to start engine over to the ignition position it was found that the electrodes came together and separated at the proper time. I tested for this as follows: I kept scraping the wire on the insulated electrode, and turned the flywheel over slowly until such point was reached that a spark was produced when the piston was near the end of the stroke and just as the igniter mechanism showed that the electrodes should be brought together. Then just after the igniter snapped I could get no spark by scraping the end of the insulated electrode, showing that the electric circuit had been properly broken. The spark was bright and “fat,” and the conclusion was that nothing was the matter with the igniter; but when testing the igniter I DECEMBER, 1902. found that the engine turned unaccountably hard and the cylinder was very hot. ‘The heat extended back along the feed pipe from the circulating pump, and upon un- screwing the suction check the source of the trouble was revealed—the valve could not return to its seat on account of being clogged with dirt. After cleaning the valve and allowing the engine a few minutes to cool, it started up readily, and I went on my way rejoicing. A case of jump-spark trouble on an engine that was designed for high speed for racing purposes was very difficult to trace. The engine—a two-cycle—ran very nicely at speeds under 500 r.p.m., but upon exceeding that speed misfires were frequent, while as soon as the engine was throttled down it ran steadily. It looked very much like a case of weak battery, but upon exami- nation, even after running for some time, the battery showed no sign of falling off in pressure. A close ex- amination of the wiring developed no loose connection, and the removal of the spark plugs showed them to be bright and clean, as were the contacts on the circuit breaker. Finally some one suggested that the springs -on the circuit breaker were not stiff enough to let them bring the contacts together at the higher speed. As- sisting the springs with the fingers while the engine was running showed this to be the probable cause of the trouble, as it helped matters greatly. In fact, stiffen- ing up the springs solved the problem, and there was no further trouble from that source. A four-cycle engine which had been running for some ‘time had gradually fallen off in power until it could -scarcely carry any load at all. A thorough examina- tion of the igniter showed it to be in good working -order, the mixer was set the same as it had always “been, and there was no obstruction in the gasoline pipe, -as was shown by opening the needle valve and allowing the fuel to run through. Disengaging the exhaust valve from the rocker arm which operated it, and turning the engine over slowly, the power which it took to move -it as the piston neared the end of the stroke proved that there was no leakage past the piston. The suction was strong and there was nothing the matter with the inlet valve, and finally the trouble was laid at the door of the -exhaust valve. It was found that the valve spring was weak, and upon tightening it up and grinding in the -exhaust valve, which seemed to be leaking slightly, the -engine ran as good as it ever had done. In another case similar to the above the engine was falling off in power, and the customary routine was -gone through with, examining the igniter, the mixer, and ‘the valves, but without finding the source of the trouble, -as everything seemed to be in fine working order. The ‘engine was of the four-cycle type and employed an auxiliary exhaust port similar to the exhaust port in a “two-cycle engine, the usual mushroom valve being just sufficient in size to allow the engine to clear itself on the -exhaust stroke. It was finally decided to remove the -cylinder head, and upon turning the piston toward the crank to the end of the stroke, examination of the auxiliary port was attempted, but, to the astonishment -of all, no such port was in evidence. The man who was making the examination was from the factory where the engine was made, and as the engine had made a ‘good showing on the testing block he was absolutely ‘certain that the port was in place when the engine left ‘the shop. Finally the reflection from the torch with Marine Engineering. 603 which he was examining the cylinder showed him the outline of where the port had once been, and further investigation developed the fact that it was choked up tight with carbon, which had to be cut out with a cold chisel. On questioning the operator, it was found that gas-engine oil at 15 cents a gallon “wasn’t good enough” for his engine, so he used a heavy steam-engine cylinder oil costing 60 cents a gallon, as he was quite certain that the price had a great deal to do with its adaptability to the engine. It was the heavy oil that had caused the hard deposit of soot, and the case was an excellent example of how not to do it. The above instance of ignorance was, however, not quite so bad as that of the man in Memphis who, finding that he was short of oil, but had plenty of molasses, used the latter as a substitute. It is scarcely necessary to add that the piston was stuck in the cylinder. So poor was the quality of this lubricant, in fact, that the piston pin was in a very short time worn half in two. The greatest mystery about the affair is how the engine managed to run at all. It probably would not have done so had it not been for the fact that the molasses was used on the bearings for some time before it was introduced into the cylinder. It is needless to say that the repair man on this job gave the operator a short talk on lubricants. : A source of trouble which is often difficult to trace, and which is at the same time very annoying, is illus- trated by the following example: A gentleman in St. Louis was running an engine which worked very well for a time, but finally developed a trait of starting off very nicely, but stopping after it had made some half dozen revolutions or so. No matter how often he tried, the engine would always stop after the first few strokes, but never failed to start easily. He wrote to me for a (liagnosis, and I told him to start at the battery, examine it to see if it was weak, brighten up every connection and screw it up tight, see that his induction coil was perfectly dry, and examine his igniter for a short circuit. . But, above all things, I told him to look for a vibrating connection. ‘This is one which is usually developed by the wire breaking inside of the insulation, and although the ends are in contact while the engine is standing still, the vibration when the engine is running causes the ends to separate and come together, with the result that there are frequent misfires owing to the broken ends being parted at the same time the electrodes are separated inside the engine. Shortly afterward I re- ceived a letter from the man, saying that he had found a vibrating connection caused by the wire being held against the binding post of the coil by the frayed end of the covering. So soon as the engine started it would shake the wire away from the binding post, thus break- ing the circuit. A boat had just come in from a race after carrying off the first honors, and the engine had been allowed to cool down while the races for the higher-power boats were in progress. Although entered in another race, the — boat did not start in it, and, being acquainted with the owner, I went to see what was the matter. Imagine my astonishment when I found he could not start his engine. He was rather crestfallen, as he had some ten miles to go home, and asked me to help him out. He said he had plenty of gasoline and a good spark, etc., but that the mixer valve seemed to be in bad shape, as the engine— 604 Marine Engineering. DECEMBER, 1902. a two-cycle—was apparent turns cranking the engine, out, but with no success. I noticed that there was such as there should have been had we been the raw vapor into the exhaust. ly flooded. Three of us took in order to pump the gasoline After quite a little cranking very little odor of gasoline, pumping Thinking that possibly the gasoline valve might be clogged, I gave it about four ee 3x1 2 Guard rail stanchions fitted so in item of bulw a between BHiaee and deck tenes SPAR DECK Sheer strake double strapped with] quadruple riveted strap outside treble riveted strap inside for 34 length amidships Single treble rivete inside at ends 514” lap double riveted Treble riveted buttstrap 54 lap double riveted, we rivets we ve Double Strapped Hae at ends by lap double riveted Treble riveted butt lap ___,. ” lap double riveted 7! Treble riveted butt. lap 5 lap double riveted % rivets-s Treble riveted butt 1: by {lap double riveted % rivets | MAIN W oeeee e ‘Shear Strake-44 "xBapito Vi n on oye 7x3x Vo a pt gy" el 5'x 5.7/9 Double 46x 3 x Yo0 Bulb Angle Half Round ES ringers Bar, 4” ig pe to Yo Seams single riveted- ’nds/22 and | | my ll a feat Treble ny ‘“ %" “ Y-rivets > H fis oN 2 34 rivets) — Deck } plating 5980 Y/ Tao - 334 z Beams angle bulb 7°x 3°s 82) on™ 7 I every frame, Crown 1218 in 50/0” Quadruple riveted strap-1" rivets- 24 length at ends Web 7 Yo 20 « over webs in hold and each bulkhead Frames cut at main deck ch RS SING 5 Bigpsea v2 to spar deck. To be of angle bulb 7 The’ x 315 Ei "0" to9" ® | with alternate angle 6's 314 x8 Sy bracket ‘ 3 pate © ¥ 9X 7997205 | with double angles at main deck = An 5x 3x 4520 long for step from thence NEW LARGE OIL=-TANK STEAMER CAPTAIN A. F. LUCAS. To meet the demand for transporting fuel oil, which has grown so enormously since the discovery of oil in Texas, a large fleet of oil carriers is now under construction both at home and abroad, including steam- ers and barges. Besides these specially-built vessels.. Abrehy i racket'On \ channel} \’ Double riveted lap ha a Double clips 5 x 5x Taw | ile */20 | 5'x 3'x$ Sogspaced 24" ‘apart 12/0" s/” To heel of bar *720 Vf Loraskel thus on angle bar stiffener ily where beams extends to center line bulktead] 1 Bracket thus where beams are cut in way of hatches on angle bar stiffener | ' Bracket thus on channel bar stiffener where beams extends to center line bulkhead | Bracket thus where beams are cut in | way of hatches on channel bar stiffener } HIN Ht TZ x5 x9 20 To heel of bar 7S, va Ih 7 ez a4 fae WW Stat Ait | ti \ a Sie x Crown 1 2465 in 50 ‘o" % “rivets Treble “ “ « 33m x45, it Tivets_,|fco AN312 x 31¢ x % A ft 316 x 344 x Yoodouble clips ‘hy b py Web frame 24”x y \/) ll Double reverse bars ey << | > 1) t on edge 4"x 3147x949 ! I e ap < is Hold eiringen! ee od { yeut at webs and bullsheads 31g x B49" 249 'S 1 with face angle 6’x 4"x 1Yyand giamond] plate 3 Shell and stringer angley 314 x 31g xy 3 ‘ nl .--— Quadruple riveted butt lap for 14 length is Treble atends ~ VIEW SHOWING H BRACKET CONNECTION I LOOKING IN DIRECTION 137 |,,.107 OF ARROW 20 |*° 29 — 10"x by lap-doubled rivet: General Scantlings Stem 11" x 2% , _ Stern Post 11” x 6; Rudder head 914 pintles Gy Frames- angles bulb 136 x 31g x Ya spaced 24" apart Rev. eon on Le} of floors 4”x 314” x Bulkheads / Yap to? 720, Bulkhead floors Hold beams 7"x 3” = 720, Bulb angles 0) Cant frames 0” x 34) 2 0 angle Cant beams 7” x 3" x 3 bulb angle times its usual opening 33g x|334 Quadruple riveted butt laps 7 % rivets- 16 length gone in each cargo space, I Double alne to web ) | All brackets 10/ fitted on alternate frames | of 720)! | I BN it at ends i | 10's 334 x Y\channel— two in each cargo space 10°x 3. x Wpchannel secured | to transverse bulkhead Double reverse bars | | on edge 4'x 314 x 340 oer ze Ls channe' asirt i [ Ss eis clips on web a aS 7 ed 2 / \ 33h x 336 x iil adder fs an - . Ale dep doubled riveted 34 rivets- lap-doubled riveted 34) rivets Ae lap-doubled riveted. 3q rivets || Il : 0 iy ONS: oy | | ¥ x gif 1197 See | I 3l6 x 316 x %5o continuous | Hold stringers 9g,and 49 i ” if \ Side Keelson euintercostal f i yaa i 5g lap-@oubled riveted I\ i Continuous w bulb 714'x 316 IS: 20 \ Je rivets | \ | _ Shejl angles and Hi Dy Oi INSCRSO ECD Nes i e]l angles a ales 1 1 : hes ! 3% x 3342 sand 34H | iN y te X Ky Yoodouble clips Conti uous bottom angles 346 toggeut aticenter-line-and bracketed to continuous . L. ao ” ei 7g rivets Y Top of Keel i; rivets 34" 5h pea riveted x/oy double Dea Inner bottom plating !? 72, 514 lap-doubled riveted Ye -«vets Reverse frames 344 X RL 6 laps- -double. riveted _, l'vivets Keel 30; yx V7,oto Sgpincreased 50 for 14 length eble riveted buttstraps outside- Ls 4Jothicker than the plates es) You" 20 m every frame 7336.8 835 Y SS —— they connect SECTION THROUGH DOUBLE BOTTOM MIDSHIP SECTION OF STANDARD OIL, TANK STEAMER CAPTAIN A. F. LUCAS. couple of times, secured an explosion; and immediately closing the valve to its engine going. and this was immediately and connection when gi opening. running position, I kept the It was a case of dirt in the gasoline pipe, removed by flushing the valve ving the valve such a wide (To be continued.) and, turning the engine over a . 314 x 3 x85 double Marine Engineering several of our shipyards have been very busy remodel- ing freight steamers for carrying oil. ble, however, to remodel a vessel built for one purpose, so that she will best be suited for another service. Oil-tank work is comparatively new, and in large ves- sels many new problems have been met with. The largest of the American fleet yet laid down is. that building at the yard of the William R. Trigg Com-- It is never possi- DETAIL OF WEB ON TRANSVERSE BULKHEAD DECEMBER, 1902. 605 pany, Richmond, Va., for the Standard Oil Company. The vessel is 360 feet over all and is designed to carry 1,500,000 gallons of oil in bulk and 700 tons of fuel oil on a draft of 22 feet 5 inches. ‘he ship is of the spar- deck type, with complete spar and main decks, fore- castle, bridge house, and a house aft around the ma- chinery. She is built to the highest class of Lloyds and the American Bureau of Shipping, and the specifi- cations call for a vessel built from the best material and equipped, when completed, ready for service in every respect. DETAIL OF CHANNEL STIFFENER ON TRANSVERSE BULKHEAD 5 [3361 x34" x Yop ~ Diamond Plate 30" x 24” x 10,” 814" x 31g" x Bn Double= ae x 31d x Ben Keelsony \ a h mt \ ye! 73g ean i oo Sus are | 836 x 834 x Bo 3 WET | Vie 3} ae beg 72 EE 72 oH W aaa Se Pees) of ~ Ba 344"x 814. x %4p Double eo _ © Bg x B44 x Yon Ss | g8(as est pol 3 316" "x 314" x? =a iW 30" x24" 194" Gs + ebay es ge" 944 ~~ Sl | Diamond Plateyj/}\ =, 1 /. 3} x 346 “x7 20 x 814°x ) ans VS | | Web 8 one in each v Cargo Space 1 36 "Flange B’H’D Stiffener 7 "x 13%4 x “2 Channel Spaced 2. (Clips 336" x 316 x 49 314 x 314 ny iat No, 2 : Stringer /20\. Ny 5!" Heel to Heel: ot 4M joy" G x4 x “% | |} a34 x 336 x 84 VS ONO S Ao 114" Limber Holes 7 "10, Mari ine _Engineerin, 31g "x Big x 7 i gi g DETAILS OF BULKHEAD STIFFENERS. Any plates which are over 10-20 inch in thickness must have all the holes reamed. The stem is of ham- mered scrap iron II by 27-8 inches, tapered to 11 by 21-2 inches at the top. The stern frame is of cast steel II by 63-4 inches, in one piece with the rudder post, and the rudder is also cast steel with wrought-iron stock 9 I-2 inches diameter. ‘The pintles are of forged steel 5 inches diameter, and the weight is carried by a bearing on the deck. The frames, which are of 71-2 by 31-4 by 11-20 to 9-20-inch bulb angles, are spaced 24 inches. Forward of the collision bulkhead they are gradually brought together until they reach a spacing of 12 inches at the stem; between the main and spar decks are bulb angle and plain angle alternatingly, and the same in the fore- castle. Alternate frames aft of the oil compartment Marine Engineering. extend to the spar deck. The framing on the bulkhead is 5 by 5 by 10-20 inch, and the edges are beveled for calking. The floors are 27 inches deep by 10-20 inch; at the ends the depth is increased and the thickness reduced to 8-20 inch, where they extend across in.one piece. The flat plate keel is 36 inches. wide and for half length amidships is I inch thick, gradually reducing to 13-20 inch at the ends. The center keelson, 60 inches by 12-20 inch, is continuous through the oil compartments, bunkers, boiler and en- gine rooms. ‘There are three sister keelsons on each side, intercostal, with double angle bulbs on upper edge and well bracketed at the bulkheads. At the ends some of these keelsons are combined and connected by breast hooks. In each compartment and in the engine and boiler room spaces is a web frame 24 inches deep. The shell plating is laid in outside and inside strakes, of dimensions given on»the drawing, where will also be found the figures for the deck plating. In the for- ward hold and aft of engine room there is a lower steel deck. The main and spar deck beams are of bulb angle placed on every frame. The cargo space is di- vided into sixteen oil-tight compartments by nine trans- verse and one longitudinal bulkhead, each compartment made absolutely tight. The longitudinal bulkhead plates run horizontally, the transverse ones running vertically. The longitudinal bulkhead is stiffened by web frames, one placed in each tank on the port side. ‘The transverse bulkheads are each stiffened by two web frames, one on each side of the bulkhead in alternate tanks. These frames are 4 feet wide at the bottom, and the transverse ones are 2 feet at the top, and on the longitudinal bulk- heads they are 18 inches at the top, all of 8-20-inch plate. There are three horizontal stiffeners connected to the bulkheads and webs, as shown in the plan. All the webs and horizontal stiffeners are connected by diamond plates. A cofferdam of two bulkheads, one frame space apart, is arranged between the coal bunker and the after oil compartment. The forward bulkhead of this coffer- dam is fitted between double angles: From the after cofferdam bulkhead to two frame spaces forward of after peak bulkhead extends a double bottom from the center line to the ship’s sides. Bilge keels extend for about 200 feet amidships and are made of bulb angle 10 by 3 1-2 by 10-20 inch with an angle iron 31-2 by 31-2 by 9-20 inch. The forecastle is 7 feet 6 inches high, decked over with Oregon pine. The bridge and after deck houses are the same height of 7-20-inch side plating. All doors are made of steel with water-tight fittings. The forward peak has a water-tight flat on a level with the lower deck, and in - the upper forepeak are chain lockers. The riveting and calking has been done with extra care and the double bars on the cofferdam and end bulkheads are calked on both sides. Where possible, all calking and reaming was done with pneumatic tools. The size and pitch of the riveting is according to the rules, except in the cargo spaces, where the pitch will be 3 1-4 diameters. The countersinks are of uniform size. well filled, and the heads well laid up. When completed, all the oil compartments, the cofferdam, and the fuel-oil tanks are to be tested separately before the vessel is launched, and each compartment must be made absolute- ly tight with a head of water Io feet above the top of the DECEMBER, 1902. g. ineerin Marine Eng 606 JO DOURISIP B Je SJUdZIeMUIOD [IO 9Y} IOAO 4Je pue 9105 ‘sysop ieds oy} 0} ure oy} WoIy spuc}xa yUN.y UOIsued -X9 UY ‘OSIvD [eIOUOS SI YOIYM ‘ploy pAeM1OF oY, “Fe JoYyjO ay} pue sdrysprwe Bursaauibug auunyy SUIAIIVD IOF poy st ‘SUO] J99} OV Has SI JOnz [IO ay, jnoqe auo ‘sjusuiedwos diysyieMy}, OM} UT palsies ‘Jen} [IO pue O81ed 10F Joo OFZ Jo voeds ead & SurAvay ‘Aye paoejd st ArouryoeU JY} YY} UVES aq J ‘suevjd yxpap pue [eurpnyrsuo] surAuedurosor 9yy Ul UMOYS [Jam st drys 94} JO JUsWsUeIIe [eIOUe3 dy, Opeul oq 0} SI YIOM [PV ‘UOIL OF UO 4YSh “pe}S9} oq OF OSTe ote UWI0}}0q a[qnop pue syue} sJoyeM-yYsory oy, “YUN. uorsuedxa ‘ANVAWOD OOINL “A WVITIIM Ad “VA ‘GNOWHOIY LV ONIGTIING ‘SVIN'TI “A ‘WV NIVIdVO AHL JO SANIONA 1 wee rs \ \ b=po_- -— SSSSSSSSSSSSSS SSSSSSSSSSSSSSY 4 w = rrr [KA SSS = VSS SSSSS i ‘SSS Wd ING SSSSSSSSSSSSS 1 4 é —————= A K i“ A LLL UULLLLLLLLE: SS / = SSS N ee = é 455 S ZZZIZELEE. > Wea irr rr LLP PIPE EIETIIIIIIITEEED SS NSSSSSSSSSSSSSSSSSSSSSSS Bx SLLSIIASSITSLSSSSSISILISESLELESEDS OG EL LLESELLISILISELEES SEESSSSSSERESS AHHH SHEEESSEN SUEUENNN SSN Vee ma SSS oz LELEITEISSEISISSLESSSTSESEE CTE -saLSEDETISEESUIUTETEOELESEL | | TTSTESSSSISSIOIIEDIIIIVD, Y7 > yoea UM ‘sdaAeA oS1eYyOSIP pue UOT}ONS Aressod9U YIM [od}s B St poy ey} ul sjuswyieduros [Io 94} jo premsioy Joop paSury 7Y43I}-193eM [ells & poy st yoka yo doy © | dumd o3]I1q pue jseyjeq ouo pue sduimd [Io om} pojvoo] “SyUR] [IO-Janf oy} oY} UI pue ‘sayojey OS1ed oY} poyedo] ore Yop Avds 9yy” aie YIYM ur ‘woor dwnd 9y}3 0} UMOp SurIpus}xe yun] sAoge pozeoo] ose soyozeY soT[eUIG “orenbs yooy ¥ ynoqe Uo yWouAZIedWOd Yove JOAQ “OUT 1o}U9I OY} WOTY JOO} CI "SVON'I “A ‘V NIVIdVO YAWVALS MNVL ‘IIO 40 SNV'Id MOAC GNV NOILVAR'IA IVNIGNLIONOT 'IVNOILONS u mT ge MOAG YVdsS ineerin AUS1IV8 IOVYOLS (ore) z H if 1 £ £ Marine Eng wiser) + © K fe - r E ri S: a0vds 0 a = Sint ; meen : ! : 39d “ED be} eae — | Sie NOON ett : Ne ; : oa Pee Ree 31LSvoayod XS aa N Vi 3 : o Va VA DECEMBER, 1902. 608 Marine Engineering. DECEMBER, 1902. side of the spar deck there are three side hatches, 4 by 6 feet, fitted with water-tight steel covers. The ship is to have two steel masts 28 inches diameter at the heel, and short Oregon tops. The mast steps are of cast steel, placed on the spar deck directly above the transverse bulkheads. ‘The four booms on each mast are of sufficient length to reach all the hatches, and a winch is placed at each mast. A large windlass is located on the forecastle for working the stockless anchors, which are to be stowed in hawse pipes. The two side lights -are placed in steel light-house towers at the break of the forecastle. Turning now to the crew’s quarters, we find in the midship house commodious accommodations for the captain, second officer, chief engineer, quartermasters, and boatswains. Above is the pilot house, on top of this is the bridge. On the spar deck, abreast of the engine hatch, are the officers’ and crew’s mess rooms, the galley, and quarters for the chief engineer and steward. The after end of the house is taken up by the towing machine. On the deck below are the quarters of the assistant engineers, oilers, sailors and firement, lavatories, and storerooms. The steering engine, which is of the Hyde type, is just forward of the rudder. Bunkers for 500 tons of coal extend across the forward ends and sides of the fire room. Coal is loaded through nine iron coaling scuttles, and one large hatch on the spar deck. Now turning to the machinery, the vessel is to be driven by a triple-expansion engine with diameters of cylinders 25, 41, and 68 inches, all having a common ‘stroke of 42 inches running at 100 revolutions. ‘The engine is designed to indicate about 2,000 horse power. The cylinders are of best cast iron, fitted with relief valves, drain cocks, indicator cocks, etc., lagged -with magnesia and covered with Russia sheet iron with ‘heavy brass strips. Each is fitted with a close-grained cast-iron lining. The high-pressure cylinder is fitted with a piston valve with cast-iron liner; the intermedi- ate and low pressure are arranged for double-ported slide valve working on a false face. The valves are operated by the Lang radial valve gear, and reversing is accomplished by a steam engine mounted on the back framing of the intermediate pressure cylinder. The ‘pistons are of cast steel, dished type, with packing rings and follower plate. The piston rods and connecting rods with their bolts are of forged steel, which is the material also used for the slipper crosshead. The crank shaft is of forged steel, built up in two pieces with couplings forged on, and of 13 inches diameter. The crank pins are I3 1-4 inches diameter with a 6-inch hole. The webs are of cast steel. The thrust and propeller shafts are also of steel and the latter is covered with brass liners. Between the liners is a copper tinned liner with edges calked to pre- vent water getting at the shaft. The bed plate and back frames are of cast iron, the frames being of box shape, ‘bolted to the bed plate. The front frames are of forged steel turned and finished. The condenser is a separate iron casting of the cylindrical type, fitted with 3-4-inch brass tubes, giving a cooling surface of 4,500 square feet. The air pump is of the vertical duplex Blake type with cylinders 10, 22 by 15 inches. The circulating centrifugal pump is driven by a 12 by 10-inch engine. The main feed pump is also of the Blake vertical duplex style, ro by 7 by 12 inches. A 20-ton evaporator is connected with the feed heater and condenser and is covered with magnesia. The necessary feed, fire, bilge, sanitary, and donkey pumps are provided. The two boilers, which are arranged in a ’thwartship fire room, are of the Scotch single-end type, 10 feet 5 inches long by 16 feet 6 inches in diameter, and built for a working pressure of 160 pounds. ‘The construction and detail of these boilers is given on the inset opposite page 500. The heating surface of one boiler is 2,768 square feet, made up as follows: 2373.2 in the tubes, 168.5 in the furnaces, 226.3 in the combustion chambers. There are four suspension furnaces of 48 inches outside diameter, each having separate combustion chamber. The tubes are of best charcoal iron, 2 1-2 inches diameter, and the plain tubes are of No. 11 B.W.G., the stay tubes of No. 6 B.W.G. ; The boilers are provided with the Howden system of forced draft for burning either oil or coal. The smokestack extends 80 feet above the grates. 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Cid eg re iy Y SRO pele) es fH Pi) ot o@ % sip see Hig 8duws OS . 85 bo ia) 2) SOS Seiki © &§ 28k seas og ace qd QlsocSut iaSauw:s PiSusedn go-go Te) BUT RLS -O50U00g sHUYEydY 0. pas Sl) uBgaesk Gesilo § ravgQu 1 Be OO aAl/ovoUsav Yooros Yi 5 -sacv ad Sa|bVokneg Gano me Vvunn tage heal 1S) O28 005 SoS SL aduy A IS) flo a (2) 1%) ees HH 9- Qe usPookose sage - - Seo: a?|/S seas ~FoSsoaseet eee 285 | 25 = Faam Sat a eI Amara A ey Sq) o voor Loussror 4ZAlW MAAR AAMRAGa DECEMBER, 1902. Marine Engineering. 609 TENTH GENERAL MEETING OF THE SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. The tenth annual meeting of the Society of Naval Architects and Marine Engineers was held on Thurs- _ day and Friday, November 20 and 21, in the assembly rooms of the American Society of Mechanical En- gineers, 12 West Thirty-first street, New York city. The papers presented elicited much general discussion from members present. The first regular session was called to order on ‘Thursday morning at 10.30 o’clock with President Gris- ‘com in the chair. The first business was the report from the secretary-treasurer, which was received and adopted. The council presented the following lists of applicants to admission in the various grades of the Society. The names were read by the secretary and upon motion the applicants were unanimously elected ‘members: Members, 30.—Thomas Edward Artis, chief drafts- man, Bath Iron Works, Bath, Me.; George Hale Bar- rus, mechanical engineer, 12 Pemberton square, Boston, Mass.; Francis Wyckoff Belknap, chief draftsman, ‘Gardner and Cox, 1 Broadway, New York; Holden Allen Evans, assistant naval constructor, U. S. N., navy yard, Norfolk, Va.; Deltof Albert Hector, draftsman, Fore River S. and E. Co., Quincy, Mass.; Frederick Maxfield Hoyt, president, Greenport Basin and Con- struction Co., Greenport, N. Y.; William Hovgaard, professor of naval designs, Massachusetts Institute of Technology, Boston, Mass.; James McKinley, marine ‘draftsman, Union Iron Works, San Francisco, Cal.: Albert J. Mickley, mechanical draftsman, Department ‘of Docks and Ferries, New York city, N. Y.; Edmund Mills, in charge of marine department, The Babcock and Wilcox Co., Bayonne, N. J.; Leonard J. Nilson, proprietor, The Nilson Yacht Building Company, Ferry Bar, Baltimore, Md-; Charles O'Neil, rear admiral, U. S. N., chief of the Bureau of Ordnance, U. S. Navy, Navy Department, Washington, D. C.; Thomas Dor- sey Pitts, chief draftsman, ‘Tams, Lemoine and ‘Crane, 52 Pine street, New York; Charles Bradley Row- land, assistant secretary and engineer, The Continental Iron Works, Brooklyn, N. Y.; Charles Schofield, super- intendent, Eastern Shipbuilding Company, New Lon- don, Conn.; John Addison Baxter Smith, captain U. S. N., head of Department of Steam Engineering, navy yard, Brooklyn, N. Y.; John Amos Stevens, chief en- gineer, Merrimack Manufacturing Company, Lowell, Mass.; Frank Noyes Tandy, naval designer, 31 State street, Boston, Mass.: Philip Marshall Young, chief draftsman, Engine Department, New York Ship- building Company, Camden, N. J.; Rudolph Zirpel, sup- ¢rintendent of construction, U. S. Lighthouse Service, 525 Third street, N. E., Washington, D. C:; George H. Eimert, Axel B. Wallen, Arthur L. Busch, James F. Waddington, Edward Smith, Lieutenant Albert Moritz, U. S. N.; Rear Admiral P. C. Asserson, U. S. N.: Archibald Johnston, Antonius Jervis d’Athouguia, Per- ley F. Walker. ‘Associates, 19.—Adolph E. Boric, vice-president, Beth- lehem Steel Company, South Bethlehem, Pa.: Philip B. Brill, calculating draftsman, Hull Department, Wil- liam Cramp and Sons’ S. and E. B. Co., Philadelphia, Pa.; David W. Dickie, draftsman in charge, office of supervising constructor, Moran Brothers Company, Seattle, Wash.; Edward Persall Field, 53 West Forty- sixth street, New York city; General Eugene Griffin, vice-president, General Electric Company, 44 Broad street, New York; Geo. McQuilken, Jr., electrical ex- pert, Bureau of C. and R., U. S. N., Bath, Me.; Edward M. Mcllwain, president, Bethlehem Steel Company, South Bethlehem, Pa.; Edwin Alan Perkins, naval ar- chitect and engineer, Maritime Building, New York, N. Y.; Matthew Bowen Pollock, carpenter U. S. Navy, U. S. S. Indiana; Rowland A. Robbins, president Man- hattan Supply Company, New York, N. Y.; Henry B. Shields, draftsman, office of superintending constructor. The William Cramp and Sons’ S. and E. B. Co., Phila- delphia, Pa.; Hayden Hobart Smith, manager, Marine Department, Thresher Electric Company, Dayton, Ohio; Henry S. Snyder, secretary-treasurer, Bethlehem Steel Company, South Bethlehem, Pa.; Henry C. Watts, Clark H. Woodward, William D. Dimock, R. J. Dono- van, Henry Rice, John J. Armory. Promotion from Associate to Member, 7—D. H. Cox, assistant naval constructor, U. S. N., Bureau C. and R., Navy Department, Washington, D. C.; Charles James Dougherty, electrical engineer, William Cramp and Sons’ S. and E. B. Co., Philadelphia, Pa.; Wilbur F. Powers, leading hull draftsman, Moran Brothers Com- pany, Seattle, Wash.; Richard H. M. Robinson, assis- tant naval constructor, navy yard, New York: Edson B. Schock, naval architect, 17 State street, New York; James William Lowry Waters, surveyor, American Bu- reau of Shipping, 66 Beaver street, New York; Walter Nee RO Sts Promotion from Junior to Member, 4—Webb R. Bal- lord, Henry N. Whittelsey, Morris M. Whitaker, Dean Clark. Juniors, 52—Harry B. Appleby, draftsman, De- partment of Yards and Docks, navy yard, Brooklyn, N. Y.; Moro Miller Bordon, engine draftsman, New York Shipbuilding Company, Camden, N. J.; Ross W. Bragg, draftsman, New York Shipbuilding Com- pany, Camden, N. J.; Frank Edwin Craig, drafts- man, Neafie and Levy S. and E. B. Co., Philadelphia, Pa.; Frank Harper Crane, superintendent, ‘Theo. Crane’s Sons Dry-Docks and Ship Yard, Erie Basin, Brooklyn, N. Y.; Owen Brooks Evans, draftsman, New York Shipbuilding Company, Camden, N. J.; Wil- liam M. Finkenaur, draftsman, The William Cramp and Sons’ S. and E. B. Co., Philadelphia, Pa.; Harry La- mar Grant, with New York Shipbuilding Company, Camden, N. J.; Henry J. Hack, draftsman, New York Shipbuilding Company, Camden, N. J.; Jay D. Hammond, draftsman, Townsend-Downey — Ship- building Company, Shooters Island, N. Y.; Lyman Fos- ter Hewins, ship draftsman, C. and R. Department, navy yard, Washington, D. C.; Joseph Hunt Holt, draftsman, Marine Department, Midvale Steel Com- pany, Philadelphia; James W. Hussey, draftsman, Scientific Department, New York Shipbuilding Com- pany, Camden, N. J.; Alfred C. Jennings, hull drafts- man, Eastern Shipbuilding Company, New London, 610 Marine Engineering. DECEMBER, 1902. Conn.; Martin C. Kindlund, chief hull draftsman, Burlee Dry-Dock Company, Port Richmond, S. I., N. Y.; Luther W. Krout, assistant draftsman, office of superintending constructor, Harlan and Hollingsworth Company, Wilmington, Del.; Charles L. Loos, Jr., hull draftsman, American Shipbuilding Company, Cleve- land, Ohio; Alfred E. Luders, draftsman, Tams, Le- moine and Crane, 52 Pine street, New York; William MacHattie, foreman builder, Marine Engine and Ma- chine Company, Harrison, N. J.; Clarence Lee Morri- son, assistant calculator, William R. Trigg Company, Richmond, Va.; George Moses Purver, civil engineer, American Bridge Company, 7 West Twenty-second street, New York; Winthrop Melton Rice, drafts- man, John N. Robins Company, Erie Basin, Brooklyn, N. Y.; John Alexander Ross, Jr., ship assistant draftsman, office of superintending constructor, Moran Brothers Company, Seattle, Wash.; Paul Alexander Su- wald, draftsman, Hull Department, New York Ship- building Company, Camden, N. J.; Perry K. Thurston, draftsman, Neafie and Levy S. and E. B. Co., Phil- adelphia, Pa.; Charles C. Turner, hull draftsman, George Lawley and Sons Corporation, South Boston, Mass.; William Uzelmeier, marine draftsman, New York Shipbuilding Company, Camden, N. J.; Wassily W. Wassilieff, draftsman, L. Powers and Company, Philadelphia, Pa.; John M. Watts, mold loft drawing office, New York Shipbuilding Company, Camden, N. J.; Frank B. Whitaker, draftsman, naval construc- tor’s office, Newport News S. B. and D. D. Co., Newport News, Va.; William W. White, draftsman, electrical department, The Wm. Cramp and Sons’ S. and E. B. Co., Philadelphia, Pa.; Alex E. Zetterman, draftsman, George Lawley and Sons Corporation, South Boston, Mass.; Clydé Yeomans, assistant draftsman, C. and R. department, navy yard, New York; Lee R. Stewart, New York Shipbuilding Company, Camden, N. J.; John F. Sullivan, draftsman, navy yard, New York, N. Y.; Les Weir Brownrigg, draftsman, 80 West One Hundred and Thirty-second street, New York; Row- land Dimelow, boat builder, navy yard, Brooklyn, N. _Y.; Edward B. Osborn, Croton-on-Hudson, N. Y.; Wil- liam C. Stauke, draftsman, Western Electric Com- pany, New York, N. Y.; Thomas E. Webb, Jr., drafts- man, navy yard, New York; Howard C. Towle, Axel B. Tappan, Joseph S. Potter, Harold W. Patterson, Joseph G. Bradley, Edward Larhan, Joseph G. Purdy, Ernest Fils, Preston S. Stone, Clarence H. Harden, Lee H. Cummings, Henry B. Spear. The principal feature of the business meeting was the adoption of the council’s recommendation con- tained in its circular of October 24, which had been sent out to each member, whereby the annual dues of members and associates should be $10 per annum, en- trance fees the same, and the dues of the junior mem- bers should be $5 per annum with initiation fee of $5. The vote of the Society received by mail was, in favor of the recommendation, 548; against the recommenda- tion, 99; total votes cast, 657; total membership quali- fied to vote, 719. Upon vote, article iii. of the by-laws was amended, so that the dues should be as above stated. The secretary also reported that the council recom- mend the re-election of the old officers with the fol- lowing changes: In the place of the late Rear Admiral William T. Sampson, Mr. Stevenson Taylor as vice-pres- ident; Mr. A. P. Niblack and Mr. Henry G. Morse as members of the council in place of Mr. Stevenson Tay- lor and Mr. Edward Farmer. These recommendations of the council were unanimously adopted and the list of officers is as follows: President, Clement A. Gris- com; Vice-Presidents, Francis ‘T.: Bowles, Charles H. Cramp, Frank L. Fernald, Philip Hichborn, Charles H. Loring, George W. Melville, George W. Quintard, Irving M. Scott, Edwin A. Stevens, Stevenson Taylor. Members and Associate Members of the Council—W. Irving Babcock, Washington L,. Capps, French E. Chad- wick, James E. Denton, George W. Dickie, William F. Durand, Nathaniel G. Herreshoff, Ira N. Hollis, William H. Jaques, John C. Kafer, Frank B. King, Frank E. Kirby, Walter M. McFarland, Jacob W. Miller, Henry G. Morse, A. P. Niblack, Lewis Nixon, Cecil H. Pea- body, Walter A. Post, Harrington Putnam, Horace See. E. Platt Stratton, David W. Taylor, George E. Weed. Executive Committee—Francis T. Bowles, Har- rington Putnam, Stevenson Taylor, Lewis Nixon, Ed- win A. Stevens; Clement A. Griscom and W. L. Capps, ex-officio. Secretary and Treasurer.—W. 1. Capps. Mr. Griscom when notified of his election said in part: “On several previous occasions I have remonstrated with you for persisting in selecting a comparative lay- man for this high office, but I have none the less been keenly sensible of the honor conferred upon me and beg to thank you for it. At the time of the foundation of this Society, in 1893, the American mercantile ma- rine was still struggling against adverse conditions, largely due to national apathy in all matters affecting our maritime prestige. It is to be hoped that our com- mercial necessities and a quickened public sentiment may serve as potential influences, until the mercantile marine of the United States may again attain that supremacy among the fleets of the world which was once the source of our greatest national pride. While we may well be proud of the development of our navy, we must not forget that the foundation of true naval strength lies in large merchant fleets, from which a war fleet can be recruited in times both of peace and war.” FIRST TECHNICAL SESSION. The technical session was opened with President Griscom:in the chair. In the absence of the author the first paper on the programme was read by Secretary Capps. TECHNICAL TRAINING FOR SHIPBUILDERS. BY HENRY S. PRICHETT, LL.D. Abstract. This paper deals with the general problem of pro- fessional education for the shipbuilder, and in particu- lar with the course of instruction offered at the Massa- chusetts Institute of Technology. The author discusses the relation between the general groundwork for such a course and the professional studies, and illustrates his points by reference to the course of study at the institu- tion referred to. DECEMBER, 1902. Marine Engineering. 611 J ee ATT 1 F ca it ay 3 oe tak one Deena wie Same noe nce Gos RON erie BOL SY RIS OO RON Set smo es tt a ‘ss Sam wowace po area err Se reo se os i ih f i as me rao or Ite haere HARE Ch te i wie statalelit 5 i GROUP OF MEMBERS OF THE SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS, TAKEN BEFORE THE ADMINISTRATION BUILDING, NEW YORK SHIPBUILDING COMPANY, CAMDEN, N. J., ON NOVEMBER 22, 1902. Copyright 1902 by Enrique Muller, Brooklyn, N. Y. 612 Marine Engineering. DECEMBER, 1902. DISCUSSION. Professor Ceci, H. PEasopy: My attention has been called to the fact that in rehearsing the several things proposed undue attention seems to have been given to submarine boats and automobile torpedoes. ‘The fault of this, if it exists, lies with myself; I did not appre- ciate that they were thrown into the apparent prominence which is given to them here. They are well recognized to be of secondary, though great, importance. [his comes out especially in the schedule for the graduate year. ‘he first two years, junior and senior, are now in operation and will be changed but little, except in such manner as may be required by the growth of any live school. The first two years are intended to cover, by lectures in naval architecture, substantially all of the accepted theoretical work, and perhaps it is not wise to go further into that. Proressor W. V. HovcAarp: sections. The work is in three The first section is the real design work. That is laid out on very much the same lines that it was at the Naval College in Greenwich, but with this dif- ference: In Greenwich we had two students on one design, while we give each student here his own inde- pendent design. ‘The second section consists in a series of lectures, which begin with the history of the develop- ment of warships. It gives a history, both for coasters and for other important types of warships, and the relation of how the different steps in the development have been brought about. After the historical part, the next lectures will be on the theory of naval design. They are to contain a discussion of the general prin- ciples, for choosing and settling upon the elements of a design. The last part of the lectures will consist in the discussion of the structural arrangement of warships: comparing American, English, and French warships, in a general way. ‘The lectures will be accompanied by a great number of compilations of data which we hope will be instructive and useful to the students hereafter. These lectures, as well as the structural lectures, are lined out much on the plan of the well-known book of M. Comeaux. ‘The third section is to consist of visits to the shipyard. Thus I hope to give them a certain aptitude for the interpretation of working drawings, which I think cannot fail to be of value to them later on in life. Rear ApmirAL Francis T. Bowres: Without dis- cussing the means or the methods of instruction set forth in this paper, I want to accept Dr. Peabody’s apo- logy for the undue prominence given to the submarine boat. That was hardly necessary, because the study of submarine boats, from a student’s point of view, is prob- ably one of the most intricate in the study of naval ar- chitecture. What this paper really intends to present is this: The Government of the United States, having been in the habit of sending its students abroad for instruc- tion, has now concluded to instruct them in this coun- try; and this paper is a notice to the profession of that fact, and also that we are quite willing to instruct other people. Nava Constructor Paxton: I have had special op- portunity for following the work of young naval stu- dents, and I want to emphasize a little as to the prac- tical work which they are doing, and bring out that each week these students perform manual labor in the shops—the juniors; and the seniors each week study shop management and shop administration. Thus we put them in touch with the workingmen, and they can understand the feelings of a good mechanic and know how to sympathize with him in his work—which is the work these students must direct in the future. Mr. W. G. Forzes: This paper is of very great in- terest to me, being on the New Jersey State Board of Education, and I want to emphasize one or two points which I think are touched upon here too lightly. In the delightful remarks of our president at the opening of the meeting to-day, he spoke about the facts of American shipbuilding. Now, there is nothing that will bring about American shipbuilding so much as having technical men in charge of the shops, in positions which to-day are always handed over to men of good mental ability, but who lack that technical training which is spoken of in this paper. Within this room there is a gentleman who took charge of my shop as its foreman. He was just such a technically trained man. It was perfectly marvellous, the difference that that young man made in that shop in a very short time. Now, it is to that style of man that we must look, who will assist us in making our merchant marine what it should be—the leading merchant marine of the worid. ‘ake a map of the world, and then take a blue lead pencil and mark the lines of great sailing vessels, and then with a red lead pencil mark the lines of those great steamships. It will look like the chart of the human body, with veins and arteries; but they almost all terminate in that little heart of a country—England. Let us impress upon those we come in contact with the value of this technical train- ing, so that those lines will run to our country. Mr. W. H. Jaques: I think perhaps this Society will accept the recognition of the influence of technical training which has permitted and fitted this country to take care of itself. I think there is no other member of this Society who will admit it more than Admiral Bowles, in the recognition of the foreign training which has permitted us and admitted us to the first place in the world of naval administration. Mr. Stevenson ‘Taytor: The necessity for this technical training is being shown in the institution of which I had the honor of being president, and the suc- cess with which the students who graduate annually from that institution obtain good positions. Unfortu- nately, none of you gentlemen can come to that insti- tution because you are all too well off, as it was founded by the beneficence of one of the class so well spoken of in this paper, a shipbuilder, William H. West. Navat Constructor Wiiiam H. Varney: I wish to add one thing to what has been said here. Some of the older members of this Society and some of our naval constructors recollect the day when our American wooden ships were the best ships there were in the world. We lost that prestige, but we are in hope that we will presently regain it. We lost it because foreign countries made a more technical study of shipbuilding than we did. But we are now regaining it, by taking ad- vantage of what they have done, and then adding our American inventive genius to it, which enables us to go forward to success. DECEMBER, 1902. Marine Engincering. 613 PROGRESSIVE TRIALS OF THE SCREW FERRYBOAT EDGEWATER. BY EDWIN A. STEVENS, VICE-PRESIDENT, AND CHARLES P. PAULDING, JR. Abstract. The Edgewater is a screw ferryboat of the usual type with a screw at bow and stern. This paper presents the results of three sets of trials as follows: (1) with one screw astern; (2) with the same screw ahead; (3) with both screws. ‘The dimen- sions and characteristics of the boat are given together with the complete data taken on the various tests, and the results derived from this data are presented in graphical form. ‘The speed-revolution curves given were worked up by the method described in a paper on “Tidal Corrections,” which forms part of vol. vii. of the transactions of the Society of N. A. and M. FE. ‘The necessary descriptions regarding the method of reduc- tion of the data are given, so that the entire work may be checked or such other use may be made of the data as might be desired. Naturally the results showed the best propulsive efficiency for a single screw working at the stern, next for both screws, and the poorest for the single screw working at the bow. DISCUSSION. Mr. F. L. Du Bosque: This is a very interesting paper, particularly to those interested in ferryboat de- signs. It is very gratifying to see the low admiralty efficiency of this boat. I do not like to say that this boat seems to run on a ferry which permits of that low efficiency. Every trade has certain limi- tations which require certain amounts of data in different directions, and it seems very inter- esting, as a contribution to this paper, if the author could exclude those calculations in the discussion. It is well recognized that having a certain form of hull, which is limited in proportion to the ferry on which the boat is going to run, that very little gain can be obtained excepting by some improvement in propulsion. In a paper read before the Society in 1896, certain lines were suggested, I think, by which that gain could be ob- tained. As you are aware, these boats have a screw at each end, and the system is inefficient. In the case of the Edgewater, it appears that about 25 per cent. more power is required to run that boat at her usual speed with two screws in operation than with one screw push- ing at the stern. It would seem quite desirable to save that 25 per cent. if possible. At the trial described on the ferryboat Cincinnati, experiments were made to try and overcome that loss of efficiency of the power of-the screw. In the case of the Cincinnati it amounted to about 16 per cent. Since then a system has been put into effect which practically does overcome that loss. I would describe it by saying that it is simply by designing a wheel that has a very limited backing power. Some of the ferryboats around in the harbor are equipped with wheels very similar to those used on the fast tor- pedo boats, where the blades incline to a very con- siderable extent. It has been found that this type of wheel requires less power to propel with two screws in operation than it does with one screw in the stern. Mr. Stevens: I wanted especially in preparing this paper to avoid any question of comparing different boats, because the custom on different lines cannot be com- pared. ‘Taking the Edgewater and the Cincinnati, | may say that in the case of the Edgewater it was desired to obtain the speed because the company was unable to af- ford a large number of boats. Therefore, speed in crossing the river was the decided consideration; the team travel being comparatively light over that route, and therefore the load at the end of the boat com- paratively small. These conditions were exactly re- versed on the Cortlandt street ferry, where the Cincin- nati was put on. She was designed with a very much harder shape and hull—a rather difficult design hull. At low speed, taking into consideration the fact that the boats were run by steam thirty per cent. of their actual time, the amount of saving was comparatively small. These facts are only given because in a case were a designer to go from first experience in these boats to any high-speed boat, these figures would become of some value. But I want to disavow any intention of having these figures taken at all as criticising other designs. What I wish to say is in regard to the figures quoted by Mr. Du Bosque, of 25 per cent. of power in using two screws over one screw; that is approximately the figure I have arrived at. The justification for the double screw _ arises from the fact that if you take the power neces- sary to drive a boat with a single screw ahead, the mean of that and the power for the single screw astern will be found higher than the power used for two screws. Of course, besides that there comes the fact of maintenance. The bow screw gives more handiness. stopping power, and control, and especially the saving of time in entering and leaving slips, allowing the boats to maintain their speed very much farther into a slip. The use of a screw with full backing power has, I un- derstand, been followed with very decided gain in the case of the Pennsylvania ferryboats. I would call at- tention to the fact that most of the boats that I have had anything to do with previously have had screws designed to be equally efficient in both directions. Judg- ing from these trials, I would consider that that which is only a small departure in the direction indicated by Mr. Du Bosque has given the result. Probably better result could be obtained with the wheel which he sug- gests, more of the Thornycroft type. Mr. Du Bosque: I had occasion to compare the screws of the Edgewater with a screw that we hap- pened to have on the boat, and the result appears like this: The Edgewater now requires 520 horse power to propel the boat with 141-2 per cent. slip. In the com- parison of the effective thrust it is necessary that the slip should be identical. A wheel with a similar ef- fective thrust, 14 1-2 per cent. slip, will be propelled on the Thornycroft wheel with a saving of 65 horse power, or 18 per cent. I found that the admiralty coefficiency of the Edgewater was raised to 104 by the use of this wheel, which I consider to be extremely high for a ferryboat. POSSIBLE AND FUTURE DEVELOPMENTS IN THE USE OF ELECTRICITY ON BOARD SHIPS. BY F. 0. BLACKWELL. Abstract. A comprehensive discussion of the different features of electrical machinery on shipboard is given by the 614 Marine Engineering. DECEMBER, 1902. author under the three general subjects, substitution of steam turbine for reciprocating engines for driving elec- tric generators, the use of alternating-current genera- tors and motors of continuous-current apparatus, and the operation of all auxiliary machinery on ships by electric motors. Under the first heading the author be- lieves that the steam turbine cannot be regarded as a general substitute for the reciprocating engine, as its speed is too high for direct connection to most ma- chinery or for safe use of gearing; forthe electrical drive, however, it is ideal. Compared with the reciprocating engines in slow-speed generators now in use, a turbine plant could be installed which would have but one- quarter the weight and take up but one-tenth the space. The efficiency is very high for the turbine at both full and partial loads, namely: about 20 pounds of steam per kilowatt hour at full load and 22 pounds at one-half load, in comparison with 30 to 50 pounds for recipro- cating compound engines running at full load and 4o to 65 pounds at one-half load. Alternating-current sys- tems, generators, motors, and wiring are discussed both in the matter of design and in application. ‘The author believes that all auxiliaries, including the feed pump, circulating and air pump, should be driven by motors, thereby greatly reducing the steam consumption. A table is given showing the number of auxiliaries, with their rated and ordinary horse power, to be installed on the battleships Connecticut and Louisiana, and a plan is submitted whereby all this machinery might be driven by electricity. He would divide the electric power into two separate plants, each to contain two units of 300 Kw. each. The present plans call for two separate power plants each to contain four 100 Kw. units. The power required for lighting, searchlights, driving the turrets, steering engines, anchor windlass, hoists, blowers, and pumps is taken up in each individual case. In conclud- ing the author would recommend for transmitting power the polyphase current, and the induction motor for constant speed, and that the steam turbine should be used for driving the generators. DISCUSSION. ADMIRAL BowLeEs: It is a most interesting and timely paper, and the author is most certainly entitled to the thanks of the Society for the very clear manner in which his points have been made. I am entirely in favor of the extended use of all electrical auxiliaries on shipboard, and in the designs of the new battleships, the Connecticut and the Louisiana, all of the auxiliaries under my control are operated by electricity except the steering apparatus and the windlass. The Navy De- partment has begun the introduction of electrical steer- ing gear, and has taken up the matter cautiously, feeling that the systems at present used are not entirely satis- factory. The point made by the author of the paper in regard to centrifugal pumps is an interesting one, and I believe in the Connecticut and in the Louisiana the first use is being made of the centrifugal pump for minor auxiliary purposes. I feel that there ought to be some doubt expressed as to the very extended use of centrifugal pumps, recommended by the author of the paper, because any person who has had to operate cen- trifugal pumps under circumstances where I may say life and death depended upon its operation is familiar with cases where the cussed thing wouldn’t work, and nobody could find out what was the matter with it. I may also say that there are various influences which prevent the extension of the use of electricity for aux- iliaries on shipboard. The chief engineer, for instance, is not generally in favor of electrical auxiliaries, because he cannot turn on the juice without asking permission, which he can readily do when he uses his own steam. That seems a trivial thing, but it is really of very great importance. Mr. J. G. Winsuie: On the subject of auxiliaries, I have had some experience with the electrician or the de- signers of electrical machinery, and I have always found that the electricians preferred to use steam power for all their auxiliaries. We are in a position now to state that the centrifugal pump is going to be used more than it was. I have been quite surprised lately—and I have had considerable experience with pumps—in one of our factories to find that they were so far ahead with the centrifugal pump. For instance, the other day I asked for an estimate, or some data on a centrifugal fire pump, and with your permission I will read you the letter that I received: “Referring to your recent inquiry in regard to fire pumps to handle approximately 3,000 gallons of water against a maximum pressure of 160 pounds, we would offer turbine pump, running at 450 revolutions per minute at a maximum pressure of 160 pounds, and 350 revolutions for a minimum of I00 pounds pressure.” I want to say, respecting the experience with cen- trifugal pumps, that we will not even stop at the air pump; some of the experiments have been made in our work where the pump used was an air pump, and it was quite a success. I think you will find that as we go along with the centrifugal pumps that they will be used more than ever. Naval Constructor VARNEY: Some years ago, while superintending a small vessel, I ran into a little difficulty in reference to ventilating that vessel. I conceived the idea that electricity would be very beneficial and save a great deal of room. It would save long and large air ducts, by substituting a number of small electrical fans. I immediately ran against a snag, for I found that the electrical power being controlled by another department, they raised objection to it. That has been a great draw- back in the substitution of electricity, as I have found. I believe that electricity could be used, and should be used largely in ventilating ships, and in other places, as far as possible. I see no difficulty in the ventilating system, because it would do away with these large air ducts, and would certainly save a great many steam pipes. LIEUTENAN’T-COMMANDER WILLIAM P. WHITE: Hard- ly enough importance seems to have been given to the matter of the turbine drive for main dynamos. The control of the compound engine that is installed on board ship is simple enough, but it is not simple in re- gard to the saving of steam. If a vessel is going into action, where the work on the motors to drive the am- munition hoists is going to be very intermittent, it will need at some times a great deal of steam and at other times very little, and it will be necessary to have all the dynamos, or the majority of them, running, and it will be just at that time when the call upon the engineer to drive his engines as fast as possible and use as much DECEMBER, 1902. Marine Engineering. 615 steam as possible will take place. Now, if we can do something to limit the use of steam in driving the dynamos, we will make one step in advance in regard to the speed of the engine. The use of electricity in vari- ous parts of the ship, as far as I know, is not opposed by any officer or any set of officers, or by any bureau. It is simply a question of who controls the building of the motors and installing them. ‘The matter of the method of using the current can be carried on with the present installation in regard to lighting, but of course will have to be changed in regard to the power. It will be simply a question of changing the wiring. But in designing the ship, in reference to the electric wiring, or if the electric wiring is going to be very extensively used, some consideration must be made for carrying the wires from the dynamo to the different parts of the ship. It is customary in some ships to carry them through the compartments that lie outboard and below the protected deck. It is so done in the open wiring in the Kentucky and in the Kearsarge, I believe, where they have the three-wire system. If those com- partments should accidentally become flooded, or even if there was a slight collision, it would throw the entire electrical plant out of order on one side. of the ship. We ought to make an allowance for that, by making a complete system on different sides of the ship. But it is not desirable to run the wires or to run the piping in the passageway immediately behind the armor, because any injuries to the armor will break up our electrical connection. For that reason there should be some ar- rangement made for carrying the pipes fore and aft of the amidship line. That could doubtless be done if the original design of the vessel was arranged in that way. Mr. WHEELER: In regard to this question of econ- omy, I wish to say one thing: The reciprocating engine gets a pretty black eye in the United States Navy when it drives generators, and this arises from a condi- tion that I do not think is generally known. ‘The navy demands an engine that is practically one-third larger than is necessary. That is very detrimental to the economy sought. It also demands that that engine shall run under conditions of low pressures of steam and high pressures of steam. ' The author of this paper did not speak much about the weights. Now, that and the application of elec- trical motors for the machinery is a very important matter on naval vessels. I had occasion recently to design a high-grade vacuum pump for use with steam turbines where they expect to get 281-2 inches. It was necessary to elaborate somewhat, but I found that the weight was more than double and the floor space two or three times as much as would be required by a recipro- cating air pump. Speaking of the Minneapolis trial trips, I hardly think it is fair to quote, because it was a notorious fact that the auxiliaries of that ship were in a very bad condition and the selection of many of them would not be tolerated to-day. For instance, the dynamo engines were in such bad condition that upon repairing them they used exactly one-half the steam, and many of the auxiliaries were entirely ill-proportioned for their work for the best economy. In fact, there were many of the auxiliaries that could have been compounded with very good result. ‘There is one thing that is going to be of great advantage to the steam turbine, and that is the doing away with oil. If we can adopt that motor for auxiliaries, pumps and otherwise, it will be a grand thing to do, although we are adapting ourselves to-day to run without oil. We ought to place the economy of these turbines a little better than they promise. I think the future for the steam turbine is very promising, especially in connection with rapid-running machinery like centrifugals. Naval Constructor VARNEY: In the use of a cen- trifugal pump, the efficiency of the pump is much bene- fited by having it as low down as possible, even if it is running in the water itself. May I ask the author of the paper how that will work with an electrical motor near the water, where it is liable to become short-circuited or destroyed? I would like to know what the author of the paper thinks about that, and whether he has con- sidered that subject. Mr. BLACKWELL: Of course motors are used very extensively for mining and for sunken pumps, which are liable to be submerged quite often. Such pumps are made entirely enclosed. However, we have made them so that with 50 or 100 pounds steam pressure they have worked without leaking. "The only difficulty with them is that the heat radiated in them must be carried off, to keep the motor within safe lines. If it was entirely under water there would be no trouble with it; but in a sunken pump, where you are running part of the time in water, we have the motor of the pump water-jacketed, so that the water passes around the motor and goes out in the stand-pipe, and that keeps the motor cool and permits the use of an entirely enclosed motor. SECOND TECHNICAL SESSION, The session was opened at two o'clock with Ad- miral Bowles in the chair, and, in the absence of the author, the following paper was read in abstract by the secretary: PRELIMINARY OFFICIAL TRIAL OF THE UNITED STATES BATTLESHIP MAINE. BY ASST. NAVAL CONSTRUCTOR J. W. Abstract. This paper contains the usual data of trials conducted by the Government, and also takes up the question of general hull ventilation. Thermometers were placed in all parts of the vessel and records made of the rise in temperature when under full power. Some interesting photographs, showing the wave forms, are appended, and an outline of the wave profile at 18 and 17 knots speed is given. ‘In the reversing test it took but 9 seconds from full speed to stop the engines, and 5% seconds frcm “stop” to “astern.” From “stop” to “full speed astern,” 5714 seconds. The third feature of the test consisted in the turning experiments, which showed™ very valuable results. The final test of the trial was made on the anchor windlass and anchor handling gear, which consisted in dropping the anchors in deep water, the starboard bower to 90 fathoms and the port bower to 60 fathoms, and hauling them both together. On the four-hour official trial the true speed for the first run was 17.772 knots, and for the second run 18.228 knots. POWELL, MEMBER. In the absence of the author the next paper was read by Mr. A. M. Main. 616 Marine Engineering. DECEMBER, 1902. THE WATER-TUBE BOILER IN THE MERCHANT MARINE. BY WILLIAM A. FAIRBURN, MEMBER. Abstract. This paper opens with a brief historical presentation of the evolution of the water-tube boiler from the earliest types to those of the present day. ‘The author then takes up the discussion of features to be considered in the design of a water-tube boiler suitable for merchant vessels. ‘These in his opinion may be stated under the following heads: . 1. All tubes should be absolutely straight and of uni- form length. ‘They should be of seamless drawn steel or nickel steel, very uniform in quality, and as near non- corrosive as is possible, with a ratio of length to dia- meter not exceeding 30 diameters. ‘These tubes should be submerged and be placed on an angle of about Io degrees from the horizontal. The boiler should be sectional, with front and back headers, or a compound front header with circulating tubes within the generat- ing tubes. The tubes should be not less than three inches diameter, more preferred, and have a thickness varying from No. 5 to No. 8 B.W.G., according to size and location. 2. The steam drum should be placed at the front of the boiler with its center square with the tubes. The water level should be at the center or a little below the center of the drum. ‘The drum should be not smaller than 45 inches diameter when space permits. If back headers are fitted, the steam discharge to the drum should be horizontal and connect to the drum at the water level. The interior of the drum must be made accessible. No part of the drum should be exposed to the hot gases. 3. The headers should be of wrought steel. No cast metal should enter into the construction of any pressure part of the boiler. The proportioning of the relative areas of the headers, uptake and down-cast, determines the capacity of the boiler and regulates the circulation. 4. The water circulation must be active and positive, and follow a defined path. The more rapid the circula- tion of water over the heating surface, the greater the evaporation. 5. The furnace or combustion chamber should be high, at least three feet, so as to thoroughly mix the gases before coming in contact with the heating surface. 6. All parts of the boiler exposed to the gases or pressure, particularly the exterior and interior of tubes, should be accessible for cleaning and repairs. It is necessary to keep the outside of tubes free from soot and fine ashes, the latter being especially destructive when moisture, such as is obtained from an attempt to clean from the outside with a steam jet, is present. A boiler composed of tubes that can be drawn from the front for examination possesses great merit. Ex- panded joints are preferable in many ways, but the necessity of keeping a boiler clean is of vital import- ance. 7. The boiler should be easily drained without re- sorting to siphoning or the withdrawal of elements or individual tubes. 8. The headers should be of corrugated form, the tubes being staggered, with no straight paths for gases between the same. 9g. There should be a mud drum or receptacle ar- ranged for the reception by gravity of solid foreign mat- ter separated from the feed water. 10. Ihe path of the gases leaving the furnace or combustion chamber should be approximately square to the tubes, and such that all the heat possible is ab- stracted from said gases before they enter the uptake. Efficient baffling can only be determined by experiment, and the nature and extent of the baffling will vary for the various rates of combustion. Proper baffling with reasonably good firing will eliminate the criticism of high stack temperature. Ir. The air supply to the fires and furnace must be ample, but not excessive. Air supplied under pressure over the fires from all four sides of the boiler may be found desirable. Distance between fire bars is of great importance. Hot-air supply and induced draft may be found exceedingly efficient for water-tube boilers. 12. The boiler should never be placed with steam drums forward and aft, and tubes athwartships, in any ocean-going vessel, or in any vessel navigating rough waters. 13. The boiler should be capable of being built in any well-equipped boiler shop. ‘The parts should be simple and of uniform construction, with as few differ- ent parts as possible. A large number of spare parts to be constantly carried at sea is undesirable. ‘The boiler should be built so that it can be readily repaired by the vessel’s own staff, no extra skilled labor being necessary. 14. The boiler should have a large ratio of power to unit of floor space and volume. 15. The boiler must stand forcing and maintained se- vere service. 16. The casings should be air-tight, built of heavier material than is usually used, and well insulated throughout in a manner that will stand the test of time. 17. Dry steam must be generated and the steam should have free and unobstructed escape to a steam dome placed at the center of the drum, from which the dry pipe leads to the main steam pipe. No separators or reducing valves should be permitted having for their object the drying of steam. : 18. The feed arrangements should be simple and re- quire no elaborate automatic apparatus. 19. The steam should be generated at a pressure equal to the working pressure of the engines. The boiler must be suitable for high pressure. 20. No screwed connections should be exposed to the gases. 21. Economizers placed in the uptakes are very effi- cient, but their inaccessibility and great cost of upkeep do not warrant their adoption. The feed water must, however, be injected into the boiler at a very high tem- perature. 22. The use of induced draft and air heaters, per- mitting a low stack temperature, making the installation independent of climatic conditions and causing a cool fire room, is considered favorable for a marine water- tube boiler installation. 23. The pressure on feed lines should not exceed the boiler pressure, and the feed system should be such that the amount of air in water is reduced to a mini- muni. 24. Mechanical stokers or oil fuel will probably be DECEMBER, 1902. Marine Engineering. 617 used, and great gains result from better combustion, more regular uniform heat, constant steam pressure, and the prevention of loss of heat caused by frequent opening of fire doors. 25. The boiler must have absolute freedom for ex- pansion. 26. The boiler must respond quickly to any sudden or unusual demand for steam and carry a steady water level. 27. The weight of the boiler should show approxi- mately the same relative advantage over the weight of Scotch boilers as the water-tube boilers discussed in this paper. The parts should be light and easy to handle. 28. The thermal efficiency of the boiler must be equal or superior to that of any fire-tube boiler tested by the same unprejudiced engineer under exactly similar conditions. 29. The boiler must be capable of showing good re sults when burning inferior coal. 30. A tube should be renewed or plugged without re- moving any other tube or pressure part, or cooling down the boiler, other than by blowing off the pressure. The component parts should be independent of one another, so that the removal and repairs of one part do not dis- turb other parts. 31. Sufficient water should be carried in the steam drum to give the boiler a period of about twenty min- utes before the water in said drum is evaporated, pro- vided the feed is shut off and the boiler continues steaming easy under the usual natural draft condi- tions, burning about fifteen pounds of coal per square foot of grate surface per hour. 32. The steam space in cubic feet should be about equivalent to the grate surface in square feet. 33. The ratio of heating surface to grate surface should be not more than 40 to 1, and possibly less for natural draft conditions. 34. Suitability for rapidly raising steam. 35. Must be capable of being built in large units, and if worked entirely from the front, or front and back, side battery construction may prove advantageous. 36. Should consist entirely of cylindrical components with spherical ends, all parts being self-sustaining with- out staying. 37. The cost should be no more than that of a Scotch boiler. The author then considers in some detail various modern types of boilers relative to the various require- ments as laid down, and concludes that the successful water-tube boiler of the future that will ultimately dis- place the Scotch boiler for deep-sea merchant work will be designed upon experience gieaned from the working of such boilers as the Niclausse and Babcock and Wilcox. In connection with the discussion the various ad- vantages and disadvantages of: these types are pre- sented in detail, and comparisons are made between the straight large-tube types and the cylindrical fire-tube type. The subject of mechanical stokers is also discussed in its relation to the marine field, and its various ad- vantages and disadvantages are pointed out. Similarly the subject of oil fuel is taken up and discussed with particular reference to its use in water-tube boilers. The paper is accompanied by a large number of plates illustrating various types of boilers, and in particular the Niclausse, and certain types of mechanical stokers. DISCUSSION. THE CHAIRMAN: Gentlemen, you are no doubt ready to support the Chair in congratulating the reader on the excellent abstract he has presented of this compendious paper. It also directs your attention to the excellent theories of 37 commandments to be followed by builders of water-tube boilers. No doubt the conclusion stated in the paper upon the various points will give rise to a very interesting discussion. Mr. A. H. Raynar: I have listened to the paper by Mr. Fairburn with great pleasure, and find it of much interest. he author has gone over the ground of the: history of the water-tube boiler in a very admirable way, and has compiled data which are certainly of value. There can be no graver question before the naval archi- tect or marine engineer than the determination of the proper installation of boiler power. A mistake in the selection of the right type of boiler has been fatal in many cases. ‘The experience of the British navy, re- cently brought so prominently before the engineering world, shows the importance of this question. While the author carefully quotes a certain classification or grouping of types arranged by Bertin, although differ- ing materially from those by other writers, he couples the Babcock and Wilcox and the Niclausse boilers so closely and so frequently in his paper that when one reaches the end of the paper there may be doubt in the mind of the reader which is which, and whether there is much, if any, difference between these two types; or if there is any, that it is of so small an amount as to be of very little importance. It is this feature of the paper to which, as an engineer somewhat acquainted with the history and the development of the water-tube boiler in the United States, I object. The statement is made: “The only large installations made in American steamships have been branded failures, Babcock and Wilcox boilers being condemned in one vessel and Belleville boilers in the other two.” That there were two failures of the Belleville boilers is an accepted fact and need not be discussed here. The failure of the Babcock and Wilcox boilers, however, I would em- phatically deny and would challenge the writer of the paper to bring proof of. It is true the Babcock and Wilcox boilers were taken out of the Grande Duchesse, but under what circumstances? It would have .been worth a good deal to the engineering profession had the conditions been ventilated in court and the reason found why a battery of boilers that was installed to de- velop 5,600 H.P. and actually developed over 8,000 H.P. continuously from New York to Savannah should have been condemned. ‘Their true history forms one of the grandest proofs of the safety and efficiency of the Bab- cock and Wilcox boiler. In paragraph 13, on page 4, the condition of repair by the vessel’s own staff without extra skilled labor is certainly not fulfilled by the Niclausse boiler, while for all reasonable repairs it holds good with the Babcock and Wilcox boiler. A tube that is rolled into place can be readily cut out and replaced by common laborers, and this has even been done by firemen of the ship. I know of cases where the boilers of farm engines have been retubed by green 618 Marine Engineering. DECEMBER, 1902. hands fresh from the farm, and I am even aware of cases where boilers were retubed by prison laborers who never had been inside of a boiler or had a boiler- maker’s tool in their hands before. Paragraph 15 is a very important condition, referring to the absolute ne- cessity for a boiler to be able to “stand forcing.” With the little experience had with Niclausse boilers in war- ships so far, it may readily be asserted that the Ni- clausse boiler cannot stand forcing. Whenever at- tempts have been made to force the boilers they have become leaky and the economy has been impaired to such an extent as to cause almost a total failure. On the other hand, repeated experience with the Babcock and Wilcox boiler in our navy has proven that this type of boiler can stand forcing for a long time with- out any detrimental results. I have shown enough, ! think, to prove that there is considerable difference be- tween the Babcock and Wilcox and Niclausse boilers; enough to warrant me in asserting that they should not be classed together; enough to show that they do not be- long to the same type. On page 14 the author speaks of the preference in the installation of boilers in favor of the Belleville and Niclausse boilers, and concludes that “the figures for the Babcock and Wilcox boilers are not as good as these boilers usually show.’ ‘This assertion falls to the ground completely when it is considered that the Niclausse boilers cannot be placed athwartships on account of the roll of the ship. I assert that this ques- tion of installation is entirely one of skill of the design- er, and it is a fallacy to so closely pack together boilers that their inspection and cleaning are jeopardized. On page 24, paragraph 4, the author refers to the economy of water-tube boilers in general, and makes the statement that “the water-tube boiler is not at present as economical in continuous steaming as the best type of fire-tube boilers.” I would emphatically deny the accuracy of this statement. Water-tube boil- ers have been proved to be economical, and in this respect they have only failed when improper baffling was arranged in them. We have definite proof that not only are the water-tube boilers as good in economy, when properly designed, but that they even .are more economical than Scotch boilers. One of the most con- vincing proofs of this statement can be found from the data of the tests of the boiler for the U. S. S. Cincin- nati. Not only was this boiler eminently economical in the trials ashore, but the almost phenomenal results of this ship on her late cruise have demonstrated that the same results are obtainable afloat as well as ashore, even when proper firing is handicapped by a comple- ment of green firemen and under the severe exigencies of actual service requiring the ship to be ready for any emergency at a moment’s notice. On this subject I would like to submit a few figures that I have not with me at the present time, but with your permission, Mr. Chairman, will submit later in writing for record. The author’s statement that “the boilers of Niclausse type are splendidly designed to take care of uneven ex- pansion of tubes” is certainly correct; but it must be added in this connection that in their desire to empha- size this point, the designers have sacrificed more im- portant points. Besides, it is a positive fact that this loudly-heralded disadvantage of water-tube boilers, that have tubes held at both ends, has caused no seri- ous inconvenience in actual practice. If this type of boiler were unable to take care of the expansion of tubes the Babcock and Wilcox boiler could not exist to-day, instead of being a living example, nearly forty years of age, of the misconception and error of this alleged serious fatality. The section on inclination of tubes and the relative efficiency of straight and staggered rows of tubes refer to the often-quoted experiments of Watt. Now, while Mr. Watt could lay down a great many essentials of how a water-tube boiler should be constructed, the fact remains that he never succeeded himself in building one that amounted to much; and the author referring in this paragraph to the advantage of staggered tubes against rows, showing on page 12 very clearly a perfect arrangement of staggering of tubes in Fig. 1, omits to state the fact that this method of staggering is not pur- sued in the construction of the Niclausse boiler of the present day. The tubes are not completely staggered, but leave almost a straight way between two adjoining elements, so that their claim of 18 per cent. saving would probably be reduced to 9 per cent., as the Ni- clausse boiler is only, if I may use the term, a half- staggered boiler. When the author speaks of the Bab- cock and Wilcox boiler and says: “Its defects can be practically summed up in one clause—difficulty in keep- ing clean,’ he gives the greatest possible praise to that type of boiler, for if this is the only objection that can be raised against the Babcock and Wilcox boiler, and its very existence to this day disproves the truth of this statement, there is nothing left but the conclusion that the Babcock and Wilcox boiler is one very close to perfection. THe CHARMAN: Fortunately for the management of the Society, Mr. Raynal’s train was late and he evidently had plenty of time coming here to read the paper through and prepare this very able discussion that he has presented to us. The Chair sees other gentle- men present who can doubtless add to the interest of this discussion. Mr. M. T. Moore: I would like to ask if any one knows why the Belleville boilers were taken out of the steamships Northwest and Northland. Mr. R. L. NeEwMAN: Being one of those unfortunate- ly connected with the installation of that plant, I will say that the Belleville boilers were removed because of faulty circulation. We found that the second row of tubes would continually burst on the top side. The cir- culation was so defective that a steam blister would form on the tube and the top would split through local heating, That was the plain cause of those boilers coming out of those steamships. ‘There is just one word which I would like to say in reference to Mr. Raynal’s remarks. I remember some eight years ago reading Mr. MacFar- land’s paper on the subject with a great deal of interest, and investigating the tube boiler, so much so that I thought that boiler was the only boiler extant. It is true that the first cost of construction is somewhat ex- pensive. It possesses one very great advantage, and that is the ability to remove one of the tubes and re- place it, which I think no other water-tube boiler pos- sesses to-dav. I do not think it is a good boiler for forcing, however. For the mercantile marine, it strikes me that the boiler has one very good feature, and that is that it should be able to supply dry steam. DECEMBER, 1902. Marine Engineering. 619 Member: Mr. Moore was asking the question why the Belleville boilers were taken out of the Northland and the Northwest. I would like to ask why, since these boats have been supplied with the Scotch boilers, they have not been as regular in their trips as in previous -years. The Northwest, as I understand, has never made her time yet. Mr. W. Irvine Bascocxk: I have just returned to-day from the Great Lakes, and while there I met some friends on Lake Superior, and asked them this same question. I was given to understand that the Scotch boilers were not giving the power that they had ex- pected to derive from them. Now, probably that may be due to the coal they use, but it is true that they are not able to run on the schedule they were intended to do. Mr. Moore: I asked the question because I wanted to see if anybody thought as I did, and now that the question has been answered I see that they did think as I did. I made a trip three years ago from Buffalo to Duluth on either the Northwest or the Northland, and at nearly every port we stopped at we changed elements and firemen. When we got to Duluth they hoisted out about 12 or 15 elements—as they called them—and they were all split exactly as Mr. Newman has stated. The chief engineer told. me that the only way that he could keep firemen when he left Buffalo was to give them knockout drops. Those tubes looked as if they were split open while red hot. They were perfectly clean inside and out. Those steamships at that time did not make their time by any means, and I think it would be impossible for them to do so. Mr. Newman: I think on the lake that one season the Belleville boiler ran very successfully, and the sea- son when it did run so successfully I understand they imported Spanish firemen and the engineer was a Scotchman. The trouble usually is, you see, that the firemen that they get up there on the lakes are a very inferior type of men. The Spanish firemen on the ves- sel on this occasion were not able to speak English, and they simply obeyed orders, they fired regularly and they fed regularly, and perhaps that is why the thing worked so successfully that season. One great trouble with the native firemen that they get up on the lakes is that they think they know all about firing and they won’t take orders. Perhaps that is one reason why they have condemned boilers of the Belleville type in this coun- try. Mr. James G. Winsuip: Now, I can go back to the time when the naval vessel was filled full of boilers and third assistant engineers. But. I must say that at that time the ship generally got there. The late transactions of the United States navy developed the fact that one ship out of the fleet made a trip of ten or fifteen thousand miles with steam up all the time and was ready for action. Some of the other ships, as the records show, were not in action and couldn’t get in action. Now, the point is, if the Scotch boiler and the water-tube boiler can get a ship in action, then that is the kind of a boiler they want. I used to be in the transport service. The army had charge of us. If our ships were not ready, we were liable to be thrown out of service. When we were getting one thousand dollars a day, the owners held the crew responsible for getting there. The idea of boilers for a naval vessel or for a mercantile vessel is to have a boiler that is always ready. Mr. Du Bosqur: ‘This paper seems to decide in favor of a proper water-tube boiler and the inference is for the mercantile marine. It is surprising, therefore, that the author of the paper, who has spent a great amount of time on the paper apparently, has not studied the mer- cantile side of the water-tube boiler. There probably are more small-tube boilers in the mercantile marine than large type of boilers, and, I might say, running very suc- cessfully. The limitations that he gives here are prob- ably the reasons why he has not described the small-tube tvpe. He takes exception to screw joints in contact with heat, and he speaks of muddy drums and of large drums that should be used, etc. There is no doubt that the small-tube boiler in service, in the mercantile marine, is successful, which fact would seem to throw aside the conclusion drawn in this paper. A little further on in the paper it is stated that some of the small-tube boilers are expensive to operate and that all are more expensive to operate than a shell boiler. We have had some six years’ experience with water-tube boilers, and about three months ago I was called upon to make a compari- son of the actual cost of the different types. We have probably four of the different types in service. The up-keep, as I may call it, of the water tube was less than half of the up-keep of the shell boiler. THe CuHairMAN: Would the speaker give us some information upon the cost of operation? Does it take more firemen to maintain a plant of water-tube boilers? Mr. Du Bosque: I think it requires more skill to operate a water-tube boiler. I hesitate to give any points on the economic side, because the purpose for which we are using water-tube boilers shows that they are decidedly more economical than shell boilers; but I do not consider that the same comparison would bear in continuous service. In the six years that we have had water-tube boilers, some of them have operated twenty hours a day for ten months in a year. Mr. Raynat: In my desire not to keep you unduly, in the previous remarks that I made I forgot one thing. On page 26 of the paper the author states that the water-tube boiler requires great judgment and skill in its operation. Now, this statement is one of the many excellent ones made in the paper. I personally hold the belief that when water-tube boilers are better known by the firemen that have to handle them, or as well known by them as the Scotch boilers are to-day, then the so-called greater skill in operating will not be called for. It is a simple question of experience. Within the last fifty years we have not advanced in evaporation one- tenth. Our engine economy has been made better, but our evaporation capacity has not. If you want so many pounds of steam per hour you have to burn so many pounds of coal, which means so many square feet of grate, and that answers the Chairman’s question. There are so many square feet of grate to be attended to. It depends a little bit upon the judgment of the designer. One will crowd his entire design in the grate, when he ought not to. Now, those are the conditions that so often confuse us. If I may be permitted another mo- ment, I have with me some most important data on this very question. ‘The economy of boilers, especially in re- 620 Marine Engineering. DECEMBER, 1902. gard to navy purposes, has been lost sight of. When warships are designed they are designed for a maximum power, and the engineers are in the habit of saying, “We don’t care anything about your economy.” This ques- tion of economy is a most important one, because the rates of combustion vary so enormously. We read, for instance, the following data in the test of the Cincin- nati, running all along from twenty pounds of coal burned per square foot of grate, up to sixty pounds. Then “we read of one eleven pounds, etc., etc. What does it all mean? ‘This question has disturbed me for a long time, and only a year or two ago when Professor Goss, of Purdue University, made some experiments with a locomotive boiler, using the rate of combustion from twenty to over one hundred, in a closed boiler, he produced a very uneven curve, and from that curve I dug out a formula. Mr. Bazcock: In the tube boiler the economy de- pends entirely upon the amount of heating surface in the boiler, does it not? Mr. Rayna: To a certain extent. It should be stated as an effective heating surface. I found that every boiler has its own rate of evaporation. Mr. Du Bosque: Would a Babcock and Wilcox boiler, of the same amount of heating surface, burning twenty pounds of coal, show the same economy as a boiler burning forty pounds of coal? Mr. Rayna: Reduced to the same rate of evapora- tion, yes. I reduce it all to one rate of evaporation. CHAIRMAN Bowtres: ‘The point of economy and op- eration in the water-tube boiler has not yet been cleared up. In the navy they do not object to the introduction of greater skill in the fire room; the owner might. The naval architect, however, does object to the great in- crease in the number of the crew and in the amount of provisions and so on that they have to carry aboard ship. I invite Mr. Raynal to account for the large in- crease in the crews of naval vessels, which is laid at the door of the water-tube boiler. Mr. RAynay: Mr. Chairman, I am not sufficiently posted on the fact as to whether that is so or not. Mr. Bascock: On that point I think I can safely say that on the lakes the ships that have Babcock and Wil- cox boilers have 50 per cent. more men than the other vessels. CHAIRMAN Bow1es: Chair’s information. Mr. Du Bosgur: I have experimented with 8,000 horse-power water-tube boilers, and I do not see how the fire-room force has been increased. We are op- erating on the ferryboats both with water-tube boilers and with cylindrical boilers, and exactly the same force is used on each of those boats. ‘Therefore I cannot see any reason for the addition of 50 per cent. to the fire- room force by the use of the water-tube boiler, as has been suggested here. "There is no more coal used for the water-tube boiler than for the cylindrical boiler. [I think there are very few vessels of any size but what carry a water tender. A water tender can attend to a 2,000 water-tube boiler as easily as to a shell boiler. Mr. M. F. Moore: ‘The tendency of the times seems to be for everybody to do less work. I have fired a boiler, I know something about throwing coal, and I have seen the time when if a man couldn’t handle seven That corresponds with the tons of coal in a day he lost his job. But we cannot get a man to handle half that amount to-day, because the trade unions, and the other things that we are up against, won't allow it. If we had two furnaces to one boiler thirty years ago we were in luck; we often had only one furnace, and if you lost ten pounds of steam then you might as well get out on the deck when you came to one, because that was the end of you. Mr. Rayna: It occurs to me that on the question of economy I can cite a very good instance that has come to my notice recently. The cruiser Cincinnati had Scotch boilers. It was decided to change those to water- tube boilers, and they installed eight Babcock and Wil- cox boilers. Immediately after the installation the ship: was sent out. Since that time I have seen her log con- tinuously, and I know it to be the fact that she makes 15.54 knots to-day on the same amount of coal burned where she formerly made only 10 knots. This is a ship that has the same propellers and the same low- pressure cylinder that she had before. The only change was that the size of the high-pressure cylinder was cut down considerably, and also that the intermediate was cut very little. CuarrRMAN Bowres: The Chairman’s knowledge of this fact has been inferred from what the last speaker has said, and therefore the Chair feels obliged to state that the coal was not burned in the old boilers of the Cincinnati, but it was simply baked. Mr. Newman: ‘There is one point that Mr. Raynal has mentioned about the Cincinnati which I wish to refer to. In my opinion, the additional economy did not result directly from the type of boiler, except in so far as its ability to carry the high pressure of steam is concerned. CHarrMAN Bow1es: The Chair is perfectly aware that the comparison in regard to the Cincinnati has not the slightest bearing on the subject. The truth of the matter is that in the fire rooms of the Cincinnati it was utterly impossible to get enough fresh air to burn the coal, and it did not burn; it simply baked. Mr. Bascock: I do not rise to speak as an expert, but I want to say this, that whatever opinion any of us may have on the question of water-tube boilers or Scotch boilers, I think we must all recognize that Mr. Fair- burn has collected a very large amount of data in his paper. I have taken some pains to get some additional memoranda in regard to the ships Northwest and Northland, to which he has referred in his paper. [| am very glad to hear from Mr. Newman that there was one season at least when these steamers ran with some sort of satisfaction. ‘The only way I can account for it is in the fact, as he says, that they imported Spanish fire- men and a Scotch engineer, and I think they must have imported French water to put into the boilers. How- ever, those boilers have been taken out and Scotch boilers have been put in. If you will refer to this paper you will see there is a table giving the particulars of the Scotch boilers originally proposed for those ships, and the Belleville boilers which were afterward put in. ~ Now I have obtained from the manufacturers of the Scotch boilers these particulars: There were Io Scotch boilers, 1214 feet in diameter, 1114 feet long, and three 38-inch furnaces in each, put into each ship. They carried 217 pounds steam pressure. The total grate DECEMBER, 1902. Marine Engineering. 621 surface was 625 square feet; the total heating surface was 22,580 feet, making a ratio of 36.1. The weight, dry, including breechings and stacks, was 406 tons; wet, 513 tons. The indicated horse power was about the same, and it was stated to me that the ship used 1,150 tons of coal in making the trip from Buffalo to Chicago and return, with the old boilers, and with the new Scotch boilers, running on the same schedule time, used only 750 tons. One of the speakers has said that he did not see any reason why a greater force was needed in the fire room with the water-tube boilers. Well, perhaps they are not needed on the trip, but they certainly are needed in port to make joints. Mr. F. M. WueerEer: I quite agree with Mr. Bab- cock as to the time and pains that Mr. Fairburn has been at in writing this paper. There is really a very great deal in it for discussion. Personally I would like to speak about one or two points that ‘are somewhat in my line. He speaks on page 5 of putting on to the pump so much labor as is provided under the Belleville system as being a great disadvantage. Now, in building feed pumps for these boilers we have to provide frequently for as high a pressure as 600 pounds. Of course, that means a test pressure of perhaps 700 or 900 pounds, according to the idea of the party who writes the speci- fication. Therefore, doing away with regulating de- vices that were unreasonable, the pressure is very much to be desired, and I think it is very important, and I am very glad that the author of the paper has brought out that point so strongly. Then, again, he speaks of the oiling, etc. That is a good idea, and if if is possible to put such separators on the main exhaust pipe cylinders it would be a good thing, but of course that is almost prohibitory on account of the weight and the room. It is all very wel! to try and filter the grease out-of the feed water, but I think we want to attack the other end of the problem first, and get it out of the steam. Mr. Newman: ‘Take the lubricators off. Mr. WHEELER: I am very glad you suggest that. We are trying to produce machinery to-day that will run without oil. Mr. Bascocx: In speaking of the Northwest and the Northland I might have added that the boilers which they have put in now only take up about two- thirds of the space formerly occupied. LONGITUDINAL BENDING STRESSES ON DAMAGED SHIPS. BY GEORGE C. COOK, MEMBER. Abstract. -This paper deals with the longitudinal stress de- veloped in a ship when damaged so that loss of buoy- ancy is experienced due to the flooding of one or more compartments. Brief reference is first made to the conventional methods of computing such stress and of the scales which the author found convenient to use in the calculations for the illustration of the text. Five vessels are used as illustrations, ranging from the coal barge to the transatlantic cargo and passenger steamer, and these are assumed to have one or more compart- ments bilged, and the longitudinal bending moment de- veloped is then investigated for various conditions—in smooth water, on the crest of a wave and in the hollow of a wave. For convenience the various results are arranged in tabular form and the author closes with some general conclusions based on the results thus developed. ‘These are briefly that in vessels where the weight of the hull and machinery makes up the total displacement and the machinery weight is placed amid- ships, the result of a bilged amidship compartment is decidedly serious in both wave and still-water condi- tions. In the usual type of mercantile steamer there is more likely to be some reduction of stress when the - vessel is bilged amidships in still water, and but slight increase when on the wave. The author believes that this question should receive consideration along with that of reserve buoyancy and stability in like condi- tions, and that such examination might lead to such changes in bulkhead spacing and compensating longi- tudinal girders as to promote the safety of vessels in such conditions. DISCUSSION. WraitAmM R. Sarrrer: I would like to ask the author of the paper to add another column to that table show- ing the actual stress caused by these different bendings. In the last vessel that he cites there the stress of 123,000 feet a ton is nothing like the severest test. The maxi- mum bending test is something over 300,000, if I re- member rightly, when poised on the crest of a wave. Mr. Cook: I will say that I did not have the amid- ship sections there with these different vessels; but the statement is quite right that the maximum stress is below, even in the most severely damaged condition, the structural limit. SURFACES OF BUOYANCY AND OF WATER LINES. BY PROF. CECIL H. PEABODY, MEMBER OF COUNCIL. Abstract. The general problem of the floating body involves the discussion of the systems of forces which are developed by an inclination of the body about any conceivable axis. The usual elementary investigation relates to inclination about a longitudinal or transverse axis only. In such cases the path of the center of buoyancy for such incli- nation is a space curve which is usually projected on the plane of inclination. Similarly the continuous series of water lines cutting off a constant displacement will have an envelope known as the curve of flotation. In the more generalized problems these curves become surfaces and the problems relate to the space geometry of these surfaces and of their various sections. ‘The special de velopment of the geometry of these surfaces is due to French writers on naval architecture. ‘he author’s purpose in the present paper has been to present some of the more important problems relating to these surfaces, using methods which may be somewhat more familiar to those accustomed to English works on naval archi- tecture. As there was no discussion on this paper, the meeting was adjourned. SECOND DAY’S PROCEEDINGS, The fourth technical session was called to order at 10:30 A.M. with Col. Edwin A. Stevens in the chair. In the absence of the author of the first paper on the programme, the paper was read by Professor William F. ‘Durand. 622 Marine Engineering. DECEMBER, 1902. VIBRATIONS OF STEAMSHIPS, WITH SPECIAL REFERENCE TO THOSE OF THE SECOND AND HIGHER PERIODS. BY REAR ADMIRAL GEORGE W. MELVILLE, U. S. N., VICE-PRESIDENT. Abstract. In this paper the purpose of the author is to discuss the importance of unbalanced inertia forces of the second and higher periods and of the vibrations which they may produce. ‘The subject is dealt with under the following three heads: (1) Do important vibrations of second and higher periods occur? (2) Are the un- balanced forces of higher period in the four-crank en- gine important? (3) Are the forces of higher period sufficient to account for the vibrations of corresponding period? Regarding the first point the author refers to the recent investigations in the German navy, in con- nection with which a large number of diagrams, showing the vibrations existing at various parts of the ship, were obtained by special apparatus designed for the purpose. In order to intelligently interpret these diagrams the author first presents a series of diagrams resulting from various combinations of simple sinusoidal curves repre- senting vibrations of varying amplitude and frequency. The comparison between the features of the resulting curves and their known constituents becomes thus an aid to the interpretation of the actual diagrams taken from the ship. These latter diagrams are then dis- cussed and the conclusion reached that important vibra- tions of the second and higher orders are to be found in all cases furnished by the observations referred to above. The author then examines in detail the inertia forces developed by the engines of the Deutschland and shows that while they are balanced as perfectly as possible according to the Schlick system, nevertheless second- and fourth-period forces and moments of very considerable magnitude are developed. It is further- more shown that with the ordinary spacing of cranks the fourth-order moments disappear, while the second- order moments and forces are substantially the same as for the Y.S.T. system. First-order forces and moments are, of course, not eliminated by this method, but the point of the comparison lies in the fact that the more complicated method of balancing is able to scarcely reduce the forces and moments of higher order, al- though it does eliminate those of the first order. Under the third heading the author discusses the relation be- tween the disturbing force and the magnitude of the vibration which it may develop, and gives in tabular form the relative values of forces and moments which would serve to develop vibrations considered to be of “equal importance.” The meaning of the term “equal importance” is defined as “vibrations for which the product of force by frequency is the same.” ‘The con- clusion of this section of the paper is that forces of surprisingly small magnitude and of frequency higher than first order may be able to develop vibration of corresponding order, and of importance equal to those of the first order developed by much larger forces. DISCUSSION. A written discussion was presented by Naval Con- structor D. W. Taylor. Mr. W. LL. Tosry: Mr. Chairman, I have under- stood that the vibration in vessels propelled by turbine wheels was very slight. If that is so, then that would support Admiral Melville’s claim that the vibration due to the propeller would be disregarded. Mr. R. L. Newman: I would suggest that if the propeller is made absolutely perfect, then there are no unbalanced forces. Proressor DurAND: ‘To anticipate any further reply I would say that on one occasion there were certain vibrations, more especially prominent at the stern, mostly of a transverse character. ‘The statement was made in that connection that a careful measurement of the propellers had shown a certain definite and rather large lack of uniformity in the pitch, apparently quite sufficient to give some color to the assumption that such transverse vibration might have been due to the influence of the propeller. Even so, they were not serious; but such as they were it seemed more likely to relate them to a lack of uniformity of pitch rather than any other cause. Mr. Tosrty: ‘The vibration might have been influenced by the rudder. ProrEssor Durand: The author of the paper quite agrees, I think, with Mr. Taylor, regarding the relative importance of balancing one set of forces and two sets of forces; that is to say, in regard to Table A, the author did not intend to imply that a lack of balancing on the part of the primary force was permissible, but to show that with the cranks arranged as in the usual way, while there would be introduced certain forces and moments of the first period, which were entirely absent under the Yarrow-Schlick-Tweedy system, those which were there by developing the second moment were sen- sibly no larger than those under the Y.S.T. system. In other words, that under either system of balancing, the secondary force and moments were very large and therefore presumably culpable for any of the vibrations of the second period which might be observed. ApMiIrAL BowtkEs: I hope that it is not out of order to point out at this stage of the discussion that the inti- mation of the last speaker, that Naval Constructor Tay- lor and the author of this paper are in entire agreement on fundamentals, does not seem-to me to be borne out by the remarks of Mr. Taylor at all. It looks as if the author of this paper would be required to write another paper to clear the matter up. Mr. W. E. Kimpati: I would like to state, speaking of propellers, that in the last trials of the Lawrence, the standardization trials of the Lawrence, they used a uniform pitched propeller, and on the standardization runs there were very perceptible vibrations which un- doubtedly came from that propeller, even though they balanced it to their best ability and got the true pitch there. ‘There is no way by which it does not have an effect on the vibration. CHAIRMAN STEVENS: Was the pitch actually meas- ured in the propeller itself? Mr. Kimpati: Yes, sir. The propeller was cast, and then they used a spiral, and it was cut true to the spiral and very carefully balanced afterward. I think the propeller, from the measurements, showed that it was about as true to the true pitch as possible. Apmirar, Bowrrs: I might add this. One speaker has alluded to the fact that if the propeller was made absolutely perfect the vibration which it gives to the DECEMBER, 1902. Marine Engineering. 623 structure of the vessel might be eliminated. I will as- sume that if the propeller were made absolutely perfect and then run in water of infinite depth, and not in the vicinity of any structure like a vessel, it probably would not vibrate, nor would it cause vibration. But when it is run near the surface of the water, and in the stream line motions caused by the motion of the vessel. and also contiguous to stress supporting the rudder, shafting, and the hull, it will undoubtedly give rise to vibration no matter how perfect it may be. Mr. H. A. Swanton: ‘The engines of the torpedo- boat destroyers built and just completed at Sparrows Point are, as doubtless most of you know, of the four- cylinder type. The low-pressure cylinders are at the ends, with the high and intermediate placed between them. The two air pumps are worked from beams at- tached to the crossheads of the two middle or smallest cylinders. When balancing up these engines, Mr. John McAvoy, who made the calculations, claimed that, al- though when the engine is standing still the air pumps may partially balance the piston, piston rod, etc., never- theless, when it is moving, the inertia of the air pump is added to, instead of subtracted from, that of the recip- rocating parts to which it is attached. This is con- trary to the general practice of working the air pump from the largest cylinder, and also contrary to the rules given by Naval Constructor Taylor in Appendix B of his paper of last year. These engines were bal- anced up according to this principle, and the reports I have heard of the behavior of these boats seem to prove this claim. I regret very much that I cannot speak from actual experience, but I have been told that there was very little vibration noticed, particularly at the highest speed, which was attained with about 330 revolutions or over 1,200 feet piston speed. If the engines were out of balance to the extent of twice the weight of the air pumps and gear, it would seem as if considerable vibra- tion should have been noticed at this speed, although, of course, if the time of vibration of the hull was enough different from the time of the vibrations produced by the engines no bad effect might have been observed. Judging from this, it would seem that the usual cus- tom of working the air pump from the low-pressure crosshead was wrong and that a balance sufficient for all practical purposes of the ordinary triple engine might be attained by making the low-pressure piston as light as possible, with the intermediate of the same weight, and then working the air pump from the high- pressure crosshead, so proportioning the weights with the lengths of the beam that the resulting effect of the reciprocating parts would be equal to that of either of the other cylinders. In the absence of the author the next paper was read by Mr. Forbes. THE DEVELOPMENT OF MODERN ARMOR AND ORDNANCE IN THE UNITED STATES. BY. REAR ADMIRAL CHARLES O’NEIL, U. S. N. Abstract. This paper, from its title, is largely historical and presents a most interesting description of the develop- ment of ordnance and armor during the last forty years. Particular reference is made to the more recent developments beginning in 1883. Comparisons are made between successive types of guns of the same calibre, showing the advancement in the weight of powder charge and in initial velocity and energy of the shell. Reference is also made to the development of smokeless powder, special types of armor-piercing shells, and other items of naval armament. The second principal division of the paper relates to the history of the de- velopment of armor, in particular from 1888 to the present time. The paper closes with a list of vessels of the navy carrying armor, and showing the character of armor fitted. DISCUSSION. Mr. Hovcaarp: I think it might be added to what the author has stated in the paper, that it was really the introduction of the explosive shell more than any- thing else, perhaps, that forced the adoption of armor. Mr. Forses: ‘This paper is most interesting, and I want to add some little matters of history. I find that the first cannon in the United States was cast in 1647, in Lynn, Mass., by Henry Leonard. In 1648 brass can- non were cast in Bridgewater, by the Orr foundry. In 1775 18-pounders seemed to be about the largest guns cast on American soil. They got so proficient in them that in 1776 they cast one a day at the Joy Foundry in Reading, Pa. At this time a man by the name of Clapp got up a machine for boring cannon, and a committee of safety, of the State of Massachusetts, agreed to buy it if the Mr. Orr, before referred to, considered it good. I should, therefore, judge that before that date no bored cannon were used. In 1794 General Knox, Secre- tary of War, contracted with the Hope Furnace for 22- pounders at $106.66 per ton. In 1795 Secretary of War Fickens contracted for cannon at the following prices, which may prove interesting here: 22-pounders, $420; 24-pounders, $350; 18-pounders, $318; 12-pounders, $211 ; g-pounders, $140; 6-pounders, $130. In 1790 William Denning made a cannon of wrought-iron staves, hooped around with iron—and this I find is about the first record of any built-up cannon—and the material was staves brought from the Tower of London. In 1815 Col. Bomford, of the Ordnance Corps, contracted with R. L. Stevens for elongated shells made by a secret pro- cess. I understand that although the name of Robert I. Stevens is connected with these shells, it was not he who was the inventor, but Mr. E. A. Stevens, the father of our chairman this morning, who was the original inventor, and the shop where I now do business was the point of ground from which the first one of these shells was fired. In 1812 the Bureau of Ordnance was established. Now, this is something which I wish to close my remarks with, and I think it is very interesting. In 1811 a committee of Congress reported that the founders in the various States had arrived at a perfec- tion in the art of boring cannon, it being so well under- stood that our inspector of artillery has declared to the board that he never was compelled to reject a single gun on account of a defect in the bore, although he has examined over 2,000. ‘This goes to show that there has not only been a great change in the artillery, but in the inspectors too. CHAIRMAN STEVENS: ‘The Chair would call attention to the great value to the Society of recording historical data of this nature. Many of these facts would have been very difficult to get at by the ordinary member, 624 Marine Engineering. DECEMBER, 1902. and such a paper forms a very valuable addition to the records of the Society. The Chair would, therefore, feel that the usual vote of thanks to Admiral O’Neil be given with very marked emphasis. REMARKS ON THE NEW DESIGNS FOR NAVAL VESSELS. BY REAR ADMIRAL, FRANCIS T. BOWLES, U. S. N., VICE-PRESIDENT. Abstract. In the preparation of the recent designs for the battle- ships of the Connecticut class and the armored cruisers of the Tennessee class, consideration has been given to ' the matters affecting the time required for completion. Of the ten completed battleships of our navy the aver- age time required from the date of contract until the date of first commission has been four years eight months. One of the causes of delay, which it is pos- sible for the navy to remedy, is the insufficient number of plans issued to the contractor by the Government. In these new ships there are no less than twenty-one contract plans given out by the department, and the specifications have been arranged in a logical order and made in all particulars definite and conclusive. An- other feature which it is expected will reduce the time of construction is that all the plates and shapes entering in the steel structure are of commercial sizes. Many special features are found in the design of the new battleships and cruisers, chief of which is the increased displacement. In comparison with the Maine class, in the new Connecticut class the displacement is increased 337 per cent., resulting in an increased weight of discharge in all guns above six-pounders of 47.9 per cent., and the weight devoted to protection is increased 44 per cent. Other very interesting comparisons are made with the Oregon and Kearsarge classes, and discussing the Ten- nessce class of cruisers. Comparison is made with the Pennsylvania class, where an additional weight of 209.7 per cent. of guns and ammunition is given, producing an increase in the weight of one discharge of battery of 47.7 per cent. The speed of the two types will be the same, namely, 22 knots. A few of the principal dimen- sions of the battleships 18 and 19, namely, the Connec- ticut and Louisiana, are as follows: Weneths over (allaiscSek ccc searne Ge ea eee 456 ft. 4 ins. Weneth) fons els eWay street eee enor 450 “ Breadth} sextreme ssi ance soe ee a eee fs 2 1@ © Wigan, obepke two) IL, Ws Wosacoscacodoovcco0000006 2A Beet O tie ID erecrencsre tH) We Wo Weocacodsoovc0t000000000 16,000 tons. Freeboard, minimum, at full load forward...... 2 ins. Freeboard, minimum, at full load aft........... Ti7iasacgee.O tau Normal coal goo tons. Engines, No. 2; type, vertical triple expansion. Diameter cylinders: H.P., 32 1-2 ins.; I.P., 53 ins.; L.P., two of 61 ins. Stroke, 48 ins. Boilers, No. 12; type, Babcock and Wilcox. GlaS sitotal ace Me chatacters ee Re Eee Cee 1,100 sq. ft. JERR SHEE ae nn ee AN cas oR Darah Aaooen Danae ydnS A>7BGO SY. Steam pressure, designed, 250 lbs. at engines, 265 Ibs. at boilers. Designediispecdeemceecet ete eee eee Cree rrr 18 knots. lish Munna aot n nts oor atunco OA eG ovo ae es 16,500 ORDNANCE. MainwiBattenyeo merrier Four 12-inch B.L).R. 40 cal. Hight 8-inch “ SOT Twelve 7-inch RE. 45 << PROTECTION. Armor: : Water-line belt, top, 11 ins.; bottom, 9 ins.;; decreasing to 9, 7, By ch rkaG, Upper casemate, 7 ins.; lower casemate, 6 ins. Upper athwartship, 7 ins.; lower athwartship, 6 ins. 12, 10 and 7 1-2 ins. ( 8, 6 and 4 ins.; sponson, 2 ins. ( 12—172 ins. and 8 ins. ) 8— 61-2 ins. and 6 ins.; diagonal, none. Barbettescyvyasctaterettortote Turrets cece Particulars are also given of the new armored cruis- ers No. to and 11, namely, the Tennessee and Wash- mgton, and plates of the general arrangements of both ships are included. DISCUSSION. Mr. Hoveaarp: I think the Navy Department is to be congratulated on the design of the new type of large cruisers. ‘There are two principles regarding the mount- ing of guns which I think are generally accepted by naval officers and others. One is that the best gun posi- tion should be utilized by placing the heaviest guns in those positions, or else placing twin mountings of the same gtns on either side of the vessel. The second principle is that the gun ought to be given a protection which bears a certain proportion to the importance of the gun. The gun placed in the most important position should be most carefully protected for that reason. I think it is interesting to see how these principles are followed out in the vessels. I refer more particularly to the St. Lowis and Pennsylvania class. In the St. Louts class we have a ship of 9,800 tons, carrying fourteen six-inch guns. Of these, two guns are placed in the end position, and these guns are protected only by the sheath. The other six-inch guns, facing the broadside, are given four-inch armor. If we compare these with the same class of guns in the English navy we find that these ships carry in each end position twin turrets mounting six-inch guns. ‘These twin turrets are pro- tected by five-inch armor, and all the other guns are protected by four-inch armor. Their ships have the same displacement as the St. Louis, fourteen-inch guns, and 22,000 horse power as against the St. Louis’ 21,000. In the Pennsylvania designs we find the two ten-inch guns at each end protected by the turret hoods, and by barbettes carried right down to the protected deck and enclosing the whole substructure and mechanism of the gun. If we compare these with the same class in the British navy, which is a very good comparison, because that is 14,100 tons as against the new design 14,500 tons, they carry sixteen six-inch guns, the same as the new design of ours, and they carry at the end two ten-inch guns. So the difference is in the principles which have been utilized in our two ships. The length of these vessels is practically the same, 500 feet. ‘The speed only differs by one knot. I think these new armored cruisers may probably be called cruiser destroyers. The great swarms of protected cruisers which exist at the present time, in all navies, will find their most dangerous enemy in these new vessels of ours. Mr. W. C. Dosson: There is one point, perhaps, where it seems to me that the admiral has been at fault to support his gun turrets rather more than of the necessity caused by the use of the Babcock and Wilcox boiler. However, there is only one point where I can see where any saving could be made in the disposition of the weight. DECEMBER, 1902. Marine Engineering. 625 Mr. Henninc: Admiral Bowles in the reading of his paper inserted a little remark which does not appear in the print, which might be of interest to the members. He made the statement that it was not easily possible to compare the relative cost of ships of the same size of those built abroad and those built here. He re- curred to the cost of armament and said that that was an unknown quantity. Now, I recently had a little ex- perience in trying to get some material that was ready in the gunshops of two of the largest works of this country and which was exactly in line with gun work. I wanted to purchase steel of the same kind used in the guns, and the quality I wanted was of the highest order. When I got my estimate from two of the largest shops in this country the cost was $23,600 per ton. ‘That, of course, made the work I wanted done prohibitive. So I went to Crookes and I got exactly the same work, delivered in two-thirds of the time, for $6,680 per ton.‘ There was not a ton of material in what I wanted, but I had to pay that rate for it. I think that explains why we cannot make any comparison in the cost of armament between foreign ships and ships built here. CHAIRMAN DuraAnp: I think the Society is to be congratulated on the fact that Admiral Bowles has not lost interest in the Society, and that he has been able to turn aside from his duties in Washington and present this paper before us. WHY IT TAKES SO LONG A TIME TO BUILD AND EQUIP A NAVAL VESSEL FOR THE UNITED STATES. : BY GEORGE W. DICKIE, MEMBER OF COUNCIL. Abstract. In this paper the author, while not desiring to find fault with the present system of producing naval ves- sels by contract, points out the chief causes of delay in . building these vessels, the most important of which is the habit which has hitherto prevailed of designing the vessels while they are under construction. ‘The plans, which are made by the contractor, are first criticised by the superintending constructor, and pos- sibly returned several times for changes before the latter submits them to the bureau at Washington. There they may be entirely rejected, in which case the contractor must draw them over again. ‘To expedite matters the design should be completed before the con- tract is signed, giving location and dimensions of every compartment, dimensions of armor plate, the question of armor and armament should be definitely decided upon, and the magazines should be worked out in con- siderable detail. All arrangements of machinery should be shown, and allowances made for the _ space taken up by bulkhead stiffeners in laying out ‘the plans. The drainage and ventilation system should also be part of the original design. Many of these points the author understands will be embodied in the new contracts. ‘The com- parison is made between the Bureaus of Construction and Repair and Steam Engineering in favor of the lat- ter. It is recommended that the builder should pre- pare his plans as he thinks would best carry out the requirements of the specifications, and submit these to the bureau through the superintending constructor, who would give the bureau his opinion and recommendations in regard to them. ‘Thus the drafting and designing work of the latter would be abandoned. In the opinion of the writer the naval constructor should not be the naval architect; neither should he be the shipbuilder, unless in the first case he is responsible for the design, and in the other he is to find out the wherewithal to meet the obligations of the payroll. The author closes with the statement that his criticisms are in reference to the system and not against the naval constructor. DISCUSSION, Mr. R. C. Monvteacre: Mr. Chairman and gentle- men, it seems a matter of regret that a member of this Society should have made such invidious comparisons between the methods and men of the two great naval departments of the country. ‘These comparisons are none the less invidious that they are coated with sugar. Stripped of all verbiage, Mr. Dickie’s paper is an attack, and to make his object entirely beyond doubt he com- pares the methods of the two bureaus. The old pro- verb that “comparisons are odious’ never was more fitly illustrated. My quota of experience with naval constructors is that they simply require “the result to be attained” and do not attempt to force their methods on the contractor, supposing their methods to be at variance. Any contractor who yields to an inspector of machinery or construction, in the matter of methods of doing work, does so by his own choice. He is not obliged to do so by any law nor custom. In regard to the use of material which has not been tested, in places where there is no severe strain, all that is necessary in such a case is to get permission from the inspector to use such material, and I have never known an inspector who would refuse to do so in a reasonable case. Apmiralt, Bowies: I presume I am expected to say something on this paper. First, I want to acquit Mr. Dickie, the author of the paper, of any collusion with me in the preparation of this paper. Just imagine the dismay of the author of the paper and of some others if I were to reveal the secrets of my position to mem- bers and tell what I know about contractors. Now, it might be well to examine for a moment how people in- spect their vessels who pay for them out of their own pocket. Do they rest with the inspection of their most distinguished captains, commodores, or whatever they may be? As a matter of fact, the inspection of the hull is conducted by the registration societies, men who have spent their lives in technical study of their pro- fession practically and theoretically. Not only that, but the great steamship lines maintain a technical staff of their own, principally devoted, however, to the in- spection of machinery. We have been building battle- ships only for a period of about ten years, and it was not wise in the preparation of the original designs to go into them in detail, when the problems to be worked out were to be guided by conditions which had not been developed. ‘That, however, now is practicable and has been followed out in the most recent designs. The variable conditions have been eliminated as far as practicable, and will continue to be, more and more definitely. ‘The Navy Department, however, pursues practically the same course with regard to the carrying out of its contracts that other people do, and nothing 626 Marine Engineering. DECEMBER, 1902. more. It is not necessary to tell you that contrac- tors as well as constructors in the navy are human. In regard to the author’s complaint, I think that a suffi- cient reply to him is simply to say that it is well known that the firm with which he is connected has built some very successful ships. One of them steamed around the Horn. Now, if the author is willing to share with the navy constructors a proportion of the credit which he assigns to them in his paper, I am quite satisfied. A somewhat animated personal discussion between two of the members here took place, owing to an attack of the first speaker on our navy’s methods of drawing specifications and superintending work, in comparison to Lloyds’ and the British Admiralty’s systems of conducting this work. In the rejoinder the second speaker authoritatively stated that the specifications of the British Admiralty are far more vague to-day than ours ever have been; they leave every- thing practically to be settled at some future time, and their inspection is by no means equal to ours in any re- spect whatever. ‘There is no comparison between the perfection of detail upon our vessels, with regard to military power and adaptability, and those of the Eng- lish navy; and controversies can be pointed to which have existed between shipbuilders and the Lloyds’ Reg- istry over a series of twenty years, of violent discus- sions as to who shall control the design of vessels. A written discussion prepared by Naval Constructor Cawresey, stationed at the Union Iron Works, was here read and the meeting afterward adjourned until 2 P.M. FOURTH SESSION. Upon the meeting being called to order by the Chair the adjourned discussion on Mr. Dickie’s paper was taken up. |. Mr. W. C. Dosson: .1 refrained this morning from taking any part in the discussion, thinking that my honored chief, Mr. Charles H. Cramp, would be here and present his views in his own manner. I regret, however, that I am in receipt of a telegram from him stating that he is too ill to be present at the meeting, and wishing me to apologize to the members for his absence. I regret that Mr. Dickie has seen fit to take a view of the relation> existing between the superin- tending constructors and the contractors in matters of opinion which arise between them, for it gives me par- ticular pleasure to bear testimony to the very amicable relations existing between the superintending construc- tor and his assistants and our own people. It is only by the hearty co-operation of the superintending con- structors that we have been enabled to turn out such products of excellent merit as the report in the morning newspapers of to-day seems to indicate in the case of the Alabama and the Massachusetts. I have always found, in my experience with the superintending con- structor and assistants in our yard, that whenever we have a plain, straightforward, and square proposition to submit to them we are always met more than half way, and that we have nothing whatever to complain of in respect to treatment at their hands. Captarn LAWRENCE Y. Spear: I would like to speak regarding the number of times that the working plans passed between the contractor and the superintending constructor before the latter was ready to sign them. Now, I have found that the contractor, being busy, oftentimes depended upon thesuperintending constructor to keep many of his plans straight for him. The plans were sent in such a condition that they required an im- mense amount of checking up, and the time so spent was ultimately saved in the building of the ship. A num- ber of times I have had the contractor, when I was on the other side of the fence, admit that fact. But I think that in a number of cases there is a little injustice on both sides. I think a number of times there have been delays on the part of the naval constructors. One of these is because it has been the case for five or six years that most of the constructors are supposed to be in four or five different places at one and the same time. Again, we all know that there has been an enormous demand for competent draftsmen, and we have all had to put up, on both sides of the fence, with somewhat inadequate help. The result has been that the con- tractor has sent out improper plans. The result, on the other side, has been that an undue amount of time has been devoted to correcting those plans. So that, all things considered, I think that the delay on both sides about evens up. The personal equation of both the superintending constructor and the representative of the contractor is a most important element in the whole thing. If a contractor when he begins work consults the superintending constructor, and if the latter will consult with the contractor, get in the drawing room together, why, a great deal of the trouble will disappear. But the trouble has been that by the time the plan reaches the superintending constructor it is generally in such a shape that, he cannot approve it without trouble. One of the reasons why that cannot always be done is because the superintending constructor has had, as I have said before, so many things to attend to. LIEUTENANT CoMMANDER H. C. Wuitre: ‘There was some reflection in the past about an old sea dog inspect- ing a ship. Now, I don’t know but there may be an old sea dog inspecting ships to-day, but I have not seen many of them. Certainly, the officers who are the in- spectors of equipment and ordnance are very far from being as old as they might be. The work of installing electrical equipment on board ships of war has been worked out by officers of the navy. It is the ex- perience of those officers in the use of electricity on shipboard, and the repairs of the electrical plant after the ships have returned from voyages, that have brought about the changes in the specifications which are noted by Mr. Dickie. If we did not change our specifications from time to time as the requirements dictated, we should be very slow in our progress. Now, the one point in regard to the inspection of ships is the line officers who are detailed in the yard; they have no part in the construction work at all, and there never has been any attempt or any desire on their part to interfere or to criticise the technical part of the work. There are details which come under the officer’s experience on board ship, the arrangement of the compartments and the arrangement of the ship, which might very well be referred to the officers who serve on the ships. The demand on an officer’s time for the inspection of the DECEMBER, 1902. Marine Engineering. 627 crew and for the necessary work that he has to do, gives him very little opportunity—unless he takes it at odd hours, the hours when other people are enjoying themselves—to learn about the ship. The condition of the ship after they have been on cruises from three to six years depends entirely on the care with which the officers of the ship make their inspection and the knowledge that they have of the structural make-up of the ship. There are very few line officers who are available for duty of that kind on shore, and it is in my opinion a very important point in an officer’s edu- cation. Mr. Du Bosque: The writer speaks of the interfer- ence of naval constructors in the methods of construc- tion, and in the matter of design, and of adherence to standards. Of the first cause I think that the con- structors to-day are perfectly excusable, because if there is any interference it has come to them as a sort of an inheritance. We can probably all remember that when the upbuilding of the navy was commenced, in 1882, the initiative was taken by the constructive corps. I might say that some of the shipbuilders looked upon the designs submitted to them by the constructive corps with exceeding doubt, thinking that they would not be strong enough to do the work intended. After the contracts were placed the shipyards were very glad, however, to avail themselves of the knowledge that the constructive corps had gained by its representatives abroad. They were also very glad to adopt these recommendations from the constructors as to the kind of tools that should be used in the manufacture of this new style of ship, and I am sure that some of the most important yards in the country to-day can trace their early progress to the advantage that they have ob- tained from the young constructors in this country. As to the matter of standards, it is quite surprising that the navy has not progressed faster than it has in regard to the adoption of standards. The navy has a great num- ber of units afloat on vessels that contain a great num- ber of working parts which are very apt to break down. It seems very essential, especially to the navy, that standards for these fittings should be adopted, and I can only point to the different transportation companies that find to-day that it would be almost impossible to conduct their business successfully if the numerous parts that go to make up the machinery that they use in operation were not.made standard. Mr. A. G. RurHerrorp: Although I sympathize in some particulars with Mr. Dickie in his troubles, yet I hardly think that he has made out a clear case as to why it takes so long to build a war vessel. I think there are two important points which contribute to the loss of time, which he has not mentioned in the paper, and I believe they are points which are not in the minds of the gentlemen here present. One is the poor de- livery of material. I refer now particularly -to struc- tural steel. There are few manufacturers of material who are so ignorant of the material that they have to furnish as those who are engaged in steel production. Why, we often get bulkhead stiffeners supplied to us before we get parts of the framework, and not infre- quently I have known owners to send a practical man to remain at the steel plant to see that they got reason- ably fair play and that the proper materials were sent them in the proper order. Another important thing is the getting of suitable workmen when a job is suffi- ciently far advanced to enable you to proceed with the work. Men who are accustomed to light inside struc- tural work cannot be entrusted with shell plating, for ‘example. SECRETARY Capps: I am going to speak a word for Mr. Dickie now. I am one of the unfortunates who was a superintending constructor at the Union Iron Works, but never heard of any troubles that took place in the years of my administration there. Mr. Dickie, as you may not all know, is one of the most charming personalities that I have ever met, and a very profound humorist. But leaving the humorous side of the ques- tion, there should be no real difference between the con- structor and the manager or president of any establish- ment. ‘Their interests are absolutely the same, for they are trying to accomplish good results, each in his own proper way. I think the experience of most people is that their relations are harmonious. As far as the firm represented by the author of the paper is concerned, I think they have a great deal of glory in the vessels that they have turned out, and if their trouble has been quite as serious as might appear from a cursory reading of the paper, the magnificent record made by the Oregon and the Alabama would not be known. President Griscom here assumed the chair and in the absence of the author the following paper was read by Lieutenant Commander White: THE TACTICS OF THE GUN. BY LIEUT.-COMMANDER ALBERT P. NIBLACK, U. S. N., ASSOCIATE. Abstract. The author’s argument is that the battleship is the epitome of sea power and all calculations for defence must be based on the battleship as a unit. While pro- tection from other classes of vessels, such as torpedo boats, should be considered, the battleship is primarily meant to fight battleships on the high seas, and it is this view of gun against gun that is dealt with in the paper. The author believes that it is only by luck or by indirec- tion that a model battleship can sink another by gunfire alone, and in the future ships will probably not be set on fire as at Santiago and Manila. The object of tactical manceuvers of a fleet previous to or in a fleet engagement should be: First, to get the enemy within a close effective range; second, to get a superior position in order to mask some of his fire or increase the effect of your own; third, to hold an ad- vantage gained, or, losing it, to manceuver for a fresh one; fourth, to avoid waste of ammunition; fifth, to get out of a position of disadvantage or one in which a move of the enemy may threaten to place you; sixth, to concentrate gunfire on certain ships of the enemy, in order to reduce the tactical efficiency of all his ships by crippling one or more; seventh, but of all things to deliver a rapid. crushing fire at the earliest possible mo- ment, thereby injuring at once his initiative and increas- ing your own offensive power in a geometrical ratio as you destroy his. A comparison is made between the tactics of the sail- ing ship period and that of the modern steam fleet. In the days of the former, as all guns were necessarily mounted on broadside, the bow and stern fire was in- 628 Marine Engineering. DECEMBER, 1902. -considerable, the only formation was in column, and the preliminary manceuvering was generally to secure the windward position. In an army on shore, on the other hand, the line must necessarily be the offensive formation, but with modern battleships the installation of pairs of heavy guns in the ends of the ship and the introduction of the ram and torpedo have changed naval tactics to a sort of compromise of sailing ships and mil- itary tactics. The function of the gun is to destroy the battery and personnel, as armor and the water-tight sub- divisions make it well-nigh impossible to reach the vitals of the ship with gunfire alone, except with plunging fire at long distances, and destruction is the function of the ram and torpedo. ‘The author makes a strong plea for retaining the submerged torpedo, which has been omitted in the most recent design for battleships. In a very interesting series of diagrams, he illustrates the area of maximum concentrated gunfire of a fleet in different formations. Since the Santiago battle the navies of the world have been paying close attention to gun practice, and the rapidity of discharge and number of hits of the guns of the English fleet show a wonder- ful marksmanship, and it is these two points which will tell in engagements. Efficiency in gun practice in our navy is lowered because of the continual change in the personnel of our ships and the small appropriation for gunnery exercises, which amounted to but $12,000 for the current year. In closing an appeal is made for the navy’s consideration by Congress, and especially for an increase in the appropriation for target practice. DISCUSSION. ADMIRAL Bowes: I think the Society is much in- debted to Lieutenant Niblack for bringing to our at- tention the essential purposes for which these great ships are built. The only criticism that he makes upon what is being done is that of the omission of the sub- merged torpedo boat, and he is at a loss to understand why the Board of Construction came to that conclusion. I really do not feel called upon to defend the Board of Construction, and I will simply state my position in the matter. When the members of the board conclude that a submerged torpedo tube is not a desirable thing, you may readily imagine that I, as a constructor, am very pleased to leave it off. LIEUTENANT WuitE: I will say that the paper will perhaps explain in a way the reason for our desiring ships of such great size. If you could take a whole fleet and compress it into one vessel—that is, the aggres- sive power of a whole fleet and compress it into one single vessel—you would realize what I mean. The leading ship of the line in an attack will bear the brunt of the attack. The defensive properties of that ship. must be great enough to meet that attack, and her of- fensive properties must be as great as possible in order to defeat it. The concentration of fire, to which the author of the paper calls attention, will be directed always upon the nearest vessel, of course. The lead- ing ship of the line, which will be the admiral’s ship, will be subject to the greatest attack necessarily, be- cause our modern battles will be more or less a battle of follow your leader. The idea of being able to sig- nal during battle is, J think, an exploded one—at least from our experience in the matter. I would like to call attention to the matter of our ordnance expendi- tures. It will be necessary, in order to bring the offen- sive powers of our vessels up to the very highest point, to armor them completely with the latest modern guns and modern gun mounts. ‘To that end almost all the broadside guns now on our ships will have to be re- modeled. I think the author places entirely too much reliance upon the use of the ram. I do not believe the ram will ever be used, as it is entirely too dangerous for the vessel that has the ram. In fact, probably both vessels will go down. ‘Then, in regard to the defeat of a ship, he seems to think that if the personnel on deck is commanding the batteries the ship would still be a dangerous weapon. Now, it is the experience in the past of the naval battles, that, after a certain percent- age of the personnel has been put out of action, that practically destroys the unit in which it is contained. SUBMARINE TORPEDO BOATS—PAST, PRESENT, AND FUTURE. BY LAWRENCE SPEAR, MEMBER. Abstract. This paper presents first a brief and well-condensed abstract of the history of the submarine boat from the first of the last century to the present time. ‘The three leading nations in the construction of the modern submarine are stated to be France with a total of 44 built, building, and provided for; Great Britain with to, and the United States with 7. The vessels composing these various fleets are taken up in further detail and discussed with reference to their historical develop- ment and their technical features. Reference is made in particular to the type accepted for the United States naval service, the Holland, and the leading features and possibilities of the system are presented in detail. Regarding the future the author gives his reasons for believing in the further development of submarine boats under four types and two main groups, to conform to the different conditions in the different maritime countries. These are as follows: Group I would be suitable for many of the European countries, and would include the large offensive sub- mersible, self-supporting, with auxiliary bottom work- ing features, and the small defensive submarine for torpedo work only. Group 2, suitable for the United States and similarly-situated countries, would include the small offensive ground working submarine or sub- mersible (with auxiliary armament) and the medium- sized defensive submersible for torpedo work only. The paper is illustrated with a number of plates re- lating to the historical development, and to the modern boats of the Holland type. DISCUSSION. Mr. Lewis Nrxon: One great drawback to sub- marine navigation in a practical way was the fact that we could not depend upon a hydrocarbon engine until a few years ago. When the department outlined most of the qualities which fixed the design of the Plongewr, Mr. Holland, with whom I used to discuss the subject — a great deal, was very anxious to have some submarine boat built, but I pointed out to him at the time that it would only result in disaster, as it was impossible to put three engines and a boiler in a place where men would want to live, and I refused to be connected with DECEMBER, 1902. Marine Engineering. 629 the building of such a boat. He came to me, however, when the boat was well along, and we found we could get a hydrocarbon engine which was satisfactory, and in that we started the original Holland boat which has been the forerunner of the present boat. So far as speed is concerned, I am not one of those who believe that excessive speed is necessary in these boats. I think the submarine boat is made tor defence, and that it must necessarily move slowly. Eight knots, how- ever, on top of the water, and seven knots under the water is a very fast speed, as fast probably as some of our ships of twenty years ago, and it is all that seems to be necessary in the present condition of submarine warfare. Of course, if we could better the engine we could put’more power in the boat, but whether in doing that we would not sacrifice some of the manceu- vering qualities of the submarine boat is a question that leads to doubt in my mind. I think the submarine boat as built originally by Nordenfeld was, as Mr. Spear points out, a very mistaken conception. The subma- rine boat, to be used for defensive purposes, must be used after sounding and must be short enough to get at the bottom of a ship in comparatively shallow water: in other words, to be in a position to nibble at the boat and fire a torpedo at her. This would be im- possible in a very long boat. I think the French have sacrificed a great deal of the manceuvering power in order to obtain the other qualities of the boats of this class. I do not believe in what Mr. Spear calls the submersive boat. A Jack-of-all-trades, even in ships, is a poor article. In other words, to be a perfect sub- marine boat, I think we would have to sacrifice too much if we wanted to make that boat capable of fighting on the surface. When Mr. Whitney was Secretary of the Navy we had a board which proposed a heavy ar- mored submarine boat, a submerged boat, laying itself a little deeper in the water when in action, but which was supposed to be able to get up to a great battleship and stand the attack of her guns, if necessary. That may possibly be a development of the future. We have in the hydrocarbon engine possibly a great surface speed, and I think probably it will be necessary to keep some form of motor of this kind on a boat, as the boat would then be self-contained. Mr. Monveacie: I think the gasoline engine is in many respects the best, but it also suffers from drawbacks, such as danger of explosion and the fact that it cannot be reversed, started, and adjusted without the use of external means. This means compli- cation, of course, and these drawbacks are likely to be aggravated when you come to the higher power. I think it is very likely that we shall want greater power, because when all other resources are exhausted for the improvement of a type of boat there is always one re- source left to the naval architect, and that is an in- crease in displacement. The steam engine has not in this country been given a fair trial in these boats, be- cause the case of the Plongeur I do not consider a good example. There 1,500 horse power was cramped in a very small boat, and the result could hardly have been different than it was. he steam power is used in France in conjunction with electricity in these boats, and with a fair measure of success. "hese boats are not greater than 200 tons, and there are examples of these boats having made voyages from Cherbourg to Havre and back again within 21 hours—a distance of 142 miles. It is said that the crew suffered exceed- ingly from the excessive heat, but they managed to stand it, and the boat did the work, and they were under water for two hours continuously when they discharged torpedoes. This shows that the steam en- gines can be used in a similar boat. The French are not quite satisfied with this type, and they are now trying an additional motor. They do not seem to have entire faith in the installation, for they have provided that in case they do not work satisfactorily they are to be exchanged. The construction of all these boats has been suspended by the French Minister of Marine because he wants to see tests of the different types be- fore he settles on what he thinks will be the best type. For purely submarine work we have at present prob- ably nothing better than electric power. In France the Minister of Marine has invited a famous chemist to design the machinery for the new boat where liquid air is to be used. ApmirAl, Bowes: I want to make a few slight criticisms on this paper. I am in the dark as to what is meant by submersive and what is meant by subma- rine, and what is an offensive submersive and a de- fensive submarine boat. I am appalled at the fact that there are two groups now of submarine boats, with four sub-divisions. I do not think it is fair to spring so many things upon us all at once. There is no doubt that the submarine boat as it exists to-day is in a measure a success, particularly in those built for the United States Government. There is no doubt also that the boat has some value as it is now. It has an un- doubted moral value. The offensive military value of a submarine boat with a speed of eight knots on the sur- face, and making as much fuss as a battleship, how- ever, I should think, is seriously open to question. A Member: ‘There is one use of submarine boat that I think ought to be mentioned, and that is a battleship carrying a submarine boat as part of her equipment. A submarine boat can be built perfectly workable, having a displacement of I5 or 20 tons, and 30 to 40 feet long, which could be carried on board a battle- ship, like the other boats. When that vessel is in a foreign port, she could use that submarine boat for reconnoitering in and out of the harbor. I might at the same time say that I do not think it is at all nec- essary to have high-speed submarine boats. I had the misfortune to construct one in England in 1886. As soon as I went below the surface I could not see at all. Another trouble was the compasses; as soon as I was submerged my compass was not reliable within two or three points. Of course that could be got over by artificial means, and not using a compass at all. Mr. F. G. Hatt: I want to say in reference to the gasoline engine that it seems rather odd that they should have stuck entirely to the gasoline engine when, in the last four or five years, there have been engines used for commercial purposes, and on launches and on various surface boats, up to 30 horse power, and they could be used just as well on submarine boats. No large engines have ever been built to burn kerosene oil for submarine boats, but I am familiar with the workings of some of these engines, and it has been stated by one manufacturer that I know of that suck an engine could be built, of 160 horse power, which 630 Marine Engineering. DECEMBER, 1902. could be used on a submarine boat. It would seem that that class of engines should have a hearing before the gasoline engine, owing to its great safety. Mr. Spear: I will be very brief in answering the remarks that have been made. In regard to compasses getting out of order when the boat was submerged, I will say that the fact that his compasses did not work proves nothing. We have had compasses that do work. It depends upon the compass, and upon know- ing your compass. Passing now to what Mr. Nixon said, I want to accord my hearty agreement with him in the folly of attempting to force the man that ‘is building submarine boats to build one to run as fast as a battleship. I gave my opinion as to what I thought the future might develop. I agree with Mr. Nixon about the necessity of going slow and not sacrificing manceuvering qualities. Mr. Monteagle has pointed out one of the difficulties in connection with the explosive engines. Considering the fact that one of our boats ran 12 hours at full power, which no surface torpedo boat can do, and which no naval vessel can do without difficulty, I think that is a good example. So far as the ability to work those engines at the speed which they have to work is concerned, that is now a matter of record. Owing to the lateness of the hour the President stated that the two remaining papers would be read by title only. MEASUREMENT RULES FOR YACHTS, WITH SPECIAL REFERENCE TO RACING CONDITIONS. BELKNAP, NAVAL ARCHITECT. Abstract. This paper gives an historical sketch of the rules for measuring yachts extant in England and this country, and shows how the change in the rules brought out different types of vessels. In each type one or more features, such as load-water-line length, length over all, depth, beam, etc., have been accentuated at the sacrifice of others, so that the resulting types have been more or less of freak design. In recent letters sent out by the New York Yacht Club to many yacht designers on this side and abroad, it was the opinion that displace- ment should be the ruling element in determining the rating. Most of our designers believe that the present rules should not be continued and that a craft capable of going to sea should be the adopted type. The Eng- lish designers believe that their present rule is satisfac- tory. It is as follows: Length + beam -+.75 girth +4 times the difference between chain and skin girth + .5V sail, the whole divided by 2.1. An American rat- ing, while taxing the dimensions, should leave the de- sign of the model entirely to the naval architect and should in no way handicap the model. BY, Fo W. PRIZE COMPETITION PAPER. Balancing of Valve Gears. BY LL. D. LOVEKIN. Abstract. This paper is divided into two main parts, the first dealing with the theory of the inertia forces developed by the moving parts of the valve gear, and the second with the description of a form of balance cylinder in- tended to carry as perfectly as possible the combina- tion of weight and inertia forces which are due to the combined action of gravity and the inertia of the movy- ing masses. The author shows that by a suitable ar- rangement of ports in the balance cylinder a steam diagram may be obtained which, representing the his- tory of the action of the steam on suitably propor- tioned pistons, will result in very closely balancing off the gravity and inertia forces above referred to, and will thus leave little beyond the resistance due to fric- tion to be overcome by the valve rod and eccentric gear itself. Votes of thanks to the American Society of Me- chanical Engineers for the use of its assembly room during the convention, and to President Griscom, were then proposed and passed and the meeting was ad- journed. Saturday was devoted to inspecting the plant of the New York Shipbuilding Company, Camden, N. J., at the invitation of Mr. Henry G. Morse, president of the company. A special train took about two hundred and fifty of the members of the Society to Camden, arriv- ing at about half past 11. As the members arrived they took position in front of the administration build- ing of the shipbuilding company and were photo- graphed by Mr. Enrique Muller, of Brooklyn, N. Y. A substantial lunch was then served in the dining rooms in the basement of the administration building, and fol- lowing this the members had free run of the shipyard. The entire mechanical equipment of the plant was in- spected with much care, as well as the several ships under construction on the launching ways. The special features of this shipyard were fully explained in Ma- RINE ENGINEERING of December, I90I, in a very com- plete article describing this plant. The special train left Camden at about half-past 3 on its return to New York. The weather was propitious, and altogether the trip was evidently very much enjoyed by all the mem- bers. Oil Fuel on the Kensington.—The steamship Kensing- ton, of the International Navigation Company, has made a round trip from England with one of her single-end boilers equipped with oil-burning appliances of the Flannery-Boyd system. If.the owners find the system successful, all the boilers‘of this ship and others may be equipped with it. Turbine Steam Yacht.——On October 21 there was launched by Stephen and Sons, Linthouse, the first yacht to be fitted with turbine engines. She was christened the Emerald and was built to the order of Sir Christopher Furness. Her dimensions are: 236 feet in length, 28 feet 8 inches breadth, and 18 feet 6 inches depth. The intention of the designer is to obtain a speed of about 16 knots with entire absence of vibration and an exceptionally light coal consumption. The ves- sel has three sets of steam turbines, three shafts, and five manganese bronze propellers—one propeller on the center shaft and two each on the side shafts. All the turbines are supplied by the Parsons Marine Steam Turbine Company. The main boiler is of large diame- ter and is fitted with forced draft. DECEMBER, 1902. Marine Engineering. 631 New Three=-Masted Schooner Madeleine. The three-masted schooner Madeleine, which was launched September 2, 1902, from F. S. Bowker’s yard, at Phippsburg, Me., is a model for this class of vessel. She was designed by F. S. Bowker especially for the lumber trade, and great pains were taken in construc- tion to make her an ideal schooner of this type. The principal dimensions are as follows: Length over all; 147 feet; beam, molded, 34 feet; depth, 12 feet. The keel, which is 140 feet long, is composed of two 13-inch square timbers and a shoe 3 inches thick, making a total of 29 inches of solid rock maple and birch. ‘These are bolted together by 1 1-4-inch wrought-iron bolts. The frames below the load-water line are yellow birch and strakes are 6 by 14 inches, edge bolted to keel; the rest of planking on bottom is 4 inches thick and 14 inches wide, 12 inches on bilge, and 7 to 10 inches to deck. The quarter deck is raised 4 feet above main deck and runs 8 feet forward of after house in order to take main sheet traveler. The main deck rail is a continu- ation of the quarter deck and is made of 6 by 14-inch hard pine with 7 feet locked scarf. The quarters in the after cabin are finished in white wood and cypress. The commander’s room is large and commodious, situated on the starboard side of the after house. Opening off the after side is the bathroom. The after cabin occupies the main part of the after house. It is furnished with quartered-oak furniture, THREE-MASTED SCHOONER MADELEINE, BUILT AT PHIPPSBURG, ME. rock maple, and, above, white oak. All frames 12 inches square, spaced 30 inches center to center. ‘The main deck beams are 11 inches by 13 inches hard pine on every frame, except the hatch beams, which are 11 inches by 14 inches. Each beam is connected to ceiling by Q-inch hanging knees and 10-inch knees on hatch beams. These knees are bolted to the ceiling by r-inch wrought- iron bolts. The main deck plank is 31-2 by 4-inch white pine in 30-feet lengths; each seam is calked with five threads of the best oakum. The floor ceiling, which is 4 by 12- inch hard pine, is spiked and treenailed, and the ceiling from floor to hanging knee strake is 8 by - 14-inch hard pine bolted with 1-inch wrought-iron bolts 21-2 feet apart, and scarfed with 7-8-inch iron. The hanging knee strakes are 9 inches by 14 inches, bolt- ed with 1-inch wrought-iron bolts. The outside plank- ing is hard pine of varying thicknesses. The garboard handsomely upholstered. On the port side, leading from the after cabin, is a large guests’ room, finished in white wood and cypress. ‘The dining saloon is just forward of the after cabin. On the starboard side leading from the dining saloon is the steward’s state room, while opposite is a large pantry. ‘The second officer’s state room is on the port side just forward of the pantry, leading also into the dining saloon. ‘The forecastle, galley, and engine room occupy the forward house. The Madeleine has accommodations for four seamen, besides the master, one mate, steward, and engineer. The engine room is very completely fitted out, con- tains a 42-inch vertical boiler, a Hyde windlass steam winch, and a wrecking pump. ‘The sails are handled by leads to the catheads of the winch, which project out- side of the engine room. ‘The schooner is equipped with four stockless anchors weighing 2,300, 2,100, 600, and 300 pounds respectively. The rig is the same as usually 632 Marine Engineering. DECEMBER, 1902. found on three-masted schooners. The total number of yards of canvas in the sails is 3,500, and all of the sails, excepting the topsails, flying jib, and outer jib (which measure 800 yards and are of No. 5 duck), are made of No. 0 duck 22 inches wide. Old Prison Ship Jersey.—In building a section of the new ways for the construction of the battleship Con- necticut at the Brooklyn Navy Yard, the famous Eng- lish prison ship Jersey was discovered. At the close of the Revolution the hull of the vessel was burned, and now lies in about two fathoms of mud and water. The Jersey was one of six British prison ships, and |e Centre of Ship /Hatch 11’ square Beam 11 x 13 Hard Pine Stanchion 14’square > Keelson 14 square yr Sister Keelson 12x 11” Floor Geiling 4 x 12” Se ~ a” ” ~~~ Garboards 6 x 14 Hard Pine Keel 13 square Ree es SSSSSS<— Shoe 3 x 13 4" x14" to Bilge OIL-FUEL INSTALLATION ON STEAMSHIP J. M. GUFFEY. Among the most recent ships fitted for burning oil fuel is the steamship J. M. Guffey, of the J. M. Guffey Petroleum Company. This steamer was the first vessel built by the New York Shipbuilding Company, Camden, N. J., for the firm of Robert Dollar and Company, of San Francisco. Just prior to her completion she was bought by the J. M. Guffey Company, and arrangements were made for transforming her into a tank ship for carrying oil in bulk, and in addition to carrying oil as cargo she was fitted for burning oil as fuel. Rail Hard Pine —.(T14h eR Are ANS | Y] 3x 8" 3X 9 —> N | 2% "x 4 = 12 square y White Pine 3% x 4 ee NS y q 8x MY S NM y i) <—Hard Pine Ul \y {thick 7x 10" 7 ql wide to Bilge y WS LENS 54 Ze SA Hanging Knee Strake 8x 14 Hard Pine \ Satehick aiwide on Bilge Marine Enyineering MIDSHIP SECTION OF THREE-MASTED SCHOONER. the stories of hardship of the prisoners on board are most appalling. About 1,200 were confined on her con- stantly, and, it is estimated, 11,000 of her prisoners are buried along the Brooklyn shore. In her day she was a first-class line-of-battleship and had a crew of 400 men. Increased Lake Fleets.—It is reported that the United States Steel Corporation proposes to build a large addi- tion to its fleet of ore ships. Realizing the fact that the berths of the American Shipbuilding Company are all filled and were liable to be kept so, the Steel Corpora- tion, acting through the Pittsburg Steamship Company, has secured an option on all berths to be vacated during the year 1903 at Buffalo, Cleveland, Detroit, Lorain, Chicago, and Superior. It is probable that the pro- posed steamers will be about 550 feet long and on the present draft have a carrying capacity of 9,000 gross tons each. The ship as first constructed, and its machinery, were fully described in the August number of Marine En- GINEERING, I90I, and it is the object of this article to give a brief description of the ship in its present condi- tion and the method employed for burning oil as fuel, which has demonstrated itself to be perfectly satisfac- tory after several months’ service between the ports of New York and Port Arthur, Texas. For the sake of comparison a few of the principal items of the ma- chinery will also be mentioned. As shown by the accompanying plans, the steamer is 300 feet in length between perpendiculars, 40 feet beam, 21 feet loaded draft, and has a load displacement of 5,675 tons when carrying 945,500 gallons of oil. She is fitted with six tanks, as shown on plans, three forward and three aft, the forward tanks being arranged with a centerline bulkhead extending from the forward cargo ‘( 'y ‘NaGIVVD ‘ANVAWOD ONIGIINGdIHS MYOA MAN HHL AG WING ‘ARAENO *H ‘EL MANVAIS MNVL AHL NO WaLSAS ‘TIO THNA ANV ‘SHNVJ, ‘110 ‘ODONVD JO LNUWADNVUUVY ONIMOIIS SNOILOYS ANY SNVId MOG ise) ine) Ke) MO3AG YsddN Burizoursug aur. o ) 1 { [gaier| © f—P ° | $ 2 fl So] SSO | F + i ff tamale —O = =| ah tear fs S100} i “PUT! | r t i 1 Has Ses tH] | Raw ee 1G | o a ° i On Se] | we ° o} aS =) ; y > SS J CE Boe FT S/ ima) sad m0 leu) HOU g ia tal | aoy Se | ssa |] 3 || T ie ml fore ail * |e Re ey es ul er = ee CL) OPE eat 810} g'FET=syUny 310d 8110} 9709 =s31UU} q10d : q poyBorpul td. Tt : 10) pur “pqys yioq 103 Ayroudug pur “pays ty0q 103 Ayyoudup PUL “pq7s ty0q Aog AytonduQ "Tro jong ‘T_,yury, *]10 yang *g_, yur, “19JVA YSoaj ‘E yUR *[10 Jang “F, uw, *asv]ieq ‘ce , yur “yserreq ‘9 UR, OL # i oe L s Hs0ry SUED yl a ae 112d “eu, = asyyreq ‘9 UWI, seg OMG DLT —— = qsatyytag———— = Jessa == | —————— | g. = | Sao =i il Bow an ee ‘ Ti *suoy re { 'SUO} 0°68 "}J “NO OOFGT a Auad ory oO, duind ysvying +10 10) o>} yun} yvad o107 PIOH oF1%g rand oh Prosar yy igi uD mooaldaand vo zy wmoo0y 1aT10g mooy oulrsugq pur mmp Baton ae o | | 2 (.) E oBreqosip PIBOqTBAON, | oSanyostp eines 9 “ & pee Sar t13 0 ery'9 SOATVA OFIVYOSIp Jo Bu RS ze!) | ante fe} “LAV ONIMOO7 63. ,3WV84 LY NOILOAS "LAV ONINOO) 26,4WVes LY NOILO3S {z) s ogee | 00056 | o8zeT | 190K, = BLL | ZLeze | st0e ” » Perea S'ttT | 1ezb | 1999 ” ” EIN SOI | 9g0re | Lesh | Tymonog eanoq QO uorjons duind 9 A spp ucHons OL ‘suoy, | “1@D |93 "NO. 2 WMOOI O1Y UT PlosruDUE 3 ALIOVdV9 110 15N4S ¢ 0} puayyIng ysnoayy, ese coal e Go| »8L¥ GL EFL = : — Cie 000006 | Tae0at | 1M40% Sug OF L180ZT | OOTOT 9» 6 G4, M10}30q aIQnod 197431] Wry ToTONS ObSESL | 22908 Gv: 10 AFARYOSIP PAvoqsaao g S103 45{1 Mosy orsons OTFOOT [OFFIS | squnty |b» > >> ” 10 aB1vyostp pavoqsao 9 orocot | Fria = ~ PLoyyuuur OF, ‘adi Surty [0 id, BS aS SOATRA oSAVYOSIP 10 BUITTY B “ QGSSET | FOGST | SurHN|x, 019091 | 0812 TON HOY, CS) SAATVA SABYOSIP 10 Sury 8 4500 é POCA 10yS{T wosy uopons ALIOWdVO 110 OONVO uopons dund gt 10 adrBostp PALO10A0 9 % Lg LF 6g 69 6L 6 "| | 86 OIL GBI LaF] Wlosy BOPJONS 10 OFAUYyoEIp PAvOgAa.0 O Ho [any 9) oa) : , oj 8 ia Soule Za LO + 5 | SOATVA fe) SS De asany SID 10 SUITTY ee aalua & ; Ve ATLA ont > = one i b— Fe Z ws | ” a/t NAY, > j ° 4| eurutt [10 OF 72 sdund-oy, rg < - = ee = vu 3 we OoG a ey) v d i) Q : 2 co 8s | 2 5 | a 22 | q coal a 5S ir a7 5 Bog | ~ le | se] es | s Ci 20 Bw Bel | & 3 One Y pe, || 5 a Il & Y S ma 3 o> S aaen | ‘ 17) Go || © om | A ra) i ac Lolita} oon = = GA GS = vss | so v = = v ig om es o 8 me SIS Y | Se || Q a D = v oF 2s S + (Xeno) ee} iS) Stic om eo 5 ry) a oy) Bo ze ts} & SE yo = tu D "+ io) | ° on vu wo | iu So ee) a se goss | os & ou a ds 2 © ws a Se A oe ro) U7 | ) ee) Yor os an |e bp = vu oe ORS e. 5 a BHO | zB os AIG! 8 | Ss | @ = Ye | ot St || Bo Bee 8 | sees | as Sl eel |S i|al © | fa 72 28 | se iy | iC) a om oO | io) = aoe 5 = 5 Po B bp HE. Rie) mea a | g £ Ses | a) oO BIOny © || oe 5 3A com | Ba bobo S| o 3 EAia Ss oO iy |! by mw | & 2 ve | USER | OF 08 (4) Q QA M Dn iy) A iA isa a 8) % L S | 3 aise } x | | 1 2 3 4 5 6 7 iss |) 11GB |} ae 18 19 | 20 21 22 — | — — | — —— | | 1891. F | | Hoooo)| AOE 2B |] BP. 3 Becca Kel") cemananeariodanonadanoce 30.02 o | 57-2 | 93.8] 594 | 144 410.4 350 2,400 2....| April26| 6 Seen }Dull and overcast ......... 30.12 250 | 70.3 |1178] 751 145-4 | 413.3 300 2,000 3..--| May 8] 4 oe sac | 5°) So ana | 29.86 | 335 | 72.8 | 121.7] 1.089 | 1458 | 413-7 | 390 2.500 4.- May 29| 8 Yl Gaoedo SO PEVBKY oo000000080000000000 29.70 O | 64.4 | 114 |} 688 137 412.7 340 2,000 5....| June 5| 6 Lore Aes Bright and -unshipy......, 30.08 243 | 84.0 |139:5] 712 129.3 | 413.1 360 2 200 6.. June 8] 33 Coe a Acaae be sooo] AES 375 74.8 | 1273 1,105 116.5 412.5 (?) (?) Flooco|| Ota BSI) (NNT Weg $R3 Roo (CNEENE, cconodcccano000 000000 30.34. | o | 713) 144 563 131.8 | 413.6 360 2,000 8. ...| Oct. 23)" 6 Been ov.) gos ae.n8 2 |/0o)/ 65 |_32|/ 88 | Se lsysi_ 30) §SISeoSibeecisu| seel|ces| 2 (Ae gos) Ses) 5! sees Blas | 28 | Sao] BS] PSPs alage os MOM OS mayo wo sk | « |(Soboeel ass) st lssee =} an us OS | O&M | VE IVELISELS Fe EL ose y sl) vol | var s pee tas) Gos] Go laves Zi = 5 5 BS ee ke a |S 4 3 cS 2 a ja fy m |e —— | | sae 1 8 23 24 25 26 27 28 | 29 30 31 32 33 BA 35 37 | 38 39 40 amen | ee — Non (o) 9,720 | 12,470} 260 377 640 | 1,277 | 10,24 995 *0.50 49 9.761 | 8,676 | 0,980 76,016 | 74.555| 1-134 | 84.430 Doo I 10,445 | 12,745 | 160 575} 550] 1,285 | 10.08} 1,053 * 50 52 | 10,393 | 9,340 | .968 86,673 1,260] 1.133 | 92,060 3.65 2 | 10,569 | 13,459] 195 459| 815 | 1,469 | 10.91] 1,153 | * .50 | 53 | 10,516 | 9,363 | .989 79 803 78,700] 1.133 | 89,170 Zoooo|| © 8,633 | 10973 | 175 226} 549] 950} 8.66 747 | 1-79 | 68 8,565 | 7,818 | .990 77-953 775120] 1.142 | 88,070 0 I 10,695 | 13,255 | 200 | 1,038 539 | 1.777 | 13-40 | 1,432 + .79 85 10,610 | 9,178 988 92,458 QI,300] 1.150 | 104.740 boo 2 8 461 | 8,461 | (?) 59t | 626 | 1,217 | 14.37 | 1,216 f -79 67 8,294 | 7,178 -999 60,539 59,800] 1 163 | 69.540 Jorse||| 2 8,056 | 10,416 | 198 485 | 561 | 1,244 | 11.95 963 | *3-14 | 253 7,803 840 | .986 68.415 | 67,450] 1147 | 77,360 L000 I 9,698 | 11,858 | 161 365 | 528] 1,054 8.89 862 *3.34 | 304 9-394 | 8.532 976 80,747 78,800] I.153 | 90,950 @bo0 2 9,000 | I1,561} 152 391 732 | 1.275 | 11.03 993 *2.14 | 283 8.717 | 7724 .980 | 71,644 70,200} 1.169 | 82.070 I0.. ) 8,299 | 11,441 | 225 214 526| 965) 8.44] , 700 *2.04 | 169 8,130 | 7 430 988 70,148 69.300} 1.154 | 79.980 Il.. ) 7.436 | 9,221 | 303 584 } 356 | 1,243 | 13.48 | 1.003 | *1.15 | 85 7351 | 6.348 | .9N7 | 5 430 64,570} 1.157 | 74,710 P56 I 8,388 | IL.500 | 526 837 | 562 | 1,925 | 16.75] 1,405 *I.59 | 134 8,254 | 6,849 | .983 70,273 69,070] 1.159 | 80.060 I3.. 2 10,694 | 13,766 | 267 | 460] 936 | 1,663 | 12.08] 1,292 *y 107 10,587 | 9 295 .979 86,194 84,370| 1.189 | 100,320 I4.. I 14 029 } 17,635 | 271 714 923 | 1,908 | 1082 | 1,518 ¥ -73 | 102 13.927 | 12.409 .g80 108,763 106,580] 1.176 | 125,350 15.. ° 9,181 | IL 981 | 235 | 702 576 | 1,513 | 12.63 | 1,160 a7 oh) 67 9,114 | 7,954 -985 81,018 79 790| 1.155 | 92.160 16.. 2 12,612 | 16,192 | 105 646 | 895 | 1,646] 1018] 1,285 SP. off} 92 12 520 | 11,235 978 92,423 g0.390]| 1.182 | 106,840 IG)os 3 10,862 | 14 766) 151 | 254 | 1,355] 1,760] 11.92] 1,295 7-73 | 79 10,783 | 9,488 -974 77,857 75,820} 1.193 | 90,450 . i SUMMARY OF SEVENTEEN TESTS OF THE HOHENSTEIN DECEMBER, 1902. Marine Engineering. 641 | Economic results. Fuel per hour. Water per hour. Chimney gas analysis. g | { 5 D A | we DA || & S| v ||. S xs PS v= : a © ga |S eS g aa | @ D D 4 | i Bo a UG s Gy | D BH |lavo | Ge ao ao | 0 io} us) so cs} Or 2 Org a gu Be A a u ies wee a | 5 ‘I a S| ga Wye oe ; ak os a |}om | Fo aia = 3 3 5 os 5 3 =| Bee | = Ko) 7 OR | OUR Org irs} +) 6 ° fe} = } ie) 52 Syneae) | o det io | Eig =" |] GES 6 GBS |] a a Ree a oo aoe |sr2. ts) 3) a 7 ° |. } |. Cap wo | =S S Wes Ss Osa Ons WS) a pe} cI ROM] Sag]. Me As 4 uw BOu s 5 : o : 8 |/Uo | 90 | ooh] OSL] 5 ue 3 ua 5 = ts que So, Bee 4 ay a = ° on S56 wm OLS | or tol = wo wo ow ‘sh oL a 3 aD) a 6 B05 4 Yo ao) (2) 2 || ©) = ie) 25 ° bs nae ey rel SS, =I 3) a OZ | Hee |) Seb) Ea csi 2) cI a8 s ove 8, . 00 £oOka a o fo) i) » | @ | el See] BRA] Sale sag |e ne, t go Wen AO olen | O o S) cost u ae | ae aFS}] aga} yu 7) w 7) 5 A > O By Ks 1o) 4 . v ce {| Gel el es eh gas | o iF a vu a ioe Uo -| SO gen 7) v A. i ® [ay | PRS | BAST R Qik || RS a || Es : fi. Nee | Base ~ a. is) = 3 ots : S| oe 68 |S |) oD) Parry 86 au 3 = % 3 | § |88 lens | gee) BO Eo | le2 | gm | g& | eke) ehoaiende | 2 | o | 6 | 4 re 5 |38) | Ga Sill G6 | Gash sa | Gd Sa | Gin Sdb | O94) GBad |Saed | 2 - x2) fe o Ese eas ans | BSS || a S 4 nOz| & ua 3 ado a 3 ei aR 2 ° Ss 1 fag | Sas i BS Se o|aqQ | S22 = Pde | Pu Se) baALe } Y i) bow P|] 6 |e [S25 | S28) Boel ge | poles | esa] ve | sea| Bees |s-88 | 2 2 | « | Se 3 @ | oe | oon SaaS! oda) Go | Be eS |] gam) go Sew | ocaw | aac a 4 ie oO 4 q | isa] ia 18a © fa) oO ) (x, q isa isa oO fe) oO Z 1 8 41 42 | 43 44 45 46 47 48 51 53 54 55 56 57 58 59 Zooool] @© || Yes || Ges) || Size 9-74 | 1.215] 1,209} 1,085] 24.2 9,502 | 10,554 210 4.85 9.85 6.85 1.67 81.63 Poood I 8.30 8.8: | 846 g-86 | 1,741 | 1,732! 1,557 |> 34-7 14,446 | 155343 306 7.05 9.46 6 50 1.96 82.08 Sooo 2 7.55 8.44 | 8.48 9.52 | 2.6421 2,629 | 2,341 | 52.6 19,951 | 22,292 445 10.25 12.42 4.85 I 81.73 Jaoaal) © g.03 | 10.20 | 10.28 | 11.26 | 1,079] 1,071 977| 21.5 9,744. | 11,009 21G £5.06 II.08 4.75 2.19 81.98 Soooolf & [RK || OF) 9.87 11.41 | 1,782 | 1,769 | 1,530] 35-5 15,410 | 17,457 348 8.03, 10.35 5.03 2.20 82.42 Good] B Geng || Shee || Shas ; 9:69 | 2,417 | 2.398] 2,051 | 48.2 | 17,297 | 19,869 396 9.14 13.77 3-73 93 | 81.57 Zo---| © | 8.50 9.60 | 9.91 1130 | 1007] 975] 855] 20.1 8,552 9,670 193 4.53 9.26 6 48 1.52 82.74 Sooo ( 8.33 9.38. | 9.68 | 10,66 | 1.616 | 1.566] 1.422| 32.2 13.458 | 15,158 302 7.11 8.87 6.94 1.59 82 60: @b000 2 7.96 OB || Ce | 10.63 | 2,250 | 2,179 } 1.931 44.8 17,9II | 20,518 411 9.64 9.20 6.40 1.70 82.70: 10....{| 0 | 8.45 9.64. 9.84. 10.76 | 1,037] 1,016] 929] 20.7 8,769 9,998 199 4.69 8.89 60000 0000 90000 It....| O | 8.80 | 10.05 10.16 11.77 930] 919 794| 18.5 8,179 9,339 186 4.38 EY) Al Msease 3006 90040 HAscoall 1 8 28 9.55 9.70 11.69 | 1,398 | 1,376] 1,142| 27.8 II,712 | 13.343 266 6.26 Tels |) codoc o000 00000 Wooool) B | EkeS 9.38 9.48 10.79 | 2 674 | 2,647 | 2,324 | 53.4 | 21,549 | 25,080 500 11.77 BYE | 0000 so00 |) nowoc Wlooool) 1 1 GBB 8.94 g 00 10.10 | 2,338 | 2,32 | 2,068 | 46.6 18,127 | 20,892 417 9.81 Bi) ff cooce sees | sense T5s--s| 0) | 8.82) | 10.04 10.11 11.59 | 1,148] 1,139} 994] 22.9 10,127 | 11.520 229 5-40 7.90 11.4 -90 | 79 80 Mooo0|] B | Fee 8.47 8.53 9-52 | 3,153 | 3,130 | 2,809] 62.9 23,106 | 26,710 533 12.54 8.90 | 9 I.10 | 8r Woooal| 3 | Fouy7/ 8 33 8.39 9.53 | 3,621 | 3,594 | 3163] 72.2 | 25,952 | 30,150 602 14.15 9-70 9.1 -60 | 80.60 g BS Heat balance or distribution of the heating value of the combustible. Efficiency. u oo 2 xe | 5; [igual 6 |B | Be) @ | 8S 18S | Be | eee Ieee a le ide | we ie ey 2 ied — are in oe Balke) =o) mm Te ace id a cole ; I ues | 26 S eee) eg or) Eb : ESe 8 o ay Eig ie oS A pS 3) o19 a de) one | Sea BO autA| 355 .-| 2 45) On Sis gs [4s So oes 5 ae || «px v fel fees = 98 Biot | Qtae v 5 3 18a |e¢ R Se q noe a 2 BE || O23 || Oe Cor | Agr | am H rs} oF Oye jk > (haem v Gee || aR 5 -| spo) 8&6 9S Pl] vy S| a 3 52 ..| shold Lb =] nm O < % Les at oo) vg | vfs, | ox Sle o ll So @ Bs Bon] vivre 105 5 5 7 |4 oa | 2% | 2 Se | S35] os Sg8e| § kulw | 2 @as| aCe! « Ba | gy jase s ice =. S O¢ y = = 3 |@ |SS4R | SS | Be | 622] of4)| Sa | Sc | BOER eae eal HES | GIES I al te eis 213 |Sea) #2 | 6 | Shai S80 oS | eae) Sees ea ae BS | OS a cal Ae leas, © |a Car 55 25 on 8| va] SS-| vO¥G| Sosa] ba] Sa] S45) paalos [859] ~- roe ay = oe D C3) gU Ob ee 350 5 so as) OH Qe vu vu he B33 -(/OU%G Hy ia) uo o | . |uo® | 2,: Bei oY¥9| U3 4H | 55°. | coe So.m| 99] SO] seo! gew loss el] Y ror) ee} Ov |o.5 ws Le) BS aU ie) oe | ?BaS Hw | Th | OH y no) avlugd| sD |/Seue les |oe,| se | 85 | e952] ges] 25,| seSe| eoke| ga) ga] Bee! Bee lesgizen| Bo lage. ie} ao | 8 o-+ ur ow Gea | aw] O08 6ahs | Soca] SS) SS) Saw) Sato Sousa aS |LoPXx A \|4 a ee qq Ra ri 4 4 >) so 4 w 4 4 fo) ° fo) | = | 1 8 60 61 62 63 .| G4 65 66 67 68 69 70 71 72 73 74 75 Yooool| @ 21.5 9,400 7 486 2,320 I 325 1,853 15,391 61 o.1 3.2 15.1 8.6 | 12 61 60 Doooal| 8 21.7 9,520. ql 505 2,970 1.571 818 15,391 61.8 I 353 TOesi | Lone 5.3] 61.8 60.8 Booall 2 18.7 g.190 8 566 2,930 682 1,015 15,391 59-7 I 3.7 25.5 4.4 6.6] 59.7 58.2 Ziooool| © 18.8 10,870 II 492 2.290 1.385 73 15 124 71.8 I 353 15.1 9.2 -5| 71.8 68.3 Soooolf i 19.8 11,020 12 487 2,400 1,569 —364 15,124 72.8 I 3.2 15-9 | 10.4 |—2.4] 72.8 65.6 Oog0| 2 17.2 9.360 14 564 3,570 567 1,049 15,124 62 I BG) 23.6 Bo7/ 6.9] 61.9 55 JJoooo|| © 23 10,910 43 555 2 050 1.265 86r 15,684 69.5 3 3.5 13.1 8.1 5.5| 69.6 64.4 Booool| 2 23.6 | 10,290 44 584 2,650 1,362 754 15,684 65.6 3 3.7 16.9 8.7 4.8| 65.6 63 @aoool| 2 23.7 10,260 46 600 2,800 1,398 580 15,684 65.5 3 3.8 17.8 8.9 3.71 65.4 61.3 I@o00|] © d000 10,390 27 501 00000 || oa0e0 |] oao00 15,475 67.1 3.2 9000 é606- |Podaon 67.1 63.3 IMeoaoll © eisrete 11,360 16 “1% =|] oo00e: ||) e000? || Sane 15,475 73-4 BoP goou a 73.4 65.4 IAsoool| i Sass 11,290 24 516 pd08 20600 sobe0 15,475 72.9 dc 3-3 0000 ; oll 78 62.4 URscoal| 2 500 10,410 15 BRE || boos co¢0 90000 15-475 67.2 a0 3.6 S805 0 || c0000 67.2 61 14.. I Geta 9-750 Il BSR .|| vacec! || “coos 2 |} ‘ooo06 15.475 63 a6 3-7 9000 oodo 63 57-9 I5.. ° 28.1 II, 190 Il 521 2,740 go8 105 15-475 72.2 oil 3-4 WAST 5-9 F\l FBR 65 16....| 2 24.8 9,190 | + II 577 3,880 989 828 15,475 59-4 +I 3-7 25.1 6.4 | 53] 59-4 54.9 WFoadol| 23.8 9,200 12 600 4,380 519 764 15.475 59-4 git 3-9 28.3 3.4 4.9| 59.4 54 AARINE WATER-TUBE BOILER, BURNING COAL. 642 Marine Engineering. DECEMBER, 1902. LIQUID FUEL FOR NAVAL PURPOSES. In this part of his report Admiral Melville states that it is now plain why success in oil burning has but recently been attained, as it is realized that oil should be atomized before ignition and that the length of the furnace, volume of the combustion chamber, and calori- meter area are factors which must be considered. In fact, it is highly probable that it may be found advisable to design a special boiler for burning oil. In view of the trifling amount of reliable data extant concerning short notice. There are many burners in the market which atomize oil quite satisfactorily. The necessity for heating the air requisite for combustion should be recognized by all’ who contemplate the use of liquid fuel as a combustible. Until recent years it has been impossible to get a full horse power out of a boiler when oil is used, but now that the proper method of burning oil by first atomizing it is understood, boilers may not only develop rated horse power, but may be forced so that they develop more than could possibly be done with forced draft and coal. Wisse iseee Re ro BE TIE ETON NEI CAIDAS BLOX Teer ara eas prereset YW YUW!4 y Led 1 ft. 0 i 2 i] i] | 7 Marine Engineering w + on Lo) HOHENSTEIN MARINE BOILER, ERECTED IN THE WASHINGTON NAVY YARD, WHICH WAS SUBJECTED TO EXTENSIVE TESTS. liquid fuel, the Navy Department has projected an ex- tended series of tests to determine the value of liquid fuel for naval purposes. ‘These tests were started sev- eral months ago, and were conducted upon a Hohenstein boiler installed in the Washington Navy Yard, and a comparison of the results obtained with coal and oil will prove very valuable to the maritime and mercantile world. The problem for using liquid fuel for naval purposes is quite distinct from the problem of its use in the mercantile marine, and in considering the subject the admiral has made the following divisions: First: The engineering or mechanical feature which relates to the efficient and economical burning of oil and to the possibilities of increasing the consumption at Second: The commercial feature relating to the ques- tion of cost and supply is not so favorable for the use of oil in battleships as in merchant vessels, because of the limited source of supply and storage of oil fuel. Third: The structural problem relating to the instal- lation of oil fuel on board ship is the most difficult one of the three for the navy. As the petroleum vapors are heavy, and as most of the bulk of the oil in a warship will be carried in the double bottom, it will be difficult to free the compartments of explosive gases; and by reason of the great number of electrical appliances in use on board, thousands of sparks are likely to be caused, any one of which might result in an explosion and set the oil on fire. The Bureau has no hesitation, however, in recommending that an installation should DECEMBER, 1902. Marine Engineering. 643 be effected without delay on at least a third of the torpedo boats and destroyers. REPORT OF LIEUTENANT WARD WINCHELL ON THE VOYAGE OF THE MARIPOSA. The steamship Mariposa, belonging to the Ocean Steamship Company, was, during the early months of the year, equipped with new engines and boilers, and as she was about to be completed the owners decided to install oil burners on the boilers. The vessel is of the dimensions given in the following table and was built at the Cramp yard in 1883. Lieutenant Winchell was detailed by the Bureau to make a trip on the Mariposa from San Francisco to Tahiti. Only two double-end boilers were used on the trip out and back. The oil tanks are constructed out of old coal bunker space forward of the boilers, and have a total capacity of 6,338 barrels, or 905.4 tons. ‘To fill the tanks a horizontal duplex pump 6 by 81-2 by 10 inches was placed in the forward fire room. ‘There are two service or settling tanks placed in pockets formed on either side of the single-end boiler. ach tank holds about twelve hours’ supply. They are filled by the oil- tank pump and have overflow back to the main pumps. There are two oil-service pumps with duplex cylinders 6 inches and 4 inches by 6 inches stroke, each one being large enough to supply all the burners. ‘These are both placed in the forward fire room and draw their supply from the settling tanks through removable strainers, and discharge into the bottom of a small heating tank, where the oil is heated by a steam coil to not more than 150 degrees, and thence by a pipe is taken to the burners. The double-acting duplex air pump, with steam cylinders 12 inches, air cylinders 22 inches, and a common stroke of 18 inches, is placed in a pocket on the upper engine- room platform, and the air discharges into the top of the heater tank on its way to the burners, so that the oil and air go to the burners under the same pressure, which is limited to 40 pounds. The burner is of the Grundell and Tucker type and consists of a hollow plunger for the oil, screwed into a pipe through which the air passes. The outlet for the oil is through a series of small holes at right angles to the central hole. The air meets the oil through spiral directors and is sprayed into a rose shape by the expanded end of the atomizer. The air and oil pipes have globe valves for regulating the supply of either, also plug cocks for shutting off the burner immediately. The air-supply pipe is also con- nected to a steam line, so that steam may be substituted for air if desired. The length of the oil plunger is ad- justable to give the best form to the flame. Two burners were fitted on each boilér. ‘The air is heated on the way to the burners by passing through a hollow iron casting in the front of each furnace. In the lower part of the furnace front is a door on hinges for regulating the supply of free air. In the double-end boilers there is a common combus- tion chamber for opposite furnaces. A brick bridge wall is built across these furnaces, reaching above the top line of the furnaces. At Tahiti a careful inspection failed to show any bad effects of the flame upon the boilers. No leaks or defects developed, and the total amount of refuse swept by tube scrapers and out of the back connections and uptakes barely filled two ash buckets. This refuse, which was mainly soot, was a result not only of the twelve days’ run to Tahiti but also of three preliminary trials. No precautions other than those usually taken on board ship were made to guard against fire or explo- sion. All spaces to which oil has access are well ven- tilated by both inlet and outlet ducts. As a coal burner the Mariposa formerly had the following engineering force: one chief engineer, three assistant engineers, three oilers, twelve firemen, twelve coal passers, three water tenders, one messenger, one storekeeper; total, thirty- Voyage No. I. Voyage No. 2. Average Total. | Average.|| Total. |Average. Kn otsstotalievensesce 3,438 3 660 3,549» Knots per hour...... 13.12 14.05 13.58 RB Pap Milsteceteteteicieleleve/sisie 65.2 70.90 68.05 i. H. PB: main en- FabNES pooc000000d000 2,193 2,770 2,481 Oil per day (bb].)...] 2,803 | 254.8 3,277 | 302 278.4 Oil per day (long SE) 00 0000000000000 400.43 36.40 468.14 43.18 34.29 Oil per hour (lbs.) .. 3,412 4 026 3,719. bp > Op no Can. Re : 8 am 10.73 9.66 18© 3526 186 12450000 q 3.79 3 3-39 Pounds of oilI. H. P. 1.56 eat 1.45 1.50 Pounds oil per knot. 260.9 286.3 273.6 Knots per ton oil....| ° 8.59 ae 8.20 Knots per bbl. oil... 1.22 I.1I 1.16 Slip of screw in per CSE o50000000000000 13.44 12.08 12.97 Actual time (hrs.)... 263 260 I-2 TRIAL DATA OF THE MARIPOSA. six. ‘The fire-room force with oil burning was reduced sixteen men; and of the six firemen carried, three were relieved from watch the second day out, leaving but one man on a watch to fire twelve furnaces in two different fire rooms. ‘The water tender did not touch the burners, except in emergency, his duty being to tend water, fill settling tanks and record the height of oil in them, record temperatures of oil at settling tank and of heater in fire room and of superheated air, take readings of the lower pyrometer where the two uptakes meet, and run cil pumps supplying oil to the settling tanks, and small oil pump supplying oil to the oil heater. The principal difficulties encountered were the regu- lation of the supply of oil to the heaters by the pump 644 Marine Engineering. DECEMBER, 1902. Average 0 Average tempera- pressures. | & ture (Deg. F.). ; 5 a rs) Sens [hey B on ; gs |mbe ley | gi @ oe |b se [23 | = 3 an) a a = 2 |435 pie & o ‘3 sg = P “ Bloke Sos] | > | di pe 3 y 6 | 52 |e aod|s g E c. pe) = 7) = ia] Aru = 3 S 5} = 3 Gq ve sa} Ss 8 oO & (Sell ao | © n Ge & ° J) u u Pe} - ° Label rs) c 5 2) & c de v B 5} ays NEO = Yi Si a § 3 : m © | oe lessee |] = | & |g 2 3 Gs 2 3 e ESS ROOTES | i 5 | y' 3 iS) 2 v B TAS le bies | @ | ol ieee 5 S 3 As] = s Uv |yor ie8al oa * 4 Cas) 4 A A 4 fo) D q |o a m caf a |e 1 2 3 4 5 6 7 8 9 15 16 | 17 18 | y — ——= | ——— June rr | 6 |Beaumont oil./O. C. Bright sunny day. ......| 20.02] 273.5 3.20 | 327 | 85.4 | 121 (2 June 12 | 4 fe ce 8 Q00000000 30 273.5 4.62 | 423 | 86 121.5] (2 June 26 8 p f 50690 29.70 | 273.5 -78 ° 79 106 102.5 June 27 | 3 by Se +e... .../Bright sun, few clouds....| 29 94 | 273.5 3.37 | 483 | 81 108 122 Hood} ER A 5 ie te .. «.ee..|Bright sunny day......... 30.13 | 273.5 1.41 re) 7 I12 120 Aug. 4-9 | 116 rs OTS" “aocabsace (see log).... «.--| 29 89 | 271.5 1.31 @ || %) 112 113-5 Aug. I5 6 mG se ....... |Thin fleecy clouds ... 30.10 | 272.5 4.66 fe) 77.6 | 120 161 Aug. 29 3 et ff seeeeeee--(|SMOKy, occasional clouds.| 30.08 | 27 4.68 | 506 | 82 II5 136 ~ept. 12 6 SS Hayes (steam)... Partly cloudy. 9000000 30.16 | 273.5 | 32 o { 75 98 (?) oe} >ept. 19 8 “se O. C. B. W. (steam). .|Thin clouds............0.- 30.20 | 273.1 | 29.9 o | 69 98 444.4 sept. 20 8 of i 6 9 aS Gre Ondo es. | 30.18 | 273.7 | 61.4 @ || 7 106 408.2 Sept. 22 8 St Sere 50 Partly cloudy.............. 30.05 | 274.2 | 91 o | 77 103 401 Sept. 27 8 ‘ Reedi(airandisteam) spren | Malronceecmeleeeticdiisieliees 29.92 | 276.7 | 92 o | 80.4 | 99.4) 375 Sept. 29 8 ss ef os (OER? 65000 ) 6080090000>c000]| BI || Aza || Be) o | 85.4 | 111.5] 416 Average temperature . : 5 : (Deg. E.). Oil. Steam. Water. Economic Results. a g . +h DW oe Le} Lo} . ” ~~ o- we oe LY) ¢ a re . ~ =~ > © el ealescee fe3 | feel Ge | [fs |e 18s je 7) Mo) py Sa tS) rb A Sw ot 5 ao BS ISS o % B | GSES gis Bes | €2 i] BS yee | Se & 2 FI ® || Go ale Pao a oy eae ° a A ol. a @ 8 a So0o oft aX |. oe & a a fe 7) g 2 | aeeeee See bo | Bo oS lee | a Be ie. a. a i Esha od AA — Lz 3 om A) Rees Gaile} u LC =~ u ee Urns 4 (1p I o8 IO me la Gs] RS 3 é 2 w | Uae A SR fs ty wo WS af Ge |o= ae g is} % oI Booy 5282 BS = Bae |e a6 5& | wy ats. 5 2 =} % = ob .e = + w A = w On a 4 dj Bo roma) 8 bo 2 3 gas Sues os 3 ORS 3 ay Sy be Gm is a o We) Sie ye & “ 2 ie} KE o> | So ° o 45 % Z og ood ST S oe co ae ae eg oS dla Stoalieces A Gell ef OREN CR IPRS Sees la | ce ok | Be s $ re ¥, SAGE 2 Woke) owe ll es | eS lee GS 3 4 v D o of SI nes o soda Bo 3] aT me wae os g Pe s 4 ny is D tS) GAS 7) w— > A 2 5 HR He [wok ae 15S 2 S 0 oY om Go oe oo DY w a5 Y a Po SS ie Oo vu go Ebel Ss ~ 2. 2) Obus 3) he) oF 3 Ugd Sdp || Goodb |} © Oe Ra, mh | Te v S @ gy 2 2ere Ss || Peed hs) o\~ FI Es au ay ae en) 2 og 8 ig Hs a age 2 Wosse bo 5 bo © |2eq | Us | sso |] o@ B | Ss] 8 be ao “oy [eeitiol| a lis ose 33 3 | Bea | De ls8e | 8o | see lise Ee) || BS) y os o os Sa S$ | Sart oe e isk) CL a | Ba | esx 1 ais Zz i|4 3) th a BIB a |e it mR | fu ct i B (s) 1 10 19 20 21 22 23 24 26 27 28 29 30 31 32 33 34 Mooadl| 248} 704.6 120.7 413.7 | 10,584 2,820 0.983, 117.976 115,960 | 1.159 134,400 Il.I5 | 12.70 0.303 2.39 34.3 DAsooo}} ZS 779 103.2 413.7 9 180 3.770 .980 96,928 94 980 | 1.177 111.800 10.56 | 12.18 -474 3.89 37.4 Soa0nl| 503.6 | 128.5 413.7 6,122 827 -984 78,000 76,740 I.151 88.330 | 12.74 | 14.43 +153 1.06 62.8 Z5000|| S63 854 119 413.7 8,602 2,550 981 88.604 86,915 | 1.161 100,900 | 10.30 | 11.73 +337 2.88 36.7 Saool} © 557 129 413.7 4.668 1,153 .986 58,529 57.700 | I.151 66.380 12.54 | 14.22 .280 1.97 70 6....] 0 585 119.4 413.1 | 96.517 18,240 -985 | 1.192.482 | 1.174,500 | 1.160 | 1.363.000 12.36 | 14.12 .216 1-53 55-4 Teeter | LO 747 119.7 413.4 9,089 7,800 -995 104 631 104,100 | 1.160 120,780 11.52 | 13.29 «990 7-45 78.3 8.. 3.75 | 1,017 I19 414.5 9.909 3,950 -988 92.997 91,870 | 1.161 106 690 9.39 | 10.77 458 4.25 36 g....| O 449 127 413.7 3.600 2 524 -99I 43,761 43.367 | 1.153 50.000 12,16 | 13.89 +701 5-77 ° Hood] | © 596 318.3 413.6 7.360 3,412 -995 85,791 85.350 | 1.162 99.170 11.55 | 13.47 464. 3.98 ° . ° 628 120.2 413.8 8,257 4.252 -994 96 469 95.880 | I.160 III,190 11.68 | 13.45 -515 | 4-41 ° ' fo) 661 119.6 414.0 8 974 5,305 -995 105.547 105,020 | I.160 121,840 II.77 | 13.58 -591 5.03 ° son! O 578 121.9 414.8 7.692 8 166 -996 95.605 95.310 | 1.158 110,370 } 12.43 | 14.35 1.062 8.54 81.4 ; ° 645 120.8 415.0 9,216 6,838 998 112,115 111,890 | 1.159] 129,570] 12.17 | 14.06 742 6.09 78 SUMMARY OF FOURTEEN TESTS OF THE HOHENSTEIN wy x Ke) a ineerim Marine Engi DECEMBER, 1902. *[e14} Jo loqmmnN ( boas u (64) X (SF) © || Brae srseee srr srs Ifo Jo punod sad sv8 Aeumpyo! Aip jo spunog ve) TORRE SLBA A 4 WWW WWMWOWW OOOO OO stsA] o VIA Ia gg aggeagag -eue [voltmayo Aq [IO Ur Woqivs Jo eBeyNed1ed = SEEEEBEBBOEBESS ‘[(o¥)e + (FP)£] AXinttH tHOTDAOW 5 . ron) OW) OV WtRO NO = [(45)2+ (96)4 + (96)8 + (HP)I1] “tog Oi Parctatsisierctahistanics -1e> jo punod 10d ses Asumiyo Aip jo spunod M6969 09 CDN COT CD CON CIN | Ot Bo ne In%® INDO >+CO *(soua1aytp Aq "yUd0 Jed) N ‘was0I}IN ze BO HDHO AIH ALAS ° * ss by AANHANANHHHAAN 2 WOAMDODADDDDODDDOD n EA g ; > | aa com Bam &e sieve 5 ‘(queso ted) OD ‘apixo ormoqiw> | JF wmATeHeIdIageg9ee HH n 3 se bo ~o INTO NMO DAW > pe 5 Raat WSS OOS ACT 2 (queso ted) O‘maBhkxO | B | SadcdcodSadHdaAagG HAA RAR z ca) 0 Fe a | 527288589588 (W090 19d) 7QD ‘plow o1moqieD SF NY ORS Rats Mes Rees ‘of 1c + ([¥#) ‘(spunod) so"zins 9 pees SORES BSQ Suryeay jo Joos oienbs 19d inoy 19d “yy + SHIA HAG MINS MO oziz 3B puke MO uoljTIOdeAd yusTeAINDH Sipcamanet =] >) 2' fe) O M0 DOW O “ ‘(¢) + (62) ‘(spmnod) anoy 19d “4 nw | SRESRBES SABI Aa 5 oziz Je pue wo uoTje1odvas jus] eAINDy + AMON OMA A HOS a AAQHORHA RHR Ra - uv oe 0d tO OM DO Dw \ y ‘(g) + (4%) ‘(spunod) mays © | SRASFVOS ISAS SS a jo Ajljenb 10; payoeii0s inoy ted 1938M tH QOOSHORONOH OHS e aw AHA O AHHH (Se) + (2) | @ | SORRRR ITE SRGSRE + (9%) ‘(spunod) imoy ted 1oyem port | % ALTAR ORHNOG ONS AN QHAHO AHHH ———_——————— ET ive} wy *(¢) + (¢@) ‘(anoy 49d RK BRB ESS SOLA V aS a 6 spunod) j1o surAeids ul potinsmoo 11e9}5 Go) BOR ACH DINt+TNHS OW 4 HH A u e 2 ‘of 1z + (gg) ‘(spunod) s0¥j1ns ros E93 BBFBRBa SS BH a Burjeoy JO joo} v1enbs tod anoy 19d [10 of Qin we af 1 a 2) ive) NTH NMwY ic ‘br'oS = (gg) ‘(spunod) soem1ny jo © Hida LOO Y DAD 9 3 yooy arenbs [e}Uoz110y4 19d inoy sed [10 8 ee TA Ne} (eo a re EY NT NS 2 ‘(g) + (eg) “(spunod) anoy tod 10 |B TROSBSSLSS ALIS RA BO AO INMO DOH AH Ho «3 Hd HHO *(toyem So Cole e) ne jo Sayoul) oinssoid ire mo0o1-314 ayemixoiddy mi EG CAD OO DOO CKO © | = SER Net cre Ogee a aaa Efficiency. Heat balance, or distribution of the heating value of the oil. pe Eee (ee) | x (9) ‘(-yma9 19d) aovuINs pu” s2]1}0q JO nr ‘(gg) = 001 X [(2¢) + (19)] ‘( 4u89 40d) t2aT10qjO In percentages of the total heating value of the oil. re ‘D}o ‘MOI}eIp -B1 0} ‘Ile UT oInjsIow Bul yeay 0} ‘uasoipAy pouins -109UN 0} enp—Seasso] 19430 Oo Rt DAR ANWOO re} Oy SS © SBRASES BISSSOS st oY BE RBESESE 7° ee eee eee ‘uoqivo jo morjsnq -W109 93a dutoout 03 anp sso'y Re) Do NON ST mMtteAH A =) TNOD NNO AW NNN MO | | & SP RSOIS Orga | A) moan HHA r = ee — ———— ‘sases Yi Ga fe) “Uullyoorg soAtjejussoidor sity pur 654 Marine Engineering. DECEMBER, 1902. ENGINEERING SPECIALTIES. Compound Internal-Combustion Engine. The engines shown in the accompanying illustrations not only differ from other explosive engines, due to their great economy in floor space and weight, but also, being the first successful compound internal-combustion en- gines constructed, they also differ in cycle and their extremely high fuel economy. The engraving on page 655 represents the 20-horse- power Raabe steeple compound marine-type engine, the 30 inches; width over all, 21 inches; diameter of fly- wheel, 15 inches; weight of flywheel, 65 pounds; number of revolutions per minute, 800 to 1,000. The fuel used in these engines is ordinary kerosene cil, but, if preferred, gasoline or common illuminating gas may be used without making any changes to the engine. *’The mechanical reversing gears, which are so well known to the owners of launches, are entirely abandoned, as the whole engine reverses with a positive reversing gear—i. e., if the go-ahead gear is thrown into action by means of the reversing lever shown in the 1517/2 Py ita f 7 | ZA THE RAABE W COMPOUND INTERNAL COMBUSTION Se ee ae et ae ee \ | | ] | BD Marine Engineering FORE-AND-AFT COMPOUND INTERNAL-COMBUSTION ENGINE. weight of which is only 500 pounds, covering a total floor space of two square feet, with the following dimen- sions: Height from floor level to clearance line, 37 inches ; length of bed plate, 17 1-2 inches; width of bed plate, 15 inches; length over all, including flywheel and coupling, 19 1-2 inches; width over all clearance, 18 inches; diameter of flywheel, 16 inches; weight of fly- wheel, 70 pounds; number of revolutions per minute, 600 to 800. In the line drawing is shown the fore-and- aft compound marine-type engine of 20 horse power, with a weight of 500 pounds, covering a total floor space of 3 square feet. The dimensions are as follows: Height from floor level, 28 inches; length of bed plate, 24 inches; width of bed plate, 15 inches; length over all, cuts, it will be impossible to run the engine in the oppo- site direction; the same holds true about the go-astern gear. By throwing the lever into the midway position the engine is stopped, and any intermediate position regulates it for slower speeds. These engines can be built from 20 horse power up to several thousand horse power. For engines of 60 horse power and above no flywheel is provided, as the engine can be started without necessitating the turning over by hand. Ail bearing surfaces are made extra large, avoiding all possibility of overheating at high speeds, even with moderate lubrication. The engines are especially well suited for direct-connected units for iso- lated electric lighting. Being double acting, the rotary DECEMBER, 1902. Marine Engineering. 655 motion is very regular, unlike the engines of the two- and four-cycle type. The exhaust is absolutely noise- less without the use of a muffler, owing to the fact that the gases are expanded down to atmospheric pressure. These engines are built by the M. and R. Engineering Company, 202 West 103d street, New York, builders of the two and four-cycle types of gas engines for marine, industrial, and automobile use. voll STEEPLE INTERNAL-COMBUSTION COMPOUND ENGINE. A Pneumatic Hoist. The value of compressed-air apparatus, such as hoists, drills, and cranes, depends almost entirely upon the quality and economy of the motors. The machine here illustrated is the Port Huron pneumatic motor hoist. The engine consists of two oscillating double-acting cylinders set at right angles in an air-tight case. There is no movable valve mechanism, as the oscillation of the cylinders opens and closes the ports and gives clean cut-off. The cylinders oscillate from the extreme end and there are eight ports for each. When the engine is on dead center the air is all shut off, and when she starts the feed and exhaust ports start to open, and when on half stroke the ports are wide open, gradually closing until dead center is reached. A small quantity of oil is kept in the case, so that the crank revolving lubricates itself and dashes the oil to the valve seats. The motor handles the load of the hoist through straight line gearing, and is controlled from the crane by two chains. The motor may be instantly started, stopped, or reversed, and is operated by a three-way valve, which is kept tight by a stuffing box. The valve is self-closing when the chains which operate it are re- leased.. A wire rope is used on the winding drum, as it runs smoothly and raises the load without jar, which is the case when a chain is used. The ball bearings are bushed with phosphor bronze and the gears are of cut steel, and all parts are made interchangeable. AE SE RE AEE TE EEE I EME EI TEE NG IEE AED PNEUMATIC MOTOR HOIST, A four-chain hoist running all day will not consume the air that an ordinary chipping hammer will require, for the reason that no matter how much material is handled with the hoist the latter is actually working but a small percentage of the time. ‘The hoist is made in sizes from one to ten tons capacity, and many of them are now in use. For further particulars address the Port Huron Air Tool Company, Port Huron, Mich. The Perfected Ship Log. In the Nicholson ship log is found a mechanism which reliably and accurately records the speed of a vessel and which is not influenced by conditions of weather. No floating log is required, as the mechanism is all contained within the ship itself. The principle of the device is the variation in the height of a column of water, the 656 Marine Engineering. DECEMBER, 1902. lower end of which, extending through the bottom of the vessel, is exposed to the pressure of the outside water due to the speed of the ship. A float in this column of water indicates the speed. This briefly is the principle, but in carrying it out intricate problems had to be dealt with. One of these was to compensate for the level of the water in this tube due to different draft of the vessel, Parente Appcico FoR KNOTS PER HOUR RNS SOS ree intake pipes, which are I inch diameter. Pipe B, which we will call the recording pipe, is closed at the bottom, but has a small hole on the forward side. Pipe A does not extend outside the line of the hull. The upper ends of these two pipes are connected to two 3-inch stand pipes, and as the speed of the ship increases the water level in pipe B rises. The water level of yr oc chy CART tas RECORDING DIALS OF THE NICHOLSON SHIP LOG. light or loaded. This is accomplished by placing a second tube opening to the outside water at the bottom of the vessel, but not subjected to any forward pressure. Thus the speed of the ship is measured by the difference in level of the,two columns, the latter column being called the draft regulator. Two seacocks are placed on the bottom of the vessel, preferably near the center line, and fitted with stuffing boxes through which are run the pipe A, however, depends only upon the draft of the vessel. Floats are placed in each pipe and the two cords are led to the tops of the pipes, wrapped around two wheels, and kept tight by counterweights. The shafts of these wheels are connected through universal joints to the actuating device shown at the lower left- hand corner of the above cut. ‘These two motions drive a compensating screw with ball bearings, so that when DECEMBER, 1902. Marine Engineering. 657 both shafts are turned the same number of turns there is no change of the recording levers. This happens when tne vessel is in dock being loaded or when pitching or rolling at sea. Turning now to the recording device, it will be seen in the cut that above all is a clock. To the left is a dial indicating the speed; in the middle is a counter which adds up the number of ‘miles traveled; to the left is a speed indicator showing the fractions of a mile, and at the bottom is a revolving cylinder on which a record is made of the speed during twenty-four hours. The three latter dials are operated by the clock. It was found by experiment that the height of the water in tube B varied as the square of the speed; side, which is driven by the clock. This friction will actuate the counter, and the indicator at the right hand. It will thus be seen that all the necessary indications and records of a ship’s speed are obtained, and in practice it has been found that the mechanism works with ex- treme accuracy. Indeed, slight variations in speed, caused by turning of the rudder, are clearly shown and a speed curve is secured of such refinement as never be- fore known. ‘This log has been placed on several Lake steamers and is now being installed on the Coast. It is made in several forms, the simplest of which is the speed indicator alone. Further particulars can be had by addressing the Nicholson Ship Log Company, Cleve- land, Ohio. REFERENCES LEVEL PIPE SPEED PIPE DRIVING WHEELS Ya" SHAFTS WIRE Hey i i 1 | ml NICHOLSON SH/P LOG aoe CLEVELAND O ARRANGEMENT OF PIPES FOR RECORDING SHIP L0G. therefore it was necessary to have specially-constructed gearing for the speed indicator, so that each mile could be shown by the same increment of space on the dial. It will be noted that this gearing is above the drum recorder, and upon the latter the vertical distances which represent the speeds are laid off according to the squares of the numbers. The compensating nut carries an arm which draws the curve of speed and to this nut is at- tached a vertical lever driving the gears above men- tioned. These gears operate the speed dial and also through a rack and pinion move the point of contact up and down the speed cone, shown at the upper left-hand Pressure and Vacuum Gages. These gages are of the well-known Bourdon spring type, with springs of solid drawn tube. This principle is acknowledged as the best for commercial purposes for indicating pressure. A so-called angular independent or suspended movement is employed on all these gages. The original type of movement made first in 1853 is necessarily fastened to the back of the gage case. This is a defect acknowledged by all who are versed in the manufacture of gages, as it has many objectionable features: First, in screwing the gage to pipe connec- tion it strains the movement and often throws the rod 658 Marine Engineering. DECEMBER, 1902. connecting the free end of the tube with the segment out of line, and no gage can be correct after this has occurred. Second, the unequal expansion and contrac- PRESSURE AND VACUUM GAGE. tion of the metal case and movement is a serious defect when the latter is held in position by being screwed to the back of the case; the old types of movement ex- special composition, after particular attention has been given to its wearing qualities. Pinions and arbors are made from either German silver or “silver metal,” both being strictly non-corrosive. ‘The last-named metal is highly recommended for this purpose, inasmuch as it has tensile strength and wearing qualities equal to, if not greater than, steel. Attention is also called to two new lists in gage prices, namely, aluminum and “silver metal’ cases; the advantage of the former will be readily seen from the fact of its extreme lightness. Silver metal cases are recommended where a very rich and superb finish is desired. It takes the place of nickel plating, with the advantage that it will never wear off or tarnish and is not affected by acids or ammonia. These gages are all graduated from an open mercury column U. S. Government Standard 14.7 pounds to the atmosphere and warranted correct. Dials may be furnished in white enamel, silver, or black finish. Further information may be obtained from the Standard Gage Manufacturing Company, of Syracuse, N. Y. New Marine Gasoline Engine. The Mianus Motor Works, Mianus, Conn., has placed on the market a new 12-horse-power four-cycle eX NEW TYPE MARINE GASOLINE ENGINE. pand more or less, particularly when exposed to heat, which is the case in many instances, and this means a false indication, and it is not long before the gage be- comes seriously defective and unreliable. ‘he construc- tion of the independent or suspended movement is such that it provides a free air space, and comes in contact with the case at one point only, namely, at bottom or side, and not at two points as in the old construction. ‘Movement plates and segments are made from a gasoline engine of the marine type. ‘This engine is made from new patterns and designs, and is remark- able for its simplicity and neatness of design. The particular points of excellence are the easy starting device, the largest size motors being started with a lever without touching the flywheel or cranking; the ignition is adjustable with a hand lever, so that any lead may be obtained instantly; oiling is accomplished by a reservoir system of lubrication which is similar DECEMBER, 1902. Marine Engineering. 659 to the best practice in steam engines; the admission of gas is controlled by a throttle valve, so that any speed may be obtained; and reversing is accomplished by a strong. reversing gear constructed to carry double the load necessary. Searchlight Generating Set. The advantages of the searchlight for use on harbor and river craft and pleasure yachts is already generally recognized, but the size of the generating set prevents in many cases its adoption. Where electric lighting is used on small vessels the generator will be too small for running an arc light in addition to the incandescent lamps, or, if the gen- erator is large enough for supplying current to both, it is too large to run economically when operating only the incandescent lights. 45,000 revolutions per minute. The generator shaft, geared down 10 to I, turns 4,500 revolutions per minute. Oiling is entirely automatic through pipes from the oil cup on top, no cylinder oil being required. The generator, made by the General Incandescent Company, can be wound for either high or low voltage. On a test of one of these little machines 1 1-2 brake horse power is claimed. to have been developed on 50 pounds steam per brake horse power, which is a very great saving over other turbines of this small size. The searchlight is built especially for very hard ser- vice and the lamp is constructed to withstand any amount of shaking and vibration, no clamps or outside levers are used, and the carbons will burn without re- newing for forty-eight hours. The feeding device is governed by a solenoid. A Mangam mirror reflects the beam, so that boats may be detected for over a mile distance. The focus may be adjusted by a thumbscrew TURBINE-DRIVEN GENERATING SET FOR SEARCHLIGHT. The little De Laval generating set here illustrated is built specially for this class of work and embodies features entirely new in this class of machinery. In IMPROVED SEARCHLIGHT. place of the ordinary reciprocating engine a De Laval steam turbine is used, which in the cut is seen placed at the right hand. Steam enters through a governor into one nozzle and drives the turbine at a speed of at the top of the lamp. ‘This outfit is entirely complete in itself, and all that is necessary is to make the steam connection and connect the terminals of the dynamo with the lamp. The set may be placed in any con- venient or out-of-the-way corner. The oil pan at the bottom is but 27 inches long and 11 inches broad, and the total height is 11 inches. Further particulars may be had by addressing the New York Electric Headlight and Train-Lighting Com- . pany, agents of the De Laval Company, 52 Broadway. New York city. Taylor Water-Tube Boiler. The ‘Taylor water-tube boiler here illustrated is radically different from the usual type of marine boilers, both in the way the furnace gases are handled and in its extremely short circulation. The advantages claimed for this boiler are a weli-designed firebox, good com- bustion chamber, long and definite course for the fur- nace gases, and one in which the water tubes are so arranged that the steam finds ready access to the drum without displacing the water in the tubes. The boiler differs much in construction from others which have screwed connections, as all the generating tubes are vertical, except the horizontal headers above . 660 Marine Engineering. DECEMBER, 1902. the grates and above the combustion chamber. It is termed a sectional boiler, as it is built up of sections of tubes rather than separate tubes, and this is made the claim for ease of repair. In general the boiler consists of a large number of short straight vertical water tubes over the fire, connect- ed with headers, which in turn are connected with mani- folds at the bottom and a steam and water drum extending lengthwise of the boiler at the top. As shown in the accompanying engraving, there are four large bottom manifolds reaching from front to rear of the boiler at some distance below the grate. From these, two or four down-flow pipes arise outside the casing and connect with the drum below the water WATER-TUBE BOILER OF Connection is also made with the bottom mani- folds by vertical pipes spaced widely apart, which at the grate level are screwed into branch connections, line. from which the pipes are then carried up in pairs and connected with tees and four-way fittings with the nests of generating tubes, which occupy the space all above the combustion chamber and below the drum and form the principal heating surface of the boiler. These rows of tubes, rising from the bottom manifolds and extending from back to front of the boiler, divide the furnace into three grates, for each of which a door is provided in the casing. The tubes composing the generating system are in short lengths and are fastened together by nipples which are screwed into the end connections, the latter being faced and butted up tightly, so as to protect the threads from the action of the fire, and forming top and bottom headers. Between the drum and the casing on each side—one tube for each section—two rows of tubes extend upward from the generating nests and connect by bends with the drum. The connections at the lower ends of the generating tubes are arranged to form the crown sheet in such a way as to compel the gases to travel in the course in- dicated by the arrows in the drawing, which is some- what the same in general direction as in the cylindrical double-end marine boiler. At each end of the section © manifolds or headers a plug is fitted, which on removal permits of examination and cleaning of these manifolds. In the steam-generating tubes the circulation is: not all in one direction; in some the flow is upward and in others downward, the pipes above the nests of tubes, with outlets into the drum, carrying up comparatively little water to the drum. Inside the drum there is fitted a dry pipe and separator, connecting on the outside with THE STRAIGHT-TUBE TYPE. the boiler stop valve, and it is claimed by the manu- facturers that their boiler is notable for furnishing dry steam. ‘This boiler has been installed on several yachts and other vessels. ‘The builder is the Taylor Water- Tube Boiler Company, 345 Franklin street, Detroit, Mich. Electric Blue=-Print Machine. Those having to make blue prints realize the loss of time and money incurred. by relying upon the sun’s rays for exposures of the sensitive paper. The elec- trical blue-printing machine ‘is now well established, as this may work on cloudy as well. as sunny days, when the operation of blue printing may be carried on wherever the machine may be erected. The apparatus here illustrated consists of a cylindrical printing frame, composed of two heavy curved plates of glass bedded in soft material in an adjustable though rigid frame, together with two tubular uprights which support the are lamp and automatic drive mechanism. This drive operates the lamp, having means for lowering it through DECEMBER, 1902. Marine Engineering. 661 the cylinder and then automatically raising it again to its former position. The cylindrical frame revolves on trunnions, so that it can be swung to a horizontal position, which is the most convenient method for in- serting or removing tracings and paper from the frame. In operating, the cylinder is revolved to a horizontal position and the tracing and sensitized paper are placed around the outside of the cylinder, being confined by stout canvas covers, which are drawn tight. by turning a lever, thus insuring perfect contact between tracings, sensitized paper, and the glass. The cylinder is then swung to the opposite horizontal position and the same MACHINE FOR BLUE PRINTING BY ELECTRIC LIGHT. manipulation repeated, after which it is returned and locked in vertical position and is ready for printing. By simply touching a lever the arc lamp starts in its descent through the center of the cylinder at a speed which can be regulated to suit the sensitiveness of paper employed. When the lamp has reached the lowest point of printing surface, it automatically re- verses its motion and quickly returns to its original position above the cylinder. These machines are entirely self-contained, no brack- ets or pulleys on the walls or ceilings being required. Further particulars may be had by addressing the manu- facturer, the Eugene Dietzgen Company, t19 West Twenty-third street, New York city. Direct=-Current Magneto. Although the magneto used in connection with the ordinary spark coil for gas-engine ignition is a small machine, its proper design and construction require much care, for the machine must run under the most disadvantageous conditions and must run at all times. The magneto here illustrated is made by the Remy Electric Company, of Anderson, Ind., and was designed especially for use in connection with launch and auto- mobile engines. The magneto is mounted either on’ a solid base, as shown in the illustration, or with a shift- ing base when a friction drive is used. ‘The magnetos used in this M.V. type are made from the best American magnet steel, which has the highest magnetic density to insure permanent retention of magnetism. ‘The arma- ture is of the iron-clad, laminated-core, drum type, wound with double steel-covered magnet wire. ‘The lead wires from the coil to the commutator are encased in sleeves, after which they are bound down, shellacked, and baked, making the armature similar to that of high- voltage machines. The commutator is much larger than usual in proportion to the size of the machine and is arranged on a steel core and insulated throughout with mica. In low-voltage machines special attention must be given the selection of a brush, so that the commutator will not be cut. The brushes used are of specially low-resistance carbon. DIRECT-CURRENT MAGNETO SPARKING DEVICE. Meotor=Driven Air Compressors. Compressed air, which is daily coming into greater use in marine work, is a recognized indispensable agent, and the apparatus which is the simplest and most effi- cient is, of course, the desirable. The N. A. Christensen air compressors, made at Milwaukee, Wis., most are built specially for small work for both portable and stationary use. ‘The type M motor-driven compressor here illustrated is of the latter class and built in ca- pacities from 50 to 1,000 cubic feet of free air per minute. As will be seen, the electric motor and compressor have: been designed to form a compact, self-contained unit. The air is compressed in the cylinders shown at the left. The entire machine is mounted on a substantial cast- 662 Marine Engineering. DECEMBER, 1902. iron base. ‘The cylinder and valve heads are water- jacketed, and clearance spaces are reduced to the lowest practicable limit. The suction and discharge valves, which are interchangeable and of seamless cold-drawn steel, are mounted in cast-iron heads and each is re- movable independently of the other. No springs are used to seat the valves, they being operated by com- pressed air and gravity. The piston is provided with improved form of packing rings. The piston rod is of steel and passes through a self-adjusting metallic packing box. The connecting rod is also of steel: The crosshead is fitted with adjustable shoes of large area and with a hardened tool-steel wrist pin, accurately ground and bearing in phosphor bronze boxes on the rod. The crank shaft, of high-grade steel, is extended at the motor end to carry the gear, which is driven by a pinion on the armature shaft of the motor. The gear and pinion are of the helical herringbone type. The gear case and crank chamber are connected, forming an enclosure which is partly filled with oil by the reyolu- tions of the crank. All lubrication is secured by the oil in this chamber. Signal Gun. A good gun is a necessity to every well-ordered yacht, yacht club, or steamship. Naval architects and designers generally will welcome any improvements on of gun heretofore in the clumsy and antiquated style A NEW SICNAL GUN. use. ‘The cannon shown in the accompanying illustra- tion is a new type, similar and embodying the good points of modern naval ordnance. This style of deck ier edie res saneceteal A A MOTOR-DRIVEN Either an alternating or a continuous-current motor may be used, the illustration herewith showing one of a continuous-current, multipolar type. As much care has been given to the design of the motor as to any other part of the machine, and throughout the design of the unit is such that every part is easily and quickly accessible. An automatic governor starts and stops the motor compressor at the desired minimum and maxi- mum pressures. his consists of an ordinary pressure clutch mechanism with a special wand, which, upon coming in contact with a connecting stud at the posi- tion of minimum pressure, allows the current to flow through a magnet coil. This coil operates a plunger to. which the contact pieces over the motor circuit are attached, thereby closing the circuit and starting the motor. When the pressure reaches the desired maxi- mum this hand strikes another stud and the current passes through a second solenoid magnet, thereby pull- ing the plunger in the opposite direction and opening the motor circuit. Various types of motors are made by this company for stationary and portable uses. AIR COMPRESSOR. carriage mount is of mahogany and polished bronze, with ball-bearing rollers—a commendable feature, per- mitting of movement in any direction, as, with the regular high, conical, bronze deck stands with which these cannon are ordinarily supplied, this gun can be elevated and depressed and pointed in any direction, the carriage remaining stationary. The gun and carriage are separate for convenience in stowing. A large variety of sizes appropriate for sailing ves- sels are supplied by the makers, the Naval Electric Company, 95 Liberty street, New York city. Japanese-Built American Gunboat.—The first of an order of five gunboats for service in the Philippine Islands and built in Japan was launched on October 16. The vessel was christened the Remblon. “Steam Turbine—Mr. John Jacob Astor has advised the public through the Scientific American that he re- linquishes all claims to his patents on his steam turbine which recently were granted him. He hopes that this act will result in the advancement of the steam turbine for marine and other purposes. DECEMBER, 1902. Marine Engineering. 663 The Reeves Compound Marine Engine. In the accompanying illustration will be seen a view of the Reeves standard marine compound engine, made by the Reeves Engine Company, Trenton; N. J., which embodies several novel features. One of these is the elimination of the receiver from the cylinders, whereby most economical results are claimed. The materials used throughout are of the very best, cylinders being made in one casting of very close grain charcoal iron. Counterbalances are placed on the crank webs aad the patented adjustable type, working in-seats having milled ports. Either end of these valves can be adjusted with- out removing the valve from the seat, by simply remoy- ing the bonnet, which permits the adjustment to be made in a very few moments. In a later issue we shall de- scribe this valve in detail. Another simple but efficient device is applied to the reversing gear, whereby the cut-off in the high-pressure cylinder may be regulated according to the needs of the work and still permit the low-pressure to be run at COMPOUND MARINE ENGINE. shaft is made from one forging, of open-hearth steel. The pistons are of cast iron, well ribbed and braced, and the rods are carefully turned from high-grade steel and ground to size. They are fitted.to the piston heads on tapers and secured by lock nuts, and are fastened to the erossheads by long threads and held by jam nuts. ‘The crossheads are of the box pattern, with ample wearing surfaces, which are faced with anti-friction metal. Con- necting rods are of forged steel, the upper end being solid and fitted- with bronze boxes; the crank ends are made of steel castings lined with babbitt metal. Means are provided for correctly adjusting wearing surfaces. The valves used in these engines are of the Reeves a fixed cut-off, thus maintaining the same economy as where a governor is used. This is accomplished by having the reversing arm operating the links of the high-pressure cylinder loose upon the reversing shaft and so that it may be set at any point of cut-off. The main lever, which is con- nected to the low-pressure gear, automatically picks up and carries the cut-off lever of the high pressure with it, wherever the latter may be set when the engine is thrown over These levers re- main securely locked together until the admission valve is wanted for cut-off purposes. from either direction. 664 Marine Engineering. DECEMBER, 1902. TECHNICAL PUBLICATIONS. Mackrow’s Naval Architect’s Pocket Book. By Clem- ent Mackrow. Size, 4 by 61-2 inches; pp. 750, with numerous cuts and diagrams. D. Van Nostrand Com- pany, New York. Price $5. The practical architect and engineer demands every possible aid which may serve to shorten the routine computations which he is required to carry out. ‘To this end, slide rules, planimeters, tabular information of every character, and handbooks filled with formule, convenient tables, and other aids—these all form a necessary feature of the modern office outfit. portance among these is the pocket book of formule and useful information. No one can be expected to re- member the manifold formule and methods relating to the various problems with which he is called upon to deal. The original literature relating to these various operations is scattered through a dozen sets of engineer- ing transactions and other technical publications, and the purpose of the handbook is to avoid the necessity of too frequent reference to these original sources. It is intended to be the digested product of a library of technical literature. In the field of marine construc- tion Mackrow’s pocket book has come to fill this require- ment in a very satisfactory manner. Where the field to be covered is so vast, the selection and arrangement of the matter will naturally depend much upon the individu- ality of the compiler and upon his judgment regarding the information most likely to be of practical use. The present is the eighth edition of this work, so well known as to require no detailed description. Comparing it with we find evidence of revision and of some considerable increase in the amount of matter; in all, some fifty pages have been added. ‘The intention has been to bring the matter down to date and make it representative of the present condition of science in marine The subjects dealt with are grouped systematically under distinct headings, so as to facilitate reference apart from the index, and, as in recent editions, the various tables are placed together at the end of the volume. In the successive revisions of this work special attention has been given to the general subject of the strength of véssels and to the elementary problems relating to the strength of materials, bending moments, shearing stresses, etc., with special regard to their application to such problems. In some respects the revision might, perhaps, have been more thorough, and data and information relating to ships having now only historical interest might have been omitted or re- placed by information relating to the modern fleet. Thus on pages 133 and 134 are found a series of particulars. including coefficients of performance, relating to English naval ships dating back as far as the sixties of the last century. Most of these have small interest for the modern designer, and their place might have been ac- ceptably taken by more modern information. In several other places of the book similar out-of-date information is to be found. ‘Taken as a whole, however, the com- pilation generally shows good judgment, and the com- piler has succeeded in bringing together a vast amount of useful information in a form convenient for use in a drawing office, without reference to original authorities. As with all books of this type, it must be used with judg- It does not pretend to give demonstrations or earlier editions, construction. ment. Perhaps foremost in im- ° reasons; it gives simply methods and information. These must be applied with discriminating judgment. Under this limitation the field of usefulness for such books is great, and we can recommend this as a mine of useful information to all who are engaged in this field of engineering practice. Lucas’ Questions and Answers for Marine Engineers, with Chapter on Breakdowns at Sea. By ‘Theodore Lucas. Size 5 by 7 1-2 inches, pp. 507, with 188 figures in the text and twelve folding plates. New York, Theodore Audel and Company. Price $2.00. The catechism form of text book for self-study has proved its usefulness so thoroughly that it has come to be one of the standard forms of aid for those who wish to prepare in this manner for advancement in the ranks of the operative engineer. Most of the text books avail- able for such study have been hitherto of English pub- ‘lication, and therefore in some respects not directly adapted to the uses of engineers in the United States. This lack has been made good by the publication of the present book, the purpose of which is to help in this manner the engineer who is trying to help himself. The work as a whole is divided into two main parts relating to construction and operation. Otherwise, in relation to subject matter, the book is divided into nine parts and twenty-seven chapters, giving convenient headings and sub-divisions for the various items to be considered. Part one takes up fundamental principles, combustion and fuel, steam and its properties, mechanics and the economics of the marine engine. Part two takes up in detail the steam boiler and steam generation; part three, the marine steam engine; part four, paddle wheels and propellers; part five, auxiliaries; part six, piping; part seven, care and operation of marine machinery; part eight, breakdowns and repairs; part nine; materials and strength. The treatment of the subject is simple, instructive, and generally clear. Occasionally the necessary brevity in- terferes with the fuller treatment which the author would doubtless have been glad to give had the limits of space permitted. The illustrations as a rule are excellent, and the presswork and binding are in the standard style of the publishers. The book should prove of value to all who are desirous of obtaining brief and simple explana- tions on most of the topics which concern the marine engineer, in connection with the construction and opera- tion of the machinery which is placed in his care. Machine Shop Arithmetic. By Fred H. Colvin and Walter Lee Cheney. Size 4 by 6 inches, pp. 131. Price 50 cents. New York: The Derry-Collard Co. This little book is intended as a convenient pocket companion to the mechanic and to provide him with simple discussions of many of the every-day shop prob- lems which arise, and to provide accurate and rapid methods for their solution. Instead of furnishing a bare. rule, the purpose of the authors has been to fur- nish, as well, an explanation in clear language of the principles on which the method of solution is founded. Speeds of drills, taps, and milling cutters, emery wheels and grindstones, figuring change gears for screw cutting on lathes, figuring size of drills for holes to be tapped, explanation of the metric system with convenient tables, principles of square and cube root— these are some of DECEMBER, 1902. Marine Engineering. 665 the headings taken at random in turning through the book. ‘The style is clear and instructive, and the book seems well calculated to achieve the purpose held in view by the authors. The index is full and well arranged for handy reference. ‘The entire mechanical make-up of the book is excellent—paper, presswork, and binding —and it may be cordially recommended to those for whom it was intended. SELECTED MARINE PATENTS. 710,472. HOISTING APPARATUS FOR WRECKING VES- SELS. SIMON LAKE, NEW YORK, N. Y¥. (No model.) =a Murine Engineering CLAIM.—:z. The combination with a floating vessel, of a hoisting line, a sheave pulley suspended from a mast or spar upon said vessel, over which said hoisting line is led, a yielding device operatively connected with said line, a stop shoulder or detent for said yielding device, and means for yieldingly main- taining said device normally in engagement with said stop shoulder or detent in opposition to normal pulls upon said line, but permitting the same to recede from said stop shoulder or detent under a predetermined maximum pull upon said line. Twelve claims. 710,635. APPARATUS FOR RAISING OR LOWERING CANALBOATS, ETC. AUGUST UMLAUF, VIENNA, AUSTRIA-HUNGARY, AssIGNoR TO FIRM OF VEREINIGTE Ma- SCHINENFABRIK AUGSBURG UND MasCHINENBAUGESELLSCHAFY Nurnserc A. G., NuREMBERG, GERMANY. 2 CLAIM.—1. A lifting or raising apparatus in which the water chamber for carrying the load itself is formed so as to float, comprising an annular vessel 1 floating in a basin 2, said vessel having pairs of fixed rolling drums 4 arranged diametrically Opposite to one another and filled with water up to a suitable level, in which drums pontoons 5 carrying water chambers 7 float, so that the pontoons always stand horizontally and are raised or lowered on the rotation of the annular vessel 1. Two claims. 711,021. REVERSIBLE PROPELLER. STORER W. THAXTER, BANGOR, ME. CLAIM.—1. In a reversible propeller the combination of two propeller blades haying their shanks shaped and adapted to socket together in a bore in a block or bearing, each shank having an annular circumferential groove near the junction of the shank and blade; a block or bearing bored to receive said shanks of said blades and having two smaller bores at right angles to said first bore concentric with the grooves in said shanks, and two pocipins adapted to fit said two bores and said grooves. Two claims. 710,825. SHIP’S ANCHOR. WILLIAM W. WHITE, NEW YORK, N. Y., AnciIn@uARY ExEcuTOR OF JoHN VERITY, DECEASED. Marine Engineering CLAIM.—In a ship’s anchor of the kind herein referred to the flukes c, with heart-shaped fluke-tips c’, disposed in the general plane of said flukes, and projecting cuneiform ribs b on either side of the tips c’, said ribs forming a flat surface at the end of the fluke-tips c’ and extending at each side at right angles to the plane of same, and tapering inward toward the surface of the tip. One claim. 710,918. ANCHOR. JAMES P. S. LAWRANCE, U. S. RENEG ASSIGNOR OF ONE-HALF TO THomMas Burp ZELL, CHESTER, A. Marine ngineering CLAIM.—1. The combination in an anchor of the shank, a pair of flukes, a shaft or spindle formed integral with the shank and supporting the flukes, said flukes having hubs extending from the shank to the ends of the shafts and being permitted to oscil- late with respect to the shank, means carried by said flukes and coacting with the shaft or spindle for limiting the movement of the flukes, and means for securing said flukes to the shafts or spindles, said flukes having recessed portions for the reception of the securing means. Four claims. 711,749. APPARATUS FOR RAISING OR LOWERING SHIPS’ BOATS. AXEL WELIN, LONDON, ENGLAND: if 1 TIE=-O Sst Marine Engineering CLAIM.—1. The combination of a davit free to turn in a vertical plane, a pulley carried by its upper end, an attachment © for carrying a boat, a rope passing over the pulley and supporting the attachment, a pulley fixed to the vessel around which the rope 666 Marine Engineering. DECEMBER, 1902. passes, and means carried by the davit for drawing the rope over the pulleys as the davit moves outboard. Four claims. 711,884. STEERING PROPELLER. VICTOR SJOSTROM, LOS ANGELES, CAL. ; CLAIM.—1. The steering propeller consisting of a revolving cylindrical casing, the spiral blades within said casing, the outer pivotally-mounted cylindrical casing, the antifrictional rollers in recesses having inclined sides, the movable rings, the projecting tim on the outside of the cylindrical casing and the. rings main- tained at the requisite distance therefrom, the whole being at- tached to the stern of a ship and all operating in the manner and for the purposes substantially as hereinbefore set forth. Five claims. 712,123. REVERSIBLE PROPELLER. MICHAEL H. DEPUE, WASHINGTON, N. J. Marine Enginecring CLAIM.—1. In a reversible propeller, the combination with a propeller shaft of reversible blades mounted thereon, and oper- ating means for reversing some of the blades independently of the other blades, or all of the blades together, said means com- prising a sectional sleeve, means for independently or jointly operating the parts of the sleeve, and connections between the parts of the sleeve and blades to oscillate said blades when said sleeve sections are operated, substantially as specified. Four claims. 712,215. VESSEL-HOLDING DEVICE. GEORGE E. TIT- COMB, CLEVELAND, O. ; Marine Engineering CLAIM.—1. The combination with a ship-unloading appara- tus having a leg movable parallel with the dock edge, of a vertically-movable clamp carried thereby and adapted to engage the ship and prevent it from moving toward or from the unloading apparatus, substantially as described. 2. The combination with a ship-unloading apparatus having a leg movable parallel with the dock edge, of a vertically-movable trolley carried thereby, a strut carried by said trolley and adapted to engage the side of a ship, and means carried by the trolley and adapted to engage the end of a hatch opening and hold the ship against said strut, substantially as described. Eighteen claims. 712,369. FLUID-PRESSURE TURBINE: HUGH F. FUL- LAGAR, NEWCASTLE-UPON-TYNE, ENGLAND. Fourteen claims. 712,424. REVERSIBLE STEAM TURBINE. HENRY F. TYZACK, GATESHEAD, ENGLAND, Assicnor oF TWO-THIRDS to Henry SHapForTH Scott, GATESHEAD, ENGLAND, AND ISIDOR SUMMERFIELD, NEWCASTLE-UPON-TYNE, ENGLAND. Three claims. 712,677. MARINE PROPULSION. ROBERT B. HEW- SON, SAN FRANCISCO, CAL, Six claims. 712,713. PROPULSION OF STEAM VESSELS. CHARLES A. PARSONS, NEWCASTLE-UPON-TYNE, ENGLAND. ‘ / / t=-F= Marine Engineering CLAIM.—1. A system of engines for propelling steam vessels, comprising a reciprocating engine adapted to propel the vessel at cruising speeds, a turbine engine adapted to alone propel the vessel at full speed, shafting to which the engines are connected, and condenser means to produce condenser-vacuum, in’ which the turbine runs idly when the reciprocating engine is alone employed for propelling the vessel at cruising speeds, substantially as de- scribed. Seven claims. 712,814. BATTERY INSTALLATION FOR SUBMARINE BOATS. SIMON LAKE, BRIDGEPORT, CONN: Nine claims. Oil Fuel.—Oil has been adopted for fuel in both the Cramp shipyard at Philadelphia and the ‘Townsend- Downey yard on Shooters Island. At the latter yard oil has been used in the plate furnaces for several months. Coaling Warships.—The British Admiralty recently fitted out at Portsmouth a vessel to act as a floating coal depot. She was built with large hoppers, so ar- ranged that coal might be withdrawn from the bottom. Owing to the weight of coal above the hoppers, the openings clogged up and were only cleared with diffi- culty. The Admiralty has brought out new designs, in which these difficulties have been overcome, and many firms have been asked to bid on two coaling vessels of 12,000 tons each. The hulls are divided into immense holds from the lower deck up. In the lower decks are chutes through which the coal falls by gravity into the bags fixed below. These bags are then conveyed to hoists in the central passage, raised and unloaded from the deck into the vessels alongside. By rye. eb JANUARY, 1902. Marine Engineering. iis SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. : 12 West 31st Street, ‘New York. President, CLEMENT A. GrIscomM. : Secretary-Treasurer, WASHINGTON L. Capps. Executive Committee, Francis T. Bowes, H. T. Gausz, Har- RINGTON Putnam, Lewis Nixon, Epwin «« 43, Thos. J. Coyle, 627 Superior St., Port Huron, Mich. “44, George Layman, 274 Third Ave., Manistee, Mich. «45, Jas. A. Rourke, 708 East Bay St., Savannah, Ga. « 46, D. W. Farrell, Clayton, N. Y. “47, Archie De Graw, 533 Division St., Sault Ste. Marie, Mich. «48, Carl V. Hart, 425 Perry St., Sandusky, Ohio. “51, Henry Connell, 28 Yuba St., Muskegon, Mich. “58, Harry Stone, Marine City, Mich. Archie Stalker, Electric Light & Power Plant, jl boygan, Mich. «57, E. B. Meeker, 71 Abeel St., Kingston, N. Y. «58, E. Capers Haselden, P. O. Box 31, Georgetown, S. C. «59, Frank Terry, P. O. Box 36, East Boston, Mass. “62, Nathan S. Lawrence, 30 Connecticut Ave., New Lon- don, Conn. «65, Wm. McCarrel, 8 Vernon St., Charleston, S. C. “67, Wm. S. Bradley, Saugatuck, Mich. “70, Frank H. Goodell, 5361-2 Commercial St., Astoria, Ore. “72, Thomas Navagh, 40 Lake St., Oswego, N. Y. «78, Louis Garot, Box 1526, Green Bay, Wis. «76, Orson Vanderhoef, Grand Haven, Mich. “11, Jos. P. Brewer, 206 N. Ninth St., Manitowoc, Wis. «78, F. A. Rehder, 29 W. Superior St., Duluth, Minn. “80, R. P. Cook, 46 Elm St., Albany, N. Y. Che- “81, Jas. L. Sweeney, 204 E. Saragossa St., Pensacola, Fla. “82, Fred H. Gowell, 4227 Middle St., Bath, Me. «84, N. K. Ludlow, 15 S. Royal St., Mobile, Ala. “85, G. H. Miller, 412 Fifth St., Alpena, Mich. “86, Sherman A. Smith, 737 Menekannee Ave., Marinette, Wis. “87, Geo. B. Milne, 1003 Trumbull St., Detroit, Mich. “88, C. O. Chapman, S. B. Canal, Sturgeon Bay, Wis. “89, Robert Vallance, 69 Morris St., Ogdensburg, N. Y. “91, Robert Davidson, 17 Fairfield Ave., Harbor Sta., Ash- tabula, Ohio. “92, H. E. McArthur, Courier-Herald Bldg., 8d floor, Sagi- naw, W. S., Mich. “ 93, M. E. Davis, M. T. & S. €o., 929 D St., N. W., Wash- ington, D. C. “94, George R. Jones, Box 222, Washington, N. C. “ 95, A. P. Jerguson, Box 198, Key West, Fia. “100, Jas. P. Lynch, Honolulu. H. TI. “101, Thos. J. Hanlon, Box 765, Norfolk, Va. “ 102, Fred W. Linsemeyer, 210 Clinton St., So. Haven, Mich. “108, C. H. Hall, Box 512, New Berne, N. C. “104, J. H. Blumer, Moss Point, Miss. w TRADE PUBLICATIONS. Standard tables of valves, fittings, and flanges are being distributed by the Best Manufacturing Com- pany, Pittsburg, Pa. These tables are published in booklet form and will be found exceedingly useful by those who have anything to do with steam. A Pocket Diary and Note Book will be sent to all readers of MARINE ENGINEERING who apply to the David B. Crockett Company, Bridgeport, Conn. This book is of convenient size for the vest pocket and contains in addition to this diary, much information regarding holidays, postage, interest laws, revenue regulations, etc. Engineers’ special tools are described in a booklet under the head of ‘Engineers’ Chums,” copies of which can be had upon application to the Mound Tool and Scraper Company, 710 Howard street, St. Louis, Mo. It refers to the sets of scraping tools, cold chisels, packing tools and other specialties which this company manuiactures. Coal Handling Machinery is the title to a catalogue now being distributed by the C. W. Hunt Company, West New Brighton, Staten Island, N. Y. It comprises 32 pages and contains much information of value to our readers. It is well illustrated, having many half- tone engravings and a number of sectional drawings, showing fully the several specialties which this com- pany manufactures. Marine Hardware of all descriptions, launch fittings, gas engine parts, automobile fittings and special cast- ings of many other knids, as manufactured by the Norwalk Brass Company, Norwalk, Conn., will be found described and illustrated in, the 1902 catalogue which is now being distributed, copies of which can be had upon application. The catalogue is about 6 by 9 inches in size, comprises 32 pages and is well printed and illustrated. Marine Engines and Boilers, steamboat machinery steam yachts, and launches manufactured by Chas. P. Willard and Company, 47 South Canal street, Chicago, Ill., will be found fully described and illustrated in a catalogue now beng distributed. This catalogue con- tains many pictures of full page size of engines and boilers, together with many pictures of launches. Con- siderable attention is given to stern wheel boats and especially to their mechanical equipment. The motors and launches manufactured by the Church Motor and Launch Company, 62 William street, New York, will be found described in an excellent manner in a booklet which is now ready for distri- bution. This company’s engine is fully described and much information given regarding it. There is also a great deal of information regarding the various types of hulls which this company builds. Every reader interested in launches should have a copy. The Wheeler condensers, feed water heaters, centri- fugal pumps, evaporators, combined air and circulating pumps, and other specialties will be found very fully described in a catalogue of 120 pages, a copy of which can be had upon application to the Wheeler Condenser and Engineering Company, 120 Liberty street, New York. The catalogue is 6 by 9 inches in size, fully illustrated, and as it is neatly bound and published it will be found of much value for reference by those of our readers interested in the subject. The hand book of the American School of Corre- spondence, Boston, Mass., for 1902, has just been pub- lished and is now ready for distribution. It is neatly printed in two colors and gives in much detail a com- plete story of this school and the many courses. A great deal of information is given regarding each course showing what subjects are covered and the thoroughness with which they are covered, also sam- ples of examination papers and much other informa- tion of value to those students who contemplate tak- ing a course of correspondence instruction. Marine Engineering. MAaArcH, 1902. Steam Separators, Oil Extractors, and other special- ties manufactured by the Keystone Engine and Ma- chine Company, Fifth and Buttonwood streets, Phila- delphia, Pa., have a bulletin of 16 pages devoted to them, which is now being distributed, copies of which can be had on application. Centrifugal Pumping Machinery is the title to a very complete catalogue, 6 by 9 inches in size, just being distributed by R. D. Wood and Company, Phil- adelphia, Pa. It contains 100 pages and many illus- trations, covering with much thoroughness the entire field of centrifugal pumps. A compact engine suitable for running launches, pumps, fans, hoists, and other apparatus where light power is wanted, will be found described in a folder being distributed by J. E. Wise, Machinery Depart- ment, The Bourse, Philadelphia, Pa., describing the Leonard High Speed Multi-cylinder Engine. Submarine Torpedo Boats is the title to a handsome- ly published catalogue being distributed by the Lake Torpedo Boat Company, 11 Broadway, N. Y. It is handsomely printed and contains a number of illus- trations of the Lake submarine torpedo boat, show- ing its design and construction and explaining the manner in which it is intended to work. Thermometers for Cold Storage, Refrigeration, and Ice Manufacture is the title of a catalogue now being distributed by the Hohmann and Maurer Manufactur- ing Company, Rochester, N. Y. It is handsomely printed and fully illustrated with thermometers in great variety. Any of our readers at all interested in the subject will find the catalogue of much value. The heavy lathes manufactured by the Pond Machine Tool Company, 136 Liberty street, New York, have a handsome catalogue devoted to them. It is 9 by 12 inches in size, printed in two colors on heavy coated paper. The illustrations are a full page in size and the printing is of the very best. Any one interested in the subiect of engineering tools will find a copy of this catalogue of much value. The Foster pressure regulator and other high grade specialties will be found fully illustrated and described in a catalogue which is being distributed by the Foster Engineering Company, 107 Monroe street, Newark, N. J. The catalogue is 6 by 9 inches in size and com- prises nearly 100 pages. It is neatly bound and is printed on heavy coated paper. A copy ought to be in the hands of every engineer. The Electric Supplies of the Western Electric Com- pany, New York, have a very complete catalogue devoted to them which has just been published. It is a volume of 5 by 7 inches in size and 2 inches thick. It contains nearly I,100 pages and there are nearly 3.000 illustrations. It apparently contains everything which one could possibly want to find out about in connection with electrical supplies for ship goods, for lighting and power purposes or any other electrical purpose. Because of the great expense of the cata- logue we understand that the charge of one dollar is made for copies of it. Ship’s Deck Pumps, Bilge Pumps, Triplex Power Pumps. We make HAND AND POWER PUMPS for all purposes. Send for Catalogue. The Deming Company, SALEM, OHIO. HENION & HUBBELL, Gen’l Western Agts., CHICAGO, ILL. UP-TO-DATE Send for Free Catalogue No. 16-L. THE L. S. STARRETT COMPANY Athol, Mass., U.S.A. Fuel for Boilers is the title of catalogue B now be- ing distributed by the Rockwell Engineering Company, 26 Cortlandt street, New York. It is 8 by Io inches in size, well illustrated, and as it is devoted to a subject in which there is a great deal of interest it will be found of much value to our readers. The fuel oil burning system of this company is fully shown. Copies can be had by referring to MARINE ENGINEER- ING. LONDON 57D Hatton Garden Wy YW N LLL Yl WM UWE = Wf Ny XE Yj is, Uj WD GG S S Write for Illustrated Catalogue M. CHICAGO 119 Lake Street For Xm22k7¢ Apparatus ~~ Vv vs ea of ~2 sé , : ws For All Engineering Zo and Manufacturing Purposes 2 Marcu, 1902. Marine Engineering. TUT T TTT TT aa ogg ggg ggg The Nicest Thing _ DIXON'S : : Pure Flake GRAPHITE in an ordinary SQUIRT CAN. For valves and cylinders and all bearings there is nothing to equal Dixon’s graphite. Sample free. IVATAAAAAAAAAATPAAAAAAIAAIIAIGAIIAIAIIA OQ g JOSEPH DIXON CRUCIBLE CO., JERSEY CITY, N. J. wi GOTT TT SSG GFF SF SST SST STgg The exhaust heads manufactured by the B. F. Sturte- vant Company, Jamaica Plain, Mass., are attractively and concisely described in a private mailing card is- sued by the company, copies of which can be had on application. Theo. Audel and Co., 63 Fifth avenue, New York, are sending out to all inquirers a booklet giving a great deal of information regarding the Hawkins edu- cational works for engineers, firemen, electricians, ma- chinists and others. Students who seek engineering instruction by corre- spondence will find much to interest them in a catalogue issued by the International Correspondence Schools, Washington, D. C. The book is yery complete, being about 50 pages in size. Walworth Mig. Co., “~" BRASS VALVE Extra Heavy Valves, Bent Pipe and Fittings for High Pressure Work Send for Catalogue N. Y. Office: Park Row Building Calendars Received. 108 Fulton street, 7 by 13 inches at the top is a James L. Robertson and Son, New York, are distributing a calendar, in size, with a sheet for each month, picture of a girl in bathing costume. The Fort Wayne Electric Works, Fort Wayne, Ind., send out a calendar. each month neatly engraved, being one of the popular designs modeled in clay. On each issue is a picture of some one type of machine manutactured by this company. The Falls Hollow Staybolt Company, Cuyahoga Falls, Ohio, sends us a calendar, 10 by 16 inches in size, containing a large lithograph, in colors, of a famous painting representing three men shaking dice, raffling for a bird. At the bottom of the card is a calendar with a different sheet for each month. The American Steam Gauge and Valve Manutfactur- ing Company, Boston, Mass., is sending out a hand- some calendar, at the top of which is a fine engraving, having at the left a picture of a battleship and at the right a picture of a modern compound locomotive. There are also pictures of gauges, indicators, etc. The calendar is about 12 by 18 inches in size. The Whiting Foundry Equipment Company, Harvey, Ill., is distributing a calendar nearly a yard square. At the bottom is a sheet for each month and in the center is a large map of the world in color. Sur- rounding it are pictures of overhead jib and other cranes which this company manufactures; also differ- ent specialties in the line of foundry equipment. Alfred B. Sands and Son, 134 Beekman-street, New York, send a calendar, 8 by 10 inches in size, with a sheet for each month and a very attractive picture of the yacht Defender. The Messrs. Sands also send us another calendar with a picture at the top represent- ing a bark rounding Cape Horn in a gale. This cal- endar contains tide tables for both Boston and New Wows, The J. S. Hoskin’s Lumber Company, Marine Bank building, Baltimore, Md., sends a calendar with a handsome color lithograph at the top, entitled “Solid Comfort,’ representing an old musician who has laid his ’cello one side to enjoy a comfortable smoke. Below reference is made to the ship spars, ship tim- ber, tree nails, decking, knees and other specialties which this companv handles. BUSINESS NOTES. Posr DriLts—The Cleveland Works Co., Cleveland, Ohio, finds a steady demand for its lever and screw fitted post drills. The lever feed- ing machine that is specially adapted for drilling and countersinking holes in large plates, beams, etc., is found to be of great use in shipbuilding. A screw feed machine is specially adapted for cutting flue holes in boiler plate and other heavy drilling, and is an excelient tool in boiler and machine shops. Punch and Shear 130-136 Federal St. BOSTON and Fittings for Marine Construction Sole Manufacturers of Van Stone Pipe Joint Which does not Weep under heavy pressure Prices and Terms on Application Marine Engineering. MarcH, 1902. Buffalo Marine Engines For Marine Generating Sets Buffalo Forge Company, NEW YORK OFFICE, 39 Cortlandt Street BUFFALO, N. Y. & ll ll all al ll all all all all ml dl ll ll lll al all ll alll Read our practical pamphlets : ll lil dll ll alll dl @ th il {ll {ll HD IIb Il III» Ill» {lh {Iv {I ill {Ih lh ll» {Ith {lv {In {Ih lh {I A me) The Conditions i requisite for the most beauti- ful and most durable paint- ing are a dry surface, dry weather, pure oil, a prepon- derance of /incWhite and plenty of time for drying between coats. ““Paints in Architecture,’ ‘“The Paint Question.”’ Free to any address. THE NEW JERSEY ZINC CO. 11 BROADWAY, NEW YORK SPRAGUE OrpbDeErRs.—The Sprague Electric Company, 527 West Thirty-fourth street, New York, has closed an order with the Atlas Portland Cement Company for three 400 kilowatt engine type split pole generators at speed of 156 revolutions per minute, for its plant in Hannibal, Mo.; another order from the De Laval Steam Turbine Company, for ten 20 kilowatt and ten 75 kilowatt turbine generators. The Pennsylvania Steel Company has ordered for its new bridge shop at Steelton, Pa., fifteen wall crane trolley hoists, the elec- tric hoisting equipment of which built by the Sprague Company. MARINE SuppLiEs.—The Eagle Oil and Supply Com- pany, 104 Broad street, Boston, Mass., wishes to thank the many captains and engineers for the past favors during the yachting season, and to state that the busi- 1S is ness of this company for the last year has been the largest and most successful in the history of the house. The coming season will find this company better equipped than ever to handle the demands of the marine buyers, and prompt delivery is promjsed in all cases. Engineers and captains are invited to call and look over probably the large stock before pur- chasing (all under one roof) in Boston which caters to the requirements of the marine purchaser in deck and engine room supplies. INTERESTING BotLer Trest.—The Stirling Company, Pullman building, Chicago, Ill., has just received from its correspondents, in France, information regarding a series of boiler trials conducted under the direction of the Boiler Committee of the British Admiralty in three sloops of exactly the same construction, ton- nage, etc., and similar in all respects except that each has water tube boilers of a different type. The results with the Fantome which had Niclausse boilers, on a trial of thirty hours at 300 horse-power, was a con- sumption per horse-power per hour of 1.71 pounds. At 1,000 horse-power 1.54 and at full horse-power of 1,400 a consumption of 1.54. The French Government has just placed an order for Niclausse boilers for cruiser Jean Bart. BoiLer STAyYBOLTS.—We are informed by the Falls Hollow Staybolt Company, Cuyahoga Falls, O., that HS business has been steadily increasing during sey- eral years past and that it receives no complaints of any description regarding its products. This com- pany guarantees every bar of staybolt material, whether iron or steel, to meet the Government speci- fications and inspection. BALTIMORE Dry Dock Company.—The Baltimore Dry Dock Company, Baltimore, Md., recently suc- ceeded to the business and plant formerly managed by the Columbian Iron Works and Dry Dock Com- pany. The new Company has started out with ample capital and has added a large amount of new ma- chinery bringing the plant up-to-date in its equipment. A part of the plant consists of a 470 foot dry dock, so that the new company is in position to build new vessels or to repair those already built, at prices and on time limits equal to other companies. Because of the great extension of the company’s business, the name has recently been changed, so that the company is now known as the Baltimore Shipbuilding and Dry Dock Company. CONDENSING APPARATUS.—The contract for the con- densing apparatus for the Rapid Transit power station, New York, has been awarded to the Alberger Conden- ser Company, 95 Liberty street, New York. This is believed to be the largest contract ever given for a condensing apparatus, the total capacity of the outfit being 80,000 horse-power, comprised of eight units of 10,000 horse-power each. The type selected by the engineers of the Rapid Transit Subway Construction Company is the Barometric Condenser recently brought out by the Alberger Company. This is a jet Condenser and operates on the dry vacuum system. The water, circulating and air pumps are to be oper- ated by cross compound steam cylinders with cranks and flywheels. The whole euqipment is new and orig- inal in design and is expected to give unusual results, . both in economy and from an operative point of view. for) Marcu, 1902. Marine Engineering. FusisLt—E PLucs—-At this time general interest is be- ing taken in the subject of fusible boiler plugs, owing to several recent boiler explosions both on leva and at sea. Many fusible plugs on the market have been found that the metal of which they are made, or owing to the form of the plug, will not fuse at the temperature stated. The Van Wagenen Ship Chand- lerv Co., 233 West street, New York, made an affidavit that on and after November 21, 1901, all fusible pligs made by this firm will be filled with good Banca tin, stamped with the sole licensee’s name, George Van Wagenen, and that the plugs will be made in strict accordance with sections 26, Rule 11, Rules and Regulations of the Board of Supervising Inspectors, and also in compliance with Department Circular No. 98, dated at Washington, D. C., November 8, 1901. This company manufactures the Bailey patent fusible plug for marine boilers, which are recommended by the United States Board of Supervisors of Steam Vessels, by Prof. R. H. Thurston and other practical authorities. BLD LDL OIF RDO OO Ont THE McKim Gasket | | em : : ; : Blow itely. Made of packing encased in soft rolled metal, combining the elasticity of one with the strength of the other. All sizes of man- hole and hand-hole plates and pipe fittings. McCORD & CO. {04 Broadway oc 9 fF & New York 1471 Old Colony Building - - Chicago TO Emprror’s YAcuT.—It is an- nounced that order has been placed with the Cape Ann Anchor Works, Gloucester, Mass., for one an- chor weighing 900 pounds and another weighing 1,000 pounds for the yacht Meteor which the Townsend and Downey Shipbuilding Company, New York, is building for the German Emperor. Each anchor is to be filed all over to be made smooth and then is to be gal- vanized. ANCHORS FOR THE PALMER LAUNCHES.—Palmer Bros., Cos Cob, Conn., have been awarded contracts for two boats for the Cheesebrough Bros., of Brooklyn, N. Y., for pleas- ure purposes. The contract calls for one 35 foot speed launch 6 feet 6 inches beam, to be equipped with a 12 horse-power motor of the 4-cycle type; the other launch is to be 38 feet long, 8 feet beam, and is to be a cabin cruising launch, finished in mahogany and to have all the latest comforts and conveniences. Grant PNEUMATIC TooLts.—Owing to the in- Canadian business, the Standard Pneu- Aurora, Ill, has appointed J. B. Wilson manager of new Canadian offices which have just been opened at 103 Union Station Arcade, Tor- onto, Ontario. The company will carry at this office a full line of Little Giant pneumatic tools and appli- ances, repair parts and accessories. The office will be made an important one so that hereafter all orders for Canadian customers can be supplied promptly from Toronto. LITTLE GEASS sha mys matic Tool Company, Havana Dry Docx.—The Havana Dry Dock Co. demonstrated its ability to handle large ships with dispatch by recently docking the P. & O. steamer, Mian. This vessel was thoroughly scraped and painted and some intricate repairs made to her machinery, and the day on which she was discharged another steamer took her place on the dock. This floating dock has been but recently completed, and is now open for general opet ration. A table of prices for docking vessels of various sizes may be obtained by addressing this company, either at their New York address, 32-34 Broadway, or at Havana, Cuba. FREE SAMPLE OF PacKkING.—The Boston Belting Company, 2560 Devonshire street, Boston, Mass., is meeting with great success in one of its latest pro- ducts, Forsyth Combination Packing. This packing is made of rubber with one or more plies of flexible sheet metal insertion. It is claimed to retain its life and elasticity and to be more durable than cloth in- sertion packing. There is a strong adhesion between the metal and the rubber. The packing is very flex- ible and is not so liable to blow out as ordinary packing. An important claim for this product is that it will satisfactorily withstand the heat of high pressure steam and that it is practically a metal packing with elastic surfaces. Samples of the packing will be sent to readers of MARINE ENGINEERING who write for them. The packing is made in sheets 36 inches wide and not exceeding ten yards in length. It is made in different thicknesses from a sixteenth of an inch up. AQDERN WIRING: MODERN WIRING Our Flexible Steel Armored Conductors are endorsed by engineers for use in Marine or Ship Wiring , because of the high grade insulation, thorough pro- tection from mechanical and other injuries, entire flexibility and low cost. Send for descriptive bulletin No. 4o1ts. Send for catalogue 40,415. SPRAGUE ELECTRIC COMPANY General Offices: 527-531 West 34th Street, New York. CHICAGO: Fisher Bldg. BLANCW OFEUGES g SI. LOUIS: Security Bldg. 1 BOSTON: 275 Devonshire Street. BALTIMORE: Maryland Trust Bldg. PBA PBA BAP LAD RADA AA ALP PAPA Pd ele Marine Engineering. MARCH, 1902. A ScHoot In NAvAL ARCHITECTURE.—Arrangements have been made by the New York Nautical College, 130 Water street, New York, to start a department of naval architecture which will be under the charge of ‘George Crouse Cook. To REPACK THE HOHENZOLLERN’S ENGINES.—We are informed by the United States Metallic Packing Com- pany, Thirteenth and Noble streets, Philadelphia, Pa., that the engines of the Emperor of Germany’s yacht, Hohenzollern, are to be re-equipped with United States metallic packings. ASBESTOLITH.—Asbestolith is the name of a material which is finding very general use for fire-proof floors, sanitary work, etc. It has been used quite a little by the United States Government, much of the flooring in the rebuilt Cincinnati being of this material. It is being put on the market by the Asbestolith Company, 95 Nassau street, New York, which will send samples and give full information by referring to MARINE EN- GINEERING. ‘¢ BENEDICT=NICKEL” PuHotoGcrapHy.—A, J. Drummond, 50 Fulton street, New York, makes a specialty of photographing for industrial and other purposes. He does a large busi- ness in making photographs for Court exhibits and has special facilities for making photographs of the largest size as well as for making pictures of machin- ery, interior views, maps, drawings, etc. VESSELS CLASSIFIED.—The American Bureau of Ship- ping, 66-68 Beaver street, New York, has classed and rated recently, in the “Record of American and For- eign Shipping,’ the following vessels: American Screw Brandon, American Screw El Alba, American Sch. Prescott Palmer, American Sch. James Pierce, American Sch. Adelaide Barbour. American Sch. Ken- wood, American Sch. Gage H. Phillips, American Bark Adam IW. Spies; American Bark Virginia, American Trn. J. S. Hoskins, American 3 mast Sch. Viola Rep- pard, American Bark Wullard Mudgett, British 3 mast Sch. Nellie Lowse and British 3 mast Sch. W. N. Zwicker. is peculiarly adapted for Condenser Tubes ‘“¢Benedict-Nickel”’ Seamless Condenser Tubes possess qualities which strongly appeal to naval authorities, large ship- builders and consulting and design- engin- ing eers. The inert nature of metal alloy of the (an nickel and cop- per) and the ex- treme strength and tough- ness of the tubes, forma combination which positively resists Electrolysis. The life of ‘‘Benedict-Nickel’’ Seamless Condenser Tubes being almost indefinitely long, they are far more economical in the long run than copper or brass—these having frequently to be renewed. ‘« Benedict-Nickel’’ Seamless Condenser Tubes are spirally formed They are hot rolled from a solid billet,—not like a twist gun barrel. cast on a core. They can be used 25 per cent. lighter than copper or brass tubes and have therefore a much greater condensing efficiency. We can supply copper and brass seamless tubing made by the same process as ‘‘ Benedict-Nickel’’ seamless tubes, where it is desired, as we are among the largest manufacturers of the same; but we recom- mend “‘ Benedict-Nickel’’ on account of its longer life. We sell Tobin Bronze at manufacturers’ prices. wide reputation for marine purposes. Send for treatise on ‘Electrolysis of Condenser Tubes.” This has an almost world- BENEDICT & BURNHAM MFG. CO., Mills and Main Offices, Waterbury, Conn. New York, 253 Broadway. Boston, 172 High Street. V. WARING NY MARCH, 1902. Marine Engineering. Remincton Gas Morors.—The Remington Auto- mobile and Motor Company, Utica, N. Y., has secured the services of H. B. Maxwell, the well-known gas engine expert, to take entire charge of its experi- mental and motor construction department. Marine Urnorstery.—M. W. Fogg is now tully settled in the large and completely equipped new build- ing at 202 Front street, New York, and is in shape to fill promptly orders of any size for anything in the line of cushions, mattresses and marine upholstery. A Busy Launcn BuitpER.—The Davis Dry Dock Company, Kingston, Canada, has on hand orders for many launches which are to be ready for the coming season. Among them a 40-foot gasoline launch, for use in the Thousand Islands; a 34-foot launch, for use in the same waters; a 38-foot steam launch with com- pound engine and water tube boiler, for use in Can- adian waters; a 30-foot gasoline launch, for use in local waters, together with two 4o0-foot steam launches and one 4o-footer with triple expansion engines. Yacut AND LAUNCH REPATRING.—The Newport En- gineering Works, Newport, R. L., has just built a shop 70 by 30 feet in size, two stories high, on lower Thames street. The business of this company will be the building of steam and gas engines and all sorts of repair work for launches and yachts. The shops are believed to be as finely equipped for this. purpose as any other shop along the New England coast. A. Livingston Mason is at the head of the new company, and the engineering part of the work is in charge of Earl P. Mason, a recent graduate of the Massachus- etts Institute of Technology. This concern has been connected with yacht and steamboat work for many years. A novel feature of the establishment is a reception room for deck and engineer officers of yachts and vessels of all kinds. This room will have on file leading publications of all kinds and the estab- lishment is on the water's edge convenient to the anchorage grounds. This place can be used as head- quarters by officers and for mailing and receiving letters. ENGINEERING DATA. There has been such a demand for engineering data in compact form that we have established a bureau for this purpose. The plan is to supply 20 cards a month. These cards are to give information regarding new vessels, such as has appeared in the columns of MARINE EN- GINEERING and in other publications; also data regarding ship riveting, labor costs per ton dead weight in England and on our Great Lakes; data re- garding boilers of different types; dimension weights and horse power per ton of various types of vessels; fuel economy on large ships per one hundred-ton miles; prices of battleships for the United States Navy per knot ton and per horse-power ton; similar data regarding cruisers and other naval vessels, de- sign dimensions of engines, new formule; in fact, all current data useful to the practical designer and en-° gineer, etc. These cards will be of the standard library size, suitable for filing with personal data, in the standard library index boxes. This service will include 20 cards a month, or 240 cards a year. The price is as follows:— ODO FEAP oooccosssccccansa0s0ac0c000000000000000 $4.00 Gibe fier kena odeoousesoaceunnocoaacnoadsdaacad 3.00 wNhreemmonthsmrercetertiecer eect tecels 2.00 In many instances special data can be furnished, when desired, at a slight advance in cost. Fuller information regarding this service can be had upon application to MARINE ENGINEERING, 309 Broadway, New York City. Three Points Our pneumatic tools work fast. Ours keep on working. The valve parts don't Others do. Our tools are strong. You So do some others. wear out. cam give nem t© IPat, Pedro or Black Jim with- fear. With other tools —be careful. out Best two in three wins. Send for Catalogue of our Pneumatic Chipping and Riveting Hammers, Rotary Drills, Rammers, ete. Philadelphia Pneumatic Tool Co. 1038 Ridge Avenue, Philadelphia. NEW YORK. CHICACO. PITTSBURC. SAN FRANCISCO. FOREIGN AGENTS: Chas. Churchill & Co., London and Glasgow. C. G. Eckstein, Berlin and Vienna. Henry Hamelle, Paris. V. Lowener, Copenhagen and Stockholm. (HF OROHOCHOROROCHORONOHOTOROROHORCHOROR BOd ODOROCH CHOHOH OLOROD OROHOE 22 ONO2 OLOROK ONOAOHSOOROROD OLOLORORORORONROROROHOROE Marine Engineering. MARCH, 1902. Export TrApDe£&.—Browne and Frothingham Co. opened offices at 32 Broadway, New York, as a special department for the export of marine tools. This branch of this firm’s business will be under the super- vision of A, M. Fisher, who has just returned to this country after having spent three years in Japan. Marine BorLer ButLpinc.—The new boiler shop recently erected by the Kingsford Foundry and Ma- chine Works, Oswego, N. Y., is already crowded with work. The company opens the new year with orders for sixteen large marine boilers on its books, together with many orders for centrifugal pumping machinery and for various engines. HEwson STEAM TuRBINES.—We are informed that a Hewson multiple expansion steam turbine is being built at the plant of the Cramp Ship and Engine Build- ing Co., Philadelphia, by the Hewson Steam Turbine Co., which has offices in the machinery department of the Bourse, Philadelphia. Circulars and information regarding this turbine can be had from the Bourse office. CENTRAL SALES OFFICES.—On and after January 15, 1902, the general sales office of the Pennsylvania Steel Co. and Maryland Steel Co. will be located in Phila- delphia, and all communications regarding sales, ship- ments, ete., should be addressed to H. F. Martin, general manager of sales, the Pennsylvania Steel Co., Girard Building, Philadelphia, Pa. A local sales ofiice will be retained at the plant of the Pennsylvania Steel Co. at Steelton, Pa., and all business originating in the adjacent territory will be handled by Chas. W. Rei- noehl, sales agent. “A Motor tHAT Mores.”—The Bridgeport Ma- chine and Motor Works, Bridgeport, Conn., prides itself on building a gas engine which the company claims is a “motor that motes.” A great deal of in- formation is given regarding this motor in a catalogue which is being distributed. The engines vary in size from about 2 horse-power to 12 horse-power. Among the special points of superiority claimed for the en- gines are simplicity, compactness, ease of starting, freedom from vibration, quiet running, no vapor under pressure, no explosive mixture stored in tank, no lamp to blow out, no stuffing-boxes to pack, and mini- mum cost. PORTABLE RtveETING MacuiInes.—John F. Allen, 370 Gerard avenue, New York, who manufactures portable pneumatic machines and other tools, has just received an order from the American Car and Foundry Co. for fifteen riveting machines to be used in the making of oil-tank cars. Mr. Allen has also just received an order for ten machines from the Western Railway Equipment Co., of St. Louis, which are to be used for the same kind of work. These or- ders were secured after other machines had been tried, the aim of the purchasers being to secure absolute tightness of the rivets. These riveting machines are already used in many shipbuilding and marine boiler shops, their long reach enabling them to cover the large plates now used. Patnr FOR METAL SuRFACES.—The Specialty Paint Co., 1139 Park Row Building, New York, calls special attention to its “No. 4” paint for metal surfaces. The claims are made for this paint that it will stick; that it will stop rust; that it makes a most excellent foun- dation for other paint: that it will adhere to and pro- tect raw metal and any other surface. and that it is not necessary to have the metal surfaces start to rust in order to make the paint stick; that the paint is not affected by heat, cold or weather; that it will save iron structures from those disfiguring and deteriorating rust streaks seen on most old structures, and many new ones; that it will stay on and protect metal after numerous coats of paint have been burned off. This paint 1s designed for a first or permanent coat, and should be painted over for best results. It is claimed to cost one-third less in price than other paints manu- factured far use on metal surfaces. This paint has been on the market for twenty-five years. Full in- formation regarding it can be had from the manu- facturer. 10 “fire. New Launcw Prant.—Mr. O. Sheldon, who for many years has had a large launch and yacht building establishment in South Boston, has moved to Nepon- set, Mass., where he has fitted up a large and complete shop which has all the latest improvements and ap- pliances for the building of yachts and launches and for storing them in winter. Mr. Sheldon always car- ries in stock a line of launches of various sizes. Drxon’s SILIcA-GRAPHITE PAINT.—One of the most severe tests that paint has ever been put to is that of Dixon’s silica-graphite paint, manufactured by the Joseph Dixon Crucible Co., Jersey City, N. J., which was used on the Union Railroad bridge at Rankin, Pa. This bridge is 2,328 feet long, and is designed for carrying molten metal from one furnace to another. The bridge is subjected to great heat, also to sulphur fumes from locomotives and river boats, as well as from adjoining furnaces. In painting the bridge, Dixon’s silica-graphite paint has been selected. CoprpeER AND BRONZE Propucrs.—The Taunton- New Bedford Copper Co., of New Bedford, Mass., is sending out a circular letter in which it calls atten- tion to the superior products of its mills, which are especially devoted to the manufacture of articles of copper and its alloys necessary in ship and engine building and other kinds of marine work; yellow (muntz) metal sheathing dimension sheets, bolts and bars, sheathing, slating and boat nails, condenser and supporting plates, piston and pump rods; also the justly celebrated Parsons’ manganese bronze in all the above forms, which is the finest article available for high-class marine work; the uniformity, finish and good wearing qualities of Taunton yellow metal scheathing is renowned. The company also manu- factures pure copper sheets, bolts, bars, rods, nails, tacks, wire, etc., in great variety. PNEuMATIC TooLrs.—Owing to the great rapidity with which its business has grown, the Philadelphia Pneumatic Tool Co., Philadelphia, Pa., has found it necessary to have much larger quarters and “greatly increased manufacturing facilities. The contract has just been made for a large factory on Twenty-first street, below Allegheny avenue, in Philadelphia, along- side the tracks of the Reading Railroad. The build- ing will be one-story, with basement, 96 by 130 feet, with side extension for boiler-house, 24 by 44 feet. The engine room will be located in the basement, where will be installed an 80 horse power engine, to- gether with direct connected generating unit for light- ing, etc. The roof will have four large lanterns or skylights, allowing plenty of light over the entire floor area. The main floor will be free from partitions, ex- cept in one corner, where the offices will be located. It is expected that the building will be ready for oc- cupancy not later than May ist, and a considerable number of machine tools are being installed. Moprrn MArtine SHops.—The Marine Iron Works, Chicago, are entitled to praise for their energetic action in erecting new and modern buildings to re- place those that were destroyed in the recent severe The new buildings and equipment are greatly. superior to the old, and include the highest grade of modern machinery, resulting in its being one of the most efficient plants of its kind for building high- grade marine engines, boilers, launches, tugboats and dredges. The disastrous fire of September 24th last completely destroyed every building of the old plant, and, among other valuable matter, a large amount of correspondence, many of the unanswered letters be- ing held awaiting the completion of drawings and special details. This is a loss that cannot be replaced, for not only the original letters but also the ad- dresses and records pertaining to them were com- pletely destroyed. It is hoped, however, that the ma- jority of the lost inquiries will be duplicated. The loss of catalogues, circular matter, engravings, photo- graphs, ete., is now most keenlv felt, and it will re- auire considerable time and attention to replace them. MARCH, 1902. S. S. Zuria.—S. S. Zulia, of which we published plans and description in our issue of January, 1902, is almost an exact duplicate of the S. S. Maracaibo owned by the same people. John Haug, 206 Walnut Place, Philadelphia, Pa., informs us that the Maracaibo was built from plans and specifications prepared for him and that both vessels were built under his super- vision. Macnorta Merar.—The Magnolia Metal Co., whose New York office and factory was recently de- stroyed by a falling wall, has purchased an office build- ing and factory at 115 Bank street, New York, which it is equipping with the most modern appliances for conducting its business and which it will have ready for occupancy early in February. At present the com- pany is supplying the eastern trade from ‘its factory at Stirling, N. J. It also has factories in Chicago, Montreal, Canada, and, with the addition of its New York factory, will be well prepared to meet all de- mands promptly. Novex PacxinG.—Webb’s Nolek stuffing-box pack- ing, which is extensively used in shipyards as well as on board many vessels, is claimed by the manutactur- ers to be the equal of anything in the line of packing. It is easily applied and has a most excellent reputation for wearing qualities. It has been extensively used on many vessels, not only for main propelling engines, but for pumps, circulating pump engines, donkey en- gines and other uses. This packing is manufactured by Edward G. Webb and Company, 312 North Third street, Philadelphia, Pa. One of the strong points claimed for it is that it will not burn, as the fiber used is magnesiaized cotton. The packing is also made water tight. CHICAGO PNEUMATIC Too. Co.—The executive board of the Chicago Pneumatic Tool Co. announce the fol- lowing appointments: W. O. Duntley, vice-president and general manager; C. E. Walker, assistant general manager; Thomas Aldcorn, general sales agent; W. P. Pressinger, general manager Air Cempressor depart- ment; Chas. Booth, manager Chicago office; S. G. Allen, manager New York office. The organization of the Chicago Pneumatic Tool Co., of New Jersey, has been completed, and on December 31, 1901, took over the following properties, namely: The business and plant of the Chicago Pneumatic Tool Co., of Illinois; the Boyer Machine Co., of Detroit; the Chisholm and Moore Crane Co., of Cleveland; the Franklin Air Compressor Co., of Franklin, Pa., and the New Taite- Howard Pneumatic Tool Co., Ltd., of London, Eng- land. The securities are $2,000,000 five per cent, twenty year gold bonds and $5,000,000 of common stock, which is the only kind issued. The company starts with a working capital of more than $1,000,000, of which more than 50 per cent is in actual cash. The earnings of the constituent companies for the last year were $700,000. Marine Engineering. SPECIAL NOTICES. a= ee SS : Announcements under this heading will be inserted at the uniform rate of thirty-three-ana-a-third cents a bine. Lines average ten words each. PERMANENT POSITION WANTED. Permanent position is desired by a graduate engineer of sev- eral years’ expericnce in naval and mercantile ship design con- struction, who has designed and superintended the construction f seyeral steamships. ; ne: Sa DESIGNER, care Marine Engineering. —— ATTENTION SHIPBUILDERS. Shipyard Superintendant wants to make a change, knows how to get the most out of a small plant and to develop same, and 10 manage a large one to the best advantage. Young man, member Am. society Naval Architects, American stock, with no ola fogy ideas. Claims to know shipbuilding thoioughly in its most modern phases, from designing to the finish, ready tor sea. Good reasons tor making change given proper enqulrers. Con- fidential correspondence solicited. lf the above is one of your needs, it is up to you, as ] can substantiate every claim. Of course money isan object. Address, Y a ; H-U-S-T-L-K, care Marine Engineering. ————————————————————————————— Ture YALE SUBMARINE Lamp.—The Yale submarine lamp has been adopted by the Italian Government after tests recently made at the Royal Naval Arsenal at Spezia. The departments having charge ot the ex- periments with the new submarine boat, just com- pleted for the Italian Governmient, have placed orders for a complete equipment of Yale submarine lamps with the Naval Electric Company, 95 Liberty street, New York. This submarine boat of the Italians has created quite a stir in Europe owing to the tact that Italy has produced so many prominent inventors. The design of this submarine boat has been kept a secret, but the general principles of construction have leaked out. It embodies some of the features of the Hol- land and the Lake submarine boats and possesses a similar contrivance to the diving door of the Argo- naut. It is in connection with this diving door that the Yale lamp is to be used. The boat steals into a hostile harbor, sends out a diver with a powerful electric lamp so shaded as not to be visible at the sur- face, and cuts the electric cables leading to the sub- marine mine defenses. Lor ADVANCEMENT @ caiCAL ENING Pee Ea Standard Up-to-date | $11. fora Ser | Tro Auned@ #1, perMonth| PUBLISHERS. Catal y, 63-FIFTH AVE. for the asking. | MWVew NOrk: Detectors and Circuit Testers. and lowest consumption of energy. LONDON :—Elliott Bros., 101 St. Martin’s Lane. W I S is TON STANDARD PORTABLE DIRECT-READING Voltmeters, Ammeters, Millivoltmeters, Voltammeters, Milliam- meters, Ohmmeters, Portable Galvanometers, Ground Our Portable Instruments are recognized as the standard the world over. Our Voltmeters and Ammeters are unsurpassed in point of extreme accuracy Z. SS WESTON ELECTRICAL INSTRUMENT CO., Segcemeee S Waverly Park, Essex County,N.J.,U.S. A. BERLIN: — European Western Electrical Instrument Co., Ritterstrasse 88. WESTON St andard Portable Direct Reading Voltmeter. Marine Engineering. Marcu, 1902. The Peerless Spiral Piston and Valve Rod Packing Sy i: alll frat 400) Ibs, of steam Will run twelve months in high speed Once tried always used engines To be used ex- clusively for packing This packing is | made in several hun- Ammonia Pumps dred sizes This packing is specially constructed for ice machine service, of layers of rubber and plies of duck which are so arranged and laid as to best resist the actions of ammonia, cold and heat. The duck is a specially made duck, frictioned with an entirely new compound heretofore unknown to the rubber trade, and the core and back is of the celebrated Rainbow Packing com- pound, which is specially adapted to resist ammonia, cold and heat. This packing is constructed on a strictly scientific basis, and the results obtained thus far have demonstrated fully its value for ammonia packing. This packing is madein several hundred sizes. The rings may be slipped onto the rod very readily. The usual rule is to be observed in giving measurements, the depth and width of stuffing box and size of piston rod, in order to get the size desired. Sole Manufacturers of the Celebrated Rainbow, Eclipse Sectional Rainbow Gasket, Hercules Com- bination and Honest John Packings. MANUFACTURED, PATENTED AND COPYRIGHTED EXCLUSIVELY BY THE PEERLESS RUBBER MANUFACTURING COMPANY 16 WARREN STREET, NEW YORK. Lente ard Aves, Detroit Much: 202-210)S. Water, St., Chicago, IM, 1/17-23)Beale St. and)18>24 Malnjot, Sanirsnet sce; ea. ROU Gn) 2 COMMONISETEEE, New K i i ; 34 Smithfield St., Pittsburg, Pa. 201-207 Tschoupitoulas St., } Orleans, La. 1221-1223 Union Avenue, Kansas City, Mo 6 : These Goods Can be Obtained at All First-Class Dealers. 12 When writing to advertisers please refer to MARINE ENGINEERING. APRIL, 1902. SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 12 West 31st Street, New York. President, CLEMENT A. GRISCOM. Secretary-Treasurer, WASHINGTON L. Capps. kaecutive Committee, Francis T. Bowes, H. T. Gauss, Har- RINGTON Putnam, Lewis Nixon, Epwin A. STEVENS, CiLemenT A. GRISCOM. AMERICAN SOCIETY OF NAVAL ENGINEERS. Navy Department, Washington, D. C. President, Commander C. W. E, 3 pecrctaryer teasurer. Lieutenant-Commander R. S. GRIFFIN, Council, Commander C. W. Raz, U. S. N., Lieutenant-Com- manders F. H. Bairey and R. S. Grirrin, U. S. N., and Lieutenant- C. E. Rommet, U. S. N. MARINE ENGINEERS’ BENEFICIAL ASSOCIATION President, Gro. UHLER, 1609 Brown St., Philadelphia, Pa. First Vice-President, FranK A. Jones, 1616 Lafayette St., Ala- meda, Cal. Second Vice-President, Evans J. JENKINS, 138 Clinton St., Cleveland, Ohio. : i Secretary, Gro. A. Gruss, 1318 Wolfram St., Lake View, Chicago. Treasurer, ALBERT L. Jones, 289 Champlain St., Detroit/ Mich. Advisory Board, JosEPH Brooks, 6323 Dicks Ave., Philadelphia, Pa.; Joun McG. Sterritt, 120 Broad St., New York, N. Y.; WILLIAM SCHEFFER, 1031 W. Hopkins Ave., Baltimore, Md. ADDRESSES OF CORRESPONDING SECRETARIES. No.. 1, General Secretary, 10 Exchange St., Buffalo, N. Y. ss 2, George Averill, 296 Archwood Ave., Cleveland, Ohio. se 3, A. L. Jones, 289 Champlain St., Detroit, Mich. ss Jas. A. Macauley, 5802 Michigan Ave., Chicago, Ill. ss Otto Boettger, 1035 E. Hopkins Ave., Baltimore, Md. Clifford E. Shrodes, Room 13, Railroad Exchange, 110 North Fourth St., St. Louis, Mo. B. J. Holmes, 191 Coyle St., Portland, Me. — «9, Wm. Bridges, 7841-2 12th St., Milwaukee, Wis. | Go TBE 1eolaye, Bs Dick, Delaware Ave. and Arch St., Philadel- phia, Pa. “¢ 15, U. J. Lewis, Eliza St., near Olivia St., New Orleans, La. “« 17, Francis S. Neal, care Mt. Auburn Cable Road, Cin- cinnati, Ohio. « 18, Wm. Hurst, 713 Commercial Ave., Cairo, Ill. we hy qos: B. Barry, 206 Keel St., Memphis, Tenn. 23, W. R. Lewis, 213 East Front St., Jeffersonville, Ind. ** 24, Jos. B. Flach, 327 N. Fourth St., Paducah, Ky. « 26, T. H. Kirkbride, 910 East Columbia St., Evansville, Ind. «27, N. P. Slater, 1010 Garfield Ave., Bay City, Mich. ** 30, John W. Farrow, 816 Rebecca St., Allegheny, Pa. «« 33, W. J. Du Bois, Tompkinsville, S. I., New York. <« 35, Wm. Warin, 36 East St., San Francisco, Cal. Henry Connell, 28 Yuba St., Muskegon, Mich. «« 53, Harry Stone, Marine City, Mich. «« 55, Archie Stalker, Electric Light & Power Plant, Che- boygan, Mich. «« 57, E. B. Meeker, 71 Abeel St., Kingston, N. Y. «« 58, E. Capers Haselden, P. O. Box 31, Georgetown, S. C. “« 59, Frank Terry, P. O. Box 36, East Boston, Mass. «62, Nathan S. Lawrence, 30 Connecticut Ave., New Lon- don, Conn. «65, Wm. McCarrel, 8 Vernon St., Charleston, S. C. «* 67, Wm. S. Bradley, Saugatuck, Mich. “70, Frank H. Goodell, 5361-2 Commercial St., Astoria, Ore. “72, Thomas Navagh, 40 Lake St., Oswego, N. Y. “« 73, Louis Garot, Box 1526, Green Bay, Wis. «* 76, Orson Vanderhoef, Grand Haven, Mich. Se KG nes P. Brewer, 206 N. Ninth St., Manitowoc, Wis. “78, FE. A. Rehder, 29 W. Superior St., Duluth, Minn. «80, R. P. Cook, 46 Elm St., Albany, N. Y. ao tals ES L. Sweeney, 204 E. Saragossa St., Pensacola, Fla. «« 82, Fred H. Gowell, 4227 Middle St., Bath, Me. «84, N. K. Ludlow, 15 S. Royal St., Mobile, Ala. «85, G. H. Miller, 412 Fifth St., Alpena, Mich. “86, Sherman A. Smith, 737 Menekannee Ave., Marinette, Wis. “87, Geo. B. Milne, 1003 Trumbull St., Detroit, Mich. “88, C. O. Chapman, S. B. Canal, Sturgeon Bay, Wis. “89, Robert Vallance, 69 Morris St., Ogdensburg, N. Y. “91, Robert Davidson, 17 Fairfield Ave., Harbor Sta., Ash- tabula, Ohio. «92, H. E. McArthur, Courier-Herald Bldg., 3d floor, Sagi- naw, W. S., Mich. “93, M. E. Davis, M. T. & S. Co., 929 D St., N. W., Wash- ington, D. C. “* 94, George R. Jones, Box 222, Washington, N. C. <“ 95, A. P. Jerguson, Box 198, Key West, Fla. “ 100, Jas. P. Lynch, Honolulu, H. I. “* 101, Thos. J. Hanlon, Box 765, Norfolk, Va. “* 102, Fred W. Linsemeyer, 210 Clinton St., So. Haven, Mich. “103, C. H. Hall, Box 512, New Berne, N. C. “ 104, J. H. Blumer, Moss Point, Miss. “ 46 TT Soe. ' Marine Engineering. TRADE PUBLICATIONS. The type of gas engines manufactured by the C. H. Blomstrom Motor Company, Detroit, Mich., is well shown on a circular which is being distributed. Steam plant thermometers and gauges have a spe- cial catalogue devoted to them by the Hohmann and Maurer Manufacturing Company, Rochester, N. Y. The catalogue is very neatly printed and contains many excellent illustrations of thermometers and gauges of different kinds, together with much valuable information regarding the general subject. The Truscott Boat Manufacturing Company, St. Jo- seph, Mich., is distributing a neat booklet which tells “why a Truscott boat is the best’—to quote from the cover—also the special features of the gas engine which this company manufactures. The catalogue is very fully illustrated and well worth a perusal by anyone interested in gas engines and launches. Direct Connected Units is the title to Bulletin No. 100 now being distributed by the Racine Hardware Company, Racine, Wis. It contains 16 pages and is very handsomely printed in two colors. There are many combinations of the Racine automatic engine with dynamos of different types and shapes. On the back page is a picture of the Racine twin marine engine. Copies can be had by referring to MARINE ENGINEERING. Users of paint will read with interest a booklet being distributed by the Goheen Manufacturing Company, Canton, Ohio, entitled, “The Story of Human Pro- egress.” It contains many pictures of modern steel buildings in which the steel work has been protected with the carbonizing coating which this company manufactures. A number of letters are given from various lines of engineering work, speaking in the highest terms of the lasting qualities of this coating. The pictures are particularly interesting. The pumps and other hydraulic machinery manu- factured by the Deming Company, Salem, Ohio, will be found fully illustrated and described in a large cata- logue known as Number 21, copies of which can be had by referring to MArtinE ENGINEERING. This catalogue, comprises 294 pages and is neatly bound in flexible cloth. There is almost no limit to the variety of pumps which are here referred to. There are illus- trations in great variety, so that each pump is fully explained both by picture and by concise description accompanying it. The innumerable tables throughout the book give a great deal of information regarding capacities, stroke, discharge, suction, etc. The variety of pumps shown includes almost everything used for marine purposes, from small hand deck pumps to bilge pumps, oil pumps, fire pumps, wrecking pumps, etc. A catalogue of marine specialties will be sent to every reader of MARINE ENGINEERING who refers to this magazine, describing a very complete line of marine specialties, by the American Ship Windlass Company, Providence, R. I. The catalogue comprises 260 pages, and is devoted primarily to the complete list of windlasses and capstans which this company manufactures. Both of these devices are shown in great variety and a great deal of information is given regarding them, together with almost numberless il- lustrations Among the other specialties are various steam attachments for windlasses, patent iron bitts, Winter’s automatic lubricator for worm gears, bar- ring engines, yacht engines of various types and sizes, yacht mast winches. centerboard winches, improved stockless anchors, steam gypseys, tables of many kinds regarding anchors and chains, steam piping for wind- lasses and towing machines, ete., winches for hand cargoes, schooners and barges, and for various other purposes, hoisting engines, wharf drops, chain indi- cators, together with a great deal of information re- garding the towing machines which this company manufactures. 3 Marine Engineering. APRIL, 1902. The several types of engines, feed pumps and heaters, condensing apparatus, marine boilers, complete steam craft of various types and other specialties manufac- tured by the Marine Iron Works, Station A, Chicago, will be found very practically illustrated and described in a 24-page catalogue which is now being distributed. It is unusually well printed and contains much matter which will interest every one of our readers. Users of hammers will find a valuable catalogue in the one issued by the David Maydole Hammer Com- pany, Norwich, Chenango County, N. Y., which illus- trates and describes in much detail the Maydole ham- mers. These tools are made of solid crucible cast steel in almost inconceivable variety, as shown in the catalogue. The illustrations are printed in three col- ors and every type of hammer is shown. The cata- logue comprises 38 pages with cover. Deming Power Pumps is the title to Catalogue F which is now being distributed by the Deming Co., Salem, Ohio. These pumps are described as the “acme” of efficiency. This catalogue is a special one and is limited to triplex power pumps and deep well pumps. It comprises 52 pages and is very fully illus- trated with a great variety of pumps, each type being concisely described. There are many tables of capaci- ties, sizes and other such information such as any user of a pump would wish to know. An Advertisers’ Follow-Up System has been devised for mechanical and class advertisers who are interested in knowing the traceable results of each and every advertisement or medium which he advertises in, as well as other forms of publicity. Many crude and 1m- perfect methods of keying ads have been tried and abandoned as unsatisfactory and misleading. There has been a great demand ior a practical system, which shall show both the cost of publicity and the results in inquiries and sales, for ready comparison. This problem seems to be the nearest yet solved through the use of the “Advertisers’ Follow-Up System” in the form of a loose leaf book, size 11 by 16 inches. de- signed and perfected by Frank M. Ho-glen and Clar- ence P. Day, for the purpose of easily and quickly recording every inquiry and sale produced through publicity. tracing and posting each inquiry and sale to its true source, besides keeping a check on each and every advertisement and medium, thereby eliminating all theory and guesswork as to the real paying quali- ties of the mediums used. The book is handsomely bound in patent loose leaf covers, has double index and enough ledger pages to last for years. Extra loose sheets may be inserted at any time and the old sheets removed and filed away when completed Un- fortunately there is not attached to the book a me- chanical prod which will force advertisers to give the proper attention to designing and changing their advertisements. Further information and price may be had by addressing Ho-eglen and Day, Rooms 1305-7 Nassau-Beekman Building, New York. Ship’s Deck, Bilge, Triplex Power UMPS We make HAND AND POWER PUMPS for all purposes. Send for Catalogue, The Deming Company, SALED1, OHIO. HENION & HUBBELL, Gen'l Western Agts.,Chicago Til. NE AMONG THE FINE MECHANICAL TOOLS WHICH WE MANUFACTURE FOR THE USE OF ENGINEERS AND MACHINISTS ARE Hack Saws a Frames THE ES STARRETT: COZATHOL MASS.USH)= = 0 FOR SAWING TUBING, BRASS, COPPER AND SHEET METAL. These blades are made of the finest steel; the teeth are sharp and too hard to file. Every Engineer should have them among his tools. The L. S. Starrett Co., Athol, Mass. A copy of our Catalogue No. 161 can be had for the asking. The ice machine supplies, manufactured by the Tri- umph Ice Machine Company, Cincinnati, Ohio, will be found fully described in catalogue C, which is now ready for distribution. This catalogue is neatly printed on coated paper and bound in dark green cover. It contains 48 pages and has many illustrations of all sorts of supplies used in refrigeration. Anyone who is interested in the subject of ice machines will find one of these catalogues very instructive. LONDON 57D Hatton Garden né Apparatus r o Sj 7) 3 z ~~ z 3 ick 3 Ze 23 = S52 ot D a ~ y = 6 ¢ ts} An = 5 5 ‘ob & E ors 2 x = 6 a z 2 >) 2 Was Hes Se ~o Sn S: i) For All Engineering 25 cw and Manufacturing Purposes 2 APRIL, 1902. Marine Engineering. The Nicest Thing You can use is DIXON’S Pure Flake GRAPHITE in an ordinary SQUIRT CAN. For valves and cylinders and all bearings there is nothing to equal Dixon's graphite. Sample free. JOSEPH DIXON CRUCIBLE CO., JERSEY CITY, N. J. GOTT TTT SG FT TT TG gg Saag The mechanical rubber goods manufactured by the George W. Knowlton Rubber Company, 72 Broad street, Boston, Mass., are concisely described and illustrated in an 8-page catalogue with cover which is now being distributed. Among the several specialties referred to are ring packing, high pressure marine steam packing, spiral packing, pump packing, flax packing, molded wire gaskets, etc. A booklet of designs of modern launches, fast cruis- ers and speed boats is published by Harry J. Perkins, Naval Architect, Grand Rapids, Mich. It contains 18 pages, each page having an engraving of a boat of some kind, showing in considerable detail its design and arrangement. Some of the pictures are halftone engravings, others are line drawings. Anyone who is at all interested in the subject of these several types of small craft will find this booklet very interesting. We infer that sample copies can be had free by re- ferring to MARINE ENGINEERING. AIAVAAAAIAAAAIAAAAIAAAAAAAAQAIAAAAIATAIAIAIAIA The Toquet Launch and Motor Company, Saugatuck, Conn., is distributing a neat catalogue printed in two colors, describing the various types of launches which this company manufactures, also its gas engines and accessories. The hydraulic valves and fittings of the Watson- Stillman Company, 204 East Forty-third street, New York, are fully illustrated and described in Catalogue 63. This catalogue comprises over 100 pages and is printed on heavy coated paper; there are illustrations almost without number, together with tables of prices, sizes, etc. Very few catalogues are as complete or as well-conceived as this is. Any of our readers who have to do with hydraulic and similar work will find a copy of this catalogue of much value for reference. The Pierce vapor and marine engines and complete launches will be found fully described in a catalogue which is being distributed by the Siegel-Cooper Com- pany, Sixth avenue and 18th street, New York, which controls the Eastern territory for the sale of these engines and launches. The catalogue comprises 48 pages and is very neatly printed in two colors. Launches of many sizes and types are shown, including side wheel and stern wheel boats for shallow waters. There are also many testimonials. Copies can be had by referring to MARINE ENGINEERING. The course in navigation which has been established by the International Correspondence Schools, Box TiIt, Scranton, Pa., will be found fully described in a 32-page booklet which is now being distributed. In order to have the subject thoroughly understood, the system of instruction as carried out at this school is fully explained, and much information is given re- garding its books, papers, etc. The balance of the pages are devoted to explaining in much detail the system of instruction and how navigation is taught. This refers to both lake navigation as well as to navigating the sea. A synopsis of the many subjects occupies a dozen pages or so, making it possible for the prospective student to procure a thorough idea of the course. A Little Blue Book On Rope Transmission js _ the title to a beautifully published booklet issued by the American Manufacturing Company, 65 Wall street, New York. It is very handsomely and profusely 1l- lustrated and printed with unusual taste in two or more colors, and is bound in a neat blue paper cover. The subject matter covers not only the subject of rope transmission, but gives a great deal of information regarding the material used by this company in manu- facturng rope and cordage, and the manner in which the manufacturing is done is fully illustrated. There is also much information regarding splicing, etc. So popular has this book been that this is the third edi- tion that it has been necessary for the company to issue. Copies will be sent free to our readers who refer to MARINE ENGINEERING. 130-136 Federal St. Walworth Mig. Co., sosrox =" BRASS VALVES Extra Heavy Valves, Bent Pipe and Fittings for High Pressure Work N. Y. Office: Park Row Building Send for Catalogue and Fittings for Marine nes «| CCONStruction Sole Manufacturers of Van Stone Pipe Joint Which does not Weep under heavy pressure Prices and Terms on Application Marine Engineering. STEEL BUFFALO ace FANS FOR FORCED COMBUSTION BUFFALO FORGE COMPANY, BUFFALO, N. Y. Spray Pumps and Nozzles js the title to a catalogue now being distributed by the Deming Company, Salem, Ohio. Pumps of this kind are illustrated almost with- out limit and a great variety of accessories is shown. Neatly lithographed desk blotters and calendars are being distributed by M. W. Fogg, 202 Front street, New York, referring briefly to the mattresses, bedding and marine upholstery which he manufactures and which are his specialty. Marconi Wireless Telegraph Up to Date is the sub- ject of an 8-page booklet which is sent to all inquirers by Wyman and Gordon, Worcester, Mass. Only in- cidental reference is made to the facilities of this firm for manufacturing forgings of all kinds. The Norwalk Launch “Company, Norwalk, Conn., is distributing a neat catalogue which describes not only the launches which this company manufactures, but also the special features of the Norwalk gas en- gine, together with a new type of atomizer and a new muffler. Users of search lights will find an instructive folder in the one issued by the American Acetylene Company, Masonic Temple, Minneapolis, Minn. A number of illustrations are given showing fully the construction and the operation of this search light, and pictures of the generating apparatus will also be found. New Jersey copper Paint is evidently very popular, judging by the vast collection of testimonials printed in a booklet which is now being distributed by the New Jersey Paint Works, Jersey City, N. J. The book- let contains a great deal of information regarding the several kinds of submarine and other paints which this company manufactures. A Typical Webster Plant jis the title to a neat folder being distributed by Warren, Webster and Company, Camden, N. J. It refers briefly to the very large installation which this firm has made of the Webster system of steam circulation, Webster feed water heat- ers and purifiers and Webster oil and steam separators in a large manufacturing plant in the West. ll | ll el) ae sree ll it AAC Ite fll : ti Is the obvious alternative. a ll i value longer than any other ll gl bl APRIL, 1902. & lll ll Fil City Air quickly ruins in ( color and substance paint- ing based on white lead. Unaffected by any atmos- pheric influences, it retains its beauty and protective white pigment. ‘lll FREE—Our Practical Pamphlets : ll ‘“The Paint Question,” lb ‘* Paints in Architecture,”’ atl ‘““House Paints: A Common Sense Talk About Them.”’ il nD Ht THE NEW JERSEY ZINC CO. th if BROADWAY, NEW YORK Users of boat hardware will receive, upon sending to C. D. Durkee & Co., 3 South street, New York, “A Sure Sign of ” The balance of the pages of the folder explain fully what the sign is. Users of portable ratchet wrench drills will find a tool of this sort well illustrated and described in a 4- page folder which is being distributed by the Universal Manufacturing Company, 22 China street, Cleveland, Ohio. Very neat calendars are issued by the Fort Wayne Electric Works, Fort Wayne, Ind. On one side is a calendar for the month and on the back a calendar for the year. We infer that copies of these calendars can be had by any of our readers upon applying for them. The roller grates, manufactured by the New England Roller Grate Company, are excellently illustrated an1 briefly described in a folder which is being distributed by this company. This business, which was formerly in Boston, has recently been removed to Brightwood, Mass. The grate is described as a practical shaking grate, a genuine fuel economizer and smoke preventer. The State Steam Engineering School, under the man- agement of James Coyne, 27 Tremont Row, Boston, Mass. will be found well described and illustrated in a neat booklet now being distributed. This booklet gives much information regarding the scope of the school and shows in illustrations the many facilities for giving practical information in steam engineering. THE Crate Sure Burtprnc Company.—The Craig Ship Building Company of Toledo, O., has just been organized to carry on on a larger scale the business which has been so successfully established and man- aged by John Craig. The new company also takes possession of the property of the Toledo Dry Dock Company. The capitalization is $1,250,000. The offi- cers of the new company are: President, John Craig; vice-president, E. W. Tolerton; treasurer, John F. Craig; secretary, A. H. Morrill, and general manager, George Craig. 6 _ APRIL, 1902. BUSINESS NOTES. OrpErRS FoR Satts.—Messrs. Wilson and Silsby, Rowes Whari, Boston, Mass., received an order a few months ago-for sails for a racing yacht called the Speedwell from New Zealand. All of the yachts in those waters were fitted either with sails made locally or with sails imported from England; and it was a great surprise on Regatta Day to local yachtsmen to have the Speedwell carry off the first prize by nearly six lengths. During the past few months, Wilson and Silsby have received orders from all corners of the world, particularly from Scandinavian and English yachtsmen. It is also understood that Wilson and Silsby are making a set of sails for the German Em- peror’s yacht Meteor, which will be used in her trip across the Atlantic. The sails, as well as the awnings, hatch covers, boat covers and other canvas goods for Commodore Bigelow’s beautiful new steam yacht Pautooset were also furnished by Wilson and Silsby. THE | ce : : 2 | itely. Made of packing encased in soft rolled metal, combining the elasticity of one with the strength of the other. All sizes of man- hole and hand-hole plates and pipe fittings. McCORD & CO. {04 Broadway a 9.9 © New York 1471 Old Colony Building - - Chicago Send for descriptive bulletin No. gorts. PABA LOIS Marine Engineering. CAPTAINS OF INDUSTRY.—Mr. John Markle, president of the Sprague Electric Company, and Lieut. Frank J. Sprague, technical director of the same company, were included in the “Captains of Industry” who gave the luncheon in honor of Prince Henry at Sherry’s, February 26th. A FIne STEERING Ovtrit.—The steering apparatus on the German Emperor’s yacht Meteor was designed and built under the supervision of George Loud, treas- urer and manager of the Edson Manufacturing Com- pany, 132 Commercial street, Boston, Mass. This work was in line with Mr. Loud’s extensive experience, as he also furnished steering gear for the Independence, the Volunteer, the Puritan, the Mayflower and many other famous yachts. Ball bearings were used in the Meteor’s apparatus. The wheel is 54 inches from tip to tip. The hub is of highly polished brass and there are ten rosewood spokes. The felloes are of teak and the rim of ebony. Where the main spoke passes through there is inlaid in the rim the coat of arms of the German Emperor done in gold and silver. These and other decorations make probably the most beauti- ful steering wheel ever made. Tre New. Factory or M. W. Fogca—Mr. M. W. Fogg, the well known manufacturer of cushions, mat- tresses and bedding for yachts and steamships, has recently occupied a new factory and wareroom at the corner of Fulton and Front streets, New York City. The building has undergone extensive repairs, and is now thoroughly equipped for carrying on a large business in these special lines. All machinery neces- sary tor preparing the hair mattresses, etc., is driven by an electric motor. The three upper floors of the building are devoted to the manufacture of the mat- tresses and cushions, and the lower floor, handsomely decorated, is the salesroom where can be seen the various styles of upholstery furnishings and hangings. In this new factory the facilities of business have been increased and deliveries can be made promptly. FREE SAMPLES OF WISCONSIN GRAPHITE PRODUCTS. ° —Wisconsin graphite paint has been most universally acknowledged by users of paint to be one of the best for all purposes for which a paint of this nature is used. It comes in six different shades, has a bright lustre and an even surface, and will outlast most any similar preparation. The claim is made that it prac- tically incorporates itself into the iron and _ steel wherever applied. The Wisconsin Graphite Company, North Side, Pittsburg, Pa., has a most excellent graphite preparation, known as the Wisconsin Graph- ite Stack Paint, which will wear for years and is -being largely used on board steamships, yachts, etc., through- out the country. This company manufactures the well- known Wisconsin Flake Graphite Lubricant, which not only obviates friction, but is without grit and is absolutely smooth. It will be well for users to con- sider the claims for Wisconsin Lubricant, as it is especially adapted for propelling engines, dynamos and machinery. A free sample will be sent to anyone upon request. PBB LAP OOD PD A OD I A AA RA A A NA OD Ay Le i Ae 5955 MODERN W Our Flexible Steel Armored Conductors are endorsed by engineers for use in Marine or Ship Wiring, because of the high grade insulation, thorough pro- tection from mechanical and other injuries, entire flexibility and low cost. RIN Send for catalogue 40,415. SPRAGUE ELECTRIC COMPANY General Offices: 527-531 West 34th Street, New York. 2 : CHICAGO: Fisher Bldg. BLAH OU GUGES € ST. LOUIS: Security Bldg. BOSTON: 275 Devonshire Street. BALTIMORE: Maryland Trust Bidg. PAO AP PIS DO ' ‘ Marine Engineering. APRIL, lyuz2. BuFFALO FORGE COoMPANY’S SPECIALTIES.—The Buffalo Forge Company, Buffalé, N. Y., has many large and important orders on hand for its various specialties. It is installing a large heating and ven- tilating plant at the works of the American Smelting and Refining Company; a heating plant in the Siegel- Cooper Company store, New York, and drying plant in the Abendroth and Root shops for drying galvan- ized iron work. By substituting this system for the old-fashioned methods of drying, it is believed that the time will be reduced at least one-fourth of that formerly consumed. Less space is also occupied. The Buffalo Company is building a fan for use in mine ventilation which has a 250-inch housing and is con- structed throughout of steel plate rigidly stiffened and braced. The rotating element of the fan will be driven by a direct-connected horizontal engine, which has a speed of 150 revolutions per minute. This fan is built to deliver 125,000 cubic feet of air per minute at ordinary working speed. FREE CATALOGUE OF BESLY SPECIALTIES.—We are informed by Messrs. Chas. H. Besly and Company, 10-12 North Canal street, Chicago, Ill., that there is no let-up of any kind in their business. As many orders as ever are being constantly received for their well-known Gardner grinder with spiral ground disks, recent shipments having been made to California, Washington, Oregon, Wisconsin, Ohio, Pennsylvania and elsewhere. The grinder has proved one of the most popular specialties that this company has ever had. The hundreds of users of this grinder are very liberal in their orders for spiral circles, which are made from emory and corundum, or from corundum alone, and which, it is claimed, will do from 50 per cent to 200 per cent more work than usual grinding surfaces. This firm is also receiving many orders for Helmet oil Badger and Bonanza cups. A copy of this firm’s catalogue, giving full information regarding all the specialties handled, with discount sheets, will be mailed to anybody upon inquiry. — D, , = eS Ae ZAK Non=Corrosiveness Extreme Toughness “HIGH TENSILE AND TORSIONAL STRENGTN The Cardinal Points ot “BENEDICT - NICKEL” are: Perfect Homogeneousness High Tensile and Torsional Strength These qualities make ‘‘ Benedict-Nickel” peculiarly adapted for condenser tubes, and for every other purpose where highly non-corrosive tubing is required. These are the best tubes for condensers ever devised. They have steadily gained in favor with leading engineers resist electrolysis. They positively and high naval authorities because they do exactly what we claim for them. Their manufacture has long since passed the experimental stage. Their superiority over copper and brass tubes has been demonstrated by actual use. The basis of the high non-corrosiveness of ‘: Benedict-Nickel” is its inert nature, due to the combining of nickel with copper. metal. It is perfectly homogeneous. The metal contains no zinc nor any other weakening The tubes are hot-rolled from solid cylindrical billets, not cast on a core, and givena twist formation like that of a gun barrel. Hence their great tensile and torsional strength. We publish a ‘Treatise on Electrolysis of Condenser Tubes,” which gives the full scientific reasons for the superiority of ‘‘Benedict-Nickel.” Send for it. We sell Tobin Bronze at manufacturers’ prices, BENEDICT & BURNHAM MFG. CoO., Mills and Main Office, Waterbury, Conn. New York, 253 Broadway. Boston, 172 High Street. APRIL. I1G02. Marine Engineering. GASKETS: MADE OF PURE ASBESTOS Spun Around Brass Wire, woven into a solid but pliable cloth. CAN BE USED INDEFINITELY This fact will interest all MARINE ENGINEERS who have to contend with High Steam Pressure and Temperature. my The advantage of Gaskets made of Absolutely Fireproof Material can be readily understood. The life of our Gaskets compared with those made of Rubber is as EIGHT TO ONE. SPECIALLY ADAPTED TO WATER TUBE BOILERS. We Are Sole Agents in the United States for TURNER BROS., Rochdale, England. We carry their full line of Sheet, Rod and Valve Stem Packings. The Bestosking Packing & Supply Co., BOSTON, MASS. PEELE EEE EEE EEE EEE EEE EEE EEE EBL Bb bh LEE EE EEE EEE ELE EEE EEL EES EEE EEE EEEEEE EEE EEE EE EEE PE ee ae ae ae Ee he ee he Me ke ae he ee eee ee ee ae hee ae ae ENGINEERING DATA. There has been such a demand for engineering data in compact form that we have established a bureau for this purpose. The plan is to supply 20 cards a month. These cards are to give information regarding new vessels, such as has appeared in the columns of MARINE EN- GINEERING and in other publications; also data regarding ship riveting, labor costs per ton dead weight in England and on our Great Lakes; data re- garding boilers of different types; dimension weights and horse power per ton of various types of vessels; fuel economy on large ships per one hundred-ton miles; prices of battleships for the United States Navy per knot ton and per horse-power ton; similar data regarding cruisers and other naval vessels, de- sign dimensions of engines, new formule; in fact, all current data useful to the practical designer and en- gineer, etc. These cards will be of the standard library size, suitable for filing with personal data, in the standard library index boxes. This service will include 20 cards a month, or 240 cards a year. The price is as follows:— ; ONS GHEE cococeccadoong0Hcag0s0cHo0Ga00d0a09000 Sisxgemonthspererie nee ncr inti cieiiecir Three months .. In many instances special data can be furnished, when desired, at a slight advance in cost. Fuller information regarding this service can be had upon application to MARINE ENGINEERING, 309 Broadway, New York City. ray cipal steamship lines running out of Baltimore. Burrato FEED WATER HEATER AND PURIFIER.— The Northern Steamship Company of Buffalo, N. Y., which has been thoroughly overhauling the steamships Northwest and Northland by installing new boilers and making other improvements, has ordered from Robert Learmonth, Buffalo, N. Y., Buffalo ieed water heaters and purifiers for each ship. THe LirruHarce Parinr.—The Litharge Paint Com- pany, 103 East Lombard street, Baltimore, Md., has had the severest tests made of this paint by the prin- The Atlantic Transport line, after testing it on the hulls of its ships, stacks and boilers, is now covering the entire ship with it. Mr. W. H. Johnson of that com- pany writes that after the paint had been on the stacks and boiler doors for two months it had a good hard gloss to it, and was in good condition. It was put on the hull of the steamer Juniata of the Merchants’ and Miners’ Transportation Company, also on the boiler doors and on the side plates in the hold. The captain reports that it is in excellent condition, and to be better than anything he has ever seen. Litharge Paint is exclusively manufactured by The Litharge Paint Company, who invites any well-known company which may be in need of a paint better than it has, to make any test whatever of this paint. It is especially made for marine and submarine work, and is not affected in the least by changes of climate, acids, soot, heat, etc. IMPORTANT CORONER'S JURY VeERDIcT.—It will be recalled that on November 26 last a terrific and fatal accident occurred in the boiler plant of the Penberthy Injector Company, Detroit, Mich. A coroner’s jury has spent over nine days making a very exhaustive investigation of the cause of the accident. The ver- dict, which completely exonerates the Penberthy Com- pany and the engineer, states that the company and its employees had given proper care and attention to the boiler, but that scientific and expert testimony presented to the jury showed that the boiler was not constructed of the material nor in the good work- manlike manner called for by the specifications fur- nished for its construction, and, therefore, that the makers of said boiler are responsible. After the testi- mony was all in, the verdict was reached by the jury in less than two hours. The Penberthy Company has secured control of a large tract of iand in Detroit and expects to build immediately a larger plant and to equip it with all of the very latest improved me- chanical devices. In commenting upon the verdict the Detroit Journal speaks editorially in the most com- plimentary terms of the care which the Penberthy Company gave the steam plant. Tow1ne Macuines.—We are informed by the Ameri- can Ship Windlass Company, Providence, R. I., that the Standard Oil Company has taken up the subject of tow barges as general freight carriers, something on the lines of the article which appeared in the Feb- ruary issue of MARINE ENGINEERING. The company is now building two steamers of 12,000 tons capacity each; two tow barges of 12,000 tons; and is also build- ing two oil barges of about 8,000 tons. Mr. Frank S. Manton, agent of the Ship Windlass Company, reports that the Standard Oil Company has ordered six of this company’s towing machines, and that he also will put towing machines on the barges as well as on the steamers. In this’ way there will be a relief from strain simultaneously at both ends of the hawser if both towing machines are at work at once. Probably in ordinary weather only one towing machine will be used, although the motion of a long hawser would be easier with both machines at work. The large towing machines which are to be put on the vessels will each carry 300 fathoms of two-inch in diameter steel wire hawser, so that by shackling the two hawsers together there will be a length of 600 feet. Between the rst and the 15th of January, the American Ship Windlass Company sold ten towing machines, and, in the middle of March, received a cable order from Russia for two machines. Marine Engineering. APRIL, 1902. A Larce GAs ENGINE Bustness.—The Grant-Ferris Company, Troy, N. Y., makers of the Howard hydro- carbon motors, both two and four-cycle types, com- prising a variety of fourteen sizes, has been successful in competition with a number of prominent gas engine builders, in securing a large contract from the Steel Boat Construction Company, of H. Scherer and Com- pany, Detroit, Mich., for 250 motors; all to be deliv- ered this season. The schedule calls for graded sizes in lots of fifteen to twenty-five each. This order on top of previous contracts with other firms gives the Grant-Ferris Company plenty of motor business. A New Macuine Company.—The Iroquois Machine Company, 150 Nassau street, New York, has recently been organized by W. W. Gibbs and others. The company will manufacture quite a line of improved machinery, including a full line of automatic and plain drop hammers, swagging machines, rolling mills, roller bearings, grinding machines, etc. The company is un- derstood to have ample capital back of it. It has purchased the plant and business of the Universal Machine Company. Providence, R. I., and has rented large adjacent buildings so that business is organized at once on a comprehensive scale. SMALL Gas EncGines.—A small gasoline motor un- der one-horse power must be proportionately stronger in combination with fewer parts and greater simplicity than its larger brothers. These points are found in the new model, special 3-4 horse-power motor manu- factured by the Fairfield Motor Company, Bridgeport, Conn. It is not only neat and strong in appearance but. the acme of simplicity. The igniter is entirely new in design, extremely simple, with but one spring and no small, delicate or trappy parts. The cylinder and cylinder-head are water jacketed. It has a bronze circulating pump, and all fittings, including the vapor- izer, are of the same quality as on the regular line of large engines. It is one of the smallest practical 2-cycle engines ever offered that is not a toy, but made for hard work. CORRESPONDENCE INstTRUCTION.—An unfortunate tendency among most students who are anxious to fit themselves for special lines of work is to skim over the elementary lessons as hurriedly as possible. The American School of Correspondence, Boston, Mass., believes that one of the leading causes for its success in instructing students is the fact that it has given such careful attention to elementary work, so that students have been able to understand much more thoroughly the subjects which they have undertaken to fit themselves in. When books were more expen- sive and papers were few, it was a difficult thing for a man of limited education to secure the advancement in his occupation that he deserved; now, however, by means of the instruction papers and other literature which this school furnishes, a man is enabled to con- tinue with his regular work and, at the same time, by correspondence instruction, secure a very compre- hensive grasp of any line of work which he prefers to undertake. Full information regarding the papers and books, as well as the courses offered by this school, can be had by writing for them. Er I'WESTON SPECIAL NOTICES. Announcements under this heading will be inserted at the uniform rate of thirty-three-and-a-third cents a line. Lines average ten words each. WORKING DRAWINGS OF GAS ENGINES WANTED. We desire to secure working drawings of marine gasoline engines of the 4 cycle type, or about 4-horse power. _ GAS ENGINES, care Marine Engineering. SHIPYARD SUPERINTENDENT WANTED. The Superintendent of our shipbuilding department has re- signed his position and no successor has yet. been appointed. RISDON IRON WORKS, San Francisco, Cal. WANT SOME GOOD SPECIALTIES TO SELL. A machinist and marine engineer, with American and English first-class licences, intends making an extended visit in June to the vicinity ot Glasgow, Scotland, and wishes to act there as. agent for some firm or specialty so as to clear his expenses, Address, ENERGETIC, care Marine Engineering. ASBESTOS SPECIALTIES.—The H. W. Johns-Manville Manufacturing Company, 100 William street, New York, has been awarded a number of very large orders. lately for a sectional asbestos covering, for a number of large hotels and manufacturing establishments in all parts of the country. PHILADELPHIA PNEUMATIC Toors.—In order to more efficiently handle the rapidly growing business. which has developed on the Pacific coast, the Phila- delphia Pneumatic Tool Company, 1038 Ridge avenue,. Philadelphia, Pa., has appointed Berger, Carter and Company, 330 Market street, San Francisco, Cal., representatives for the Pacific coast. WiLitaMs MARINE Partnts.—Samuel J. Williams, who recently removed to 11 Broadway, New York, has already been obliged to increase his office facili- ties because of the increased demand for Williams submarine paint, Williams copper paint, Williams seam paint and Williams wood anti-fouling paint. In addition to these special paints, Mr. Williams supplies white lead, zinc, colors and everything else in the paint line. for NINANCEMENT, Li Pee STUDY SQUIRT CAN. For valves and cylinders and all bearings there is nothing to equal Dixon’s graphite. Sample free. : : wi : JOSEPH DIXON CRUCIBLE CO., JERSEY CITY, N. J. OLS OL OOOO COWS C10 CO CO Oo Ole \iw) Some large tools built by the Niles-Bement-Pond Company, 136 Liberty street, New York City, are hand- somely illustrated and briefly described in the 24-page, pocket size circular issued by this company. The line illustrated covers the machines required in the equip- ment of a shipyard. The company states that it will be pleased to distribute this catalogue and give any infor- mation to those interested. The Milwaukee Automobile Book is the title of a hand- some 36-page book of automobile information issued by the Milwaukee Automobile Company, 19th street and St. Paul avenue, Milwaukee, Wis. The book is writ- ten to answer all sorts of automobile questions and treats of the automobile under the headings of “ Sport of Kings,” “Practical Side,” “Is the Steam Machine Best?” and the “‘ Milwaukee.” The several styles of steam carriage made by this company are handsomely illustrated. This company also make a steam plant for launches, Walworth Mfg. Co BRASS VALVES Specialty of Extra Heavy Valves, Bent Pipe and Fittings for High Pressure Work How to Make a Tight Joint is toldjconcisely in}a neatly published booklet issued by the Merwarth Metal- lic Gasket Company, 120 Liberty street, New York City. Every user of steam will read this with much interest. Acetylene Search Lights for vessels of all sizes and docks are treated in a leaflet issued by the American Acetylene Stove Company, 504 Masonic Temple, Minne- apolis, Minn. This form of light is daily growing in popularity because of its intensity whereby the size and weight of the lamp may be greatly reduced. The Davidson steam pump is handsomely illustrated and described in detail in a new 80-page catalogue just issued by M. T. Davidson, 43 Keap street, Brooklyn, New York. Pressure and boiler pumps, for medium and heavy service, circulating pumps, vertical cylinder pumps, which are especially adapted for marine pur- poses, compound pumps, twin cylinder marine air pumps, ash ejectors, etc., are well illustrated and de- scribed. The last pages of the catalogue are devoted to tables with general information for engineers. This catalogue can be had upon application by mentioning MARINE ENGINEERING. The Hydro-Carbon system is described in an illustrated catalogue issued by the Steam Boiler Equipment Com- pany, 20 West Houston street, New York. By the ap- plication of this system of induced draft to boilers, it is stated that the smoke nuisance has been prevented, the power increased and fuel saved. The system has been installed on both fire and water tube boilers, burning an- thracite or butuminous coal, and can be readily equipped without change of fire chamber or setting. Several sta- tionary plants, and the boilers of some large vessels, in- cluding the steam yacht Niagara, have the hydro-carbon system installed and the users have written strong let- ters of commendation. These points are covered in the catalogue. Catalogue No. 5, 1902, issued by the Cleveland Punch and Shear Works Company, 156 Case avenue, Cleveland, Ohio, is one of the handsomest products of the printer’s art that has come to our notice. It comprises 118 pages of illustrations and descriptions of the many styles of punches made by this company. ‘The first pages are de- voted to illustrating the detail of the jaws of the punches, and then follow cuts of single punches of many forms and styles. The double punch and shares made by this company, built with throats from 12 inches to 60 inches, are illustrated. Then follow horizontal punches, bend- ing and straightening machines, malleable punches or gauge shears, bar shears, alligator shears, angle shears, splitting and bevel shears. Bending rolls from sizes driven by hand to the heaviest ones used in bending heavy plates are next taken up. Then are described angle bending rools, metal saws and plate planers of various types. Among these should be mentioned a rotary planer motor-driven, built in sizes up to 60 inches head, 24 feet bed and 20 feet cutting travel. The last pages are devoted to radial drills, hand spindle drills and other special heavy machines. {30-136 Federal St. BOSTON °9 N.Y. Office, Park Row Bldg. and Fittings for Marine Construction SOLE MANUFACTURERS OF WALWORTH FLANGED— OVER PIPE JOINT Which does not Weep under heavy pressure OUR BOOK CONTAINING “TABLES OF DIMENSIONS”? OF WALWORTH GATE VALVES, FLANGED FITTINGS, FLANGED OVER PIPE JOINTS, WROUGHT IRON BENDS, ETC., should be in your draughting room. 5 When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. JUNE, 1902. Buffalo Marine Engines For Marine Generating Sets Buffalo Forge Company, BUFFALO, N. Y. NEW YORK OFFICE, 39 Cortlandt Street WATER Whether salt or fresh, tries paint more severely than the other elements; therefore ship, builders use ZINC WHITE exclusively when white paint or tints are required for finishing their products. Marine work demands zinc white, because it is the only white pigment that will stand the service. FREE : Our Practical Pamphlets «« The Paint Question ”’ ‘<< Paints in Architecture’ THE NEW JERSEY ZINC CO. if Broadway New York Every pattern maker and wood worker realizes the value of the quick acting vise. The patent quick-acting vises manufactured by Wyman & Gordon, Worcester, Mass., are illustrated in a leaflet published by the manu- facturers. A short story of Robert Fulton is published in a leaf- let distributed by Wyman and Gordon, Worcester, Mass., manufacturers of forgings. A sketch is given of his interesting life and the question as to whether or not he was the inventor of the steamboat is touched upon. The Aero-Painter, which is made by the Patton Paint Company, Milwaukee, Wis., is illustrated in a neat folder. . This machine is claimed to be one of the first practical painting and whitewashing machines that has been made. It is equally adapted for exterior and in- terior painting. A pump placed in a pail of paint or whitewash sprays the liquid through holes over the sur- face to be coated. Users of steam hammers will find what is probably the most complete catalogue on the subject ever issued in the one being distributed by Bement, Miles and Com- pany, Philadelphia, Pa. It comprises 76 pages and is neatly bound in a cover printed in three colors, inculding a striking picture of a hammer,in operation. The text is printed on heavy coated paper. The pages are 6 by 9 inches in size and a great many of the illustrations are full-page size. Almost every conceivable thing in the line of hammers is shown. 6 The Buffalo Forge Company, Buffalo, N. Y., manu- facturers of the famous Buffalo forges, has just issued its new catalogue for distribution among the trade. It is a handy little book, pocket size, illustrated with half- tone engravings throughout. describing in detail not only the many different types and sizes of forges but includes a description of the Buffalo hand blower, power and hand drills, shears, bar cutters, etc. This handsome copy will be mailed to inquiring parties who mention MArtINE ENGINEERING. 6 5) A unique invitation to ‘‘drop in’’ is sent to all in- quirers by the Garvin Machine Company, Spring and Varick streets, New York City. Just how this is to be done and why is told in the invitation. Hack-saw frames are well illustrated and described in a leaflet issued by the Union Hardware Company, Torrington, Conn. These instruments are required in every machine shop afloat and ashore. This company also makes a copper tipped hammer, the head of which is made of malleable iron into which the copper tips are fitted and held in position by a set screw. The subject of force-feed lubrication is most excellently handled in a catalogue which is now being distributed by the Force Feed Lubricating Company, Milwaukee, Wis. The catalogue is very neatly printed in two colors and there are a large number of illustrations of this company’s lubricators. It is stated on the face of the catalogue that a three months’ trial is given free to any one who wishes to give one of these lubricators a test. Direct Current Motors and Small Generators is the title of Bulletin 55 being distributed by the Rochester Electric Motor Company, Rochester, N. Y. It is neatly printed in two colors, and, among other features, has a neat picttrre of one of this company’s dynamos direct connected to an Acme engine, making a small direct connected plant especially designed for yacht and other uses where a plant of small lighting capacity and com- pactness is desired. The Telephone in an Electric Push Button is the terse description of the office telephone system controlled by the American Push Buttton Telephone Company, 463 Fifth avenue, New York City. The instrument is not much larger than the ordinary push button and contains a transmitter and receiver and a switchboard for con- necting the various stations. This system has also been successfully used for communicating over long distances, a conversation having been carried on over these instru- ments from Londen to Paris. When writing to advertisers please refer to MARINE ENGINEERING. JUNE, 1902. Marine Engineering. The use of fuel oil is handled in an instructive man- ner in a booklet issued by the National Oil Burner and Equipment Company, Carleton Building, St. Louis, Mo. A special feature of this system as shown in the booklet is that the oil is fed to the furnaces automatically. Keystone Hair Insulator is one of the products of the H. W. Johns-Manville Company, too William street, New York City, manufactured especially for refrigera- tion and cold storage use. A 20-page booklet is now being distributed by the company, giving a great deal of information regarding this insulation. Launch owners and those of our readers interested in them will receive upon application a number of slips giving pictures and information regarding the launches manufactured by the Bridgeport Machine and Motor Company, Bridgeport, Conn., which has opend a much larger establishment at 91-111 Kossuth street. Engineers and draftsmen who are contemplating buying drawing instruments and materials will do well to send for the catalogue issued by Schwencke, Kirk and Com- pany, 26 Liberty street, New York City. In it will be found illustrations and price lists of the extensive line of domestic and imported goods carried by this com- pany. From a pair of pipe tongs to the finest of pipe thread- ing machines driven by electric power, D. Saunders Sons, Yonkers, N. Y., make a great variety of tools for gas fitters and steam fitters. The firm’s new illustrated catalogue contains many views and many pages of well- arranged descriptive matter. All the recent improve- ments in this line of machinery are carefully shown. The air compressors, made by the Chicago Pneumatic Tool Company, Fisher Building, Chicago, Ill., are illus- trated in a special Circular No. 22. Compressed air is rapidly superseding other forms of power in outside shipyard work, and the compressors here illustrated are well adapted for this service. This circular, and also a catalogue which is published by this company, will be sent upon request to those mentioning Marine EN- GINEERING. . Ventilators manufactured by the Buffalo Forge Com: pany, Buffalo, N. Y., are illustrated in a new 16-page catalogue issued by this company describing in detail many different types and sizes of ventilators. The ven- tilators are built of heavy gauge iron and fulfil the some- what hard requirements for convenient and desirable apparatus. The company has had a quarter of a cen- tury’s experience of heating and ventilating buildings and ships. The Garvin Machine Company, Spring and Varick streets, New York City, has published an attractive cata- logue No. 2 concerning plain milling machines. The various styles and details of machines manufactured by this company are illustrated and described and dimen- sions given. The company invites all those interested in machine tools to inspect its large showroom and will be very glad to distribute catalogues and impart any further information concerning machines to those interested. ES ee % aR? Ke ste sterk Ye teste totetototototototot Seo iene nin tino oe rrr rere eres DIRECT CONNECTED , * MARINE GENERATING SETS: PERFECT SERVICE. LOOM MOI et oie Sic’ oo Chicago: Boston: IO MOS Fisher Bldg. Weld Bldg. The design and construction of our apparatus are based on scientific principles resulting in unusually high efficiency and remarkable endurance under the most exacting conditions of service, and giving the best possible commercial value. for Bulletin No. rorrs SPRAGUE ELECTRIC COMPANY General Offices: St. Louis: 9 eetetotolotototololotolototololototon Referte Seololiok oI iiittot totes Selelolofelolololoioieiok elolotlolololotok otek tetotetet = 7) : —} Zé om . “141° Bowser oil tanks. These tanks are described as a pos- Marine Paint Economy.—The Sherwin-Williams itive economy, as they save oil, money, time, and labor. | Company, Cleveland, Ohio, issues a neat booklet entitled 1hey pump gallons, half-gallons, and quarts at a stroke. | “Marine Paint Economy,” which states: Real econ- They are neat, clean, handy, and enforce economy omy in vessel painting’ comes through good quality whether the users of it wish to or not. The booklet paints. Good quality means greater durability and says that the loss of a gallon of oil is not serious, yet | greater spreading capacity. It means fewer times of it is the equivalent to losing the interest on a dollar for | repainting and fewer gallons of paint. In the grind- a year. Users of oil will read the booklet with much ing and mixing we exercise the closest watch-care. interest. Everything is exact and accurate. There’s no chance A Compacr Patnttnc Macurne.—The Patton Paint | for mistakes. ‘The finished product must pass through Company, Milwaukee, Wis., reports that it is selling a | the practical test room before it is allowed to be sealed great many of its painting machines. This is a compact }| in the cans. Its working qualities, drying qualities, device operated by hand, equally adapted for exterior | color, etc., are thoroughly examined. In filling we are and interior painting. The entire machine weighs only | guided by weight as well as measure. ‘The company twenty-five pounds, and one man can handle it and with | operates four large plants at Cleveland, Chicago, New- twenty-five feet of hose and a 7-foot nozzle pipe can | ark, and Montreal, and maintains warehouses and paint almost anything. The claim is made that this | offices at New York City, Boston, San Francisco, Kan- machine does. not use any more paint than when paint | sas City, Toronto, Los Angeles, and Minneapolis. is applied by the brush, and that two men will average | Readers are asked to write for the catalogue of marine 20,000 square feet of surface a day, ten times as much | paints. MOST ECONOMICAL AND EFFECTIVE METHOD OF RIVETING PNEUMATIC TOOLS oF att kinos Q&C HAMMERS Q@é&cC DRILLS Q&C RIVETERS Q&C HOISTS THE CQ & C COMPANY 114 LIBERTY STREET WESTERN UNION BLDG. NEW YORK CHICAGO The continuous use of Salamandrine Boilers by our numerous customers shows such wonderful efficiency as positively to put in the shade all other existing types of steam boilers. From being a nuisance when equipped with ordi- nary boilers, steam craft now employing the Sala- mandrine afford pleasureand the highest satisfaction. SOME OF OUR FACTS: Cannot burn out at the bottom, Cannot explode. The quickest generator of steam. SALAMANDRINE BOILER COMPANY, oy 2 ay Works: Newark, N. J., U. S.A. 220 Broadway, New York. SF = f ca 9) ° aa at TT Ms SEND FOR DESCRIPTIVE PAMPHLET. Go) < * PATENT PENDING. PATENT PENDING lal When writing to advertisers please refer to MartInE ENGINEERING. Marine Engineering. JuLy, 1902. The Peerless Spiral Piston and Valve Rod Packing It will hold 400 lbs, of steam Will run twelve months in high speed Once tried always used engines To be used ex- clusively for packing This packing is made in several hun- Ammonia Pumps dred sizes This packing is specially constructed for ice machine service, of layers of rubber and plies of duck which are so arranged and laid as to best resist the actions of ammonia, cold and heat. The duck isa specially made duck, frictioned with an entirely new compound heretofore unknown to the rubber trade, and the core and back is of the celebrated Rainbow Packingcom- pound, which is specially adapted to resist ammonia, cold and heat. This packing is constructed on a strictly scientific basis, and the results obtained thus far have demonstrated fully its value for ammonia packing. This packing is made in several hundred sizes. The rings may be slipped onto the rod very readily. The usual rule is to be observed in giving measurements, the depth and width of stuffing box and size of piston rod, in order to get the size desired. Sole Manufacturers of the. Celebrated Rainbow, Eclipse Sectional Rainbow Gasket, Hercules Com: 5 bination and Honest John Packings. MANUFACTURED, PATENTED AND COPYRIGHTED EXCLUSIVELY BY THE PEERLESS RUBBER MANUFACTURING COMPANY 16 WARREN STREET, NEW YORK. 16-24 Woodward Ave., ete Mich, 202-210 S. Water St., Chicago, Ill. 17°23 Beale St. and 18-24 Main St, 200-211 Magazine St. 1221-1223 Union Avenue, Kansas City, Mo San Francisco, Cal, New Orleans, La, 634 Smithfield St., Pittsburg, Pa. These Goods can be Obtained at All Riscteclase Dealers, 12 When writing te advertisers please refer ta MARINE ENGINETRING, funy, i902. Marine Engineering. The advertisements on pages 144-20 are devoted to Boiler Room Equipment as follows: ASBESTOS—See NON-CONDUCTING COVERING. INJECTORS. 6 American Injector Co. ASH EJECTORS. i eHOeR yatiok Mfg. Co. Davidson, M. T. Lunkenheimer Co., The. ASH HOISTS. Ohio Injector Co. Penberthy Injector Co. American Blower Co. Boston Blower Co. > NON-CONDUCTING COVERING. Buffalo Forge Co. Johns-Manville, H. W., Mfg. Co. Sturtevant Co., B. F. New Jersey Asbestos Co. BLOW-OFF VALVES—See VALVES. REDUCING VALVES. BOILERS—Also see ENGINE BUILDERS; also SHIP EES Regalos Co, BUILDERS. - SAFETY VALVES. Suey Weten ube Boley Co. Attia Fstier © Star Brass Mfg. Co. oyer Patent Sectiona ater Tube Boiler Co. Kingsford Foundry and Machine Works. SENTINEL VALVES—See VALVES. Lake Erie Boiler Works. STAYBOLTS. Rochester Machine ‘Tool Co. Falls Hollow Staybolt- Co. Salamandrine Boiler Co. : ; Stirling Co., The. STEAM CIRCULATORS. Thorpe-Platt & Co. 5 @ Bloomsburg, H., & Co. peazcee: John E., & Sons Co. STEAM GAUGES. BOILER COMPOUND. ‘ American Steam Gauge and Valve Mfg. Co. BOILER FEED PUMPS—See PUMPS. STEAM JETS. BOILER PLATE. Bloomsburg, H., & Co. BOILER STAYS. STEAM PIPES. BOILER TUBES. STEAM SEPARATORS. National Tube Co. De Rycke, Joseph, & Co. Shelby Steel Tube Co. STEAM TRAPS. ay Buffalo Forge Co CORRUGATED FURNACES—Sce FURNACES. EHS UstoHaGo! EXHAUST FANS—See BLOWERS. Houghton, E. F., & Co. EXHAUST HEADS Sturtevant Co., B. F. Sian Gay Eh 1 STOP VALVES—See VALVES. THERMOMETERS. EXPANSION JOINTS. MOMET ERS a FANS—See BLOWERS. TRAPS—See STEAM TRAPS. FEED CHECK VALVES—See VALVES. VALVES. FEED WATER FILTERS. American Steam Gauge and Valve Mfg. Co. Ross Weike Go Ashton Valve Co. : Chapman Valve Mfg. Co. FEED WATER HEATERS AND PURIFIERS. Crane Co. Learmonth, Robert. Eynon-Evans Mfg. Co. Foster Engineering Co. FIRE ROOM PLATES. ' Kennedy NTS UE Lo: 4 ‘ unkenheimer Co., e. FIRING TOOLS. Meson Ree laton Se ; > > tar Brass g. Co. MADE, CIE SREEIES Walworth Mfe. Co: BOR CED DESH LT Seep BLOWERS: VENTII,ATING FANS—See BLOWERS. FURNACES. WATER GAUGES. WHISTLES. American Steam Gauge and Valve Mfg. Co. Continental Iron Works. GAUGE COCKS—Also see STEAM FITTINGS. eS Chapman Valve Mfg. Co. GRATES. Lunkenheimer Co., The. INDUCED DRAFT. Star Brass Mfg. Co. , If specialties are wanted which are not advertised, Marine Engineering Information will furnish names of manufacturers and dealers. ‘ 13 ny When writing to advertisers please refer to Marine ENGINEERING. Bureav Boiler Room ; % ‘ Equipment Marine Engineering. Juny, 10902, THE NEW JERSEY ASBESTOS COMPANY Original and only manufacturers of the far-famed "GLADIATOR: Asbesto-Metallic Sheet Packings, Valve-Stem and Piston Rod. Packings and Gaskets. The only Packings and Gaskets which have given, and continue to give, uniform satisfaction throughout. Will resist the highest steam pressure, and the Sheeting and Gaskets can be used over and over again without impairing their efficiency. N. B.—All goods of the same character on the market are imitations, and, almost invariably, are of foreign manufacture, Branch Stores: General Office and Factory : Dey Street, New York. GIST ISAS) UiaNeIS Wild ssc PUiseton Street, San Francisco. 117 N. Front St., Camden, N. J. SEAMLESS TUBES For Marine and Other Uses THE NATIONAL TUBE CO. The Largest Manufacturer in the World of Wrought Iron and Steel Tubular Goods, is now prepared to accept orders in any quantity and for any size of SEAMLESS TUBES SALES OFFICES NEW YORK—26 Cortlandt Street | GHICAGO—Western Union Building SAN FRANCISCO—420 California St. PITTSBURG—Conestoga Building PHILADELPHIA—267 S. Fourth St. ST. LOUIS—Security Building LONDON, ENGLAND—Dock House, Billiter Street OUR BOILER ARE NOW INSTALLED IN OVER 130 Steam Yachts, . . . . 1 to 5 Boilers Each. 60 Passenger Steamers, Tugs }) 29 SEAS. and Lighters, . so pl 6 Boe 15 Vessels in the Government Service. 40 Steam Launches. 75 Stationary Plants. ALMY WATER-TUBE BOILER CO. PROVIDENGE, R. I. SS EY 14 When writing to advertisers please refer to MARINE ENGINEERING. i , A Boiler Rootn Jury, 1902. Marine Engineering. Bauipment HEN using mechanical draft keep tab on it by means of our fire room telegraph system. You thus have the most power when it is wanted, and there is no unnecessary waste of coal. or Sa FRA ry Centrifugal Pumping Machinery Marine Boilers INTERNALLY FIRED TYPES. KINGSFORD FOUNDRY AND MACHINE WORKS Oswego, N. Y. Lake Erie Boiler Works RICHARD HAMMOND, Proprietor nuh saree By aC R.E.Kirnk dr.Co. BALTIMORE, MD. U.S.A, WE ALSO MAKE Engine Room Telegraphs AND Steering Telegraphs. THE BEST EQUIPPED PLANT IN R. E. KIRK JR. CO. AMERICA FOR THE MANUFAC. Baltimore, Md. TURE OF MODERN MARINE BOILERS. BUFFALO~ - = NEW YORK 15 When writing to advertisers please refer to MARINE ENGINEERING. Boiler Root =e ; Equipment Marine Engineering. Juny, 1902. TO HAVE A JOINT MERWARTH METALLIC GASKET CO. Fitted with a Merwarth Metallic Gasket is to have a joint SAMPLES 120 Liberty Street : | WATER ROSS REGULATING VALVES will con- trol the flow and maintain any de- PRESSURE | FILTERS ij} sired pressure. REGULATING C REGULATORS Their extensive use demonstrates WALNIBS) ee a their efficiency. For all Purposes, pe 7 & ENGINES Write us for evidence. Pertection in the ; control of Steam, i, P-ZPOCAN A ee Water, Air, Ke 8 = The BUFFALO Feed Water Heater and Purifier. testify to the simplicity | an a and safety of Kennedy the large and most economical steam- ers on the Great Lakes under various steam pressures up to 250 pounds. A most efficient appa- ratus. Send for Valves for all pressures. We also manufacture valves and gates for WATER, STEAM, GAS, OIL, AMMONIA. catalogue. Leading jobbers carry our goods and there is always a full stock at our New York warehouse. © £ CSC ©€ | The Kennedy Valve Mfg. 63 Beekman St., New York. Robert Learmonth, “suas C | ASS W GO | The Searchlight . aE _ of the U. S. Navy =~ Sea has been turned on + the FOSTER Steam Appliances and go per cent. of Uncle Sam’s ships are now equipped with them. The CLASS W. valve maintains a fixed delivery pressure re- gardless of the initial pressure. Let us tell you more about it. Write Now for the 1902 FOSTER Catalog When writing to advertisers please refer to MariInE ENGINEERING. Aucust, 1902. Marine Engineering. SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 12 West 31st Street, New York. President, ChemENntT A. Griscom. Secretary-Treasurer, WasHincton I. Capps. Executive Committee, Francis T. Bowxres, H. T. Gausre, Har- - RINGTON Putnam, Lewis Nrxon, Epwin A. STEVENS, CLEM- ent A, GrIscoM. AMERICAN SOCIETY OF NAVAL ENGINEERS. Navy Department, Washingten, D. C. President, Commander C. W. Rags, U. S. N. pete tatysWteastrers Lieutenant-Commander Council, Commander C. W. Raz, U. S. manders F. H. Baiey and R. S. GriFFin, U. S. N. Lieutenant C. E. Rommet, U. S. N. MARINE ENGINEERS’ BENEFICIAL ASSOCIATION. President, Gro. UHLER, 1609 Brown St., Philadelphia, Pa. First Mice, President, FranK A. Jones, 1616 Lafayette St., Ala- meda, Cal. Second Vice- President, Evans I. JENKINS, 138 Clinton St., peevelang, O. Secretary, Gro. A. Gruss, 1318 Wolfram St., Lake View, Chi- cago. Treasurer, ALBERT L,. JonEs, 289 Champlain St., Detroit, Mich. Advisory Board, JosEpH Brooks, 6323 Dicks Ave., Philadelphia, Pa.; JoHN McG. StErritr, 129 Broad St., New York, N. Y.; WILLIAM SCHEFFER, 1031 W. Hopkins Ave., Baltimore, Md. R. SS. GriFFIN, ., and ADDRESSES OF CORRESPONDING SECRETARIES. W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. eotee Averill, 296 Archwood Ave. ., Cleveland, O. L. Jones, 289 Champlain St., Detroit, Mich. Ta A. Macauley, 5802 Michigan Ave, Chicago, Til. Otto Boettger, 1035 E. Hopkins Ave., Baltimore, Md. Clifford E. Shrodes, Room 13, Railroad Exchange, 110 North Fourth St., St. Louis, Mo. ; B. J. Holmes, 191 Coyle St., Portland, Me. se 9, Wm. Bridges, 784 1-2 12th St., Milwaukee, Wis. “13, Wm. Sheer, 1129 Venango St., Philadelphia, Pa. "RG We Ve Lewis, 322 Deloronde St., New Orleans, La. é Francis S. Neal, care Mt. Auburn Cable Road, Cin- cinnati, O. Wm. ae 715 Walnut St., Cairo, Ill. C2 ges. . Barry, 206 Keel St., Memphis, Tenn. O 2h R lois 213 East Front St., Jeffersonville, Ind. BAS Me B. Flach, 327 N. Fourth St. Paducah, Ky. ay, “AN, 186 Kirkbride, 910 East Columbia St., Eat ew le Ind. “27, N. P. Slater, 1010 Garfield Ave., Bay City, Mich. ** 30, John W. Farrow, 816 Rebecca St., Allegheny, Pa. “33, W. J. ~u Bois, Tompkinsville, S. ep New York. 35, Wm. Warin, 36 East St., San Francisco, Cal. 36, Joseph Thomas, 57 Sea St., New Haven, Conn. 37> A. Page, 1743 Huron St., Toledo, O. ean So H. Collier, 73 Starr Boyd Building, Seattle, Wash. C2 Frank W. Buchner, 124 Chestnut St., Erie, Pa. GC 2 P. Mallia, 1028 Market St., Galveston, Tex. sow ATs JW. W. Collyer, Goble, Columbia Co., Ore . Sloan, 810 Spearing St, Jacksonville, Fla. ~~ ES hos. Te Coyle, 627 Superior St., Port Huron, Mich. George Layman, 274 Third Ave., Manistee, Mich. dee A. Rourke, 708 East Bay St., Savannah, Ga. . W. Farrell, Clayton, N. Y. Norman Raines, 804 East Spruce St., Sault Ste. Marie, ich Carl V. Hart, 425 Perry St., Sandusky, O. Henry Connell, 28 Yuba St., Muskegon, Mich. Harry Stone, Marine City, Mich. SES SAT Chie Stalker, Electric Light & Power Plant, beygan, Mich. E. + Meeker, 71 Abeel ae Kingston, N. Y. E. Capers Haselden, P. O. Box 31, Georgetown, S. C. Daniel L. Kemp, Box 36, East Boston, Mass. Nathan S. Lawrence, 30 Connecticut Ave., New Lon- don, Conn. Wm. McCarrel, 8 Vernon St., Charleston, S. C. Wm. S. Bradley, Saugatuck, Mich. Frank H. Goodell, 536 1-2 Commercial St., Astoria, Ore. Thomas Navagh, 40 Lake St., Oswego, N. Y. Louis Garot, Box 1526, Green Bay, Wis. Orson Vanderhoef, Grand Haven, Mich. Jos. P. Brewer, 206 N. Ninth St., Manitowoc, Wis. Sau 7 85 ie a Rehder, 29 W. Superior St., Duluth, Minn, o Cae 46 Elm St., Albany, N. Y. Tiss: Sweeney, 204 I. Saragossa St., Pensacola, Fla. Fred Mt. Gowell, 427 Middle St., Bath, Me. Joseph F. Dumas, 403 Dauphin St. 1 Mobile, Ala. “85, G. H. Miller, 412 Fifth St., Alpena, Mich. Sherman A. Smith, 737 Menekannee Ave., Marinette, is. Geo. B. Milne, 1003 Trumbull St., Detroit, Mich. . O. Chapman, § Canal, Sturgeon Bay, Wis. Robert Vallance, 69 Morris St., Ogdensburg, N. Y. “91, Robert Davidson, 17 Fairfield Ave., Harbor Sta., Ash- tabula, O. “92, H. EF. McArthur, Courier-Herald Bldg., 3d floor, Sagi- naw, W. Sore Mich. “93, M. E. Davis, M. T. & S. Co., 929 D St., N. W., Wash- ington, D. C. RE R. Jones, Box 222, Washington, D. C. P. Jerguson, Box 198, Key West, Fla. eLOOs fis, P: Lynch, Honolulu, 18, I, Set OXeueDHOSSms Hanlon, Box 765, Norfolk, Va. 102, Fred W. Linsemeyer, 210 Clinton St., So. Haven, Mich. “103, C. H. Hall, Box 512, New Berne, N. C. N., Lieutenant-Com- Che- 8 TRADE PUBLICATIONS. “What’s New” is the title of a 4-page folder issued monthly by the Spreckels-Crawford Company, 713 Market street, San Francisco, Cal. This folder is is- sued in order to describe recent inventions and im- provements, and, we infer, is sent free to all who are interested in steamship supplies, machinery, and other similar lines. Air Compressors is the name of a little catalogue is- sued by Herron and Bury Manufacturing Company, Erie, Pa. ‘This company makes a straight- line air com- pressor; also, a center-crank compressor. Besides these machines, the company builds a complete line of air receivers. ‘The catalogue gives dimensions of the ma- chines and tanks. A Safety Tread for covering ships’ ladders and stair- ways, steps of public buildings or staircases, is manu- factured by the American-Mason Safety Tread Com- pany, 40 Water street, Boston, Mass. ‘The company has issued a handsome 28-page catalogue describing its non-wearable, unslippery treads, and most of the space in the catalogue is devoted to enumerating and illus- trating the buildings in the different States of the country where these treads are in use. Many naval vessels, steamships, and yachts use this tread on their staircases. Tool Makers’ Engine Lathes are handsomely described in a new 10-page catalogue issued by the Pratt and Whitney Company, Hartford, Conn. This company has designed and placed on the market a new I0-inch by 5-foot engine lathe for the use of tool and model makers, and for all purposes where accuracy and convenience are essential. he bed of the machine is cast in one piece with the pan. The head spindle is made of se- lected crucible steel, ground, and runs in babbitt bear- ings. All other parts of the machine have been made of selected material and finished in a most careful man- ner. Copies of this catalogue can be had by applying to the main office or any of the agencies and mention- ing MartnrE ENGINEERING. Brennan Standard Gasoline Motors for marine or auto- mobile purposes are described in a 16-page, illustrated, pamphlet issued by the Brennan Manufacturing Com- pany, Syracuse, New York. The points about this motor are that it has great range of speed and power, does not vibrate, is of moderate weight, and is economical with fuel. All motors are of the four-cycle type and are built with one or two cylinders. When of two cyl- inders, these are mounted horizontally with cylinders on opposite sides of the shaft. The method of cooling can be either by water jacket or by air; when of the latter type, the cylinders are made with large radiating surfaces. ‘This company also manufactures “the various items of equipment for a gasoline engine, namely, the carbureter, muffler, sparking plug, “spark coil, and transmission gear. A copy of the catalogue may be had upon writing the manufacturers. A new boiler which is now on the market, possessing some new features, is called the Salamandrine, manu- factured by the Salamandrine Boiler Company, 220 Broadway, New York city. ‘Tests are stated to have been made with this boiler of repeatedly evaporating every drop of water contained in it, and then turning on cold water and raising steam to 200 pounds pressure, without apparent injurious effect. It is also claimed that the circulation of the water throughout the coils is so perfect and so rapid that scales do not form in the coils. The boiler is made up of spiral coils placed vertically and connected to a central vertical drum. Outside of all is a spiral coil water jacket. Among the points claimed for it are that it will not burn out; is non-explosive; that steam can be raised to 220 pounds pressure from cold water in two and one-quarter min- utes; can stand a steam pressure of 1,000 pounds; is economical; is made with all parts interchangeable; the burner cannot be extinguished by back draft. The com- pany is prepared to install these boilers in steam yachts and launches, and other craft where boilers are needed not to exceed 50 horse power. 2 When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. The Superior is the title of a 36-page 6 by 9-inch cata- logue issued by the Lake Shore Engine Works, Mar- quette, Mich. The catalogue takes up in detail the Superior engine, describing the design and material of each part of the machine. Then is shown and de- scribed a U. S. lifesaving station lifeboat equipped with Lake Superior engines. One double-cylinder machine is placed in the after air compartment, and runs through two sets of gears to shafts with propellers at- tached. Next is shown the layout of the plans of a launch, and then the various styles and sizes of a Su- perior engine. This company also builds standard size launches, and another large department is that of build- ing machines for stationary service. Motor-Driven Tools is the name of an artistically bound and handsomely engraved catalogue issued by the Crocker-Wheeler Company, manufacturers and electri- cal engineers, Ampere, N. J. The catalogue is bound in burlap and the pages are 71-2 by 10 inches. The descriptions and illustrations are in the main types of machines to which the electric drive has been applied. Engravings are given of each machine, showing the lo- cation of the motor. An enumeration of the machines to which these motors have been applied, and which are illustrated in the catalogue, includes: punches, shears, drill presses, shapers, finishing rolls, slotting machines, pressure blowers, lathes, ammonia pumps, band saws, etc., etc. The Crocker-Wheeler motor is used on both heavy and light machines and is either geared or bolted to the shafting. Copies of this cata- logue will prove valuable to those interested in ma- chinery, and can be obtained by addressing the company and mentioning MARINE E,NGINEERING. Coaling at Sea is the title of a handsome 9 by 6-inch catalogue issued by the Lidgerwood Manufacturing Company, 96 Liberty street, New York city. The cata- logue describes the Lidgerwood-Miller marine cable- way as installed on the U. S. battleship Jllinois by the above-named company. It is stated that the first marine cableways were placed upon colliers, thus the necessary mechanism was carried on board the collier. Now, however, the system and machinery have been so simpli- fied that but two winches are required, and. these are placed on the battleship and are such as may be used for other purposes than coaling the ship. ‘The only other deck space required is that for mounting two levers on the after bridge of the war vessel for operating the winches. The rest of the’ equipment consists of cables, special blocks, truck and carriage for carrying the coal from the collier to the ship. The capacity of this cableway depends largely upon the rapidity with which the bags can be filled and hooked to the lifting truck. In the tests on the English battleship 40 tons per hour were transferred, but the maximum capacity was not reached. A full description of this system and illustrations showing the method of attaching the ma- rine cableway, with details of the parts, is given in this catalogue. YOKE RIVETERS Q& C HAMMERS Q&C RIVETERS AUGUST, 1902. OUR PATENT Six Inch Micrometer will measure round work to 4% inches and flat work to 6 inches. It weighs 21 ounces and is rigid and accurate. ie is sold in a neat leatherette case, and is a most desirable instrument for every engineer and machinist to have. . . . We send free to all engineers a copy of our fine tool catalogue, No. 16 L, with Supplement show- ing many new tools, The L. S. STARRETT CO. ATHOL, MASS. — zi Tn Biige Pumps We make a coniplete line of Bilge Pumps, Syphon Pumps, Force Pumps, Deck and other Hand Pumps. Triplex Pumps. SEND FOR CATALOGUE. The Deming Co., Salem, Ohio. MOST ECONOMICAL AND EFFECTIVE METHOD OF RIVETING : PNEUMATIC TOOLS or att xinos Q &C DRILLS Q & C HOISTS THE QQ & C COMPANY 114 LIBERTY STREET EY YORK WESTERN UNION BLDG. CHICAGO When writing to advertisers please refer to MARINE ENGINEERING. Aucus?, 1902. Marine Engineering. HE reason Dixon’s Pot- Lead is the best treatment for the hulls of yachts, launches and other fast craft is because of its perfect smooth- ness. It offers less friction to the water, and every bit of friction means loss of speed. We have had seventy-five years of experience in the manufac- ture of graphite products. Our Pot-Lead, like our other pro- ducts, is the best form of graph- ite for its purpose. Send for circulars JOSEPH DIXON CRUCIBLE COMPANY, JERSEY City. E have complete Drawings andelatternSmOlmarrecl GAS ENGINE The engine has been thoroughly tested, and has been found very efficient and economical, We wish to get into communication with parties who will take an interest in the business of manufacturing this engine. Full particulars given upon inquiry to GAS ENGINE, Care Marine Engineering, 309 Broadway, New York A neat booklet is issued by Clarence P. Day, adver- tising counsellor, 140 Nassau street, New York city, describing concisely his advertising shop and his meth- ods of handling the advertising of manufacturers and others who seek to extend their trade. The booklet gives much information which will interest every man who wishes to secure publicity and efficiency in handling his advertising. List No. 25 of second-hand machine goods for sale by the Garvin Machine Company, Spring and Varick streets, New York city, is now being distributed, and an inspection of the list shows that second-hand drill presses, gang drills, forges and blowers, gear cutters, grinding and polishing machines, engine and hand lathes, milling machines, planers, presses and shears, screw machines and shapers can be bought from this company. The Individual Advertising Department is the title of a 54-page book, 5 by 12 inches in size, issued by the Whitman Company, 116 Nassau street, New York city. The price of the book is given as “any kind of a dol- lar.’ The book is neatly printed in two colors and is a fine specimen of typographical work. This feature, however, is unimportant compared to the amount of common sense which is shown by the author. He evi- dently appreciates that a great deal of money is wasted in careless and inefficient advertising and the many ways in which men are “worked” who have money to spend for advertising. Any of our readers who have anything to do with the advertising of a mechanical business will find it a good investment to secure a copy of this booklet. If he does not find in it enough in- formation to make it much more than worth the dol- lar which it costs, we can assure him that the Whitman Company will return his money. Circular No. 24 of the Union Telpherage Company, with offices at 20 Broad street, New York city, gives a description of some of the new installations of over- head telpherage system made by this company. In one paper factory it states that not less than six million bags are transported in 10 hours. ‘The speed of 12 miles per hour is obtained, and at 12 per cent. grade the speed is 6 miles per hour. The telpherage truck carries 4,000 pounds and there are a number of curves around which it must go. This speed is very high for trans- porting through a crowded factory and the amount carried is, indeed,- large for one machine. The main- tenance of the telpherage system is low. ‘There are no moving parts except the telpher, which is perfectly clean, and no skilled labor is required. Power for operating the telpher is taken from an overhead trolley, and the current is returned by a second overhead wire. Circular No. 23 describes a cross-country line of tel- pherage cable tracks. The line, which consists of a cable and overhead trolleys, is supported on A-frames in such a manner that two lines can be run, one on either side of the support. It can be taken up or down hill, around curves, or wherever necessary. WATCH THIS SPACE FOR Grips pipe 1 t by reason 8 New York, Park Row Building. OUR NUMEROUS SPECIALTIES. Walworth Extra Heavy Bench Pipe Vise Is made especially for use in MARINE REPAIR SHOPS AFLOAT AND ASHORE, stantial ‘‘ make up,’’ also furnishes a first= class tool for general machine work. JOBBERS SELL THEM—IF YOURS DON'T, WRITE. WALWORTH MFC. Co., Write for our BLUE CATALOGUE “‘D.” showing complete line of engineers’ pipe fitting tools. Will not Crush or Jam Pipe Like Ordinary Vises ae inches inclusive, and of its solid and sub= Boston, 128 Federal Street. When writing to advertisers please refer to MARINE ENGINEERING. 5 Marine Engineering. Aucust, 1902. BUFFALO A Little Good KauriGum rong ay ENGINES COMPANY in refined linseed oil makes an FOR MARINE LICHTINC SETS excellent medium for grinding eae: ZA INA Gia S Ha leeks intended for use on metal. ZINC WHITE is essential for durable paint in white or tints, and a small percentage of good gum in the oil adds to its working qualities and enhances its beauty. COMPACT DURABLE 4&8 ACCESSIBLE The New Jersey Zinc Co. 11 BROADWAY NEW YORK BUFFALO FORGE GOMPANY " BORK BUFFALO, N. Y. DONIDON: “ Paints in Architecture,” ‘‘ The Paint Question,” FREE: Our Practical Pamphlets: ENG. ““French Government Decrees.’’ A new type of direct-connected generator, styled type Catalogues No. 5 and 6, just issued by the Garvin Ma- MPL, has recently been turned out by the Fort Wayne | chine Company, Spring and Varick streets, New York Electric Works, Fort Wayne, Ind. The machine is a | city, describes the milling machine attachments made very handsome one throughout. by this company. This catalogue is well illustrated. Electrical Tables, containing reference tables for wires The Four-Track News is the title of an illustrated for electrical purposes, have been issued by the Amer- magazine of travel and education published monthly by ican Steel and Wire Company, Chicago, New York, | the Passenger Department of the New York Central Denver, and San Francisco. Among the tables are | and Hudson River Railroad, Grand Central Station, New those for the dimensions and weights of copper wire, | York city. There are some interesting, well-illustrated comparative sizes of wire by different gages, weight of | articles on the Home of the Caribou; the Wonders of wire by different gage, tables of iron and steel wire, | Electricity; The Berkshire Hills, and many tales of galvanized wire, weight of copper cables, weatherproof camp and sporting life. ‘This publication will be of wire, etc., etc. 4 te value to those seeking for places in which to spend va- Power Plants of the Pacific Coast is the name ‘of a | cation times. ‘The price per copy is 5 cents, per year very handsomely illustrated booklet, 8 by 10 inches, con- 50 cents. taining a paper read before the New York Electrical After fire destroyed the factory of the Abendroth and Society by F. A. C. Perrine, D.Sc. It is a description | Root Manufacturing Company one year ago, it was de- of several of the large water-power plants of the coast, | cided to move the works to Newburg New York. Cir- and takes up the general features and conditions met | cylar E, issued by this company fron the offices at 99 with along the lines. Power is generated among the | John street, New York city, announces that business . Sierra Nevada Mountains and carried 154 miles to San | has been resumed and the company is prepared to take Francisco at the enormous voltage of 50,000 volts. | orders for spiral riveted pipe, straight riveted pipe, ex- Copies of this interesting paper, we presume, may be | haust heads, water-tube boilers, Wright engines, Dixon- had by applying to the Standard Electric Manufactur- | Corliss engines, sheet-iron work, tanks, general foundry ing Company, Pittsfield, Mass. ; and machine work. Views of the works are given in Storage Battery Electric Locomotives have many ad- | this small circular, together with views of specimen vantages for general factory purposes. Among these pipes. claimed are that there is no risk of fire, there are no Valuable Booklets Free—The Smooth-On Manu- trolley wires to maintain, there is no electrolysis from facturing Company, of Jersey City, has moved into new return currents, and any part of the works where a 12- quarters. The offices are now at 547 and 549 Commu- foot radius curve can be made can be reached by the nipaw avenue and the works are at 53 and 55 Harrison locomotive. It is also cheaper to operate and maintain | avenue. In its new laboratories the company has the than a span of horses, and the machinery, if ever out of | best apparatus for general chemical analysis. A new order, can be easily gotten at, as it is all above the car | treatise on this subject has just been issued by the com- platform. The batteries are also above the platform | pany. It shows deep knowledge, and the style is plain and can be easily inspected. Locomotives of this type | and simple. Another book describes the Smooth-On are made by the C. W. Hunt Company, West Brighton, | Iron compounds, Smooth-On paints, and Smooth-On Staten Island, New York, and described in a special | cements for iron, steel, and brass. Both these publica- circular. tions are free for the asking. 6 When writing to advertisers please refer to MARINE ENGINEERING. AuGUST, 1902. - Marine Engineering. BUSINESS NOTES. Dry-pocKs.—H. I. Crandall and Son Company, engi- neers and contractors, East Boston, Mass., has re- cently secured two contracts for marine railways: one at Wolfville, N. S., and the other, a 3,500-ton_ steel cradle marine railway, for Hall Brothers, Port Blake- ley, Wash. Witson AND Smispy Satis IN GrermMANy.—The yacht Uncle Sam, which won the yacht race off Kiel, Germany, last month, was fitted with sails manufactured by Wil- son and Silsby, Boston, Mass. This firm has furnished sails for a number of the best-known yachts in European waters, not only American owned yachts, but many owned by Europeans. A Fine Cararocurt Free.—Charles H. Besley and Company, 10-12 North Canal street, Chicago, Ill., re- port that there seems to be no general let-up in busi- mess, even though it is the middle of the summer. ‘Many orders are received for Helmet babbitt metal, and large shipments are being made of their celebrated Helmet oil and Badger and Bonanza oil cups. Gardner grinders continue to be called for from all corners of the world. Any of our readers who are interested in the large variety of tools and other specialties manu- factured by this company should send for a copy of the large and fine catalogue which is sent free to all in- quirers. Suip Bertus.—Lein, Irvine and Company, 328 East Twenty-third street, New York city, are devoting a large part of their attention to making berths and berth fittings of all kinds. This firm manufactures eighteen styles for first, second, and third-class cabins, forecastle berths, etc. This company has been particularly success- ful in equipping army transports. Unless especially ordered otherwise, all berths which this firm fits are made of metal, thus affording not only strength and lightness, but assuring cleanliness. The company issues a compact and thoroughly-illustrated catalogue, which illustrates very fully the many types of berths manu- factured, and describes concisely and briefly each type. Merartric Packinc.—One of the best endorsements that France metallic packing can have is that the man- ufacturer, A. W. France, Tacony, Philadelphia, has been compelled to engage an extra shift of men, and the works are now running twenty-three hours daily in an endeavor to keep up with the Jarge and ever-increas- ing demands for this packing. Both domestic and for- eign orders are received from companies who have tested this packing and found it to meet all require- ments. In order to meet the demands of the trade, Mr. France advises us that he is now manufacturing high grades of fibrous packing of the best wearing qualities. Further information in regard to the prices, etc., will be sent upon application. LONDON 57D Hatton Garden CHICAGO 119 Lake Street Write for Illustrated Catalogue M. NEW YORK 85 Chambers Street For All Engineering and Manufacturing Purposes For cm Meine Apparatus INFRINGEMENT Suit SerriED.—The Cleveland Pneu- matic ‘Tool Company, Cleveland, O., reports decision in its favor in connection with an infringement suit. The patents in question were in regard to a long-stroke hammer or hand riveter. Resumption oF Business.—C. J. Tagliabue, 53 Ful- ton street, New York city, maker and seller of ther- mometers, hypodermic syringes, and kindred articles, announces that, after undergoing a severe fire a few weeks ago which burned out his offices, he is now pre- pared to guarantee better service than ever before. Erecrric Hraters.—The Simplex Electrical Heating Company, 77 Cornhill, Boston, Mass., has taken and will conduct the electric heating business which has been developed by the heating department of the Sim- plex Electrical Company. This change separates the electric heating business from the manufacture of in- sulated wires and cables, so that this part of the busi- ness can be carried on with a broader policy. Addi- tional factory buildings are now under construction, which will provide more than three times the present capacity. The management will remain the same as heretofore. The principal office of the company will be at 77 Cornhill, Boston, although orders and corre- spondence can, if desired, be sent to the factory at 116 Franklin street, Cambridgeport, Mass. ‘The Chicago office will remain in charge of H. R. Hixson, 1137 Monadnock Block. James I. Ayer remains as manager of the company. esac sacs eSB Sac Nac Nac Ye teteteteotestetotototolototololototototololototolololototototor efeieieleieivivivinienieieieiteieioiolietioten TOM ereeririeiieisiieiok Seoteoe bao eee EL ECE CEC ECE CEC ECE EOE BCE ECE OCESS ello Sa4 SZ ORO Sota + \7 ¥ Ce Chicago: Fisher Bldg. ete tetera stostest Ye ste ste testerh i Regetoktotottototots eeseteestotottetot tototttolotototuttotutototo tototototototor he Neto testes’ EEL ILI ILI IL IIL III IIIS IL IL IL IL IN III ELIE IPP LCE EEE EE LLL EEE EEE PE CCPC PELE EE PPLE EEF Boston: Weld Bldg. DIRECT CONNECTED MARINE GENERATING SETS PERFECT SERVICE. The design and construction of our apparatus are based on : scientific principles resulting in unusually high efficiency and -. remarkable endurance under the most exacting conditions of service, and giving the best possible commercial value. for Bulletin No. rorrs. SPRAGUE ELECTRIC COMPANY General Offices: St. Louis: LEAST SPACE, WEIGHT AND ATTENTION. MoMPeiok \2 * o Send New York Maryland Trust Bldg. 527=531 West 34th St., Security Bldg. cS See Se Coe CG Baltimore: Bs 7 When writing to advertisers please refer to MarIN—E ENGINEERING. Marine Engineering. AvucuSsT, 1902. For THE SouTH AMERICAN T'RADE—The Pittsburg Blue Print Company, Pittsburg, Pa., has recently ap- pointed Sefior Ernesto Thomas, of Santiago, Chile, to represent the company in the countries of Peru, Equa- dor, Colombia, Bolivia, and Chile. CHANGE oF Appress.—The U. IT. Hungerford Brass and Copper Company, New York, announces that, owing to the fact that the Rapid Transit Commission is about to build a subway station on this company’s property, it will move to the new Hallenbeck building, corner of Pearl and Park streets, and occupy the basement, street floor, and first floor above the street. As soon as an adjoining building is completed the company will oc- cupy similar floors in each, giving a total of about 3,000 square feet of floor space. Here will be carried in stock case goods, ammunition, and an immense stock of sample brass, copper, and kindred goods. Much of the space will be reserved for show-rocm purposes for other lines of goods. ‘The offices and counting rooms will be located on the third floor. New Asutton AceNcy.—The Ashton Valve Company, 271 Franklin street, Boston, Mass., has opened an agency in the Union Trust Company’s Building, Baltimore, Md. The office will be in charge of W. R. Baldwin as special agent, who will carry a full line of Ashton pop safety valves, steam gages, etc., covering both the marine and stationary trade. Pneumatic ‘Toors—The Philadelphia Pneumatic Tool Company, Philadelphia, Pa., has opened an office in South Africa, with headquarters at Johannesburg. This agency will be in charge of General Samuel Pear- son, late of the Boer forces. General Pearson has been in the United States for some months in the interests of his Government, in the attempt to have the mule shipments from Port Chalmette stopped. Now that peace has been declared, he will return to his former business in machinery lines, and will handle the ac- counts of the Philadelphia Pneumatic Tool Company and others. Before coming to America, General Pear- son saw much active service in the field, for a time in charge of railway traffic. [ copper. New York, 253 Broadway. 75) BH nN cl D)) Od DN On) oh Die Condenser Tubes are the only tubes that are nor readily effected by Electrolysis. “Benedict-Nickel ”’ is an alloy of nickel and The tubing is stronger, tougher and denser than any other. cylindrical billet upon a forming mandrel, it 1s made like a twist gun barrel. Send for treatise, “ Electrolysis of Condenser Tubes,” which gives full scientific reasons for the superiority of “ Benedict-Nickel.” We are also large manufacturers of brass and cop- per tubing, made by the same process as ‘‘Benedict- Nickel,” and of brass and copper sheets, wire, etc. BID IN DID IUC A 63 IBO/IRIN Mea WING. COs, Main Office and Factory, Waterbury Conn. Seamless By hot rolling a solid Boston, 172 High Street. 1 Warine, N.Y. When writing to advertisers please refer to MarInE ENGINEERING. AuGuUsST, 1902. Marine Engineering. BEARING Brasses.—A letter written to Wm. A. Hardy, Fitchburg, Mass., by the superintending engi- neer of the Boston Steamship Company, states that the Hardy S. S. Metal has been used on all of the steamers of the Boston and Philadelphia fleet for seventeen years, and during that time it has given entire satisfaction. The feature of this metal is its marvelous durability, and the superintendent states that he regards it as the best metal ever used. CLASSIFICATION OF VESSELS.—The following vessels have been recently classed and rated by the American Bureau of Shipping in the Record of American and Foreign shipping: American screw Berkeley, Am. screw Atlantic, Am. screw Valencia, Am. bark Grace Deering, Am. schooner Harry L. Fenner, Am. schooner Gracie D. Buchannan, Am. tern H. E. Thompson, Am. barge Santiago, British schooner Glenrosa, Br. tern Unique, Br. tern Arthur M. Gibson, Am. bark Onaway, and Br. barkentine Athena. A Word to the Wise ‘“McKIM GASKETS” The long-wear kind. Made of packing encased in soft an- nealed copper. Can be reapplied indefinitely, Big and little—for manhole, handhole and pipe fittings. One grade—the best we can make. Prices and catalog on request. McCord & Co. 104 Broadway, New York 1421 Old Colony Bldg., Chicago WESTON Boston, will occupy a portion of the new plant. ConsuLitinc ENcINEER.—John Haug, consulting engi- neer and naval architect, announces his removal from 206 Walnut street to 536 Bourse Building, Philadelphia. Mr. Haug was formerly ship and engineer surveyor to Lloyd’s Register. A Prrinous LAuncH Trip.—The New York Kerosene Oil Engine Company, New York, evidently has perfect confidence in its engines, as one of its boats has just started on a trip across the Atlantic ocean. It is a 38- foot launch, navigated by Capt. Wm. C. Newman, whose only companion is a sixteen-year-old son. The launch is equipped with a 10-horse power engine, and it is understood that 600 gallons of kerosene are car- ried along as fuel. ‘This engine is of the explosive type. Pree Covertnc.—The pipes in the plant of the Tesla laboratory, Wardenclyffe, Long Island, New York, were recently covered by the asbesto-sponge felted sectional pipe covering made by the H. W. Johns-Manville Com- pany, 100 William street, New York city. The work has given satisfaction to the owner. ‘The covering is made of fibers of asbestos and a small quantity of gran- ulated sponge, thus combining the familiar properties of asbestos with the lightness and porosity of sponge. Navat Arcuirecr MaAsters.—Arthur Masters, who has opened an office at 29 Broadway, New York city, as naval architect and marine engineer, was brought up in the shipbuilder’s business. He served an apprentice- ship in the yard of Sir W. G. Armstrong, Mitchell and Company, Newcastle-on-Tyne. Mr. Masters came to this, country in 1890, and had charge of the construc- tion of U. S. S. Bancroft at the Crescent shipyard. In 1893 he went to the yard of the Wm. Cramp and Sons’ Ship and Engine Building Company and worked on the St. Louis, St. Paul, together with several naval and merchant marine vessels. In 1898 he made an extended trip through Europe, visiting shipyards, and, upon his return, became the leading draftsman in the Crescent shipyard. In addition to designing, Mr. Masters will do ship and engine surveying and a yacht and steamship brokerage business. An Important PurcHASE—It is stated that the Standard Roller Bearing Company, Philadelphia, Pa., has purchased the plant and equipment of the Roller Bearing and Equipment Company, Keene, N. H. This purchase, together with that of the Grant Roller Bear- ing Axle and Wheel Company, of Cleveland, O., will give the Standard Roller Bearing Company a large share of the roller-bearing business, both because of equipment and the patents held. The Standard Roller Bearing Company, owing to increased demand for its product and because of the expected removal of the Keene plant to Philadelphia, has purchased a large piece of land in that city and is about to erect a model factory 200 feet long and 150 feet wide. ‘The property covers about 21-2 acres, and the buildings will be erected with a view of extending. The Hall Bros. Company, also of Philadelphia, recently removed from STANDARD PORTABLE DIRECT-READING Voltmeters, Ammeters, Millivoltmeters, Voltammeters, Milliam- meters, Ohmmeters, Portable Galvanometers, Ground Detectors and Circuit Testers. Our Portable Instruments are recognized as the standard the world over. Our Voltmeters and Ammeters are unsurpassed in point of extreme accuracy and lowest consumption of energy. WESTON ELECTRICAL INSTRUMENT CO., Waverly Park, Newark, N. J., U. S. A. : x 5 BERLIN: — European Western Electrical Instrument Co., Ritterstrasse 88. WESTON Standard Portable Direct Reading LONDON :—Elliott Bros., 101 St. [artin’s Lane. Voltmeter. 9 When writing to advertisers please refer to MARINE ENGINEERING. ‘ Marine Engineering. Aucust, 1902. SPECIAL NOTICES. — Announcenents under this heading will be inserted at the uniform vate of thirty-three-and-a-third cents a line. Lines average ten words each. a LOFTSMAN SEEKS POSITION. Position wanted as Loftsman or Foreman Fitter by steady, experienced man who understands yard and mold work thoroughly and who takes an interest in his work. Address, LOFTSMAN, Care Marine Engineering, 309 Broadway, New York. Hanp Motor For Boats.—The Prouty Manufacturing Company, 35 Oliver street, Boston, Mass., has placed on the market a hand motor for propelling small boats. The operator can face the bow of the boat and easily work the motor with one or two hands. The machine is located about the middle of the boat, and is driven by swinging backward and forward a vertical lever. CERTIFICATE OF AWarp.—A certificate of award and gold medal has been given by the judges of the South Carolina Interstate and West Indian Exposition to the Lake Shore Engine Works, Marquette, Mich., for the Superior marine engine manufactured by this company. The award was given because of “the simplicity of con- - struction, sureness of action, perfection of build, and the large power developed in a minimum space and with minimum weight.” Many Awarps Recetvep.—The South Carolina Inter- state and West Indian Exposition, which was closed on May 31, gave the American Steel and Wire Company, Chicago, ten gold medals, four silver medals, four bronze medals, each medal representing the highest award in each class. ‘The various exhibits which drew the prizes were cold-drawn steel shafting, nails, horse- shoes, wire-drawing machinery, wires made of different metals, bicycle and automobile spokes, trolley wire, mu- sic wire, coal and coke, chemicals and colors, etc. A Fre River Boat.—The Mexican Industrial Review for June contains a complete and well-illustrated de- scription of the river steamer Dos Rios, built by the Marine Iron Works of Chicago for service on a Mex- ican river. The boat has a length of 1111-2 feet 6 inches over all and beam of 22 feet 8 inches. ‘The aver- age draft with ordinary load is 24 inches. ‘The boat is propelled by two direct-acting, non-condensing engines, 9 by 48. The average steam pressure is 165, and the 12-foot paddle wheel makes 24 revolutions a min- ute. The boiler is of the Western river type and is designed to burn wood. Brass AND MALLEABLE Unions.—As a result of expe- riments with substitutes for malleable iron pipe unions, the Western Tool Company, Kewanee, IIl., has placed on the market the Kewanee Ball Joint Union. ‘This pipe connection will appeal to those who have been annoyed by leaky joints and worn packing. No gaskets are required for the Kewanee. In most joints where metal gaskets are used water-tightness cannot be main- tained, because of the varying temperatures which create unequal expansion in the different metals employed. In the Kewanee union the brass part, which is the most sensitive to varying temperatures, is confined by a ring of malleable iron, screwed on at normal temperature until a tight seal is made. < Seon = MECHANICAL=0 "DRAWING: coupon. CHANGE oF ApprEess.—The northwestern office of the Pennsylvania Steel Company is now located in the West- ern Union Building, Chicago, Ill., and in charge of Clifford J. Ellis, sales agent, and Robert E. Belknap, assistant sales agent. New Facrory.—The Cleveland Pneumatic Tool Com- pany, Cleveland, O., has purchased a tract of land on Hawthorne and Second avenues, of that city, and will at once begin the erection of modern factory buildings. This enlargement was necessitated by increased business. ELiis AND Eaves Drarit.—We are informed that the many installations of Ellis and Eaves draft which have been made on vessels built by the American Shipbuild- ing Company on the Great Lakes by representatives of John Brown and Company, Sheffield, England, are in very successful operation. In two weeks the shipbuild- ing company booked orders for seventeen new steamers, seven of which are to have Ellis and Eaves draft and ten natural draft. Emercency AccipentT CaAse.—A very convenient and useful emergency accident case, called the No. Io, has been placed on the market by the Adolph Levy Company, 127 East Twenty-third street, New York city. The case includes several ready-made field dressings, various other kinds of bandages and dressings for wounds, septic and antiseptic dressings, etc. ‘This case is in extensive use throughout the United States, on board ships, in fac- tories, mines, machine shops, etc. A valuable addition is a printed bandage upon which are illustrated the methods of bandaging wounds in various parts of the body and how to set broken bones, etc. BascocK AND Wuicox Bomers.—The following quo- tation from the report of the committee appointed by the Lords Commissioners of the British Admiralty to consider certain questions respecting modern types of boilers for naval purposes may be of interest: “In the course of their investigations the committee have watched the Babcock and Wilcox boilers fitted in the S. S. Martello, of the Wilson Line, employed in the At- lantic trade between Hull, Boston, and New York, and copies of the reports of their inspections have from time to time been forwarded to their Lordships. ‘These in- spections have taken place at the end of every round voyage for fourteen months, and the committee’s opin- ion is that these boilers have stood the test of usage in the mercantile marine extremely well. The vessel has run about 91,000 miles since the boilers were put in, and has usually been less than a week in port at either end; the only repairs required have been those of the ordinary upkeep of any boiler, such as fire bars, brick- work, etc., and only six tubes have required renewal. This opinion is strengthened by the inspections of boil- ers of the same type fitted in the Numidian, the Buenos Ayrean, and the Turret Cape. In the case of the last- named vessel, the boilers have been in use seven years and cannot have been as well looked after as they would have been in the Navy, and their condition when exam- ined recently was satisfactory. The committee have also examined and tested boilers of the same type in H. M. S. Sheldrake, and find that, although they have been in use for four years, their condition is good and they have given little trouble.” PRICE $2 THEO. AUDEL & CO. Educational Book Publishers 63 FIFTH AVE., NEW YORK 10 When writing to advertisers please refer to MARINE ENGINEERING. SEPTEMBER, 1902. SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 12 West 31st Street, New York. President, CLEMENT A. GrIscoM. Secretary-Treasurer, WasHINGcTon LL. Capps. Executive Committee, Francis T. Bowxes, H. T. Gausr, Har- RINGTON Putnam, Lewis Nixon, Epwin A. STEVENS, CLEM- ENT A. GrRISCOM. AMERICAN SOCIETY OF NAVAL ENGINEERS. Navy Department, Washingten, D. C President, Commander C. W. Ras, U. S. N. Secretary-Treasurer, Lieutenant-Commander R. S. & Sb INL : Council, Commander C. W. kar, U. S. N., Lieutenant-Com- manders F. H. BarrEy and R. S. Grirrin, U. S. N., and Lieutenant C. E. Rommet, t). S. N. MARINE ENGINEERS’ BENEFICIAL ASSOCIATION. President, Geo. UHLER, 1609 Brown St., Philadelphia, Pa. First Vice-President, FranK A. Jones, 1616 Lafayette St., Ala- meda, Cal. Second Vice-President, Evans I. JENKINS, 138 Clinton St., Cleveland, O. : : Secretary, Gro. A. Gruss, 1318 Wolfram St., Lake View, Chi- cago. 3 ; Treasurer, AusErtT L. Jones, 289 Champlain St., Detroit, Mich. Advisory Board, JosrPpH Brooxs, 6323 Dicks Ave., Philadelphia, Pa.; Joun McG. Srerritt, 129 Broad St., New York, N. Y.; WiiiiaM SCHEFFER, 1031 W. Hopkins Ave., Baltimore, Md. GRIFFIN, ADDRESSES OF CORRESPONDING SECRETARIES. No. 1, W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. $¢ 2, George Averill, 296 Archwood Ave., Cleveland, O. ee 3, A. L. Jones, 289 Champlain St., Detroit, Mich. se 4, Jas. A. Macauley, 5802 Michigan Ave, Chicago, Ill. SS 5, Otto Boettger, 1035 E. Hopkins Ave., Baltimore, Md. =f 6, Clifford E. Shrodes, Room 13, Railroad Exchange, 110 North Fourth St., St. Louis, Mo. se 7, B. J. Holmes, 191 Coyle St., Portland, Me. _ ss 9, Wm. Bridges, 784 1-2 12th St., Milwaukee, Wis. | 13, Wm. V. H. Sheer, 1129 Venango St., Philadelphia, Pa. «15, L. J. Lewis, 322 Deloronde St., New Orleans, La. 17, Francis S. Neal, Section Ave., Norwood, O. “18, Wm. Hurst, 715 Walnut St., Cairo, Ill. G8 2 yer B. Barry, 206 Keel St., Memphis, Tenn. . R. Lewis, 213 East Front St., Jeffersonville, Ind. “24, Jos. B. Flach, 327 N. Fourth St., Paducah, Ky. «26, T. H. Kirkbride, 910 East Columbia St., Evansville, Ind. «27, N. P. Slater, roro Garfield Ave., Bay City, Mich. «30, John W. Farrow, Box 88, Hoboken, Pa. “33, W. J. ~u Bois, Tompkinsville, S. I., New_York. “35, Wm. Warin, 36 East St., San Francisco, Cal. “* 36, Joseph Thomas, 57 Sea St., New Haven, Conn. 37, J. A. Page, 1743 Huron St., Toledo, O. ee 3 G5 . H. Collier, 73 Starr Boyd Building, Seattle, Wash. 39, Frank W. Buchner, 124 Chestnut St., Erie, Pa. «40, S. P. Mallia, 1028 Market St., Galveston, Tex. “41. F. F. Smith, 224 Marquam Bldg., Portland, Ore. “42, Hy. J. Sloan, 810 Spearing St, Jacksonville, Fla. “43, Thos. J. Coyle, 627 Superior St., Port Huron, Mich. 44, George Layman, 274 Third Ave., Manistee, Mich. “45, Jas. A. Rourke, 708 East Bay St., Savannah, Ga. “46, D. W. Farrell, Clayton, N. Y. 47> Norman Raines, 804 East Spruce St., Sault Ste. Marie, ich. 48, Carl V. Hart, 425 Perry St., Sandusky, O. “51, Henry Connell, 28 Yuba St., Muskegon, Mich. “53, Harry Stone, Marine City, Mich. 55, Archie Stalker, Electric Light & Power Plant, boygan, Mich. “57, E. B. Meeker, 71 Abeel St., Kingston, N. Y. “58, E. Capers Haselden, P. O. Box 31, Georgetown, S. C. “59, Daniel L. Kemp, Box 36, East Boston, Mass. 62, Nathan S. Lawrence, 30 Connecticut Ave., New Lon- don, Conn. “65, Wm. McCarrel, 8 Vernon St., Charleston, S. C. 67, Wm. S. Bradley, Saugatuck, Mich. 70, Chas. T. Smith, 536 1-2 Commercial St., Astoria, Ore. 72, Thomas Navagh, 40 Lake St., Oswego, N. Y. 73, Louis Garot, Box 1526, Green Bay, Wis. “75, Arthur J. Thompson, Alexandria Bay, N. Y. 76, Orson Vanderhoef, Grand Haven, Mich. “77, Jos. P. Brewer, 206 N. Ninth St., Manitowoc, Wis. “78, EF. A. Rehder, 29 W. Superior St., Duluth, Minn. “80, R. P. Cook, 46 Elm St., Albany, N. Y. “81, Jas. L. Sweeney, 204 FE. Saragossa St., Pensacola, Fla. “82, Fred H. Gowell, 427 Middle St., Bath, Me. 84, dessa F. Dumas, 403 Dauphin St., Mobile, Ala. G. H. Miller, 412 Fifth St., Alpena, Mich. “86, Sherman A. Wis. “87, Geo. B. Milne, 1003 Trumbull St., Detroit, Mich. C. O. Chapman, S Canal, Sturgeon Bay, Wis. “89, Robert Vallance, 69 Morris St., Ogdensburg, N. Y. SO ober Davidson, 17 Fairfield Ave., Harbor Sta., Ash- tabula, O. “92, H. E. McArthur, Courier-Herald Bldg., 3d floor, Sagi- naw, W. S., Mich. “93, M. E. Davis, M. T. & S. Co., 929 D St., N. W., Wash- ington, D. C. 94, George R. Jones, Box 222, Washington, D. C. 95, A. P. Jerguson, Box 198, Key West, Fla. 100, Thos. Sullivan, Honolulu, H. I. “to1, Thos. J. Hanlon, Box 765, Norfolk, Va. 102, Fred W. Linsemeyer, 210 Clinton St., So. Haven, Mich. ““ 103, Herbert Parkins, New Berne, N. C. Che- Smith, 737 Menekannee Ave., Marinette, Marine Engineering. TRADE PUBLICATIONS. The International Sprinkler Company, Philadelphia, Pa., is sending out an 8-page folder, giving the lists of the installations of this system in factories, shipyards, wharf buildings, and large establishments of various kinds all over the country. A supplement has been issued by the L. S. Starrett Company, Athol, Mass., to this company’s Catalogue No. 16 of fine mechanical tools. Among the new tools de- scribed in this catalogue are: measuring tapes and rules of various kinds, universal dividers, screw-pitch gages, punches, gages and micrometers of many kinds, hack saws, clamps, levels for testing shafting, etc. “Galvanum,” a Paint that Will Adhere to Galvanized Iron, is the title of a catalogue now being distributed by the Goheen Manufacturing Company, Canton, O. A great deal of information is given regarding the paint- ing of metal surfaces, and many illustrations are shown of boats, steel structures, and other metal surfaces pro- tected by this paint. Users of paint for metal surfaces will find a copy of this catalogue of interest. The subject of Calorimeters is very completely cov- ered in a pamphlet written by Prof. R. C. Carpenter and issued by the Schaeffer and Budenberg Manutfactur- ing Company, Lee Place, Edwards and Bedford streets, Brooklyn, N. Y. The catalogue comprises 34 pages and takes up, each in turn, the throttling calorimeter, a new form of steam calorimeter, and the improved coal calori- meter. ‘here is also a table giving the properties of sat- urated steam in much detail, and a page devoted to discussing the importance of determining the im- portance of moisture in steam. Two catalogues of machine tools are now being dis- -tributed by the Garvin Machine Company, Spring and Varick streets, New York. Catalogue No. 3 is devoted to vertical milling machines, profilers, and duplex mill- ing machines. It is well illustrated with good wood cuts, and, as it comprises 24 pages 6 by 9 inches in size, its value can be readily appreciated. The other cata- logue is No. 8, and is devoted to screw machines, mon- itor lathes, forming machines, and double-turret screw machines. It is the same size as the other and is equally as well printed. It comprises 28 pages. Pressure and volume blowers, as manufactured by the American Blower Company, Detroit, Mich., are fully illustrated and thoroughly described in a handsome catalogue, known as Catalogue No. 41, which is now ready for distribution. ‘The catalogue is finely printed in two colors on coated paper. Each blower is illus- trated with fine engravings, many of them being half- page or more in size. In addition to the engravings showing the blowers complete, many pictures are given of the different parts with the blowers taken asunder. There are also sectional views, together with many tables of dimensions, speeds, capacities, horse powers, etc. In addition to those direct-connected to electric motors, there are blowers belted and direct-connected to steam engines. ‘There is much information also re- garding subjects kindred to the operation of blowers, so that the catalogue is made very valuable to any one at all interested in the subject. Liquid Fuel, Its Advantages for Shipyards and Manu- facturing Plants, is the title to an excellent catalogue now being distributed by W. M. Simpson and Company, Old Colony Building, Chicago, Ill. It comprises 32 pages, neatly printed in two colors. ‘The first device described is the Ferguson portable heater, which was illustrated and described in MARINE ENGINEERING for May, 1902. This heater is designed especially for flang- ing and working boiler plates, straightening corrugated - furnaces, heating laps, building up crank shafts, remov- ing shaft couplings, taking off propellers, heating bent beams and plates for straightening, and much other such work. A number of full-paged illustrations are given showing the use of the heater for this purpose. Several pages are devoted to the discussion of “Oil as Fuel,’ giving much valuable information. Other types of Ferguson oil furnaces are also described, including rivet furnaces, forging furnaces, angle furnaces, and annealing furnaces. When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. SEPTEMBER, 1902, The Brass Founders’ Supply Company, 20-34 Prospect street, Newark, N. J., is now distributing Catalogue No. 11. The catalogue covers thoroughly all the modern equipment for a brass foundry. It is fully illustrated, and with complete reading and descriptive matter, tables of sizes, dimensions, etc., prices and other information, the catalogue is made very valuable to any one who has to do with brass foundry work. Users of hoists will want to send for a copy of Bulle- tin No. 209, which is now being distributed by the Sprague Electric Company, 527 West ‘Thirty-fourth street, New York. This bulletin is devoted to electric trolley hoists of various kinds which this company manufactures. [hey include hoists of almost every size, such as would be used in engine rooms or in wharf and warehouse buildings, to the very largest used in engine shops, shipyards, etc. ‘The pages are 7 by 9 inches in size, and on nearly every other page is a page-size cut, so the hoists are well illustrated. The Underfeed Stoker Company, whose New York of- fice is 149 Broadway, is distributing a very complete catalogue of about 90 pages which will interest every user of steam. ‘lo begin with, it.is a neat specimen of printing and is illustrated thoroughly. The stoker which this company manufactures is shown in all condi- tions and positions, and explained to the utmost detail. ‘The catalogue is 6 by 9 inches in size, and, as most of the pictures are full page, the value of the catalogue can be readily appreciated. Many letters are given in the back part of the catalogue from users of the stokers, speaking of them in the highest terms. The New York Rapid Transit Tunnel is very hand- somely illustrated and thoroughly described in a cata- logue which is being distributed by the Rand Drill Com- pany, 128 Broadway, New York. So many pictures are given in the catalogue and they are so large that a much more complete idea of the extent of this great work can be had from this book than from inspecting the tunnel itself ‘The book is published as “illustrating the use and application of the Rand drills and Rand air compressors in centralized air-power plants.” A perusal of this book will quickly impress the reader with the fact that the success of the subway is due very largely to the value of compressed air for drilling and such purposes. The Monarch Automatic Engine Stop, being a de- scription with illustrations of the Monarch system of automatic safety devices for use on steam and electric motors, is the title of a very handsome catalogue issued by the Consolidated Engine Stop Company, 100 Broad- way, New York. ‘The catalogue is handsomely issued in two colors on coated paper, and is bound in heavy dark-green paper cover. The pages are 8 by 10 inches in size, and there are more pages of illustrations, full- pave size, than of reading matter. Altogether there are 32 pages. The stop in its complete form is first shown, and then there are sectional views and pictures of the stop as attached to engines, so as to show its application and manner of operating. Every engineer will find a copy of this catalogue well worth careful perusal. Ship’s Deck, Bilge, Triplex Power PUMPS We make HAND AND POWER PUMPS for all purposes. Send for Catalogue, The Deming Company, SALEI1, OHIO. MENION & HUBBELL, Gen’l Western Agts.,Chicago T11. 4 (GEORGE W ASHINGTON’S example for tell- ing the truth is being well perpetuated by The Starrett spec Indicator High Speed which tells the exact truth abouta shaft’s revolu- tions, The working parts of this Indicator are encased, and the dial plate has two rows figures, reading right or left, as the shaft may run. AN IMPORTANT IMPROVEMENT applied to all our Indicators is the use of Rubber Tips for pointed or hollow centers on the hard- ened steel pointed spindles. SEND FOR OUR No. 16 L of 112 pages with Supple= ment just issued, which tells of all FREE CATALOGUE the STARRETT TOOLS. wW wW THE L. S. STARRETT CO., mass: A Knock-Down Argument for O & C Pneumatic Tools They accomplish better work, at one-third the cost of hand-work with hammer or sledge. PNEUMATIC HAMMERS, RIVETERS, HOISTS, DRILLS, ETC. What keeps you from investigating? Catalog is free. Our The Q & C Company Western Union Building, Chicago 114 Liberty Street, New York L.L.CLINE ~~ @ When writing to advertisers please refer to MARINE ENGINEERING. SEPTEMBER, 1902. HE reason Dixon’s Pot- Lead is the best treatment for the hulls of yachts, launches and other fast craft is because of its perfect smooth- ness. It offers less friction to the water, and every bit of friction means loss of speed. We have had seventy-five years of experience in the manufac- ture of graphite products. Our Pot-Lead, like our other pro- ducts, is the best form of graph- ite for its purpose. Send for circulars. JOSEPH DIXON CRUCIBLE COMPANY, JeRsEy City. A Good Story and A Valuable Book FREE “THE PROFESSOR ON SHIPBOARD” to every subscriber of Marine Engineering who will send us a new subscriber and remit the price, $2.00 Domestic, $2.50 Foreign. The price of the book alone is One Dollar. Marine Engineering, 309 Broadway, New York. WATCH THIS SPACE FOR d = New York, Park Row Building. Write for our BLUE CATALOGUE Dy OUR NUMEROUS SPECIALTIES. “RUFF and TUFF” Dies ARE MADE FROM THE FINEST GRADE OF TOOL STEEL TEM- PERED BY EXPERTS. ~~ ~ They will Outlast the Ordinary Dies Several Times, Especially on Hard Steel Pipe, and Cost Only a Trifle More Than Common Dies. Made in sizes to Fit any Solid Die Stock. It Will Save You Money and Patience to Specify ‘‘ Ruff and Tuff.’’ JOBBERS SELL THEM—IF YOURS DON’T, WRITE. WALWORTH MFC. Co., ” showing complete line of engineers’ pipe fitting tools. Marine Engineering. The Buffalo improved ventilators were fully described in a neat catalogue issued some time ago by the Buffalo Forge Company, Buffalo, N. Y. There was such a de- mand for this catalogue that the entire edition was soon exhausted and another edition has now been printed. The catalogue is 31-2 by 61-2 inches in size, and is typical of the excellent publications issued by this com- any. ‘i The Fort Wayne Electric Works, Fort Wayne, Ind., are distributing two new catalogues 8 by Io inches in size. One of them is devoted to switchboard watt- meters and the other to enclosed direct-current series arc lamps. ‘This catalogue is well printed and thor- oughly illustrated, and made to conform to the other catalogues of this company, so that they can be readily bound. Theo. Audel and Company, 63 Fifth avenue, New York, are distributing a booklet telling very thoroughly of the new book which this firm has just issued, en- titled “Automobiles.” The price of the book is $5. This pamphlet gives the table of contents of the book and reproduces many illustrations and pages, so that the reader can get an excellent idea of the quality and value of the book. Fire Hose is the subject of a folder being distributed by the Boston Belting Company, 256 Devonshire street, Boston, Mass. ‘Iwo kinds of hose are referred to: cotton-mill hose, which is described as rubber-lined, light, strong, durable, and waterproof, and which is credited with many other good features; the other is linen hose, which is unlined but is extensively used where it is necessary to keep hose hung up in dry places to be used in case of fire. BUSINESS NOTES. Musicar, INSTRUMEN’TS.—Special air whistles, which are claimed to be the only four-tone, adjustable, single- bell, air-chime whistle, for use on naphtha and electric launches, or wherever an air whistle is required, are manufactured by the Kinsley Manufacturing Company, Bridgeport, Conn. ‘These whistles produce four tones, pitched to a musical scale, giving an agreeable and me- lodious sound, and can be heard much farther than a common whistle. ‘The bell is seamless brass tubing, readily raised or lowered to conform to any pressure used. The whistle can be operated by a hand air pump or air supplied from a tank. It requires but little air to blow it. The company furnishes a powerful hand air pump when required, capable of operating a I I-2- inch to 3-inch diameter whistle. The whistle, suitably piped, can be placed on the roof of the pilot house or at any point within 20 feet of the pump, the latter being of sufficient capacity to produce long, loud blasts on the whistle. Siok Ns SNE ES al Boston, 128 Federal Street. When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. BUFFALO FOLDING FORGES Specially constructed for service on shipboard Designed for Naval Service Ship Builders Miners | Prospectors COMPACT DURABLE EFFICIENT : Buffalo Forge Company BUFFALO, N. Y., U.S. A. Baxter D. WHITNEY AND Son.—Notice is sent out by Baxter D. Whitney, Winchendon, Mass., that he has formed a co-partnership by taking his son, William M. Whitney, into business with him. From this time on the firm will be Baxter D. Whitney and Son. The same business principles which have ruled from the founding of this plant over sixty years ago will re- main in force, and the new firm will continue to pro- gress as heretofore and manufacture a line of wood- working machinery of the highest grade. Marine Paints.—Samuel J. Williams, 11 Broadway, inew York, announces that he carries ev erything in the line of paints and painters’ supplies that would be called for in marine work. Mr. Williams manufactures the well-known Williams Submarine Paint, the Williams Copper Paint, the Williams Seam Paint, and the Williams Wood Anti-Fouling Paints. In addition, he has everything in the line of white lead, zinc, and the various colors. Burrato Force Goops.—The products of the Buffalo Forge Company, Buffalo, N. Y., are in steady demand throughout not only the United States, but Euro- pean countries. The following list gives a few of the orders recently received through their different branch houses: ‘Iwo 70-inch steel-plate steam fans for heating and ventilating, direct connected to two Buffalo engines, and one 130-inch standard steel-plate fan for mechan- ical draft to Copenhagen, Denmark. One induced draft nlant and one 23-H.-P. engine for electric light plant in Dutch Guiana, South America. Five Buffalo engines of 45 H. P. each for driving generators, and one 38-H.-P. engine for a pumping equipment for a sugar factory in Cuba. One 20-H.-P. Buffalo engine to Germany. One 15-H.-P. Buffalo engine to Gothenburg, Sweden. One 60-inch standard steel-plate fan to Glasgow, Scotland. One 140-inch steel-plate fan to Barrow-in-Furness, Eng- land, together with other shipments to London and Man- chester, England; Victoria, British Columbia; Halifax, N. S.; Portland, Oreg.; San Francisco, Cal.; New Or- leans, La., ete. SEPTEMBER, 1902. WATER Whether salt or fresh, tries paint more severely than the other elements; therefore ship builders use ZINC WHITE exclusively when white paint or tints are required for finish- ing their products. Marine work demands zinc white, be- cause it is the only white pig- ment that will stand the service. FREE: Our Practical Pamphlets ‘*The Paint Question” ‘*Paints in Architecture” THE NEW JERSEY ZINC CO. {1 Broadway New York 310 BARGAIN We have on hand only a few sets of MARINE ENGINEERING, as follows: 1899, Vols. III-IV; 1900, Vol. V; tgo1, Vol. VI; bound in black cloth with leather corners. and back. The price for the set is $10.00. The price per volume is $4.00. Floor space in offices on Broadway costs Xo) much that we shall not attempt to keep complete volumes or back numbers of the Magazine any longer, and while the sets last we will sell them for $10 complete, carriage to be paid by the purchaser. No reduction in price for single volumes. The period 1899-1901 marks a turning point in the history of shipbuilding in this country, hence these volumes are of great historic as well as technical value. MARINE ENGINEERING | 309 Broadway, New York When writing to advertisers please refer to MARINE ENGINEERING. SEPTEMBER, I9C2. Marine Engineering. LarcE GAs Encrnes.—The Mianus Motor Works, Mianus, Conn., have been considerably enlarged, so that the company can manufacture not only more gas engines, but engines of large size. The company now manufactures, in addition to a complete line of gas engines for launches, oyster boats, and other craft, hoisting and pumping machinery. FREE SAMPLES OF Merat, Potisu.—George Wm. Hoff- man, 295 East Washington street, Indianapolis, Ind., reports a greater demand than he has ever before expe- rienced for his U. S. Infallible Metal Polish. This nolish is sold either in powder or fluid form or as paste. ‘tne steadily increasing demand for this polish is be- cause of its having been on the market many years, proving its value. In order to demonstrate that this polish is particularly adapted for use on vessels of any kind, Mr. Hoffman will send a sample box to any reader of Marine ENGINEERING who will write for one. PHILADELPHIA PNEUMATIC Toors.—The Philadelphia Pneumatic Tool Company, Philadelphia, Pa., reports an unprecedented rush of business, and its manufacturing capacity is taxed to the utmost, running night and day to keep up with orders. The increasing demand for the Keller rotary drill is a particularly noticeable feature in this company’s business. Four of the large Kastern steel companies have recently purchased Keller tools to the aggregate number of 237. One of the Western trunk-line railroads has recently made a contract with the Philadelphia Pneumatic Tool Company to purchase at least 1,500 Keller tools within the next eight months. A cable order for Keller tools was received last week from Bilbao, amounting to several thousand dollars. The business of this company has increased so enor- mously that it is understood that the capital stock is to be raised to $2,000,000, in order to take proper care of the rapidly-growing business and to push sales in all parts of the world. SANITARY SYSTEMS FoR YACH'TS.—John D. Moore, 45 Liberty street, New York, has purchased the-Hermes sanitary system for steam yachts and is now prepared. to install it on vessels of any kind. A circular regard- ing this system, issued by Mr. Moore, states: “The an- noying and disagreeable feature of a yacht is the plumb- ing. Expensively-built and luxuriously-furnished yachts are fitted with plumbing which would never be allowed in a house. It is so unsanitary and troublesome that it would not be tolerated by the Board of Health in the poorest dwelling ashore. The Hermes system is of modern scientific invention. It gives the yachtsman afloat better sanitation than he has in his home. It can be worked by a child as perfectly as by the strongest man. With it there is no restriction of the comforts of the bath or dressing room. Perfect cleanliness and sweetness are assured, as it immediately and auto- matically discharges overboard every particle of refuse matter. Some of the best yachts, like the Corsair, the Nourmahal, the Aphrodite, the Virginia, find it a benefit.” SMM ie Bfeeiuye 5% fegefeweeeete 77) 3 2 =) Zé = Be 4°) oe Sq = e8 (5°) S5 Q. g 2. ¢ ~ s 3 <_ ome ae ‘eb ‘eb 252 & Py a om G 9g 36 _ ~ = ba z i] Es : © Gs a 8 Qo ge 3 Doe rae =o 2 S 4 For All Engineering 75 cw and Manufacturing Purposes 2 General Offices: SENDING SAILS To AuSTRALIA.—Reference was made in these columns recently to orders for sails sent from Australia and New Zealand to Wilson and Silsby, Bos- ton, Mass. So many of the yachts fitted with these sails have won races that Wilson and Silsby continue to re- ceive orders from that distant corner of the world, an order haying just been received from West Australia. Paint to Protecr Srret.—In a paper recently read before the New York Railroad Club, W. S. Morris, in discussing the subject of painting steel, made the fol- lowing statement: “It is presumed that those handling steel have by this time come to the realization that pro- tection from weather and acid attacks is necessary. It may not be generally known that some forms of lead paint swell in the presence of sulphur, and, in swelling, increase in yolume about one-third, thus tending to peel off. It seems to me that the parts of steel exposed to sulphur or sulphurous smoke ought to be painted with graphite and purest linseed oil, the inert graphite tending to protect the steel, perhaps on account of the minute flakes lapping over one another like the shingles on the roof of a house.’ The Joseph Dixon Crucible Company, Jersey City, N. J., manufactures a paint cov- ering exactly the points made by Mr. Morris. This paint is known as Dixon’s Silica Graphite Paint, which has been used for many years, not only in railroad work, but on steam vessels, wharf buildings, etc. 5% Ye stastest Keke stash He He teeta MesteYestestertesteteste Mesteste tetesteat Ha s% RAR ROR teste s% ROH ee eery SIO Oeics Nerferferferferierferge DIRECT CONNECTED * MARINE GENERATING SETS: PERFECT SERVICE. LEAST SPACE, WEIGHT AND ATTENTION. The design and construction of our apparatus are based on scientific principles resulting in unusually high efficiency and remarkable endurance under the most exacting conditions of service, and giving the best possible commercial value. for Bulletin No. rors. SPRAGUE ELECTRIC COMPANY Send 527-531 West 34th St., New York Maryland Trust Bldg. ¢ Chicago: Fisher Bldg. Boston: Weld Bldg. St. Louis: Security Bldg. Baltimore: eleselefeoeteriertefenlertenerfetenlonlesfenseofesfeafeofenfeotenferfesferfefenerfesteneofefesfeotienertenseafesfesfeoticofertete aera ofefenteofesferfeofesfeatefesfestectestestesteatetesfeofecge 7 When writing to advertisers please refer to MarINnk ENGINEERING. Marine Engineering. SEPTEMBER, 1902. SPRAGUE CoMPANY OrpERS.—The Sprague Electric Com- pany, 527 West Thirty-fourth street, New York, is achiev- ing much success in securing many important contracts for its motors and generators, and both its factories are rushed to the utmost. In addition to its foreign orders and many orders for small-size apparatus, it has re- cently made sales in Hannibal, Mo., seven 35-H.-P. motors and eight 15-H.-P. motors; Northampton, Pa., one 30-H.-P. motor and two 35-H.-P. motors; New York city, fifteen 10-H.-P. motors, seventeen 25-H.-P. motors, and one 50-H.-P. motor; Wellston, O., one 300- K. W. belted generator, one 230-H.-P. motor, and six smaller motors; Kansas City, three generators; Brook- lyn, one 150-K. W. split-pole engine-type generator; Washington, D. C., contract for ventilating plant, in- cluding one 5-H.-P. motor and one 10-H.-P. motor, two 15-H.-P. motors, and eight 20-H.-P. motors, together with many other orders calling for about seventy-five motors and generators, a dozen or so hoists, and other apparatus. OrpvERS FoR Boats.—The Greenport Basin and Con- struction Company, Greenport, L. I., advises us that it has received a contract for two 30-foot and two 2i-foot launches complete with engines, boiler, and pumps; two 30-foot sailing pinnaces, four 24-foot cut- ters, two 23-foot gigs, two 15-foot dinghys, to be used on the two Mexican gunboats now under contract at the Crescent Shipyard, Elizabeth, N. J. All the engine and boiler work will be done at the company’s machine de- partment, the Greenport Engine and Machine Company. CHANGE oF LocatTion.—Westinghouse, Church, Kerr and Company announce the removal of their New York office from the Havemeyer Building, 26 Cortlandt street, New York city, to the Maritime Building, 8 to 10 Bridge street, opposite new Custom House and near Bowling Green. The change is the result of a largely increased business. ‘Three floors, the first, second, and third, will be devoted to their uses. The new quarters will afford about double the floor space available in their present location. “BENEDICT-NICKEL” Seamless Condenser Tubes are the only tubes that are not readily effected by Electrolysis. “Benedict-Nickel” is an alloy of nickel and copper. ‘The tubing is stronger, tougher and denser than any other. By hot rolling a solid cylindrical billet upon a forming mandrel, it is made like a twist gun barrel. Send for treatise, “ Electrolysis of Condenser Tubes,” which gives full scientific reasons for the superiority of “ Benedict-Nickel.” We are also large manufacturers of brass and cop- per tubing, made by the same process as “‘Benedict- Nickel,” and of brass and copper sheets, wire, etc. BENEDICT & BURNHAM MFG. CO:, Main Office and Factory, Waterbury Conn. New York, 253 Broadway. Boston, 172. High Street. “Waring NY. 8 When writing to advertisers please refer to MaRINE ENGINEERING. SEPTEMBER, 1902. POSITION OR PARTNERSHIP WANTED. A SHIP AND ENGINE BUILDER, witha thorough experience in all branches of the business, both theoretical and practical, is desirous of opening negotiations with persons anxious to engage the services of a strictly first-class man, either to start a new yard of the most advanced type, or with a view to developing an established plant along the lines of the most economical policy known to American shipbuilding. Ex- perienced in all types of steamships, including battleships, cruisers, torpedo-boats, Atlantic liners, yachts, etc., and par- ticularly equipped for the construction of cheap and economical freighters and tramp steamers. As an evidence of good faith I am willing to invest $20,000 with my services in a promising concern that will bear the strictest investigation. No small offers considered. Address, ‘‘ MANAGER OF SHIPYARD,” Care Marine Engineering, 309 Broadway, New York. A Word to the Wise “McKIM GASKETS” The long-wear kind. Made of packing encased in soft an- nealed copper. Can be reapplied indefinitely, Big and littl—for manhole, handhole and pipe fittings. One grade—the best we can make. Prices and catalog on request. McCord & Co. 104 Broadway, New York 1471 Old Colony Bldg., Chicago WESTON Marine Engineering. CLEVELAND Pneumatic Toois.—The plans for the new plant of the Cleveland Pneumatic Tool Company, Cleve- land, O., are completed. The company has just opened up an office at 411 Park Building, Pittsburg, Pa., repre- sented by Charles L. Nelson, and at 34 Lemoine street, Montreal, Canada, represented by N. J. Holden and Company. ‘The contracts for the new, plant have been awarded to J. A. Reaugh & Son, Cleveland; O. It is expected to have the plant completed and ready for operation in October. ‘The plant will be equipped with the most modern machinery and. appliances for turning out the largest amount of work in the shortest time. Tue Montauk SteaAmMBoat Company.—The Montauk Steamboat Company, Ltd., Long Island City, New York, which operates steamboats between New York city and the eastern end of Long Island, reports the most satis- factory season in the history of the company. ‘This trip is one of the most popular trips out of New York, as the boats run along the north shore of Long Island the entire length of the island. The trips are so ar- ranged that they can be taken one way by daylight and return by night. This company also runs steamers to Block Island, where connections are made with Provi- dence and Newport, and at Greenport connection is made by steamer with New London. TECHNICAL ADVERTISING.—R. D. Lillibridge, who opened an office at 20 Broad street, New York, two years ago as Systematist and Advertising Manager, has moved to larger and more complete quarters -at 170 Broadway, where he announces that he is now fully equipped to handle technical advertising. In a circular announcing his removal, he states: “The real advertising manager takes care of advertising in its entirety; circulars, catalogues, trade papers—all. Yet few businesses need, or can consistently afford, the un- divided attention of a good advertising manager; there- fore their advertising manager may just as well be em- ployed by other non-competitive concerns, provided enough clerical assistance is available to turn out all the work satisfactorily.” VESSELS RECENTLY CLASSED.—Among the _ vessels classed and rated by the American Bureau of Shipping in the “Record of American and Foreign Shipping” re- cently are: American screw Kroonland, American barkentine Emita, American schooner Perry Setzer, American screw San Jose, American schooner M. C. Haskell, American three-mast schooner Charles H. Wolston, American three-mast schooner Jennie S. Hall, American three-mast schooner Herald, American three- mast schooner Ann J. Trainor, American three-mast schooner C. C. Wehrum, American three-mast schooner Alice Lord, American three-mast schooner Alice M. Davenport, American three-mast schooner William T. Moore, British schooner Malden, British schooner Eduardo, British screw Ferrona, British three-mast schooner Strathcona, British three-mast schooner Da- maraland, and Swedish bark Dan. STANDARD PORTABLE DIRECT-READING Voltmeters, Ammeters, Millivoltmeters, Voltammeters, Milliam- meters, Ohmmeters, Portable Galvanometers, Ground Detectors and Circuit Testers. Our Portable Instruments are recognized as the standard the world over. Our Voltmeters and Ammeters are unsurpassed in point of extreme accuracy and lowest consumption of energy. WESTON ELECTRICAL INSTRUMENT CO., Waverly Park, Newark, N. J., U. S. A. BERLIN: —European Western Electrical Instrument Co., Ritterstrasse 88. WESTON Standard Portable Direct Reading LONDON :—Elliott Bros., 101 St. [Martin’s Lane. 9 Voltmeter. When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. SEPTEMBER, 1902. United Marine Mfg. &| A VALUABLE BOOK FREE, Supply Co. Manufacturers of and Dealers in ELECTRICAL MATERIAL For Ships and Fortifications ALBERT CG. JAHL GENERAL MANAGER 100 William St., New York, U.S. A: Tue Marrer or Lusrication.—It is within the mem- ory of the youngest of us that the old-time tallow cup, made by a well-known house of Philadelphia, Pa., was almost the sole device for feeding tallow (which was the proper thing at that time) to valves and cylinders of marine engines, and gave satisfaction as far as it went. ‘Twenty years ago there were very few sight-feed lubri- cators to be found on marine work around the harbor of New York. Of course there were a few double con- nection, and more recently an improvement by two single- connection designs, and a few of these first single-con- nection cups are still to be found in use among the tugs, but later the Couse flush method single-connection sight- feed lubricator, devised and patented by Charles Couse, then owner and engineer of the John S. Stevens, which was well known as one of the big-little boats of the time, came on the market. It is needless to say that it was a go, even at the price, which was $35 for pints and $45 for the quart sizes. It was sold on its merit and was a winner from the start. It was not long before it seemed as though almost every boat in the harbor had a Couse lubricator, and they are still going on, as the records will show. At the start it immediately found its way from one tug to another, and it is safe to state that no other small labor-saving device (for it was labor to keep punching tallow into an engine every few minutes) probably ever made more friends among the engineers and held them longer than the Couse flush method sight- feed lubricator. Our navy has adopted them as well as our merchant marine. Many of the same patrons and engine builders who purchased them from the start are still using them. Among the many reasons why the Couse cup has been so particularly successful among marine engineers is the fact that it is a single-connection cup, and the claim is also made that it is a single-connec- tion cup that is absolutely reliable. On account of its construction it is exceptionally convenient for the marine engine room, which is generally limited in space. The one connection places the lubricator where it is most easily reached and directly under the eye of the engineer at the throttle, and at the same time it is out of the way. The lubricator taking steam for hydrostatic purposes and feeding the lubricant through the single-pipe connection, which is never more than 6 to 10 inches long or high, naturally does away with a long line of piping through the engine room to the boiler or steam gage. The cup is a quick worker and is not affected materially by ex- treme heat or cold, and will work under high or low temperature. Besides this the cup takes less oil to do the same work than many other lubricators, on account of its compounding oil and water in the feed passage be- fore going directly into the steam. This cup is composed of very few parts, and these have never been better made than by its exclusive manufacturers, The Kastwood Wire Manufacturing Company, Belleville, N. J. Orders can be filled at any supply or ship chandlery store, or from the office of Charles Couse and Company, 39 Cortlandt street, New York city, and also from its makers, the Eastwood Company. 10 The story which recently appeared in MARINE ENGINEERING, entitled “The Professor on Ship- board,’”’ has been published in book form, making a handsome volume of over one hundred pages. Every subscriber who will secure a new sub- scriber for MARINE ENGINEERING and remit the price of the year’s subscription ($2, domestic; $2.50, foreign) will have sent to him, free, a copy of this book. If not a subscriber, it takes two new subscriptions besides your own to win a book. Nothing has ever been published which con- tains so much every-day information which every engineer ought to know, as this book. There- fore, no working engineer or man connected with marine work can read any book which will be of such value to him. In addition to the practical information it contains, it is a most readable story of life at sea. Briefly told, the story is of a college professor of engineering, who has many excellent ideas, some of which are rather theoretical, who makes the trip to Brazil and back with his brother, who is Chief Engineer of a steamship, and who has had much practical experience. The discussions bring out some strong points which will deeply in- terest every man who has anything to do with a steam plant. The table of contents is as follows: CHAPTER I. In THE FIREROOM. CHAPTER II. HarpsHiIps OF FIREMEN, CuHapte_er III. Nicut WatcH IN A GALE, CHAPTER IV. INTERVIEW WITH BARNEY, THE OILER, CHAPTER V, Some Points oN LUBRICATION. CuHaptTer VI. : Wuy ENGINES aRE NON-EFFICIENT. CuHapter VII. Satt WATER AND BOILER SCALE, CuHapter VIII. CLEANING Borers IN A TROPICAL Port. CHAPTER IX. How to User INDICATORS. CHAPTER X. StmpLE EXPLANATION OF THE INDICATOR. CuHapTeR XI. OVERHAULING THE MACHINERY. : Cuaprer XII. PAINTING THE PIPE SYSTEM. THE BOOK IS SOLD FOR $3.00, INCLUD- ING POSTAGE. Marine Engineering, 309 Broadway, New York. When writing to advertisers please refer to MARINE ENGINEERING. OcToBER, 1902. Marine Engineering. SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 12 West 31st Street, New York. President, CLement A. Griscom. Secretary-Treasurer, \Wasiincton. L. Capps. Executive Committee, Francis T. Bowtes, H. T. RINGTON PUTNAM, ENT A. Griscon. AMERICAN SOCIETY OF NAVAL ENGINEERS. Navy Department, \Vashingten, D. C. President, Commander C. W. Rag, U. S. N. Becket -Treasurer, Lieutenant-Commander R. S. Council, Carne C. W. kar, U. S. N., Lieutenant-Com- manders F. H. BaiLtey anc R. S. Grirrin, U. S. N., and Lieutenant C. E. Romme., tJ. S. N. MARINE ENGINEERS’ BENEFICIAL ASSOCIATION. President, GEo. UHLER, 1609 Brown St., Philadelphia, Pa. First Vice-President, Frank A. Jonus, 1616 Lafayette St., Ala- meda, Cal. Second Vice- President, Evans I. JENKINS, 138 Clinton St., Caeeses, Secretary, Geo. A. GRuBB, Lake View, Chi- Detroit, Mich. cago. Treasurer, ALBERT 1. Jones, 289 Champlain St., Advisory Board, Jos—EPpH Brooks, 6323 Dicks Ave. Bhilace lpia Pa.; JOHN McG. STErRITT, 129 Broad St., New York, N WILLIAM SCHEFFER, 1031 W. Hopkins Ave., Baltimore, Md. t Gause, Har- Lewis Nixon, Epwin A. STEVENS, CLEM- GRIFFIN, O. 1318 Wolfram St., ADDRESSES OF CORRESPONDING SECRETARIES. No. 1, W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 2, Scores Averill, 296 Archwood Ave., Cleveland, O. R Zk Le Jones, 289 Champlain St., Detroit, Mich. 4, Jas. A. Macauley, 5802 Michigan Ave, Chicago, Ill, 5, Otto Boettger, 1035 E. Hopkins Ave., Baltimore, Md. sf 6, Clifford E. Shrodes, Room 13, Railroad Exchange, 110 poet Fourth St., St. Louis, Mo. 7, B. J. holmes, 191 Coyle St., Portland, Me. 9, Wm. Brid es, 784 1-2 12th St., Milwaukee, Wis. OF ne Wit WY Sheer, 1129 Venango Se Philadelphia, pas ii, Ue, Te Lewis, 377 Deloronde St., New Orleans, La. 17, Francis S. Neal, Section Ave., Norwood, 18, Wm. Hurst, 715 Walnut St., Cairo, Ill. “20, Jos. B. Barry, 206 Keel St., Memphis, Tenn. 23, W. R. Lewis, 213 East Front St., Jeffersonville, Ind. “24, Jos. B. Flach, 327 N. Fourth St... Paducah, Ky. “26, T. H. Kirkbride, 910 East Columbia St., Evansville, Ind. “27, N. P. Slater, 1010 Garfield Ave., Bay City, Mich. “30, John W. Farrow, Box 88, Hoboken, Pa. 33, W. J. ~u Bois, Tompkinsville, S. L., New York. SB hres Warin, 36 East St., San Francisco, Cal. 36, Joseph Thomas, 57 Sea St. , New Haven, Conn. B75 X A. Page, 1743 Huron St., Toledo, O. «38, \W. H. Collier, 73 Starr Boyd Building, Seat Wash. “39, Frank W. Buchner, 124 Chestnut St., Erie, Pa. ““ 40, S. P. Mallia, 1028 Market Si Galveston, Tex. Are hah. Smithy 224 Marquam Bldg., Portland, Ore. “42, Hy. J. Sloan, 810 Spearing St, Jacksonville, Fla. 43, Thos. J. Coyle, 627 Superior St., Port Huron, Mich. 44, George Layman, 274 Third Ave., Manistee, Mich. 45> ess A. Rourke, 708 Tast Bay St., Savannah, Ga. * 46, D. W. ,Farrell,; Clayton, N 475 Negras Raines, 804 East Spruce St., Sault Ste. Marie, ich “48, Carl V. Hart, 425 Perry St., Sandusky, O. 51, Henry Connell, 28 Yuba St., Muskegon, Mich. 53, Harry Stone, Marine City, Mich. 55, Archie Stalker, Electric Light & Power Plant, boygan, Mich. ‘* 57, E. B. Meeker, 71 Abeel St., “58, E. Capers Hlaselden, P. O. Box 31, Georgetown, S. C. 59, Daniel L. Kemp, Box 36, Kast Boston, Mass. 62, Nathan S. Lawrence, 30 Connecticut "Ave., New Lon- don, Conn. “65, Wm. McCarrel, 8 Vernon St., Charleston, S. C. © Ho Wins Sb Bradley, Saugatuck, Mich. 70, Chas. T. Smith, 536 1-2 Commercial St., Astoria, Ore. 72, Thomas Navagh, 40 Lake St. Oswego, NERY 73, Louis Garot, Box 1526, Green Bay, Wis. 75, Arthur J. Thompson, Alexandria Bay, N. Y. 76, Orson Vanderhoef, Grand Haven, Mich. aane7/72 | OSHe LB Tewels 206 N. Ninth St., Manitowoc, Wis. “78, F. A. Rehder, 29 W. Superior St., Dente Minn. “80, R. P. Cook, 46 Elm St., Albany, N OS Bie Jes; Ibs Sweeney, 204 lt. Saragossa St., “82, Fred H. Gowell, 427 Middle St., Bath, Me. 84, Meese F. Dumas, 403 Dauphin St. y Mobile, Ala. Miller, 412 Fifth St., Alpena, Mich. 6, Sherman A. Smith, 737 Menckannee Ave., Marinette, Wis. “87, Geo. B. Milne, 1003 Trumbull St., Detroit, Mich. 88, C. O. Chapman, S Canal, Sturgeon Bay, Wis. 89, Robert Vallance, 69 Morris St, Ogdensburg, N. Y. 91, Robert Uavidson, 17 Fairfield Ave., Harbor Sta., Ash- EY O. 92, FE. McArthur, Courier-Herald Bldg., 3d floor, Sagi- oe Wo Shs HES “93, M. E.- Davis, M. T. & S. Co., 929 D St., N. W., Wash- Washington, D. C. ington, D. C. 94, ecotge R. Jones, Box 222, 95, A. P. Jerguson, Box 1098, Key West, Fla. 100, Thos. Sullivan, Honolulu, H. I. eLOT Hossa s Hanlon, Box 765, Norfolk, Va. 102, Fred W. Linsemeyer, 210 Clinton St., 103, Herbert Parkins, New Berne, N. C. Che- Kingston, N. Y. Pensacola, Fla. So. Have n, Mich. TRADE PUBLICATIONS. The Mianus Motor Works, Mianus, Conn., have issued a leaflet addressed to owners of gasoline engines or to those who are about to, purchase one. Therein are described specialties made by this company, including sparking magnetos, water-cooled mufflers, spark points, generators or vaporizers, throttle valves, cylinder oil and grease, etc. The Judkins Company, Kast Providence Center, R. L., announces in its handsomely-illustrated catalogue that it is prepared to turn opt speed launches, pleasure boats, and, in fact, small boats of any type. The company makes a gas engine of its own, and has the agency for the Motor De Luxe, the Buffalo, the Toquet, Lozier, and Stiles motors, and will furnish customers speed boats equipped with any of these motors. The Durable Wire Rope Company, 288 Congress street, Boston, Mass., has issued a catalogue describing the process of manufacture and the different styles of Durable cables used for elevators, hoisting, stevedoring, drilling, haulage, dredging, ship rigging, towing- hawsers, etc. The requirements for each of these ser- vices are such that a special form of cable is made for each. Prices and dimensions of these various kinds are included in this little booklet, copies of which may be had upon application. An “at home” booklet is being distributed by the American Blower Company, Detroit, Mich. The pur- pose of this booklet, as is stated on the first page, “is to acquaint our friends and patrons with our unequaled manufacturing facilities.” The booklet contains pictures showing the vast extent of the shops of this company; also interior views showing where the engines are built, where the blowers are built, the heater and the pipe- connecting departments, the exhaust fan and wheel shops, pattern and blacksmiths’ shops, galvanizing shop, - storage house, power plant, drafting room, ete. The Metropolitan injectors, manufactured by the Hay- den and Derby Manufacturing Company, 85, Liberty street, New York city, will be found fully described and excellently illustrated in a 48-page catalogue which is. now being distributed. The five specialties. of this com- pany are the Metropolitan automatic injectors, Metro- politan “1898” injectors, Metropolitan double-tube in- jectors, Hayden-Derby ejectors and jet apparatus. In addition to descriptions of the several specialties, the catalogue contains a great deal of useful information relating to injectors and ejectors. Copies can be had free by referring to MARINE ENGINEERING. Electrically Operated Valves is the title of special catalogue E, which is now being distributed by the Chapman Valve Manufacturing Company, Indian Or- chard, Mass. This catalogue will be particularly in- teresting to those of our readers interested in steam- power plants and dry-docks, as these are among the special uses for which these valves are recommended. The catalogue is 5 by 8 inches in size and comprises 38 pages. In addition to the text, there are a number of small engravings, giving full detail of the valves and of the members used in connection with them, together with a number of full-page engravings showing very clearly the operation of these valves. The Lunkenheimer Company, in the revised August edition of its new catalogue, has published a book which will be of much value to steam users and steam fitters. This is the revised edition of the ’98 catalogue, and many new specialties will be found described. Space does not permit us to mention the various brass and iron fittings made by this company, but they include valves of every description—angle, globe, pocket, blow- off, gate, radiator, check valves, etc.; whistles, meter cocks, water gages, pressure gages, injectors, lubricators both hand and automatic—in fact, lubricators is one of the most important features of the line of goods car- ried by this company. Dimensions of valves are given in convenient tables. ‘The book will be found of great use, and copies may be had by interested parties who. write to the company at the home office in Cincinnati, or at the branch office, 25 Cortlandt street, New York When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. OCTOBER, 1902. Electric Supplies is the title of a new catalogue issued by the H. W. Johns-Manville Company, too William street, New York city. This hook contains 108 pages and includes a full line of heaters, rail bonds, overhead line materials, 500-volt fuses, vulcabeston, and special molded insulating pieces, together with many new arti- cles. The value of this catalogue is increased by a tom- prehensive alphabetical index. A compact gasoline engine manufactured by August J. Fritz, 185 West Main street, Rochester, N. Y., is de-- scribed in a leaflet recently issued. The maker builds open and cabin boats, yachts, and launches, besides this marine gasoline engine. A specialty is also made of knockdown construction. Skeleton parts of boats, cast- ings for engines, and fittings, together with drawings to work from, can be supplied. The Crandall Packing Company has just issued a new edition of its catalogue which is more complete and comprehensive than those previously issued by this company. It measures 6 by 31-2 inches, contains 32 pages, and illustrates and describes various kinds of Crandall packing—namely, hydraulic coil, expansion rings, sectional ring, expansion coil, high-pressure ring, etc., etc. The company also manufactures a line of round and flat gaskets, packing, etc. Copies of this catalogue may be had by addressing the home office, Palmyra, N. Y., and the New York office, 136 Liberty street. The August bulletin No. 1 of the De Laval Steam Turbine Company, 74 Cortlandt street, New York city, describes the test of a 300-horse-power turbine dynamo. The turbine tested was used for driving two direct- current electric generators. he bulletin states that the tests were conducted with both saturated and super- heated steam. The latter at full load required but 13.04 pounds of water per break horse power per hour, and at 56 per cent. of the load 15.53 pounds. The comparison of the two tests shows that a little over one pound of steam is saved by superheating. This bulletin is a valuable contribution on the general subject of steam turbines. Copies of it can be had by applying to the company. “Steam Economy with Highest Efficiency” is the title of a folder issued by the Sleeper Engine Company, Ltd., Montreal, Canada. ‘This engine, in external appearance and in principle, is entirely different from other engines on the market. It is a reciprocating engine, differing, however, from the ordinary engine of this type in that the expansion chamber, which takes the place of the cylinder, has a flexible wall, made up of two parts connected by a crank, the whole member being attached to a crank shaft by a connecting rod. Steam is ad- mitted to the chamber by a valve, giving to the flexible wall an outward movement which actuates the crank shaft or, in one design, a crank eccentric. This inter- esting engine, which is made either simple or com- pound, is well described and illustrated in this folder. The machine was tested by the McGill University, of Montreal, with satisfactory results. Engineers and Draughtsmen Hawkins-Emett Diagramal Formulae IT CONSISTS OF 25 cards, about 8xJ0 inches in size, on each of. which is worked out diagrammatically some special part of engines of different powers, such as thickness of cylinder walls, diameter of piston rods, area of port openings, etc. PRICE, $3.00, POSTPAID , AR a aoe Marine Engineering, “NEW YORK IF A Starrett Protractor is once used, to use any other will be like returning to a bad habit. li i ee) 36.37, 138 (iii ole In Material, Design, Workmanship, ana Accu- racy, this instrument is not excelled, Made with bevel arm 15 to 36 inches; auxiliary blades carried in stock up to 36 inches. Send for our FREE CATALOGUE No. 16 L of 112 pages with Supplement just issued, which tells of all the STARRETT TOOLS. The L. S. STARRETT CO., set | Question us and C how well we answer “every requirement in the con- struction and operation of PNEUMATIC TOOLS OF ALL HINDS YOKE RIVETERS Q & C HAMMERS Q& C RIVETERS Q& C HOISTS Q & C DRILLS Our trade mark is a guarantee of highest efficiency and mechanical perfection. Our prices are the lowest fortoolsthat do the work. Catalog will be mailed for the asking. The OQ @ C COMPANY 114 Liberty Street Western Usion Bldg. New York Chicago .. When writing to advertisers please refer to MARINE ENGINEERING. OcroBER, 1902. Marine Engineering. Direct-Current Factory Motors and Small Generators is the titke of a handsomely-illustrated 16-page catalogue issued by the Rochester Electric Motor Company, Roch- ester, N. -Y. The details of these machines are il- lustrated and described, and the illustrations are given of various types of motors. ‘There is also included a list of sizes for different speeds, horse powers, and voltage. Catalogue No. 12, entitled, “Duplex Drill Lathes, Hand Lathes, Slide Rests, and Spring Coilers,” has recently been issued by the Garvin Machine Company, Spring and Varick streets, New York city. Therein are de- scribed and illustrated the above-named machines, which are made by this company. There are also given di- mensions, floor space required, shipping weight, etc., of HE smoother the hull a each of these machines. A new model of profiling machines is being put on the market by the Pratt and Whitney Company, 136 Liberty street, New York city. This machine is remndleossncliy illustrated and fully described in a 10-page booklet, of the yacht, launch or other fast boat, the greater | printed in two colors, which is now being distributed. 5 : Each special feature of the machine is fully explained, tine S pee ae Dixon’s Pot | & | and there are > specifications of the one-spindle and also : a |} of the two-spindle machine, together with such other Lead offers less resistance | @ | information as any purchaser would be liable to want. : | & A short story of Sir Henry Bessemer is published by { 1 & | Wyman and Gordon, Worcester, Mass. A sketch of to the water than any other i fad | this great man’s life is called by some a “Romance of : m@ | Inventions.” The name of Bessemer is known the treatment of hulls. Circular | fy | world over, but there are probably few, people who know what hardships this man had to contend with. The publishers of this pamphlet make forgings of all kinds, one of their specialties being duplex steel forgings : 1 & | turned out by drop hammer, steam hammer, or hydrauli ie JOSEPH DIXON CRUCIBLE CO., Jersey City, N. J. B | press. 1 i The Fort Wayne Electric Works, Incorporated, Fort Wayne, Ind., have recently issued bulletin No. 1,030, describing single-phase generators. Each member of the machine—namely, the framing, coils, armattire, brush mechanism, commutator, is taken up in turn and illustrated and described. The machines are made on the Wood system, and many of them have been in- stalled, as can be seen by referring to the list published. A table of the general dimensions of the alternators is given. The Perfected Ship Log is the title of a handsome catalogue issued by the Nicholson Ship Log Company, Cleveland, O. This machine is operated hydraulically or by the varying level of water in a vertical pipe which has two sea connections, the level of the water changing with the speed of the ship. The recording mechanism is operated by a clock which consists of a revolving drum over which trav ails a pencil point, recording the speed at each hour. There is also a counter which adds up the total number of miles traveled, and an indicator showing at what speed the ship is traveling. The catalogue will prove of much interest to the mari- tana worl sonsrallly. and samples sent free. Fae SUNN nianets| Cousisting Of Seven Volumes On W STEAM, ELECTRICAL ENGINEERING And MECHANICAL DRAWING. i A Set Of Practical Books for N Practical Men PRICE SAZ- Terms *4. Per: /Touth. CATALOG FREE Sent Oy Request Tif. AUDEL & Co. Sa. THE “NEVER STICK” BOE Rie orenclortcocesicacimunacemressure: i Large ports. Discharges through plug. BLOW Chances of plug or body being cut by scale or grit reduced to a minimum. OFF Made very heavy and strong. Pronounced taper of plug provides for VALVE esting adjustment: JOBBERS SELL Se YOURS DON’? Ty WRITE. New York, Park Row Building. WALWORTH MFC. CO., Boston, 128 Federai Street. Write for our BLU CATALOGUE “D a ” showing complete line of engineers’ pipe fitting tools. 5 When writing to advertisers please refer to Mar1INE I;NGINEERING. Marine Engineering. OCTOBER, 1902. STEEL PLATE FA N S HEATING, VENTILATING AND FORCED DRAFT BUFFALO SPECIAL DESIGNS BUILT FOR ALL REQUIRE- MENTS SEND FOR CATALOGUE ~ y Se BUFFALO FORGE COMPANY BUFFALO,N.Y.,U.S.A. _ The Manville Fire Extinguisher is the name of a new article now being put on the market by the H. W. Johns- Manville Company, 100 William street, New York city. The extinguisher, which is in the form of a powder, is described in a booklet issued by the company. ‘This powder, it is stated, is non-poisonous, will not freeze nor cake in the tubes, is not affected by dampness, and will not deteriorate with age. In the department of Science and Technology, Pratt Institute, Brooklyn, N. Y., there is conducted a two- year technical course in steam and machine design and applied electricity. [hese courses are intended for those to whom a four-year college course in engineer- ing would be impossible on account of lack of time or money, and who need some technical training before entering mechanical or electrical work. Starting with low requirements for admission, there is given thorough training, theoretical and practical, in mechanical draw- ing, machine design, shop practice, machine construc- tion, steam engineering, and electricity. Evening tech- nical courses are conducted. Further particulars and circular of information may be had by addressing Ar- thur L,. Willister, director of the department. The Mason hand lathe is illustrated and described in a handsome 16-page catalogue recently issued by the Kemp Machine Works, 246 Plymouth street, Brooklyn, N. Y. This little machine is capable of doing much work which has heretofore been assigned to expensive power tools, is light and durabie, weighs but little over 100 pounds, and is sold for a very low figure. With one man’s power it is claimed to cut a thread from I to 2 inches and from 21-2 to 6 inches, inclusive, at the standard taper. It.can be used for cutting pipes and threads, and does work accurately. Many of these little machines are used on board the American, Rus- sian, German, and British warships, and Admiral Mel- ville and other members of the Navy are quoted as highly recommending it. Copies of the catalogue may be had by addressing the manufacturers and mention- ing MARINE ENGINEERING. cv) SHIPBUILDERS Generally know that the only white pigment that will stand marine exposure 1s IZINC WHITE If there be any who are not aware of the fact, it will pay them to learn it. THE NEW JERSEY ANGE @O} 11 BROADWAY ee NEW YORK FREE: Our Practical Pamphlets “The Paint Question,” ‘ Paints in Architecture,” ‘““ House Paints: A Common Sense Talk About Them,” ** French Government Decrees.” Yacht Design is the title of an attractive leaflet issued by George Crouse Cook, naval architect, 15 Whitehall street, New York city. It contains a few well-selected remarks on the principles of yacht design, takes up the general features of steam and sail yacht design, the methods of construction, cost, etc. The Universal double-tube injectors, manufactured by lL, Schutte and Company, Philadelphia, Pa., will be found fully described in a catalogue which this company is now distributing. The injector is described in much detail, and a number of illustrations are given, and sectional views of all injectors with pipe connections. The Standard improved drill chuck is described in a leaflet issued by the Standard Tool Company, Cleveland, Ohio. The features claimed for this chuck are that it has no projecting jaws, the working parts are of generous dimensions, the jaws and screws are of cast steel, carefully tempered and of uniform quality, and that the jaws are guided by three large gibs. These drill chucks are made in five sizes ranging in size for holding tools of from 1-4 to I inch in diameter. Direct-current belted generators and motors of the Wood systems are described in bulletins Nos. 1,025 and 1,032 issued by the manufacturers, the Fort Wayne Electric Works, Incorporated, Fort Wayne, Ind. De- tails of the armature core and coils, brush holders, com- mutator, frames, etc., are given, and each member is described. ‘Tables of dimensions and capacities of ma- chines are also included. We presume copies of the bulletins may be secured by writing to the company and mentioning MARINE ENGINEERING. The Industrial Press, 9-15 Murray street, New York city, has now ready for distribution section -A of the Mechanical Index, comprising machine tools, metal- working machinery and accessories, including machin- ists’ small tools, etc. The complete work is intended as an encyclopedia and list of manufacturers in the United States of mechanical appliances and tools op- erated by steam, electricity, water, air, hand or foot power, carefully arranged in sub-headings for quick reference. The price of the book is given as $r. When writing to advertisers please refer to MARINE ENGINEERING. OCTOBER, 1902. Marine Engineering. Catalogue No. 29, describing the Hunt cable railways, has recently been issued by the C. W. Hunt Company, West New Brighton, New York. This system of rail- ways has been installed by large consumers and handlers of coal, ore, and other bulk matter. Some interesting and large systems are described in the catalogue, copies of which may be had upon writing to the manufacturer. Transportation of material through manufacturing establishments is an important problem for the general manager. The C. W. Hunt Company, whose New York address is 45 Broadway, has devoted much attention to this problem, and has developed a system of indus- trial railways and car equipment to meet the demands of the various kinds of factories. Bulletin No. 0216 de- scribes and illustrates the system of shop transporta- tion. In St. Louis much attention is being paid to the sys- tem of oil burning, and the National Oil Burner and Equipment Company, with offices in the Carleton Build- ing of that city, is attacking several sides of the prob- lem. The company has placed on the market oil burners for domestic uses, for welding furnaces, and for boilers. The piping arrangement in one of these systems is illustrated in a circular recently published by the com- pany. A striking illuminated sheet is being distributed by the Peerless Rubber Manufacturing Company, 16 War- ren street, New York city. It is a view of the lower part of New York, taken from the river, showing the numerous skyscrapers in the background, and the steam craft of various types in the foreground. It is stated that the steam plants in both buildings and ships which are shown are packed with this company’s Rainbow Packing. BUSINESS NOTES. To Buyrers oF ENGINEERING Booxs.—The Derry- ‘Collard Company, 256 Broadway, New York city, has opened extensive offices to make a specialty of supply- ing engineering books for any line of work. In a neat circular the company states that it does not propose to take the book buyer’s money whether or not he is satis- fied with the books. All the company asks is that those who wish to buy books or to examine books referring to any subject notify this company. The prospective buyer can examine the books, and, if he wants them, pay for them. If not, he can send them back. The ‘circular states: “You can have any technical book, published by any one anywhere, costing a dollar or more, on approval for two or three days, so that you ‘may examine it thoroughly, on these terms. ‘There are no strings to this proposition: the things are placed in your hands on honor; there’s no game of references from your pastor, no hesitation whatever in placing these things in your hands on trust.” LONDON 57D Hatton Garden Ld ASS. i né Apparatus % YY NZ CHICAGO 119 Lake Street Ma igerat m r Write for Illustrated Catalogue M. G Sa * 45 2 m4 ~a of >o S 2! For All Engineering 25 cw and Manufacturing Purposes » A Launcu ror Bompay.—Last month the Internation- al Power Vehicle Company, Stamford, Conn., shipped to Bombay, India, a 21-foot launch equipped with one of its kerosene-oil engines. ‘The launch has been pur- chased for an English official, and will be the only boat of its kind in the vicinity of Bombay. It will be for- warded by way of Genoa and the Suez Canal. When the company began operations, a year or so ago, a force of eight or ten men was employed. ‘To-day the working force numbers about 60 men, and the prospects are that this number will be added to continually. Engines are now being made ready for shipment to Bombay, Cal- cutta, Singapore, Rangoon, Penang, Manila, Hong Kong, Shanghai, Tien-Tsin, and other places near the equator. A Fine CatvatocGuE Free—The Waterbury Brass Company, 122-130 Center street, New York city, has now ready for mailing a new stock catalogue, and any of our readers wishing a copy can have one free by mentioning Martine ENGINEERING. This catalogue covers very fully the subjects of brass, copper, bronze, and German silver in sheets, rods, and wire; also brass and copper seamless drawn tubing. All these goods are carried in stock in large quamtities in this company’s warehouse. The catalogue also has much to say re- garding stair treads, moldings, brass ferrules, and checks. One important feature of the catalogue are the complete tables of weights and measures bearing on brass and copper sheets, rods, wire, and tubing. Fisher Bldg. Chicago: Boston: Weld Bldg. FLEXIBLE METALLIC CONDUIT For Modern Electric Wiring Our Flextble Metallic Conduit, Flexible Steel Armored Con- _ ductors, and Steel Armored Flexible Cord are particularly well adapted to allclasses of Marine work. They afford thorough protection to the wires and insulation from rodents, mechanical and other injuries, are water-proof and simple to install. SPRAGUE ELECTRIC COMPANY General Offices: St. Louis: Write for Catalogue No. 40415 527°531 West 34th Street, New York Maryland Trust Bldg. Security Bldg. Baltimore: 7 When writing to advertisers please refer to MARINE 1,NGINEERING. Marine Engineering. OCTOBER, 1902. MARINE REFRIGERATING MACHINES.—Owing to the increased demand for refrigerating and ice-making ma- chines, the Brunswick Refrigerating Company, New Brunswick, N. J., has built and equipped a new factory. The company has just moved into the new plant, and, with the increased facilities, is now prepared to do all kinds of refrigerating work, both land and marine. Sraypotr IRon.—We are informed by the Falls Hol- low Staybolt Company, Cuyahoga Falls, O., that its customers are reporting. the best of satisfaction with this company’s staybolt iron, both hollow and _ solid. The company has customers among marine and other boiler manufacturers throughout all parts of the United States, and is shipping large orders to Mexico, Canada, Japan, and nearly all the countries of different corners of the world. The company has just employed Mr. T. F. De Garmo, 3116 Clifford street, Philadelphia, Pa., as its Kastern representative. Mr. De Garmo has had many years’ experience in the supply business. Pneumatic ‘Toors.—The pneumatic tools used in riveting the hulls of the Kroonland and Friesland, the two new steamships built at the yard.of Wm. Cramp and Sons’ Ship and Engine Building Company, Phila- delphia, Pa., for the International Navigation Company, were supplied by the Chicago Pneumatic Tool Com- pany, Chicago, Ill. The requirements in the way of riveting were very severe, as the plates used in the hulls of these ships are the heaviest yet made use of in the shipyards of this country. SUBMARINE Patnt For BatriEsSHIp MaArIne.—Just be- - fore her trial trip, last month, the battleship Maine was placed in dry-dock in the Brooklyn Navy Yard, to be painted and cleaned. The builders, naturally, desired to make as high a speed record with this ship as possi- ble, and we are informed that she was carefully coated with American-McInnes composition, furnished by George N. Gardiner and Son, 53 South street, New York city; these compositions being used as they make a very smooth sailing surface, and, consequently, give opportunity to make high speed. ““BENEDICT-NICKEL” Seamless Condenser Tubes Experience has proved them to be the best tubing for con- densers ever devised, They are not readily affected by electrolysis. . Made from an alloy of nickel and copper, ‘‘Benedict-Nickel” is dense, tough and homogeneous, The tubing is spirally formed by hot rolling solid cylindrical billets upon a forming mandrel. Send for our Table Book which more fully enumerates the superiorities of “BENEDICT-NICKEL” V. Waainc NY. e We are also among the largest manufacturers of Seamless Brass and Copper Tubing (made by the same process as “‘Benedict- Nickel’), and of brass and copper sheets, wire, etc. TOBIN BRONZE.—We sell it at manufacturer’s prices. BENEDICT & BURNHAM MG. Co, WATERBURY, CONN. New York, 253 Broadway. Boston, 172 High Street. Whén writing to advertisers please refer to MarINnE ENGINEERING. OcToBER, 1902. Marine Engineering. PEERLESS PAcktNc.—In a recent letter to the Peerless Rubber Manufacturing Company, 16 Warren street, New York city, Asa P. Hyde, Binghamton, N. Y., wrote as follows: “By to-day’s U. S. Express I send you three of the four rings of ‘Peerless Packing’ taken out of Corliss engine piston gland (one I wish to keep to show to packing men and engineers): The same was ap- plied January 28 last, and has run continuously for 101-2 hours each day since, giving not the slightest trouble, packing perfectly, running the lightest of all. Of all others tried before, and I have tested many, they would not run to exceed ten to twenty days. Yours went on where the others had left off, with no changes, and made the record. Was good for much more, but other repairs caused the change now. Pis- ton speed, 560 feet per minute; steam pressure, 80 pounds; piston travel one day, 352,800 feet; piston travel 133 days’ run, 46,922,400 feet, and good yet.” A Word to the Wise “McKIM GASKETS” The long-wear kind. Made of packing encased in soft an- nealed copper. Can be reapplied indefinitely, Big and littl—for manhole, handhole and pipe fittings. One grade—the best we can make. Prices and catalog on request. McCord & Co. 104 Broadway, New York 1471 Old Colony Bldg., Chicago WESTON LARGE VALVES.—In a recent issue, one of the Spring- field (Mass.) papers stated that the Chapman Valve Manufacturing Company, Indian Orchard, Mass., has received from the Newport News Shipbuilding and Dry-dock Company an order for the largest brass valves the company has ever made. ‘These valves are eight in number and are to be used on pipe of 20-inches and 21 inches inside diameter. They are made entirely of Goy- ernment bronze, and when completed will weigh 1,800 pounds each. ‘These valves are to be used on vessels being built at the Newport News yard as follows: West Virginia, Maryland, Virginia, and Charleston. FostErR STEAM SPECIALTIES.—We are informed by the Foster Engineering Company, Newark, N. J., that the annual report of Rear Admiral’ Melville, of the United States Navy, shows that during the year 1901 the Foster Company furnished to the Engineering De- partment of the Navy automatic valves and reducing and regulating valves to the aggregate weight of 17,683 pounds. In addition to these orders, the Foster Com- pany has recently filled many other large orders, the Lamson Consolidated Store Service Company taking 185 valves; the Consolidated Heating Company, 45; and many other concerns well known in the industrial world, other large orders. Suip Firrincs.—The increasing demand in the United States for first-class fittings for ships of all types and descriptions has led to the recent organization of The Delaware Marine Supply Manufacturing Company, Wil- mington, Del. The authorized capital stock of the com- pany is $100,000. The officers are: C. F. Petersen, president; Louis Werliin, treasurer ;:C. L. Bonham, sec- retary; and A. C. Layman, manager, men of experience in marine work, who have equipped the plant, consist- ing of a brass foundry, brass finishing department, ma- chine shop, forge shop, and pattern shop, with modern tools especially adapted for economical manufacturing. The factory buildings are completed, the machinery in- stalled, and the company has begun to fill orders. To Buirp LicHTHOUSE STEAMER Crocus.—The Light- house Board has awarded the contract for the con- struction of the twin-screw steel steam lighthouse tender Crocus to the ‘Townsend-Downey Shipbuilding Com- ies liner _ ra f Wane ) yet pany, New York, builders of the German Emperor's schooner yacht Meteor. ‘This vessel will be constructed throughout of steel. with five water-tight bulkheads. The deck house on the spar deck will be built of wood in the most substantial manner. The vessel will have two masts with gaffs and necessary booms. ‘The pro- pelling power will be furnished’ by two boilers of the gunboat type, 9 feet 7 inches in diameter, 16 feet long, furnishing steam for two vertical inverted direct-acting fore-and-aft compound engines with cylinders 18 inches and 34 inches in diameter, and a common stroke of 26 inches, driving left and right-hand propeller 7 to 8 feet in diameter. he Crocus will be finished in detail in the best possible manner, and when completed will be one of the finest steamers in the lighthouse service. STANDARD PORTABLE DIRECT-READING Voltmeters, Ammeters, Millivoltmeters, Voltammeters, Milliam- meters, Ohmmeters, Portable Galvanometers, Ground Detectors and Circuit Testers. Our Portable Instruments are recognized as the standard the world over. Our Voltmeters and Ammeters are unsurpassed in point of extreme accuracy and lowest consumption of energy. WESTON ELECTRICAL INSTRUMENT CO., Waverly Park, Newark, N. J., U. S. A. BERLIN: — European Western Electrical Instrument Co., Ritterstrasse 88. WESTON Standard Portable Direct Reading LONDON :—Elliott Bros., 101 St. [Martin’s Lane. Voltmeter. When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. Ocrozer, 1902, Om Furr UNper Marine Borters.—In a recent letter to ‘Tate, Jones, and Company, Incorporated, Empire Building, Pittsburg, Pa., Charles G. Coyle, the president of the Louisiana Petroleum Company, New Orleans, as : La. stated: “In reply to your inquiry concerning the The : : The only Tempest, we beg to advise that the fuel oil installation i adequate erected on this tug by you has proven entirely satis- Ideal > protection factory. The boat makes more steam, at a material | | 3 i | fye Shios reduction in the cost of the fuel. The pumping ap- Pigment : M ‘ id BS) pliance has worked perfectly from the very start, and Bridges, we have not had a moment’s delay, although we have | § AEM yz Structural been driving the boat day and night for over two : af Iron and months. REGISTERED JULY 81902. AOS Steel Work IRON AND STEEL SHEETS.—The Empire Iron and Steel Company, Niles, O., has just built and equipped a large | § M P ° &C e C plant. The product will be sheet iron and sheet steel, ohawk aint hemical 0. and angles for light structural work. The company has SOLE MANUFACTURERS OF six hot mills, two cold-mills, and a 3-high, 24-inch bar & : e . mill. It will manufacture iron and steel sheets up to 60 Patent. Iron Oxide Paints inches wide and from No. 16 to No. 30 gage. It will 98% Pure make a specialty of “guaranteed” double-refined iron : 19 Liberty Street, New York sheet, also Range steel and Bowsocket polished sheet. | & The galvanizing plant is now 1n operation. The output The only Pure Iron Oxide Paint. of iron and steel angles will be about 100 tons per day. ‘ a For the present, the heaviest angles will be 4x4. The only Non-Crystalline Oxide of Iron Tur FALKENAU-SINCLAIR MACHINE CompAny.—The Being porous and spongy it ab- two well-known Philadelphia concerns, A. Falkenau sorbs and retains the oil and makes and the Philadelphia Machine Tool Company, have | § a permanent, durable, unchang- combined their interests and businesses under the name ing, protective coating for wood of the Falkenau-Sinclair Machine Company. The com- d tal pany has a large plant at 109-115 North T'wenty-second ; COON WMA IS ; street, and has largely-increased facilities in addition It is rust-proof and not subject to to those secured by combining the two interests. The chemical action. specialty of the new company will be the designing and ; Unequalled for submarine use. building of high-grade machine tools and special ma- ; om chines. At the same time, the company will have a SEND FOR DESCRIPTIVE CIRCULAR full line of presses and machines for working sheet metals, ete. RENTON A Great Name A Great Reputation A Great Motor 2 Cylinder 4 Cycle Slow Speed Write for prices now while we can fill your orders. Remington Automobile & Motor Co. UTICA, N. Y., U.S. A. 10 When writing to advertisers please refer to MarINE ENGINEERING. @Grorps 1502: Marine Engineering. SPECIALONOTICES. Announcements under this heading will be inserted gt the uniform vate of thirty-three-ana-a-third cents a tine. Lines average ten quords each. EXPERIENCED MAN SEEKS POSITION. A foreigner experienced as engine designer and draftsman, and accustomed to the metric system. seeks position; has governmental certificate. Address DESIGN ER care Marine Engineering. FOREMAN BOILER MAKER WANTED. First-class man wanted for a modern shop building marine and stationary boilers, and doing boiler and iron ship repairs. Applicants will please state age, experience. nationality, and give names of previous employers. This is a good position fora good man. Address P. O Box 2685, Boston. a EDUCATED AND EXPERIENCED MAN SEEKS POSITION. An ENERGETIC YouNG MAN, College technical education; machinist; three years operating dredging machinery; chief- engineer's license for Great Lakes; experienced in indicator work and computation and competent draftsman on detail work; would like a position with some firm manufacturing marine engines or dredging\machinery, with chance for ad- vancement. Address J. M A., care Marine Engineering. ib a SE a To ORNATE FERROFIX FoR Brazinc.—The brazing of iron has long peen the dream of inventors, and the recent discovery of the secret was hardly perfected before companies were organized for the purpose of selling the secret throughout the world. The original purpose was to manufacture the compound which makes the brazing possible and dispose of it to the users, but, because of the result of experience in this direction in Germany, the whole method had to be changed, for the reason that it was found that, by actually doing the brazing work, a great deal more money could be made with very little more trouble. Acting upon this idea and improving upon it, the American Brazing Company determined to buy out the American Ferrofix Company, together with all other right, title, and interest, so that it might or- _ganize and perfect a large and effective working force throughout the whole United States, in order to con- trol the mending business of the country. The purpose is to have joined with it every responsible blacksmith in the country, so that, instead of one or two agencies in the towns and cities, as is being done in Europe, it will have an agency in every village almost throughout the United States. Statisticians assert that the broken castings in the United States every year amount in value to from ten to twelve million dollars, and the American Brazing Company anticipates being able to divide a large proportion of this among its agencies. A recent writer _describes the process of brazing as carried out by the American Ferrofix Company as simple in the extreme. For experimental purposes a bar of iron was taken, of aboitt I I-2 inches cross-section; at one point this bar was reduced in cross-section to 1 1-4 inches by filing on all four sides, so as to make a weak point at which the iron would readily break; it was thus broken with seyv- eral blows of a hammer; and inside of fifteen minutes the two parts were brazed together; and the bar was then clamped ina vise, so that the brazed part would project about an inch from the jaws of the vise; it was then struck repeatedly with a hammer at this point until it broke again; but, instead of breaking at the brazed joint, as would have been expected, it broke a little higher up, and not exactly at the point where the cross-section was least, for this point was already occupied by the brazed joint. A second time the piece was brazed, and a third time it was broken. The third break was on the other side of the original braze, and so close to it that the thickness of metal was probably less than a fiftieth of an inch from the old braze. That is, the bar had been broken three times and brazed twice, but had not broken on the braze either time. The field for this new industry would seem to be almost endless. Broken machines that formerly reached the scrap pile can be carefully cleaned up and repaired. The buyers of broken down machines it Cabins and Staterooms of modern vessels especially those in the passenger service should demonstrate the supreme possibilities of the wood finisher’s art, This demands a special varnish, how- ever, as atmospheric conditions are more destructive to varnish afloat than ashore and the ordinary article is of but little use. The varnish best adapted to withstand the deleterious influences of wind, wave and weather is Berry Brothers’ Spar Varnish. Further particulars and a unique marine puzzle sent free for the asking. Write us. Berry Brothers, Limitea, Varnish Manufacturers, NEW YORK BALTIMORE ST. LOUIS BOSTON CHICAGO SAN FRANCISCO PHILADELPHIA CINCINNATI Factory and Main Office, DETROIT. can reap a harvest if they reach a field where the use of Ferrofix is unknown. Among the prime movers in this company are the William S$. Haines Company, 136 South Fourth street, Philadelphia, Pa. Suip AND Pitre Copprertnc.—A circular is being dis- tributed by the Coleman Ship and Pile Coppering Com- pany, State and Washington streets, Boston, Mass., which states: “The practical value of the inventions of George D. Coleman for coppering the bottoms of vessels has been very fully and satisfactorily demonstrated by actual work done during the past two years. ‘The pro- cess consists in applying pure granulated copper to the hulls of ships, whether of wood, iron, or steel, and the surface, when finished, presents a coating of polished copper without break or seam. ‘The method is less expensive and far more desirable in every way than using ordinary copper sheets, and requires but little more time than to apply a coat of paint. In adapting the Coleman process to vessels with iron or steel hulls, an intermediate coat of insulating material is introduced, which prevents all possibility of galvanic current being set up to the injury of the structure. When treating wooden piles by the Coleman process, the pile is first thickly studded with copper or yellow metal studs. These studs are driven by a rapidly-operating machine, designed and built by the company, leaving them slightly projecting from the surface of the pile. This surface is then treated in a manner similar to that of a vessel’s bottom. The inventions are fully protected by various letters patent of the United States. All work done by the company will be fully guaranteed, both as regards its durability and excellence of work- manship. The company has a fully-equipped plant at Murray and Tregurtha’s Wharf, West First street, South Boston, Mass. A similar plant is to be located at once at some convenient point in New York city. Estimates of cost and further details regarding the process may be had upon application at 96 Devonshire Building, 16 State street, Boston, Mass.” When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. OctozER, 1902. Rainbow Packing Makes Steam, Flange and Hot Water Joints Instantly Thousands of Don’t have to Imitators. Use Wire and No Equal. Cloth to Hold Will Hold SAIN BONY Highest Can’t Blow it Pressure. Out, THE COLOR OF RAINBOW PACKING | IS RED See that the Trade Mark (three rows of diamonds in black, connected) extends throughout the entire length of each vard or roll WILL CARRY IN STOCK It is an-undisputed fact that Rainbow Packing is the only Sheet or Flange Packing in the world that will carry in stock for months and years without hardening or cracking THE ECLIPSE SECTIONAL RAINBOW (GASKET anne! ECLIPSE | CLIPSae \ PATENTED 34 in. Ya in. For Hand Holes. ¥g 1n. ye 80 Large Joints. af 5 Ans For Extra 1 in, Fac-simile of a 6-inch Section of Eclipse Gasket showing Name and Trade Mark imbedded. The Eclipse Gasket is red in color, and composed of the celebrated Rainbow Packing Compound. It will not harden under any degree of heat, or blow out under the highest pressure, and can be taken out and repeatedly replaced, Joints can be made in from three to five minutes. Copyrighted and Manufactured Exclusively by THE PEERLESS RUBBER MANUFACTURING COMPANY 16 WARREN STREET, NEW YORK ieee Woodward Ave., Detroit, Mich, 202=210 S. Water St., Chicago, III. 17-23 Beale St. and 18-24 Main St. 209-211 Magazine St., 1321-1223 Union Avenue, Kansas City, Mo. San Francisco, Cal. New Orleans, La. 634 Smithfield St., Pittsburg, Pa. These Goods can be Obtained at All First-class !ealers. 12 When writing to advertisers please refer to MARINE ENGINEERING. NOVEMBER, I902 Marine Engineering. SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. " 12 West 31st Street, New York. President, CuemEN? A. Griscom. Secretary-Treasurer, WasHincton L. Capps. _ Executive Committee, Francis T. Bowies, H. T. Gauss, Har- RINGTON Putnam, Lewis Nixon, Epwin A. STEvENS, CLEM- ENT A. Griscom. AMERICAN SOCIETY OF NAVAL ENGINEERS. Navy Department, Washingten, D. C. President, Commander C. W. Rag, U. S. N. See at ticacutet, Lieutenant-Commander R. S. GriFFIN, Council, Commander C. W. kar, U. S. N., Lieutenant-Com- manders H. Bartty and R. S. Grirrin, U. S. N., and Lieutenant C. E. RomMeE., |). S. N. MARINE ENGINEERS’ BENEFICIAL ASSOCIATION. President, Gro. UHLER, 1609 Brown St., Philadelphia, Pa. First Vice-President, Frank A. Jonrs, 1616 Lafayette St., Ala- meda, Cal. Second Vice-President, Evans I. JENKINS, 138 Clinton St., Cleveland, O. Secretary, Gro. A. Gruss, 1318 Wolfram St., Lake View, Chi- cago. Treasurer, ALBERT L. Jones, 289 Champlain St., Detroit, Mich. Advisory Board, JosEPpH Brooxs, 6323 Dicks Ave., Philadelphia, Pa.; Joun McG. Srerritr, 129 Broad St., New York, N. Y.; WILLIAM SCHEFFER, 1031 W. Hopkins Ave., Baltimore, Md. ADDRESSES OF CORRESPONDING SECRETARIES. b W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. s 2, George Averill, 296 Archwood Ave., Cleveland, O. “ 3, A. L. Jones, 289 Champlain St., Detroit, Mich. : Jas. A. Macauley, 5802 Michigan Ave, Chicago, III. s 5, Otto Boettger, 1035 E. Hopkins Ave., Baltimore, Md. Clifford E. Shrodes, Room 13, Railroad Exchange, 110 North Fourth St., St. Louis, Mo. : is 7, B. J. Holmes, 191 Coyle St., Portland, Me. - 9, Wm. Bridges, 784 1-2 12th St., Milwaukee, Wis. pemxS 3 Wm. V. H. Sheer, 1129 Venango St., Philadelphia, Pa. 15, L. J. Lewis, 327 Deloronde St., New Orleans, La. Francis S. Neal, Section Ave., Norwood, O. Wm. Hurst, 715 Walnut St., Cairo, Ill. meal 2O$ Ue. B. Barry, 206 Keel St., Memphis, Tenn. a . R. Lewis, 213 East Front St., Jeffersonville, Ind. “24, Jos. B. Flach, 327 N. Fourth St., Paducah, Ky. 3 26, T. H. Kirkbride, 910 East Columbia St., Evansville, Ind. 27, N. P. Slater, roro Garfield Ave., Bay City, Mich. ens OS OH TMVVE Farrow, Box 88, Hoboken, Pa. 7 eh Ws J..~u Bois, Tompkinsville, S. I., New York. 35, Wm. Warin, 36 East St., San Francisco, Cal. “36, Joseph Thomas, 57 Sea St., New Haven, Conn. . A. Page, 1743 Huron St., Toledo, O. 3 . H. Collier, 73 Starr Boyd Building, Seattle, Wash. BD Frank W. Buchner, 124 Chestnut St., Erie, Pa. C 2G) 95 IP, Mallia, 1028 Market St., Galveston, Tex. “41. F. F. Smith, 224 Marquam Bldg., Portland, Ore. i Hy. J. Sloan, 810 Spearing St, Jacksonville, Fla. 43, Thos. J. Coyle, 627 Superior St., Port Huron, Mich. George Layman, 274 Third Ave., Manistee, Mich. Jas. A. Rourke, 708 East Bay St., Savannah, Ga. “46, D. W. Farrell, Clayton, N. Y. ponman Raines, 804 East Spruce St., Sault Ste. Marie, ich. Carl V. Hart, 425 Perry St., Sandusky, O. “51, Henry Connell, 28 Yuba St., Muskegon, Mich. “53, Harry Stone, Marine City, Mich. “55, Archie Stalker, Electric Light & Power Plant, boygan, Mich. “57, E. B. Meeker, 71 Abeel St., Kingston, N. Y. > E. Capers Haselden, P. O. Box 31, Georgetown, S. C. 59, Daniel L. Kemp, Box 36, East Boston, Mass. Nathan S. Lawrence, 30 Connecticut Ave., New Lon- don, Conn. Wm. McCarrel, 8 Vernon St., Charleston, S. C. “67, Wm. S. Bradley, Saugatuck, Mich. Chas. T. Smith, 536 1-2 Commercial St., Astoria, Ore. Thomas Navagh, 4o Lake St., Oswego, N. Y. Louis Garot, Box 1526, Green Bay, Wis. “75, Arthur J. Thompson, Alexandria Bay, N. Y. “76, Orson Vanderhoef, Grand Haven, Mich. “77, Jos. P. Brewer, 206 N. Ninth St., Manitowoc, Wis. “78, EF. A. Rehder, 29 W. Superior St., Duluth, Minn. R. P. Cook, 46 Elm St., Albany, N. Y. Jas. L. Sweeney, 204 I. Saragossa St., Pensacola, Fla. Fred H. Gowell, 427 Middle St., Bath, Me. Joseph F. Dumas, 403 Dauphin St., Mobile, Ala. “85, G. H. Miller, 412 Fifth St., Alpena, Mich. Che- ume Os Sen A. Smith, 737 Menekannee Ave., Marinette, is. “87, Geo. B. Milne, 1003 Trumbull St., Detroit, Mich, “88, C. O. Chapman, S. B. Canal, Sturgeon Bay, Wis. “89, Robert Vallance, 69 Morris St., Ogdensburg, N. Y. “91, Robert Davidson, 17 Fairfield Ave., Harbor Sta., Ash- tabula, O. “92, H. E. McArthur, Courier-Herald Bldg., 3d floor, Sagi- naw, W. S., Mich. “93, M. E. Davis, M. T. & S. Co., 929 D St., N. W., Wash- ington, D. C George R. Jones, Box 222, Washington, D. C. “95, A. P. Jerguson, Box 198, Key West, Fla. “too, Thos. Sullivan, Honolulu, H. I. “ror, Thos. J. Hanlon, Box 765, Norfolk, Va. Fred W. Linsemeyer, 210 Clinton St., So. Haven, Mich. Herbert Parkins, New Berne, N. C. 3 TRADE PUBLICATIONS. “The Union Steam Specialties” is the title of a cata- logue now being distributed by the Union Steam Specialty Company, Scranton, Pa. ‘These specialties include indicators, separators, oil filters, shaking grates, furnace blowers, steam pumps, and a general line of en- gineers’ supplies. Draftsmen and others who have to do with drafting- room work will be much interested in a catalogue en- titled “Printing on Tracing Cloth,’ issued by Golding and Company, 183 Fort Hill Square, Boston, Mass. This catalogue describes a compact printing press, designed especially for use in drafting rooms. Copies of the catalogue can be had free by mentioning Marine En- GINEERING. Users of paint will want to send for a copy of a book- let entitled “A Great Discovery—the Mohawk Paints,” issued by the Mohawk Paint and Chemical Company, 19 Liberty street, New York city. There are many features about the Mohawk paints which will appeal to those who have made a study of the subject of iron paints. These features are brought out in a strong way in this catalogue. The air tools manufactured by the Port Huron Air Tool Company, Port Huron, Mich., have a very complete and comprehensive catalogue devoted to them. A num- ber of illustrations are given showing the men using thé tools in connection with furnace and boiler work, and in addition to several illustrations of this kind, there are pictures of cranes, hoists, and other specialties which this company manufactures. The dynamos and motors for all purposes manufac- tured by the Jantz and Leist Electric Company, 808 Elm street, Cincinnati, O., are illustrated in a series of sheets which the company is now distributing. ‘hese include generators, especially of small sizes, such as would be used in marine electric plants. This company also fur- nishes, when desired, complete plants for marine pur- poses, direct connected to steam engines. Many publications have been issued by the passenger department of the New York Central and Hudson River Railroad Company, and now an illustrated catalogue of these publications, especially of books of travel and edu- cation, has been issued. Copies ot this catalogue can be had free by addressing George H. Daniels, General Passenger Agent, New York Central and Hudson River Railroad Company, Grand Central Station, New York. ‘The Vulcabeston Packing, manufactured by the H. W. Tohns-Manville Company, 100 William street, New York, is described in Catalogue V, which has just been published. The increased pressure used in marine steam plants is the main reason why this packing is offered to the public. The text gives full information regard- ing the composition and construction of the packing, and there is a great deal of information regarding its various uses, sizes, etc. A very compact, neatly-printed catalogue is now being distributed by the Buffalo Forge Company, Buffalo, N. Y., regarding the Buffalo down-draft heating forges for industrial works. The catalogue is about 4 inches by 7 inches in size and comprises 52 pages. ‘There is an average of more than one illustration to a page, so that it can readily be seen that the catalogue is very complete, and that the various types and styles of forges are thoroughly illustrated. Any one at all interested in the subject of forges should send for a copy of this catalogue. : The marine gasoline engines and launches manutfac- tured by the Frank M. Watkins Manufacturing Com- pany, Baymiller and Sixth streets, Cincinnati, O., will be found described in the catalogue which this company issues. [he catalogue is 6 by 9 inches in size and con- tains full-page engravings of the single-cylinder, also of the two-cylinder engine, affording opportunity to under- stand fully the design and arrangement of the engine. The text describes concisely the special features of the engine, and drawings in the back part of the catalogue illustrate some of the hulls which this company manu- factures. When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. NOVEMBER, 1902. “A Practical Method of Dealing with the Expense Due to the Neglect of Boilers” is the title of a pamphlet which has been issued by the Blackburn Smith Company, 29 Broadway, New York city. ‘The title is one that will appeal to every one of our readers who has to do with steam plants. A copy can be had by applying to the company for one and mentioning MARINE ENGINEERING. “An Industrial Problem” is the title of a booklet pub- lished by W. S. Rogers, Keene, N. H. ‘The booklet is ‘devoted to a system of keeping costs in factories, and is the result of Mr. Rogers’ own experience in shop management. The book is not sent free, but a charge of ten cents is made. Any manufacturer or superin- tendent-who has the handling of shop work will find it a good investment. The Universal Drafting Machine, manufactured by the Universal Drafting Machine Company, Cleveland, O., is fully described in a catalogue which is now being dis- -tributed. The catalogue is 6 by 9 inches in size, and on each left-hand page is a large illustration showing the machine in use, so as to illustrate as graphically as possible the manner in which it is made use of. Any one who has to do with drafting work will appreciate one of these catalogues. The Fort Wayne Electric Works, Fort Wayne, Ind., issues frequent bulletins describing the several special- ties of this company, each bulletin being complete in itself. Among the bulletins just received is No. 1020, devoted to enclosed, direct-current; 110-volt are lamps; 1034, devoted to standard small motor panels; 1028, de- voted to enclosed, direct-current, power-circuit arc lamps, multiple-series type. Copies of any or of all these bulletins can be had upon application. “Davidson Propeller Fans” is the title of a handsomely- published catalogue now being distributed by the Massa- chusetts Fan Company, Waltham, Mass. The catalogue comprises 32 pages, handsomely printed on heavy coated paper, and it is bound in heavy paper cover, which is neatly printed in two colors. ‘These fans are made for heating, ventilating, drying, and other purposes. large illustrations are given to show the styles of the fans, and each type is concisely described. The fans are made to ‘be driven either by electricity or steam engines. The air compressors manufactured by. the Chicago Pneumatic Tool Company in its works at Franklin, Pa., will be found splendidly described in a 72-page catalogue which is now being distributed. The catalogue is very handsomely printed and equally well illustrated. These compressors are designed primarily for use in connec- tion with pneumatic tools of all kinds, but, of course, can be used for any purpose where compressed air is desired. The illustrations in the catalogue were all made especially for it, and there is altogether a great deal of very valuable information regarding both air compressors and the many uses of compressed air. The many tables add much to the value of the catalogue. The illustrations show nearly all kinds of pneumatic tools, so that altogether the catalogue is an unusual treatise on the subject. A Most Useful Book for Engineers and Draughtsmen Hawkins-Emett Diagramal Formulae IT CONSISTS OF 25 cards, about 8xJ0 inches in stze, on each of which is worked out diagrammatically some special part of engines of different powers, such as thickness of cylinder walls, diameter of piston rods, area of port openings, etc. PRICE, $3.00, POSTPAID Marine Engineering, * SE vorK 4 AMONG THE FINE MECHANICAL TOOLS WHICH WE MANUFACTURE FOR THE USE OF ENGINEERS AND MACHINISTS —————— ARE Hlack Saws and Frames No.145 TAKES 8 IN.TO l2 IN.SSAWS FOR SAWING TUBING, BRASS, COPPER AND SHEET METAL. THE L.S.STARRETT= LLIN ae FO the teeth These blades are made of the finest steel ; are sharp and too hard to file. Every Engineer should have them among his tools. The L. S. Starrett Co., Athol, Mass, A copy of our Catalogue No. 16L can be had for the asking. Question us and C how well we answer every requirement in the con- struction and operation of PNEUMATIC TOOLS OF ALL HINDS YOKE RIVETERS Q & C HAMMERS Q & C RIVETERS Q&C HOISTS Q&C DRILLS Our trade mark is a guarantee of highest efficiency and mechanical perfection. Our prices are the lowest fortools that do the work. Catalog will be mailed for the asking. The © @ C COMPANY 114 Liberty Street Western Usion Bldg. New York Chicago | | When writing to advertisers please refer to Mar1NE I-NGINEERING. NOVEMBER, 1902 Marine Engineering. HE smoother the hull of the yacht, launch or other fast boat, the greater Dixon's Pot Lead offers less resistance CINCH IC eae to the water than any other treatment of hulls. Circular and samples sent free. JOSEPH DIXON CRUCIBLE CO.,, Jersey City,N. J. WE CARRY IN STOCK TWENTY (20) FT. SEAMLESS CRAWN COPPER TUBES, INSIDE DIAM. ALL B. W. G., IN VARIETY OF THICKNESS OF WALL. TWELVE (12) FT. SEAMLESS BRASS AND COPPER TUBES, INCLUDING IRON PIPE SIZES. HOT AND COLD ROLLED COPPER BOLT, BRAZIERS’ SHEET COPPER AND COPPER- as SMITHS’ RIVETS, SPELTER SOLDER, CONDENSER TUBES TINNED, 5-S AND 3-4 X 18 B. W, G., IN 25 FT. LENGTHS. CONDENSER TUBES AND HEADS, SPECIAL LENGTHS AND MEASUREMENTS FURNISHED FROM MILL. Send for our new stock list classifying A MILLION pound of Brass and Copper. WATERBURY BRASS COMPANY 122 TO 130 CENTRE STREET, - NEW YORK WATCH THIS SPACE FOR TAKES J” SIZES 8 UP TO 5 INCHES New York, Park Row Building. i Write for our BLUE CATALOGUE “‘D.” showing complete line of engineers’ pipe fitting tools. 5 When writing to advertisers please refer to Marink ENGINEERING. OUR NUMEROUS SPECIALTIES. Always Use the Adjustable Pipe and Nut Wrench. The Only WRENCH That Gives The Bourne-Fuller Company, Cleveland, O., issues each month a stock list of iron, steel, pig iron, and other specialties which this company handles. Any user of angles, channels, plates, rivets, sheets, etc., will find this list of much value for reference. _, Phe Canada Launch Works, foot of Carlaw avenue, Toronto, Canada, recently issued a neat catalogue for distribution at the Toronto Exposition. It is entitled “Boat Talks.” Any one who is interested in launches and yachting will find it well worth while to send for a copy of this catalogue. Users of gas engines will read with much interest a small catalogue issued by the Hendricks Novelty Com- pany, 617 South Illinois street, Indianapolis, Ind., de- scribing the Hendricks gas-engine igniter. This is a form of magneto and is designed especially to use in connection with explosive engines. It is to use in connection with a jump-spark coil. The catalogue con- tains illustrations of the igniter, showing its construc- tion, and the text fully describes its design and oper- ation. BUSINESS NOTES. CONSULTING ENGINEER AND Naval ArcHITECT.—R. L., Newman, who has been connected with shipbuilding in this country for many years with the Cramp Company, later as general manager of the Globe Iron Works in Cleveland, and more recently as general superintendent of the New York Shipbuilding Company, has opened an office at 187 Chesebrough Building, Bowling Green, New York city, as consulting engineer and naval archi- tect. The development of designs and superintendence during construction will receive his special attention. Vessels for carrying oil in bulk will be a specialty, also surveys on general repairs. Brass AND Copper MARINE SPECIALTIES —The Water- bury Brass Company, Waterbury, Conn., is now making its New York office, 122-130 Center street, a very im- portant warehouse for handling all of its specialties. This warehouse has an immense floor area, and there is in stock here at all times everything that could be asked for in the line of regular and special shapes and sizes in brass, copper, bronze, etc. ‘The company issues a very complete catalogue, which should be in the hands of every user of brass and copper specialties, as it not only describes the various manufactures of this com- pany, but gives much valuable information regarding the uses of brass, copper, and bronze in marine work. This company has secured the right to manufacture Pope’s Island white metal, which is noncorrosive and which is very desirable for many marine uses. Full informa- tion regarding this metal can be had upon application to the company, either at the head office in Waterbury or at the New York branch. STILLSON i MADE OF | BEST h TOOL STEEL i THROUGHOUT Entire Satisfaction. JOBBERS SELL THEM—IF YOURS DON'T, WRITE. WALWORTH MFC. CoO., Boston, ‘28 Federal Street. Marine “ngineering. NovEMBER, 1902. Ce a Ae BUFFALO FOLDING FORGES Searches Paint Designed for Naval Service Ship Builders Miners Prospectors Etc. COMPACT DURABLE EFFICIENT If there be any weakness the sea will find it. Common paint may deceive the “‘land lubber,” but the “ old sea- dog”’ demands ZINC WHITE FREE: Our Practical Pamphlets ‘The Paint Question,” ‘* Specifications for Architects,’’ ‘* Paints in Architecture,” ‘‘ French Government Decrees.” c THE NEW JERSEY ZINC CO. 1] Broadway New York Buffalo Forge Company BUFFALO, N. Y., U.S. A. RACING SAILS For I’raty.—Wilson and Silsby, Rowe’s Wharf, Boston, Mass., have recently furnished a suit of sails for an Italian yacht, which is to compete for a well-known French trophy. A yacht owned by King Edward of Great Britain will take part in the same races. River CeEMEN’?T FoR Huris.—The U. S. Gutta Percha Paint Company, Providence, R. I., is sending out a very neat circular regarding Rice’s gutta percha rivet cement for hulls and steel vessels. The following distinguish- ing features of this improved cement are given in this circular for the benefit of yacht owners, shipbuilders, and others. It is easily and quickly applied, either with a trowel or, when thinned with turpentine, with a brush; it dries in an hour or two, so that it can be rubbed; it takes a less quantity to form a smooth surface than other cements; it can easily and quickly be brought to a surface as smooth as glass and very free from ridges or furrows by using sandpaper or pumice stone without rubbing through to the metal; its tenacity and adhesive- ness are not excelled; it protects plates from rust and pitting, and stands great heat and hard usage; it is sold by the gallon, not by the pound; and is claimed to be very economical because it covers as much surface as that of any other cement. Any of the readers of Ma- RINE ENGINEERING interested in the subject of cement will find it worth while to send for a copy of this cir- cular. CaTALOGUE CABINET Will take care of any and all sizes of Catalogues, Price Lists, etc., and so indexed that you can get any one you want instantly. Contains five drawers of different heights, and divided into compartments of different widths (each with a follower-block to keep catalogues upright); a cupboard with nine adjustable partitions; and two Card Index drawers for indexing the catalogues under name of firm, as also under name of article for across reference. A Sliding Shelf makes the outfit complete. Made of selected quartered oak, and perfect in every appointment. YAWMAN &ERBE MEG. CO.; 360 Broadway, New York ff g2 Franklin St., Boston; 138 Wabash Ave., Chicago, and Nine other Cities. 6 When writing to advertisers please refer to MARINE ENGINEERING. NOvEMBER, I902 Marine Engineering. To Burn Furr O1n.—Steamship S. V. Lukenbach, now at Newport News, Va., is to be equipped with the Kirk- wood System for burning fuel oil by Tate-Jones and Company, Empire Building, Pittsburg, Pa. A Carp or GRAPHITE Parn‘tts.—An ingenious card, devised for displaying the colors of Dixon’s silica graph- ite paint in such manner as will permit of an exact idea of each color, is issued by the Joseph Dixon Crucible Company, Jersey City, N. J. The color chart carries with it suggestions as to the class of construction that can be protected with this paint, also instruction as to the best methods of applying it. One of these color charts can be secured from the Dixon Company free by referring to MARINE ENGINEERING. StEAM Tow1nc MacuHInes.—We are informed by the Chase Machine Company, Cleveland, O., that the United States Circuit Court of Appeals has made decision in a suit between the Boston Towboat Company and the Chase Machine Company, which has been in court for six years and has been argued four times. ‘The suit was brought to have the Chase Company enjoined from manufacturing automatic steam towing machines, claim- ing that the machines which the Chase Company manu- factured infringed. ‘This final decision is in favor of the Chase Machine Company, its machine being declared not to infringe. NiciAusseE Borrers.—In the light of the recent test of water-tube and Scotch boilers in the Minerva-Hyacinth - trials, peculiar interest attaches to the contract just awarded by the British Admiralty for a 16,500-ton bat- tleship of 18,000 horse power, for which Niclausse boilers have been specified. This is the eighth ship of the English navy to be so equipped within the past six- teen months, making the aggregate Niclausse horse power in that navy 114,000, against 105,000 horse power in the United States Navy. These boilers are manu- factured in the United States by the Stirling Company, Pullman Building, Chicago, Ill. Marine Fuer Om, PLants.—Walter Goodenough, ma- rine engineer, with offices in the Battery Park Building, New York city, is handline the Billow System of fuel oil appliances, manufactured by the National Supply Company, of Chicago. This concern has been in the business of designing and installing fuel-oil systems for the past seventeen years, and its apparatus is in use for nearly every purpose that fuel of any sort can beused for. While it makes burners suited to any medium that is convenient to atomization, it has, through its long ex- perience, become convinced that air at about two pounds pressure forms the most economical method of atomiz- ing oil for burning under boilers. All of the apparatus from pumping system to burners is made in the most thorough manner. The fuel-oil plant at the Columbian Exposition was installed by this company, as have been also others, ranging in horse power from 12,000 to 50. Mr. Goodenough is prepared to furnish designs and estimates on the above apparatus to cover any condition required. LONDON 57D Hatton Garden né Apparatus ~~ ° os on to 24 = 5 Yo 6G ¢ = >> be o A-)) ~~ m r Write for Illustrated Catalogue M. (of) ¢ ne 2 nw Be +o 5 | 3: For All Engineering z5 cw and Manufacturing Purposes 9 FEED WATE Patent ‘* Refilex’’ FILTER Will pay for themselves in less than a year by protecting vour Boilers from Grease, Oil and All Mechanical Impurities. YW wW nn A. ; ie Hy ZZ Ny yy Ear Yr | l y i} Factories For Steamships, Yachts, Tugs, seulpW] pue saesnoyy jusuTjtedy ‘s[e1oPy ‘sjuelg 19mMog otajooa[q 10 J Try them—If you don’t like them we'll take them back and refund purchase price. SEND FOR CATALOGUE AND PRICE LIST. Blackburn Smith Co., New vork NEW YORK FLEXIBLE METALLIC CONDUIT . For Modern Electric Wiring Chicago: Boston: Fisher Bldg. Weld Bldg. Our Flexible Metallic Conduit, Flexible Steel Armored Con- , ductors, and Steel Armored Flexible Cord are particularly well adapted to all classes of Marine work. They afford thorough protection to the wires and insulation from rodents, mechanical and other injuries, are water-proof and simple to install. Write for Catalogue No. 40415 SPRAGUE ELECTRIC COMPANY General Offices: St. Louis: 527 531 West 34th Street, New York Security Bldg. Baltimore: Maryland Trust Bldg. 7 When writing to advertisers please refer to MaRINE 1,NGINEERING. Marine Engineering. NOVEMBER, 1902. New LuUNKENHEIMER Prant—The Lunkenheimer Company, Cincinnati, O., sent out very handsomely en- graved invitations last month to the many friends of the company to attend the opening of the new Fairmount works. Care oF Erecrricar, MACHINERY.—James Reilly's Sons Company, 122 to 130 Center street, New York city, make a specialty of keeping marine electrical machinery in order under contract for stated periods. The arrange- ment is that the company inspects, makes repairs when any damage is done, and keeps all of the electrical ma- chinery in running order, thus relieving the engineering department of much detail in this way. The company carries in stock everything in the line of parts and com- plete apparatus, so that in case of an accident or break- down the machinery can be replaced or repaired in the shortest time possible. The contract which the com- pany makes includes the supplying, free of charge, of commutator brushes and all other parts which are necessary to keep the machinery in good order. Full information regarding this contract can be had upon application to the company. CHRISTENSEN AiR ComMprEssors.—The Christensen En- gineering Comparty, Milwaukee, Wis., with which N.°A. Christensen has been connected as superintendent since its organization and is still engaged as consulting engineer, and with whom his other interests remain un- disturbed, will hereafter manufacture hi$ air compress- ors connected with air brakes exclusively. ‘This will place under his control the manufacture of air com- pressors for all other uses. The air compressors fur- nished by him will be manufactured by the Christensen Engineering Company, under his designs, specifications, and inspection, insuring the same excellency in design, detail, and workmanship which the products of this company have always possessed. It also leaves him free individually to extend the introduction of his sys- tem of air compressors in a rapidly-extending field. There are now in use over seven thousand of these compressors of all sizes and capacities, constructed under his patents and used for various purposes. His engineering and sales offices are located in the Herman Building, corner of Wisconsin street and Broadway, Milwaukee. ““BENEDICT-NICKEL” Seamless Condenser Tubes Experience has proved them to be the best tubing for con densers ever devised They are not readily affected by electrolysis. ; Made from an alloy of nickel and copper, ‘“Benedict-Nickel” is dense, tough and homogeneous, Aon The tubing is spirally formed by hot rolling solid cylindrical billets upon a forming mandrel. Send for our Table Book which more fully enumerates the superiorities of “BENEDICT-NICKEL” {PRICELIST a V. Warine NY. We are also among the largest manufacturers of Seamless Brass and Copper Tubing (made by the same process as ‘‘Benedict- Nickel’), and of brass and copper sheets, wire, etc. | TOBIN BRONZE.—We sell it at manufacturer’s prices. BENEDICT & BURNHAM MFG. Co., WATERBURY, CONN. New York, 253 Broadway. Boston, 172 High Street. When writing to advertisers please refer to MarINE ENGINEERING. NOVEMBER, I902 Marine Engineering. Course In Nava ARCHITECTURE —The Board of Edu- cation, New York city, has appointed George Crouse Cook, 15 Whitehall street, New York city, a lecturer on Naval Architecture in the courses of free lectures given every year at the various schools under the auspices of the Board. Mr. Cook will carry on this work in connection with his regular work of consulting naval architect and engineer. MecHanicaAL ‘T'HERMOMETERS.—The Helios-Upton Company, Peabody, Mass., reports a great demand of late for high-class mechanical thermometers for use in the engine and boiler rooms of modern steam vessels. This company makes thermometers for all special pur- poses, the design being suited to different conditions. The hot-water thermometer is made especially for use in connection with marine boilers and is easily connected to any boiler. Circulars are issued by the company describing fully these instruments and their value. A Word to the Wise “McKIM GASKETS” The long-wear kind. Made of packing encased in soft an- nealed copper Can be reapplied indefinitely, Big and littl—for manhole, handhole and pipe fittings. One grade—the best we can make. Prices and catalog on request. McCord & Co. 104 Broadway, New York 1471 Old Colony Bldg., Chicago WESTON FREE SAMPLE OF GRAPHITE PrpE-Jornt ComPpouND.— There is perhaps no better economy to the steam fitter and the engineer than a perfectly tight joint, yet one that can be easily taken apart if desired. It is claimed to be possible to have such joints if Dixon’s Graphite Pipe-Joint Compound is used. Flake graphite is im- pervious to the action of heat or cold, acids or alkalies. Hence the value of a graphite compound when properly prepared. The Joseph Dixon Crucible Company, of Jersey City, N. J., will send booklet and sample free of charge. REFLEX WatER GAcE.—Wm. T. Bonner and Company, 141 Broadway, New York, report a steadily increasing demand for the Reflex water gage, which is made especially for use on marine boilers. A feature of this gage is that the water appears black, while the steam shines with a silvery luster. ‘This peculiar effect is brought about by the shape of the observation glass. Other features claimed for this gage are, that a quick and reliable observation can be made of the water level; that it is an effective precaution against explosions; a safety against injury to boiler-room employees; that there is a saving in the expense in glass tubes, and that it can be applied easily to existing boiler mounting. SALE oF PNEUMATIC ‘Toors—The Philadelphia Pneu- matic Tool Company, Philadelphia, Pa., reports that the sales for the last two or three months have broken all previous records and that orders continue to come in at an even greater rate. Among the many orders received were some from the New York Shipbuilding Company, the Newport News Shipbuilding and Dry-dock Com- pany, the Cambria Steel Company, the Pennsylvania Steel Company, several large railroad companies, and orders from Paris, London, Copenhagen, and elsewhere. The largest percentage of increase in orders seems to be for rotary drills. Fortunately this company has just add- ed to its machine-shop equipment a large number of lathes, automatic machines, grinders, presses, etc., so that it is in shape to handle all orders promptly. SPRAGUE ELEctric Company.—The annual meeting of the stockholders of the Sprague Electric Company was held October 14, at the office of the company in Wat- sessing, N. J. .The following directors were elected for the ensuing year: Allan C. Bakewell, D. C. Dur- land, S. M. Hamill, J. R. Lovejoy, John Markle, J. R. McKee, and E. G. Waters. At a meeting of the direc- tors held later in the day, otticers were elected as fol- lows: president, Allan C. Bakewell; first vice-president, S. M. Hamill; second vice-president, D. C. Durland; secretary and treasurer, Harry R. Swartz. Col. Bake- well has long been identified with the electrical indus- try, and has won many friends through his executive ability and honorable business methods. He was vice- president and general manager of the old Interior Con- duit and Insulation Company, which was absorbed by the Sprague Electric Company some years ago. D. Clarence Durland, second vice-president, has for the past three years been assistant general manager of the Sprague Company, and his promotion is evidence of his engineering and executive abilities. STANDARD PORTABLE DIRECT-READING Voltmeters, Ammeters. ‘MILLIVOLTMETERS, VOLTAMMETERS, MILLIAMMETERS, OHMMETERS, PORTABLE GALVANOMETERS, GROUND DETECTORS, AND CIRCUIT TESTERS. Our Portable Instruments are recognized as the standard the world over. Our Voltmeters and Ammeters are unsurpassed in point of extreme accuracy and lowest consumption of energy. WESTON ELECTRICAL INSTRUMENT Co., Waverly Park, Newark, N. J., U.S.A. BERLIN :—Euro ean Weston Electrical Instrument Co., Ritterstrasse 88. LONDON :—Elliott Bros., 101 St. Martin’s Lane. 9 WESTON Standard Portable Direct Reading Voltmeter. When writing to advertisers please refer to MaRINE ENGINEERING. Marine Engineering. Novemzer, 1902. Patent ATTORNEYS.—Straley, Hasbrouck, and Schloe- der, counsellors at law at 257 Broadway, New York city, and who have been doing a large business in the se- curing of patents, registering of trade marks, and liti- The only gation in connection with them. have increased their adequate business so as to make the patent department a more | | Ideal qe distinct feature. This branch of the business will here- : ae: protection after be in the charge of the well-known patent solicitor, Pigment i (77 for Ships, C. Augustus Dieterich. Mr. Dieterich has had many FH Bridges, years of experience in this special work, and everything | @ TRADEMARK Fi ))~=6s Structural in the department will be made as complete as possible, | } OF Iron and so that the patents secured by this firm shall be as com- | MUL DA XS, prehensive and as complete as it is possible to be. Beas eSeslsTenenialvias (90%: ay Steel Work 5 Brass AND CoppEeR FOR MARINE USES a OWINE to the | & arge increase of trade in the Philadelphia territory, the | @ e Q U. T. Hungerford Brass and Copper Company, 497-503 | & Mohawk Paint & Chemical Co. Pearl street, New York, has opened a branch office in | § POLEEMANUPACTURGRCTOS Philadelphia at 510 Arch street. This branch will not | y y carry very much stock, but will be in direct communica- | & Patent. Iron Oxide Paints tion with the New York office, where almost anything | & 98% Pure that could be called for in connection with marine work | 19 Liberty Street, New York of any kind is carried in stock, so that orders can be filled promptly. Three of the best marine salesmen con- nected with the Hungerford Company will make their The only Pure Iron Oxide Paint, headquarters in the Philadelphia branch. & Theonly Non-Crystalline Oxide of Iron Tue TEMPERLEY-MILLER CABLEWAY.—It is announced | § ; ‘ that the British Admiralty, which recently made very | § Being porous and spongy it ab- successful tests in coaling ships at sea with the T’emper- | § sorbs and retains the oil and makes ley-Miller marine cableway, which is manufactured by | a permanent, durable, unchang- the Lidgerwood Manufacturing Company, 95 Liberty e ing, protective coating for wood street, New York, has decided to build several special | 8 a tal colliers of large displacement, which are to be fitted with | | GHINOS MNES this cableway, so that war vessels can be more readily | @ It is rust-proof and not subject to coaled at sea. Spencer Miller, the inventor of this sys- | Mf chemical action. tem, has just returned from Europe, where he found much interest in the subject of coaling at sea, and par- ticularly in this cableway. Mr. Miller states that un- ) ; : ; SEND FOR doubtedly every European power will find it necessary to introduce this system on a large scale in its navy. REMINGTON A Great Name A Great Reputation A Great Motor Unequalled for submarine use. DESCRIPTIVE CIRCULAR 2 Cylinder 4 Cycle Slow Speed Write for prices now while we can fill your orders. Remington Automobile & Motor Co. UTICA, N. Y., U.S. A. When writing to advertisers please refer to MARINE ENGINEERING. NOVEMBER, 1902 Marine Engineering. SPECIAL NOTICES ———— Ee Announcements under this heading will be inserted at the uniform vate of thirty-three-ana-a-third cents a line. Lines average ten qords each. MACHINERY DRAFTSMAN WANTED. We want a First-Class Machinery Draftsman, one with gas-engine experience preferred. Address, giving references, HOLLAND TORPEDO BOAT CO., New Suffolk, L I AGENCY TO HANDLE MARINE SPECIALTIES. A man of experience, and who understands fully the trade in Baltimore and vicinity, desires to represent manufacturers of a few leading specialties. addressing AGENCY, care Marine Engineering POSITION WANTED AS SUPERINTENDENT. Position is desired as Superintendent in marine engine works by an active, energetic, seven-o’clock man with seven- teen years’ experience. Is well posted in all branches of the business. Address M. T., care Marine Engineering, SHIP DRAFTSMEN WANTED. Two SHIP DRAFTSMEN are wanted who have had about eight years’ experience in drawing office work; must be capable of getting out designs and all details for both merchant marine and naval vessels. Address, giving experience, references, and salary required, SHIP DRAFTSMAN, care Marine Engineering. CHIEF ENGINEER WANTED. ; A CHIEF OPERATING ENGINEER for the power plant of the Western Electric Co., New York City. The plant consists of four 500 H. P. Vertical Cross Compound Engines, eleven Elevators, and various Steam Apparatus. Address applica- tions, stating experience and salary expected, to F. A. MUSCHENHEIM, Asst. Shop Supt., 463 West Street, New York City. fe Riveters- FoR A Navy YaArp.—John F. Allen,» 370 Gerard avenue, New York city, who‘ has already sold many portable riveting machines and other tools in many of the ship- and boiler-building establishments of the country, as well as in several navy. yards, reports the sale of a 34 I-2-inch reach-jaw riveter for use in th navy yard at Bremerton, Wash. 3 ImprovepD LAUNCH PLAN?.—The gas engine and launch business which has been carried on for some years by Edward F. Leeds, Bridgeport, Conn., has been incor- porated under the name of the Leeds Marine Equipment Company. The business has so increased. that incorpo- ration was found very desirable, but the policy of the company will remain the same and there will be no change in business methods. CHANGE OF NAME—The Cleveland Automatic Ma- chine Company, Cleveland, O., has succeeded to the business formerly conducted by the Cleveland Machine Screw Company. ‘This change is made in order to bet- ter harmonize the name of the company with the charac- ter of the business. The company has never manufac- tured screws, but automatic machines for the manufac- ture of screws. As the company is very largely ex- tending and enlarging its facilities for manufacturing automatic machinery, the reason for the change is very apparent. MariInE Forcincs.—Owing to the greatly increased pressure of business in its marine forging department, the Vulcanus Forging Company, Cleveland, O., has in- stalled a large amount of improved and modern ma- chinery, so that the plant has a capacity now of a daily output of over I5 tons. "This company makes a specialty of marine and machinery forgings, Government specifi- cation rivets, and bolts of all kinds, etc. The present directors consist of F. H. Kindl, formerly chief engineer of the Carnegie Steel Company; A. M. Moreland, presi- dent of the Moreland Trust Company, Pittsburg, Pa.; H. L. Snively, treasurer of the Union Potteries Com- pany, Pittsburg, Pa.; A. G. Hathaway, and W. H. Bevis, of Cleveland. The present officers are: F. H. Kindl, president; A. G. Hathaway, vice-president; H. L. Snively, secretary and treasurer; and W. FE. Renner, superintendent. Full information can be had by- Cabins and Staterooms of modern vessels especially those in the passenger service should demonstrate the supreme possibilities of the wood finisher’s art, This demands a special varnish, how- ever, as atmospheric conditions are more destructive to varnish afloat than ashore and the ordinary article is of but little use. The varnish best adapted to withstand the deleterious influences of wind, wave and weather is Berry Brothers’ Spar Varnish. Further particulars and a unique marine puzzle sent free for the asking. Write us, Berry Brothers, Limitea, Varnish Manufacturers, NEW YORK BALTIMORE ST. LOUIS BOSTON CHICAGO SAN FRANCISCO PHILADELPHIA CINCINNATI Factory and Main Office, DETROIT. The Nicholson Perfected Tells the speed per hour on a dial, counts the dis- tance traveled and makes a paper record of each day’srun. Willshow the highest speeds) May be placedin the Pilot House, Captain’s Cabin, Engine Room or Main Saloon. Well adapted for use on Steamships, Sailing Ves- sels and Yachts. This is not an electric log, is not connected with engines, and has no line over- board. Catalogs and full information upon appli- cation. Manufactured by Nicholson Ship Log Co. 204 Superior Street, Cleveland, Ohio When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. NovEMBER, 1902. The Peerless Spiral Piston and Valve Rod Packing ie fill hak! 2100) Ts. of steam Will run twelve months in high speed Once tried always used engines To be used ex- clustvely for packing This packing is made in several hun- Ammonia Pumps dred sizes This packing is specially constructed for ice machine service, of layers of rubber and plies of duck which are so arranged and laid as to best resist the actions of ammonia, cold and heat. The duck is a specially made duck, frictioned with an entirely new compound heretofore unknown to the rubber trade, and the core and back is of the celebrated Rainbow Packing com- pound, which is specially adapted to resist ammonia, cold and heat. This packing is constructed on a strictly scientific basis, and the results obtained thus far have demonstrated fully its value for ammonia packing. This packing is madein several hundred sizes. The rings may be slipped onto the rod very readily. The usual rule is to be observed in giving measurements, the depth and width of stuffing box and size of piston rod, in order to get the size desired. Sole Manufacturers of the Celebrated Rainbow, Eclipse Sectional Rainbow Gasket, Hercules Com- bination and Honest John Packings. MANUFACTURED, PATENTED AND COPYRIGHTED EXCLUSIVELY BY THE PEERLESS RUBBER MANUFACTURING COMPANY 16 WARREN STREET, NEW YORK. 16-24 Woodward Ave., Detroit, Mich, 202-210 S. Water St., Chicago, III. 17-23 Beale St. and 18-24 Main St. 200-211 Magazine St., 1221-1223 Union Avenue, Kansas City, Mo San Francisco, Cal. New Orleans, La. 634 Smithfield St., Pittsburg, Pa. These Goods can be Obtained at All First-class Dealers. 12 ase ae When writing to advertisers please refer to MARINE ENGINEERING. NOVEMBER, 1902 Marine Engineering. 4 New Book for the : Publishers’ Announcement Mee Wear ee | Lucas’ Questions and Answers FOR MARINE ENGINEERS | This is a book for practical men—strictly up- to-date—of great assistance in preparing for ex- aminations for a higher grade, as well as a work for every-day use. The volume is strongly and durably bound in rich red cloth with full gilt edges, and titles in gold; it is 7%x5 inches, 1% inch thick, and weighs near 2 Ibs; it is illustrated with 12 large plate engravings, 66 full, 83 half page, and many other diagrams and illustrations; it has an index with more than 1,000 ready references. GENERAL OUTLINE OF CONTENTS. Naturally the book divides itself into two parts—1, Construction; 2, Operation; it contains 516 pages, and 807 Questions with carefully prepared Miwon with nearly 300 explanatory footnotes. The various types of the marine steam-engine are fully explained, with description of the stationary parts (cylinders, bed plates, etc.) and moving parts (valves, gears, piston, piston-rod, etc.), and the operative details of a marine engine. Paddle Wheels and Screw Propellers, the auxiliary apparatus, piping and pipe connections, are all taken up separately. All types of steam boilers are described, with details of the construction of fire- and water-tube boilers, operative details of marine boilers, fuel and fire- gases, combustion, and steam and its properties. Five chapters are devoted to the Care and Operation of a Marine Engine, including lubricants and lubrication, packing and packing materials, care We aes and overhauling in port, laying up a marine engine, and its care and operation under way. A chapter is devoted to Breakdowns and Re- pairs, as also one to Constructive Materials and Tests of Strength; and in an Appendix, Spare Parts and Tool Outfits are described. Price $2.00 Sent Post-paid to any Address. on ; ; io) SEE ORDER COUPON. Se for which send prepaid at S . A 1st to the following address, Q 4 Qa ee /) {eu een ene———s : Enclosed find two dollars, Money Refunded if Not Satisfactory. vA 4 one copy “Lucas’ Questions and An- 4 SEND ALL ORDERS TO THEO. AUDEL @ CO. De / Swers for Marine Engineers.” Jo \ ENGINEERING PUBLICATIONS Ae ae) a AGE GSN aM Chen nets 63 Fifth Avenue, New York City . Wey Ye Suen 13 When writing to advertisers please refer to MARINE ENGINEERING. aS Noy ve wa UNO Ca Ne Nae NE ABA Ra nee ee Boiler Room Equipment. Marine Engineering. NOVEMBER, 1902. The advertisements on pages 14-2] are devoted to Boiler Room Equipment as follows: ASBESTOS—See NON-CONDUCTING COVERING. ASH EJECTORS. Davidson, M. T. ASH HOISTS. BLOW ERS—Also see VENTILATORS. American Blower Co. Boston Blower Co. Buffalo Forge Co. Sturtevant Co., B. F. BLOW-OFF VALVES—See VALVES. BOILERS—Also see ENGINE BUILDERS; also SHIP BUILDERS. Almy Water ‘Tube Boiler Co. Babcock & Wilcox Co. Boyer Patent Sectional Water Tube Boiler Co. Kingsford Foundry and Machine Works. Lake Erie Boiler Works. Stirling Co., The Taylor Water Tube Boiler Co. Thorpe-Platt & Co. Thropp, John E., & Sons Co. BOILER COMPOUND. BOILER FEED PUMPS—See PUMPS. BOILER PLATE. BOILER STAYS. BOILER TUBES. National Tube Co. Shelby Steel Tube Co. Walworth Mfg Co. CORRUGATED FURNACES—See FURNACES. EXHAUST FANS—See BLOWERS. EXHAUST HEADS. Sturtevant Co., B. F. Walworth Mfg. Co. EXPANSION JOINTS. FANS—See BLOWERS. FEED CHECK VALVES—See VALVES. FEED WATER FILTERS. Ross Valve Co. Smith Co., Blackburn. FEED WATER HEATERS AND PURIFIERS. Learmonth, Robert. FEED WATER REGULATORS. Thorpe, Platt & Co. FIRE ROOM PLATES. FIRING TOOLS. FLUE CLEANERS. Walworth Mfg. Co. FORCED DRAFT—See BLOWERS. FURNACES. Continental Iron Works. GAUGES. American Steam Gauge and Valve Mfg. Co. dard Gauge Mfg. Co. GAUGE “COCK S—Aiso see STEAM FITTINGS. Walworth Mfg. Co. GRATES. 5 INDUCED DRAFT. INJECTORS. ‘American Injector Co. Eynon-Evans Mfg. Co. Lunkenheimer Co., The. Ohio Injector Co. Penberthy Injector Co. Walworth Mfg. Co. MECHANICAL DRAFT—See BLOWERS. NON-CONDUCTING COVERING. Johns-Manville, H. » Mfg. Co. New Jersey Asbestos "Co. OIL BURNERS. Tate, Jones & Co., Inc. Union Drop Forge Co. REDUCING VALVES. Mason Regulator Co. SAFETY VALVES. Star Brass Mfg. Co. SENTINEL VALVES—See VALVES. STAYBOLTS. Falls Hollow Staybolt Co. STEAM CIRCULATORS. Bloomsburg, H., 0. STEAM GAUGES. American Steam Gauge and Valve Mrg. Co. Walworth Mfg. Co. STEAM JETS. Bloomsburg, H., & Co. STEAM PIPES. Walworth Mfg. Co. STEAM SEPARATORS. De Rycke, Joseph, & Co. STEAM TRAPS. Buffalo Forge Co Helios-Upton Co. Houghton, FE. F., & Co. Sturtevant Co., B. FE. Thorpe, Platt & Co. Walworth Mfg. Co. STOP VALVES—See VALVES. THERMOMETERS. Helios-Upton Co. TRAPS—See STEAM TRAPS. VALVES. American Steam Gauge and Valve Mfg. Co Ashton Valve Co. Chapman Valve Mfg. Co. Crane Co. KEynon-Evans Mfg. Co. Foster Engineering Co. Kennedy Valve wee Co. Jjunkenheimer Co., The. Mason Regulator Co. Star Brass Mfg. Co. Walworth Mfg. Co. VENTILATING FANS—See BLOWERS. WATER GAUGES. Walworth Mfg. Co. WHISTLES. F American Steam Gauge and Valve Mfg. Co. Chapman Valve Mfg. Co, Lunkenheimer Co., The. Star Brass Mfg. Co. Walworth Mfg. Co. If specialties are wanted which are not advertised, Marine Engineering Information Bu: eau will furnish names of manufacturers and dealers. OUR BOILERS ARE Wow, arm, 130 Steam Yachts, . . « e 60 Passenger Steamers, Tugs } and Lighters, . . . « cl to 6 Boilers Each. 15 Vessels in the Government Service. 40 Steam Launches. ALMY WATER-TUBE BOILER IN OVER 1 to 5 Boilers Each. 75 Stationary Plants. CO. PROVIDENGE, Re fa When writing to advertisers please refer to MARINE ENGINEERING. DECEMBER, 1902. Marine Engineering. SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 12 West 31st Street, New York. President, CL—EmMENT A. Griscom. Secretary-Treasurer, WasHincton LL. Capps. Executive Committee, Francts T. Bow tes, Harrincton Putnam, Lewis Nixon, Epwin CrEMENT A. Griscom, W. IL. Capps. AMERICAN SOCIETY OF NAVAL ENGINEERS. Navy Department, Washingtea, D. C. President, Commander C. W. Rar, U. S. N. Secretary-Treasurer, Lieutenant-Commander R. S. STEVENSON ‘TAYLOR, A. STEVENS, GRIFFIN, Council, Commander C. W. Kaz, U. S. N., Lieutenant-Com- manders I’. H. Barney and R. S. Grirrin, U. S. N., and Lieutenant C. E. Romme:, |). S. N. MARINE ENGINEERS’ BENEFICIAL ASSOCIATION. President, Gro. UHLER, 1609 Brown St., BVA Pa. First Vice-President, Frank A. JonrEs, 1616 La cue St., Ala- meda, Cal. Second Vice-President, Evans I. JENKINS, 138 Clinton St., yyevciand, bs ; ? Secretary, Gro. A. Gruss, 1318 Wolfram St., Lake View, Chi- cago. Treasurer, Axsert L. Jones, 289 Champlain St., Detroit, Mich. Advisory Board, JosEpH Brooks, 6323 Dicks Ave., Philadelphia, Pa.; JoHN McG. StErRITT, 129 Broad St., New York, N. Y.; WILLIAM SCHEFFER, 1031 W. Hopkins Ave. Baltimore, Md. ADDRESSES OF CORRESPONDING SECRETARIES. b W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. ss 2, Rooree Averill, 296 Archwood Ave., Cleveland, O. L. Jones, 289 Champlain St., Detroit, Mich. s 4, fis. A: Macauley, 5802 Michigan Ave, Chicago, Ill. Otto Boettger, 1035 E. Hopkins Ave., Baltimore, Md. “ 6, Clifford E. Shrodes, Room 13, eailioad Exchange, 110 moe Fourth St., St. Louis, Mo. B. J. Holmes, 191 Coyle St., Portland, Me. se 9, Wm. eae es, 784 1-2 12th St., Milwaukee, Wis. rh WAR. Wo Sheer, 1129 Venango St., Philadelphia, Pa. lL. J. Lewis, 322 Deloronde St., New Orleans, La. Francis S. Neal, Section Ave., Norwood, Wm. Hurst, 715 Walnut St... Cairo, Ill. S520$ ies B. Barry, 206 Keel St., Memphis, Tenn. ieee R. Lewis,. 213 East Front St., Jeffersonville, Ind. «24, Jos. B. Flach, 327 N. Fourth St., ” Paducah, Ky. BAS, i H. Kirkbride, g10 East Columbia St., Epaneailles Ind. P. Slater, 1010 Garfield “Ave., Bay City, Mich. Ae W. Farrow, Box 88, Hoboken, Pa. . J. ~u Bois, Tompkinsville, S. I., New_York. Wm. Warin, 36 East St., San Francisco, Cal. Joseph Thomas, 57 Sea St., New Haven, Conn. . A, Page, 1743 Huron St, Toledo, O. Sins Se H. Collier, 73 Starr Boyd Building, Seattle, Wash. Bp Frank W. Buchner, 124 Chestnut St., Erie, Pa. CG MY St Ee Mallia, 1028 Market St., Galveston, Tex. che Smith, 224 Marquam Bldg., Portland, Ore. Sires lige Te Sloan, 810 Spearing St, Jacksonville, Fla. Gah ANTOES Ie Coyle, 627 Superior St., Port Huron, Mich. George Layman, 274 Third Ave., Manistee, Mich. “« 45, Jas. A. Kourke, 708 East Bay St., Savannah, Ga. “46, D. W. Farrell, Clayton, N. Y. Norman Raines, 804 East Spruce St., ich Carl V. Hart, 425 Perry St., Sandusky, O. “* 51, Henry Connell, 28 Yuba St., Muskegon: Mich. Harry Stone, Marine City, Mich. Archie Stalker, Electric Light & Power Plant, boygan, Mich. FE. B. Meeker, 71 Abeel St., Kingston, N. Y. «« 58, E. Capers Haselden, P. O. Box 31, Georgetown, S. C. *“* 59, Daniel L. Kemp, Box 36, East Boston, Mass. “* 62, Nathan S. Lawrence, 30 Connecticut Ave., New Lon- Sault Ste. Marie, Che- don, Conn. “65, Wm. McCarrel, 8 Vernon St., Charleston, S. C. GD Gh \ies Sb Bradley, Saugatuck, Mich, S708 Chas. T. Smith, 536 1-2 Commercial St., Astoria, Ore. Thomas Navagh, 40 Lake St., Oswego, N Louis Garot, Box 1526, Green Bay, Wis. “« 75, Arthur J. Thompson, Alexandria Bay, N. Y. “76, Orson Vanderhoef, Grand Haven, Mich. “77, Jos. P. Brewer, 206 N. Ninth St., Manitowoc, Wis. SS RG 1% a Rehder, 29 W. Superior St., Duluth, Minn. SES Osm Rs oes 46 Elm St., Albany, N. Y. 1 Essen a Ibe Sweeney, 204 EF. Saragossa St., RISES Fla. “* 82, Fred H. Gowell, 427 Middle St., Bath, Hees F. Dumas, 403 Dauphin St. 5 Mobile, ‘Ala. G. Miller, 412 Fifth St., Alpena, Mich. Sherman A. Smith, 737 Menekannee Ave., Marinette, Wis. Geo. B. Milne, 1003 Trumbull St., Detroit, Mich. C. O. Chapman, $ Canal, Sturgeon Bay, Wis. Robert Vallance, 69 Morris St, Ogdensburg, N. hve «* 91, Robert Davidson, 17 Fairfield Ave., Harbor Sta., Ash- tabula, O. “* 92, H. E. McArthur, Courier-Herald Bldg., 3d floor, Sagi- oy W. S;; ioe «« 93, M. E. Davis, M. T. & S. Co., 9290 D St., N. W., Wash- ington, D. C. SSmIQA> reat ee R. Jones, Box 222, Washington, D. C. «95, A. P. Jerguson, Box 198, Key West, Fla. SEKOOS Thos. ullivan, Honolulu, H. I. Thos. J. Hanlon, Box 765, Norfolk, Va. “* to2z, Fred W. Linsemeyer, 210 Clinton St. .» So. Haven, Mich. “* 103, Herbert “Parkins, New Berne, N. C. 3 TRADE PUBLICATIONS. The Joseph Dixon Crucible Company, Jersey City, N. J., issues a neat four-page folder describing Dixon’s silica graphite paint for the protection of heated sur- faces. ‘The circular states that the smokestacks of the Fall River steamer Priscilla are painted with this paint. The patent anchors manufactured by L. M. Bowers and Company, Binghamton, N. Y., are described in a catalogue which this company is distributing. Several iflustrations are given showing the anchors complete and in section, so as to explain fully the special charac- teristics of these anchors. The Providence Engineering Works, Providence, R. L., recently made exhaustive tests of a Rice and Sargent engine which this company installed in the plant of the American Sugar Refining Company, Brooklyn, N. Y. The results of these tests have been published in pam- phlet form under the title of “Steam Consumption at Partial Load.” The many types of engines manufactured by the Buffalo Forge Company, Buffalo, N. Y., both hori- zontal and vertical, are handsomely illustrated in a pocket-sized booklet now ready for distribution. No attempt is made to describe the engines, but each one is handsomely illustrated, so that if the reader is still further interested he can communicate with the com- pany for further information. Very handsome catalogues are issued by N. A. Chris- tensen, Milwaukee, Wis., describing in much detail and illustrating very thoroughly the air compressors which he manufactures. ‘The compressors vary in size from very small portable ones to compressors of the largest size. In addition to a description of the compressors there is much information regarding the subject of compressed air and pneumatic tools. The “Ceco” electrical machinery manufactured by the Christensen Engineering Company, Milwaukee, Wis., will be found very fully described and handsomely illustrated in one of the finest catalogues received this month. Each part of the machine is shown in detail, and there are many line drawings showing the design, which any experienced electrician would like to know. There are also many tables giving much valuable data. The C. O. Bartlett and Snow Company, Cleveland, O., .is now distributing Catalogue No. 7, a very complete publication of nearly 400 pages. It is devoted ex- clusively to the elevating, conveying, and general mill machinery manufactured by this company. ‘The special parts of the magazine most interesting to our readers will probably be the many types of conveying ma- chinery for handling coal and other cargoes in bulk. An exceedingly interesting application of the De Laval steam turbine is described in a folder issued by the New York Electric Headlight and Train Light- ing Company, 52 Broadway, New York city. It com- prises one of these turbines direct connected to a dyna- mo, pump, blower, etc. A number of pictures illustrate the different combinations and explain fully regarding them. Copies of the circular can be had, free, upon application. The gas engines and launches manufactured by the Lozier Motor Company, Plattsburg, N. Y., are beauti- fully illustrated and described in book No. 9, copies of which can undoubtedly be had free by any of our readers on applying to the company. The catalogue comprises 44 pages and is an exceptionally fine specimen of print- ing. The various parts of the engine are illustrated with fine engravings, and altogether it is one of the hand- somest engine and launch catalogues we have ever seen. A free copy of a handsomelvy-illustrated catalogue describing the Carley life float will be sent to any reader of MARINE ENGINEERING by the Carley Life Float Company, Produce Exchange Building, New York city. The catalogue is bound in paper cover, printed in three colors, and contains many large engravings showing tests made of this float. These pictures add much to the value of the catalogue, as they are taken from life and show what a large number of people can be carried. When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. DECEMBER, 1902. “America Cup Contests and Yacht Green” is the title of a folder issued by S. J. Williams, 11 Broadway, New York. It gives a record of the America Cup contests, with pictures of several of the yachts, together with other interesting information, and contains a color card showing four different shades of Williams’ submarine paints. The Nernst Lamp Company, Pittsburg, Pa., is distrib- uting a catalogue which will interest those who have to do with electricity, as it is devoted to the subject of distribution of light from the Nernst lamp. ‘The special features of this lamp are fully described. It is one of the most recent inventions among electric lamps and has attracted much attention. The chain blocks manufactured by the Yale and Towne Manufacturing Company, 9 to 13 Murray street, New York, are fully described in a catalogue which this company is sending free to all inquirers. The blocks include: differential, for occasional use; duplex, for general use; triplex, for constant use and best econo- my, as stated on the title page. The catalogue is com- pletely illustrated. “Work Done” is the title of a 100-page book issued by Westinghouse, Church, Kerr and Company, Maritime Building, New York city. The book is devoted to very complete descriptions of a number of street rail- ways which have been fully equipped by this company. Not only is the text very complete, but there are nu- merous half-tone engravings and line drawings giving full information not only of the power plants, but the equipment as well. The subject of lubrication is covered in a manner to interest every engineer in Catalogue No. 7, copies of which can be had upon application to the Hall Manu- facturing Company, 40 Cortlandt street, New York city. Among the various specialties illustrated and described are pneumatic oil cups, sight-feed lubricators of many types, grease cups, oil pumps, oil tanks, and oil filters. This company also handles lubricating compounds and engineers’ oiling sets, both of which are briefly referred to. Draftsmen and others who have to do with blue print- ing will find much information in the catalogue being distributed by the Pittsburg Blue Print Company, 1505 Park Building, Pittsburg, Pa. This catalogue is de- voted to a complete description of the blue-printing apparatus manufactured by this company. A number of full-page illustrations, 41-2 by 61-2 inches in size, add much to the value of the catalogue in showing the various uses of this machine. Metal melting and refining furnaces of the Schwartz type have a special catalogue devoted to them, issued by the manufacturer, the Hawley Down-Draft Furnace Company, 85 Liberty street, New York city. There are several illustrations showing the construction and arrangement of the furnace, and much information is given regarding its purposes and operation. ‘There are also letters from well-known manufacturers, United States navy yards, and elsewhere, telling of the value of the device. A Most Useful Book for Engineers and Draughtsmen Hawhkins-Emett Diagramal Formulae IT CONSISTS OF 25 cards, about 8xJ0 inches in size, on each of which is worked out diagrammatically some special part of engines of different powers, such as thickness of cylinder walls, diameter of piston rods, area of port openings, etc. PRICE, $3.00, POSTPAID Ae eee eine Marine Engineering, NEW YORK 4 As EVERY ENGINEER and EVERY MACHINIST Uses Calipers, he should have only the best. We make them, both inside and outside, from 2% to 24 inches. The No. 75 style is made in 5 sizes, from 24 to 6 inches, These Calipers are fitted with quick adjusting nuts, unless otherwise ordered. Our Catalogue, No. 16L, of Fine Tools sent free. The L. S. Starrett Company ATHOL, MASS. Question us and C how well we answer every requirement in the con- struction and operation of PNEUMATIC TOOLS OF ALL KHINDS YOKE RIVETERS Q & C HAMMERS. Q& C RIVETERS Q&C HOISTS Q&C DRILLS Our trade mark is a guarantee of highest efficiency and mechanical perfection. Our prices are the lowest fortoolsthat do the work. Catalog will be mailed for the asking. The Q @ C COMPANY 114 Liberty Street Western Usion Bldg. New York Chicago When writing to advertisers please refer to MARINE ENGINEERING. DECEMBER, I9C2. Marine Engineering. JaUB emoother the hull of the yacht, launch or other fast boat, the greater ine speca., IDixons IPot Lead offers less resistance to the water than any other treatment of hulls. Circular and samples sent free. JOSEPH DIXON CRUCIBLE CO., Jersey City, N WE CARRY IN STOCK TWENTY (20) FT. SEAMLESS DRAWN COPPER TUBES, INSIDE DIAM. ALL B. W. G., IN VARIETY OF THICKNESS OF WALL. TWELVE (12) FT SEAMLESS BRASS AND COPPER TUBES, INCLUDING IRON PIPE SIZES HOT AND COLD ROLLED COPPER BOLT, BRAZIERS’ SHEET COPPER AND COPPER- — SMITHS’ RIVETS, SPELTER SOLDER, CONDENSER TUBES TINNED, 5-S AND 3-4 X 18 B. W, G., IN 25 FT. LENGTHS. CONDENSER TUBES AND HEADS SPECIAL LENGTHS AND MEASUREMENTS FURNISHED FROM MILL. Send for our new stock list classifying A MILLION pound of Brass and Copper. WATERBURY BRASS COMPANY 122 To 130 CENTRE STREET, - NEW YORK “Galvanum, a Paint that Will Adhere to Galvanized Iron,” is the title of the latest publication issued by the Goheen Manyfacturing Company, Canton, O. The value of this paint for covering galvanized iron and other metal surfaces is fully shown in the text. The Waterbury Brass Company, 122 to 130 Center street, New York, issues frequent bulletins regarding special lines of brass, copper, and bronze specialties which are in stock. All readers of MARINE KNGINEER- ING who are at all interested in these specialties will have these bulletins sent each issue upon notifying the company. A very neat folder is issued by the United States Gutta Percha Paint Company, Providence, R. I., devoted exclusively to describing this company’s gutta percha rivet cement for hulls of steel or iron vessels. ‘The special features of the cement are fully described and instructions are given as to how to apply it, together with testimonials, etc. The sight-feed lubricators, oil cups oil pumps, grease cups, and other oiling devices, either for steam or gas engines, manufactured by the G. B. Essex Brass Com- pany, Detroit, Mich., will be found described in a cata- logue which this company will send to any inquirer free upon application. ‘The catalogue contains 34 pages and is one that will interest every engine man. The thermometers for mechanical uses which are manufactured in great variety by the Helios-Upton Company, Peabody, Mass., will be found fully illus- trated and described in a 12-page folder which this company is distributing. ‘Thermometers are so exten- sively used nowadays on board ship and in land plants for testing hot water and for use in connection with refrigerating machines, and for many other purposes, that this folder will be of much interest. The Rand Drill Company, 128 Broadway, New York, will send to all readers of MARINE ENGINEERING who are interested in the subject of compressed-air and pneumatic tools a handsome ‘catalogue describing the Imperial air compressors, which this company manu- factures. ‘The catalogue contains a number of fine engravings, with much detailed description of the sev- eral types of machines. ‘This text, in connection with the several tables, gives a great deal of valuable infor- ‘mation. The Howard Electric Novelty Company, Center and Howard streets, New York, will send to all readers of MaRrINE ENGINEERING, upon request, a free copy of an interesting catalogue describing a great variety of electric novelties and dry batteries which this com- pany manufactures. These include hand flash or search lights, such as are used freauently in searching out dark places in engine rooms, electric lighters in variety, electric scarfpins, clocks which can be illuminated by pressing a button, together with many other forms of ornamental and useful novelties. WATCH THIS SPACE FOR OUR I NUMEROUS SPECIALTIES. _ Write for our BLUE CATALOGUE “D.” 0 When writing to advertisers please SOLE MANUFACTURERS OF THE FOLLOWING : Stillson Pipe Wrench. Ashley Right or Left Nipple Holder. Walworth Die Plates. || Hall’s Patent Pipe Reamers. Miller’s Ratchet Die Plates. Walworth Heavy Vise, 14 to 6 in. ‘«Ruff and Toff’’ Pipe Dies. || Ktingfast Pipe Vise, 14 to 2 in. Hill’s Solid Pipe Dies. Hall’s Tapping Machines for Street Mains. Hall’s Brass Pipe Wrench. Smith Friction Hand Tools. Hall's Cast Iron Pipe Cutters ( Dril! Stocks, Stanwood Pipe Cutters. { Combination Socket Wrench with C. C. Walworth Pipe Cutters. | Drill Auger Bit, Stanwood 3 Wheel Pipe Cutters. || | Serew Driver Stock, &c. Miller’s Ratchet Pipe Cutters. Taps, Reamers and Drills. : JOBBERS SELL THEM—IF YOURS DON’T, WRITE. New York, Park Row Building. WALWORTH MFC. CoO., Boston, {28 Federai Street. showing complete line of engineers’ pipe fitting tools. refer to MARINE ENGINEERING. Marine Engineering. DECEMBER, 1902. BUFFALO °"*= FANS || SHIPBUILDERS PLATE HEATING, VENTILATING Generally know that the only AND white pigment that will stand FORCED DRAFT Salat j SPECIAL as ae marine exposure 1S DESIGNS FOR BUILT CATALOGUE ee | ZINC WHITE lf there be any who are not. aware of the fact, it will pay them to learn it. THE NEE BIRSIEN ZING CO. 11 BROADWAY ~~ NEW YORK — SS aS A FREE. Our Practical Pamphlets _ BUFFA LO FORG COMPANY ** The Paint Question,” ‘‘ Paints in Architecture,” ‘“ House Paints: A Common Sense Talk About Them,” BUFFALO, N.Y., U.S.A. ‘* French Government Decrees.” The latest short story of the world’s great engineers, issued by Wyman and Gordon, Worcester, Mass., is devoted to the great German iron manufacturer, Alfried Krupp. The Fort Wayne Electric Works, Fort Wayne, Ind., has issued a number of new bulletins. Bulletin No. 1035 is devoted to electrostatic ground detectors, and Bulletin 1027 to enclosed, alternating-current, 104-volt arc lamps. Mechanical Induced Draft is one of the latest publi- cations of the Buffalo Forge Companv, Buffalo, N. Y. The catalogue is pocket size and is given over almost exclusively to illustrations of different types and styles ee of installations. —— Te i The Wilgus marine oil burner, which is designed fe | 5 a Paint : Varnish Remover nN fl D specially for use in Scotch marine bailers, has a folder l =REMOVES CLEAN TOgTHE WOOD INSTANTLY devoted to it, which is being distributed to all inquirers by the Wilgus Manufacturing Company, 52 Natoma street, San Francisco, Cal. The Modern Machine Shop Outfit is the subject of the latest catalogue issued by the Garvin Machine Com- pany, Spring and Varick streets, New York. It com- Varnish, Shellac, Wax Stains or Paint from turniture, floors or woodwork. Applied with brush, and wipes off clean with rags or cotton waste. So simple a child can use it. Does not in- jure hands or finest grained woods. Fresh varnish or paint cau be applied immediately after use and make a finish just like mew. Makes old woodwork new. prises 56 pages and contains a large number of illus- trations of all sorts of tools, large and small, such as FREE. Send us 10c. for packing and mail- ¢ ing sample sufficient for full trial. would be called for in the equipment of a small and medium-sized machine shop. The ice-making and refrigerating machines manufac- tured by the Brown-Cochran Company, Lorain, O., have a very neat catalogue devoted to them. It is particu- ADAMS & ELTING CO., MANUFACTURERS OF Wood Finishes and Enamels, Deck Paints. Smoke Stack Black and Paint Specialties. DEPT. H, - - CHICAGO, ILL. larly well printed and neatly illustrated, showing the several types of refrigerating plants for yachts and vessels of various sizes which this company manufac- tures. Copies can be had by writing to the company. Large Sale of Packing.—We are informed by the Holmes Metallic Packing Company, Wilkesbarre, Pa., that the past three months have shown the largest demand for this company’s metallic packing in the history of the company. 6 When writing to advertisers please refer to MARINE ENGINEERING. DECEMBER, 1902. Marine Engineering. BUSINESS NOTES. Gorp Mrpar Awarpep.—The C. W. Hunt Company, West New Brighton, Staten Island, has been awarded the highest award of merit—a gold medal—at the Dus- seldorf Exhibition, recently held in Germany. The award was made to this company for its conveyor. Free ‘loos to ENGINEERS.—The Mourid Tool and Scraper Company, 710 Howard street, St. Louis, Mo., which makes a line of special tools for engineers, offers to send free to any reader of MARINE ENGINEERING who is an engineer a sample packing tool, if the letter is received within a month and Marine ENGINEERING is mentioned in the letter. Bro IncrEASE IN Prant.—The Russell and Erwin Manufacturing Company, New Britain, Conn., has placed a contract for the erection of a new building, to be 50 feet wide, 200 feet long, and seven stories high. The construction of the building is to be fire- proof throughout, and the floors will have a capacity of 250 pounds per square inch. It is hoped to have the building ready for use by February 1, so that the company will be in shape to handle orders of any size for this company’s tools and many other specialties. Marine Giur.—Frederick Shapley and Company, 246 Front street, New York city, are making a specialty of Shapley’s United States Marine Glue. This glue is made in either black or deck color, and the following claims are made for it: that it is absolutely water-proof, firm under heat, flexible under cold; that it will not track over the deck, will not melt or become sticky under tropical heat, will not oxidize or rot, yet has all the qualities of rubber. Much information regarding this glue and pictures showing its use is given in a circular issued by this company. Paint AND VARNISH ReMoveR.—The Adams and Elting Company, Chicago, Ill., reports the greatest de- mand ever experienced for Ad-el-ite, which this com- pany is selling in enormous quantities for removing paint and varnish. Ad-el-ite is furnished either in liquid or semi-paste form, and the special claims made for it are that it contains no water, alkali, or acid; that it is free from objectionable odor, and does not injure the hands; by its use varnish, paint, shellac, or wax can be wiped clean from the wood within three min- utes; it does not affect the glue, does not raise the grain of wood or veneers, does not spot or injure the wood; that it cleans all woodwork for a much less cost than any other process; that it is not only cheap, but thoroughly reliable; that it does not evaporate like alcohol, and that one gallon will entirely remove from 200 to 300 square feet of finished surface. The com- pany makes a very generous offer to those who have not used this remover but who wish to give it a test, as will be seen by the advertisement on another page. Heatinc Apparatus.—The American Blower Com- pany, Detroit, Mich., has received a large number of 2) & jo zs = a : : Sf ©. 3 Q. S ~ a £3 Sof yo ‘eb ‘eb 252 EC fx4 = ¥ O ie) ee P| SS = § : Ww Ex : 7 © Gus Sues 2 BE Dw Sa og ~o S 25 For All Engineering 25 at and Manufacturing Purposes 2 orders lately for heating apparatus for large plants, including the buildings of the Lackawanna Steel Com- pany, of Buffalo; the Pittsburg Valve Foundry, Pitts- burg, Pa.; the Fox Typewriter Company, Grand Rapids, Mich.; National Malleable Castings Company, Sharon, No. Mok Que; MarINE CUSHIONS AND Bepprnc.—A recent visit to the factory of M. W. Fogg, manufacturer of cushions, mattresses, and marine upholstery, 202 Front street, New York, gives an interesting idea of the working of a model factory devoted entirely to the manufacture of interior furnishings for steamships, yachts, etc. ‘The ground floor is used for a showroom and office, wherein are shown many of Mr. Fogg’s specialties. The office partition has been made to represent a yacht’s cabin, the cushions being of a light shade of red leather, with empire green draperies for the windows, making a very fine effect. Upstairs, Mr. Fogg has every improvement and convenience that can be utilized in his business. The second floor is used for cutting and operating. All the sewing machines are run by individual electric mo- tors. On the third floor the construction and filling of mattresses and cushions is attended to, while on the upper floors all the stock of hair, felt, cork, etc., is carried. One feature of the top floor is the large elec- tric motor which is used to run the elevator and ex- haust fan. ‘The latter, running at high speed, can draw every particle of dust from the room in a few minutes. FLEXIBLE Chicago: Fisher Bldg. Boston: Weld Bldg. METALLIC CONDUIT For Modern Electric Wiring Our Flexible Metallic Conduit, Flexible Steel Armored Con- \ ductors, and Steel Armored Flexible Cord are particularly . welladapted to all classes of Marine work. : They afford thorough protection to the wires and insulation from rodents, mechanical ) and other injuries, are water-proof and simple to install. Write for Catalogue No. 40415 SPRAGUE ELECTRIC COMPANY General Offices: St. Louis: 527:531 West 34th Street, New York Security Bldg. Baltimore: Maryland Trust Bldg. 7 When writing to advertisers please refer to MARINE ENGINEERING. Marine Engineering. AN ELECTRICALLY-EQuiprep PrLAnt.—The Sherwin- Williams Paint Company, Cleveland, O., has had its entire plant equipped with electric power. A large num- ber of motors have recently been purchased from the Westinghouse Electric and Manufacturing Company, Pittsburg, Pa., so that all of the machinery used in paint and varnish making is operated by motors. The same equipment has been applied in the Newark fac- tory as well as in the one at Cleveland. Marine Harpware.—P. and F. Corbin, New Britain, Conn., are just about building extensive additions to their plant. Included in the additions is a seven-story fireproof building to be used for general manufacturing purposes and a new foundry, to be 60 feet wide and 600 feet long. These improvements will probably be finished at the beginning of the new year, and will necessitate the employment of 100 additional iron mold- ers, 70 brass molders, and 500 extra hands in general manufacturing, thus giving a very large capacity for marine hardware and the many other specialties of this company. “ares DECEMBER, 1902. Vessets CLAssep.—The American Bureau of Ship- ping, 66 to 70 Beaver street, New York, has recently classed in its Record of American and Foreign Ship- ping the following vessels: American schooners, Edgar W. Murdock, Lydia M. Deering, Samuel W. Hathaway, William Bisbee, Phineas W. Sprague; American barken- tine St. Paul, and British schooner Empire Test oF A’ LipceRwoop-MiILLER CABLEWwAY.—Details have just been received of an interesting test of the Lidgerwood-Miller marine cableway for coaling at sea which was installed early in the year on board the Russian battleship Retvizan. The trial took place Sep- tember 12 in the Baltic Sea, under the direction of a Board of Inspectors appointed by the Russian Govern- ment. A letter received from J. Skorohodof, Lieut. I.R.N., who was present at the test, states that the re- sult was in every way most satisfactory to the trial board. ‘The system was manufactured by the Lidger- wood Manufacturing Company, 96 Liberty street, New York, and installed under the direction of Mr. Spencer Miller, the inventor. ““BENEDICT-NICKEL” Seamless Condenser Tubes Experience has proved them to be the best tubing for con- densers ever devised. They are not readily affected by electrolysis. Made from an alloy of nickel and copper, ‘““Benedict-Nickel” is dense, tough and homogeneous, The tubing is spirally formed by hot rolling solid cylindrical billets upon a forming mandrel. Send for our Table Book which more fully enumerates the superiorities of “BENEDICT-NICKEL” If Price usr K V. Waainc NY We are also among the largest manufacturers of Seamless Brass and Copper Tubing (made by the same process as ‘‘Benedict- Nickel”), and of brass and copper sheets, wire, etc. TOBIN BRONZE.—We sell it at manufacturer’s prices. BENEDICT & BURNHAM MG. Co., WATERBURY, CONN. New York, 253 Broadway. Boston, 172 High Street. When writing to advertisers please refer to MARINE ENGINEERING. DECEMBER, 1902. Marine Engineering. McKIM GASKET A profitable Gasket to buy because of its great durability. Made of rubber encased in soft rolled copper—extra an- nealed—so that it will accom- modate itself to faced or rough joints, and withstand abnormal pressure, temperature or cir- culation. : Madeinallsizes for manhole, handhole and pipe fittings. Write for Prices and Catalog. McCORD & CO. 104 Broadway, ~- New York 1471 Old Colony Bldg., Chicago A bound book on ngtneering, valued at $7.50. We are sole agents for the best line of Asbestos Cae ‘on earth. “ae : acludine S. RIA L Sheeting, Piston, and ORDER Gaskets BESTOSKING PACKING & SUPPLY CO., 170 Summer St., Boston ; Agents for . TURNER BROS., ROCHDALE, ENGLAND FREE // GIVEN FO ie GUE ENG INGER SENDING US A AND CIRCUIT TESTERS. Our Portable Instruments are recognized as the standard the world over. Our Voltmeters and Ammeters are unsurpassed in point of extreme accuracy and lowest consumption of energy. WESTON ELECTRICAL INSTRUMENT Co., Waverly Park, Newark, N. J., U.S.A. BERLIN :—Euro-ean Weston Electrical Instrument Co., Ritterstrasse 88. LONDON :—Elliott Bros., 101 St. [Martin’s Lane. NDARD PORTABLE (WESTON S™xoane rorr Voltmeters, Ammeters. MILLIVOLTMETERS, VOLTAMMETERS, MILLIAMMETERS, OHMMETERS, PORTABLE GALVANOMETERS, GROUND DETECTORS, ScHoo, Suite YouNnc AMeErIcA.—Contract has been placed with the Perth Amboy Shipbuilding and En- gineering Company, Perth Amboy, N. J., to build a ship to be called Young America, which is to be used as a school for the education of boys. ‘The ship will have accommodations for about 600 boys, and while they are being prepared for one of the Government academies, or for college, they will be cruising round the world. ‘The vessel will be dependent entirely upon sails and will be of about 2,600 tons burden. New LuNKENHEIMER PrLAN?t.—The Lunkenheimer Company, Cincinnati, O., manufacturers of brass and iron goods and specialties for engines, boilers, etc., such as brass and iron valves, whistles, injectors, lu- bricators, oil and grease cups, etc., on Saturday, Oc- tober 25, formally opened its new works to about three thousand visitors and friends, and is now moved from the old quarters on Eighth street to the fine new plant. The buildings, of which there are five, represent an investment of over $300,000, consisting of the main building, occupied by the brass department, with ad- joining buildings for the iron department, brass foun- dry, power building, and office building; all are of pressed brick and steel construction of modern. type. They occupy about three acres of ground and have switching facilities; three acres additional ground pro- vide for future extension of the business. The foun- dry is equipped with modern appliances, such as oyer- head track system for carrying material, smelting fur- naces burning crude oil, and many pneumatic appliances, such as are used in the latest foundry practice. The general distribution of power throughout the buildings is the latest. he source of enerev is a 300-horse- power compound engine, which drives a 240-K.W., three-phase, 220-volt, General Electric, alternating- current dynamo. The current is led out from a switch- board to the different narts of the buildings, where suitable motors (principally attached to the ceiling) are provided to drive the various lines of shafting. These motors are of the Westinghouse and General Electric induction type, without commutators or brushes. “The power from the motors to the shafts is transmitted through what is known as the Renold Silent Chain Gear, which permits of a very compact arrangement without noise and friction, thus dispensing with leather belts. Telephones connect all departments to a central exchange, which connects with the city lines, thus affording immediate communication from any point in the works. The business was founded in 1862 by the late Frederick Lunkenheimer, and has grown to large proportions, now employing over. 700 men. With increased facilities the company expects to extend its line and take up many new engineering specialties. The company’s trade is domestic and for- eign, being distributed largely through jobbers;-there is a branch store in London, England, and an office in New York city. The company-has placed many orders for additional tools and machinery, which are being installed rapidly. WESTON Standard Portable Direct Reading Voltmeter. Do When wriling to advertisers please refer to MARINE ENGINEERING: . Marine Engineering. DECEMBER, 1902. NEW SHIPBUILDING CompANy.—The Manitowoc Dry- Dock Company has been organized at Manitowoc, Wis. This company has purchased the shipyard and plant formerly owned by Burger and Burger; also a plant | | The RNY, The only in Chicago. The Manitowoc yard for many years has : is adequate devoted itself to wooden hulls and repair work. ‘The Ideal eataciion new company is installing a complete line of tools and | § ss iy 9 ; equipment for building steel hulls. George Burger | Pigment 7 for. Ships, will be superintendent of the company. In connection a ' hee Ae 4 Bridges, with the plant iS a 340-foot dry-dock. The Chicago } TRADEMARK i: Structural yard is on the north branch of the Chicago river, and | & Dp ep Teen aad will be equipped with a modern floating dry-dock, as | § [DIS Steel Work well as having ample facilities for building and repair- te a “See NOM: ing of all kinds. France Merartric PAckinc.—Now that metallic pack- ing is used so extensively on propelling and other Mohawk Paint & Chemical Co. engines in connection with marine WoL and Poca gss SOLE MANUFACTURERS OF ot the greatly-increased demand, A. W. France, Tacony, © * Rae we found it necessary to so largely increase his : Patent, Iron Oxide Paints business that he has organized it into a stock company, ALE VERS with a capital stock of $100,000.. Hereafter the business | 19 Liberty Street, New York will be under the name of the France Packing Company, | Incorporated. _ The company has installed a large | @ The only Pure Iron Oxide Paint. amount of automatic machinery and in other ways greatly increased the facilities of its plant. With these increased facilities, the company is now able to fill all orders promptly. Among the new specialties of this company is metallic packing for use in ammonia ma- The only Non-Crystalline Oxide of Iron Being porous and spongy it ab- sorbs and retains the oil and makes chines. A recent letter from Chief Engineer Mitchell, a permanent, durable, unchang- of the Atlanta Ice and Coal Company, states: “I put | & ing, protective coating for wood in tye sets of your packing on two of our ammonia and metals. rods last spring, and have not had to touch them since. : : The same Peds cost us a good many hundreds of dol- It US) tust-proof and not subject to lars the year before in loss of oil and ammonia, cost | jg Chemical action. _ 2 of packing, and, incidentally, a heavy-loss of output on | § Unequalled for sihmarine use. account of frequent stops. Your packing is running a under an ammonia pressure of 200 0 250 pounds per | J SEND FOR DESCRIPTIVE CIRCULAR square inch.” THE ENGINE is the important thing about a boat. Might much rather use oars than an Engine that is not absolutely reliable. % % *% THE REMINGTON has a great name and equally great reputation, and is absolutely reliable. TWO CYLINDERS FOUR CYCLE SLOW SPEED WRITE FOR PRICES NOW WHILE WE CAN FILL YOUR ORDER Remington Automobile & [lotor Company UTICA, NEW YORK, U. S. A. 10 When writing to advertisers please refer to MARINE ENGINEERING. DECEMLER, 1902. YACHT BROKERAGE Bustness.—Charles G. Davis and Walter B. Bieling have organized under the name of Davis and Bieling and opened offices at 50 Broadway, New York, for the transaction of a general yacht- brokerage business. CHANGE oF Orrice.—Arthur Masters, naval archi- tect and yacht broker, at 29 Broadway, New York, has moved into larger and more commodious offices at the same address. He is now in room 42 on the second floor. A Successrut INvEN'tor.—A recent issue of the Suc- cessful American contained a very complimentary arti- cle regarding Mr. N. A. Christensen, Milwaukee, Wis. From this account we learn that Mr. Christensen was born in- Denmark in 1865 and that as a lad he showed marked mechanical ability. After graduating at the technical institute in Copenhagen, he entered the Danish navy as a constructor, and filled many prominent posi- tions, being promoted with much rapidity. Desiring to see more of the world, he resigned his commission and went to sea on an English merchant marine vessel, for the opportunity to learn the English language as well as to study marine engineering in a practical form. He went to several parts of the world, and in 1891 came to this country, where he became consulting engineer of the Fraser-Chalmers Company, Chicago. In 1894 he went to Milwaukee as designer for the E. P. Allis Company, where he remained until 1896. Meantime he had been doing much experimenting with com- pressed air, and took out many -patents on machinery in this special line. After much litigation his patents were found valid, and’ many of the electrical’ roads throughout the country immediately adopted his air brake and other inventions. Meantime a large plant had been built, and now his many inventions are used in all parts of the country. Mr. Christensen will here- after devote himself exclusively to further developing his inventions in the specific field of compressed air. CLEVELAND, O, The Nicholson Perfected Ship Log. NICHOLSON SHIP LOG CO., a Marine Engineering. Cabins and Staterooms of modern vessels especially those in the passenger service should demonstrate the supreme possibilities of the wood finisher’s art. . This demands a special varnish, how- ever, aS atmospheric conditions are more destructive to varnish afloat than ashore and the ordinary article is of but little use, The varnish best adapted to withstand the deleterious influences of wind, wave and weather is Berry Brothers’ Spar Varnish. Further particulars and a unique marine puzzle sent free for the asking. Write us. Berry Brothers, Limitea, Varnish Manufacturers, a eS BALTIMORE ST. LOUIS AGO ; : PHILADELPHIA CINCINNATI SENT IELNS(CHSSC® Factory and Main Office, DETROIT. Detroit, Mich., October 3, 1902. Dear Sirs:—Both logs are doing all that can be expected of them. Last night— up—it registered from Long Point to S. E. Shoals lightship, 134 miles in a northwest gale, and that is about as correct as it can be. correct, the records of your logs are. If the distance taken off the chart ts Respectfully, CAPT. JOHN McCALLUM, Master, Stmr. Western States. CATALOGUES ON APPLICATION. ‘NICHOLSON SHIP LOG CO., 204 SUPERIOR STREET, CLEVELAND, 0. DID YOU KNOW Tu REFLEX” PATENT FEED = WATER FILTERS will pay for themselves in less than one year by pro-= tecting your BOILERS from grease, oil, and all other 2 mechanical impurities © IF NOT, write us at once for full particulars. For use on Steamships, Yachts, Tugs, and in Hotels, Apartments, Factories and Mines. TRY THEM, and if you don’t jike them send them back and we WILL REFUND the Purchase Price. BLACKBURN SMITH CO., new°vornn 29 BROADWAY When writiig to advertisers please refer to MARINE ENGINEERING. Marine Engineering. \ ae DECEMBER, 1902. Davinson AsuH Eyector.—The September issue of The Steamship, published at Leith, Scotland, contains a fine illustration of the Davidson Ash Ejector, manu- factured by M. T. Davidson, 141 Broadway, New York, and in referring to it says: “This apparatus is being largely adopted in America on account of its reliability and the ease and rapidity with which it disposes of the ashes.” THorNeE's Patent Asu Ejector.—Many testimonials have been received by Fred H. Pell, 11 Broadway, New York, from users of the Thorne patent ash ejector. Mr. Schermerhorn, owner of the steam yacht Freelance, writes: “The Thorne patent asn ejector has been in use on the Freelance for four months and has given entire satisfaction.” Chief Engineer Clifford, of the steam yacht Hauoli, writes: “It gives me pleasure to state that the Thorne patent ash ejector does all and more than you claim for it. Itis a No. 4 and will eject ashes as fast as two men can snovel into the hopper. It works well with 60 pounds pressure. Our discharge pipe is under water, and we have no trouble whatever with it.” Yacut AND Marine INSURANCE AGENCY —Roger Up- ton has opened offices at 24 Warren street, Salem, Mass., as a yacht specialist and marine insurance agent. His purpose is to have confidential understanding with owners of yachts of all kinds, so that he will be in shape to provide customers, whether it be to purchase or to charter a yacht or to build one. Anything that is desired in the way of caring for, or disposing or making use of, yachts in any way will be Mr. Upton’s specialty. Included in this, of course, will be the pro- tecting of the yachts by means of insurance, and other- wise keeping them in first-class order. ‘To those who contemplate building a yacht, Mr. Upton offers his services as a specialist on the subject of design and arrangement. Full information regarding his services may be had by applying to him. Sains FoR AustTRALIA.—Wilson and Silsby, Rowe’s Wharf, Boston, Mass., continue to have .demand for sails from Australia, and have just shipped two sets for well-known racing yachts. INTERNATIONAL Gas Encrnes—The International Enoine Works, Mariner Harbor, Staten Island, are dis- tributing a little folder giving a large-sized picture of a double-acting 16 horse-power gas engine with a re- versing clutch. ‘The claims made for this engine are: durability, simplicity of construction, lightness, small floor space used, power, speed, safety, economy, steadi- ness of motion, and self-starting. These engines are made specially for marine uses in sizes from 6 horse power up. : EMERGENCY ACCIDENT CASE—The emergency case manufactured by the Adolph Levy Company for use on board ship or in shipyards and engine rooms deserves attention. ‘This case contains evervthing that is neces- sary to be used in case of an accident, and from the names shown on the circular is in very general use. The last Baldwin-Ziegler expedition to the pole carried ten of these cases. Any of the readers of MARINE ENGINEERING interested will find it worth while to send for a catalogue, at 127 East wenty-third street, New York. INTERESTING BooKLEets FrEE—George H. Daniels, General Passenger Agent of the New York Central and Hudson River Railroad Company, Grand Central Sta- tion, New York city, has issued two interesting pamph- lets, copies of which are sent free to all inquirers. One is entitled “Bronx Park, New York Zoological Garden, the Largest in the World, and the New York Botanical Gardens and Museum, also the Largest in the World.” The folder describes fully these and other features of the park, and gives in detail the easiest way to reach the park, which is by means of the New York Central Railroad. The other folder describes historical pilgrimages around New York and along the Hudson river, as reached by the New York Central Railroad. fully prepared answers, with nearly 300 explanatory footnotes. The various types of the marine steam-engineare fully explained, with description of the stationary parts (cylinders, bed plates, etc.) and moving parts (valves, gears, piston, piston-rod, etc.) and the operative details of a marine engine. Paddle Wheels and Screw Propellers. the auxiliary apparatus, piping and pipe connections, are all taken up separately. All types of steam boilers are described, with details of the construction of fire- and water-tube boilers, the operative details of marine boilers, fuel and fire-gases, combustion, steam and its properties. Hive chapters are devoted to the Care and Operation of a Marine Engine, including lubricants and lubrication, packing and packing materials, care and overhauling in port, laying up a marine engine, and its care and operation under way. A chapter is devoted to Breakdowns and Repairs, as also one to Constructive Materials and Tests of Strength; andin an Appendix, Spare Parts and Tool Outfits are described. Lucas’ Questions and Answers For MARINE ENGINEERS. This is a book for practical men—strictly up to date—of great assistance in preparing for examinations for a higher grade, as well as a work for every-day use. : The volume is strongly and durably bound in rich red cloth with full gilt edges, and titles in gold; it contains 516 pages; it is 7% x5 inches, 1% inches thick, and weighs nearly 2 lbs.; it is illus- trated with 12 large plate engravings, 66 full, 83 half-page, and many other diagrams and illustrations; it has an index with more than t,ooo ready references. GENERAL OUTLINE OF CONTENTS. Naturally the book divides itself into two parts—1, Construction ; 2, Operation ; it has 807 Questions with care- ME. Enclosed find Two Dollars, for which send Pp O ae) 00 Sent post-paid to any address. See order coupon, Money prepaid at once to the rice, e e ‘refunded if not satisfactory. Send for free catalog. fo following address, one copy Yi “Lucas’Questions andAnswers Send all orders to Educational Publishers, THEO. AUDEL& CO. 03 Fifth Avenue, New York City for Marine Engineers ” INT ITE Ce aan ene ee Address---- 12 When writing to advertisers please refer to MARINE ENGINEERING. i") AA A AAW LNIN TY AN Pe A A PUR, a i A (SS (aN sage AA nA LS > ANI a ps A IW 3 9088 02026 0188 ll | SMITHSONIAN LIBRARIES IMI BESSA tate PBS Be sat, ee 2 . . SSS seeds Shak ae P< Se ee Oe Ot ae Ot Oe Ae eee es Sepa 2) eng seca ecremrs tee