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8 MARINE REVIEW. 7 Proposed Improvements in Ship Construction. In the Review of April 1, 1897, John Haug, naval architect of Phila- delphia, who has given considerable attention to the type of freight steamers that are peculiar to the lakes, suggested certain improvements in methods of construction, which, in his opinion, would add strength and rigidity without increasing the weight of material. Mr. Haug has since patented these improvements, and the specifications accompanying his claims will probably prove interesting to both vessel owners and ship builders. He says that the invention relates especially to the construction of vessels intended for carrying cargoes in bulk, such as grain, ore, coal, etc., these vessels being usually constructed with numerous and very wide hatches, in order to facilitate quick handling of the cargo. Es "By reason of the multiplicity and width of these deck hatches," says Mr. Haug, "the vessel is much weakened transversely, especially as in such vessels the usual intermediate decks and most of the intermediate t beams are also omitted, thereby further reducing the transverse strength. Hence there is considerable vibration of the structure when under way, and the general strength and cohesion of the structure is endangered by the insufficiency of transverse connections. In order to overcome these objections, I propose to provide the structure with a series of deep girder- frames disposed at intervals throughout the length of the same, and to further modify the usual construction with the purpose of increasing the general strength and rigidity of the structure. In the accompanying draw- ings, Fig. 1 represents a view, partly in plan and partly in sectional plan, of a vessel constructed in accordance with my invention, the midship portion of the vessel being removed; Fig. 2 is a longitudinal section of the same; Fig. 3 is a partial transverse section, on a larger scale, showing one of the deep girder-frames; Fig. 4 is a partial transverse section show- ing certain web-frames which are alternated with the deep girder-frames in the structure, and Fig. 5 is a transverse section through the ordinary framing of the ship. The deep girder-frames A are extended completely around the vessel's section and are spaced at suitable intervals longitu- dinally. Thus, a deep girder-frame is alternated with each of the hatches, occupying a position midway between the hatches, although this arrange- ment is simply shown as one instance of a construction embodying my invention, a greater or less number of these deep girder-frames being used, as desired. "Tn the construction shown in the drawings the girders of the double bottom constitute the lower members of the deep girder-frames, but in a vessel with an ordinary single floor deep girders will be carried across the vessel from side to side at the bottom in order to complete this member of each frame. Owing to the great strength and rigidity of these deep girder-frames their employment at appropriate points in the structure of the vessel very materially stiffens and strengthens such structure where they are introduced and consequently adds to the general strength of the structure to such an extent as to compensate for the weakness due to the number and width of the hatches employed. In order to further increase the strength of the hull-frame, I alternate with the deep girder-frames web-frames B, of which as many may be used between successive girder- frames as the desired strength of the structure may suggest, two of these web-frames being shown in the present instance between successive girder- frames. The remaining frames 'C of the vessel are similar to those of ordinary construction. "Extending longitudinally along each side of the vessel and secured F; FTG. Z. ! FIG. 5. fess : | | | | | | | | | | | -- | O; to all of the frames of the same are a series of longitudinal stringe.s D, which serve to connect the various vertical members of the franvework so as to unite them in a homogeneous structure, provide additional longi- tudinal strength, and guard against undue local strains, vibration and other sources of weakness. To the under side of the deck frame on each side of the row of hatches I secure longitudinal shelf-plates F, which are also secured to the upper members of the deep girder-frames and serve to longitudinally stiffen this portion of the structure and counteract the so-called racking strains, which, when the vessel is in a seaway, tend to twist and distort the decks and upperworks of the same. The deep 'girder- frames may be composed of channel bars or plates stiffened by angles suitable gusséts @ serving to secure these girers together at the angles and also to the hold-beams G, and the longitudinal stringers D may be secured to the framework of the vessel by similar gusset-plates 6, while diamond plates @, serve to secure certain of the longitudinal stringers to the web-frames B." Mr. Haug's claims, based on the foregoing description of his inven- tion, are as follows: "First, a ship having deep girder-frames extending completely around its transverse section and spaced at intervals longitu- dinally. Second, a ship having deep girder-frames extending completely around its transverse section at suitable longitudinal intervals, said deep girder-frames being alternated with web-frames and frames of the usual construction spaced intermediately of said deep girder-frames. Third the combination of the deck-frames with horizontal longitudinal shelf-plates secured to the under sides of said deck-frames and extending along each side of the row of hatches close to the sides of the same. Iron Trade Prospects. The conjunction of low prices with improving trade conditions should lead to an enormous increase in the consumption of iron and steel. The times are most propitious for undertaking new enterprises of almost every character. Money is abundant, interest is low, our vast natural resources are again adding to the country's wealth, our workingmen are becoming more generally employed, the farmers are again liberal pur- chasers of all kinds of manufactured products, and another era of pros- perity opens up before us. According to the latest official estimate, the population of this country exceeds 77,000,000, and the wants of this vast multitude, when they have the ability to purchase what they need or de- sire, must be far in excess of the results shown from 1894 to 1896, when the closest economy was practiced. The population in 1890 was only 62,622,250, and in that year we manufactured and easily marketed 9,202,703 gross tons of pig iron and 6,022,875 tons of all forms of rolled iron and steel, importing 665,771 tons of all sorts of iron and steel products in addi- tion. As 1890 was not a boom year, but might be considered a period of fair prosperity, it would seem reasonable to make a comparison with it. On the basis of the business of that year, therefore, we should be pro- ducing pig iron at the rate of about 11,500,000 tons per annum and turning out all forms of rolled iron and steel at the rate of 7,500,000 tons. How much of an increase on recent business this means is indicated by the statistics just published of the output of pig iron in the first six months of this year, which show that 4,403,476 tons were turned out, or at the rate of only 8,800,000 tons per annum. Since 1890, also, conditions have been reversed in our foreign trade, our iron and steel imports being com- paratively insignificant, while our exports are climbing to very respectable figures and the outlook for continued growth is exceedingly promising. Perhaps never before were conditions so inviting for long contem- plated improvements to be undertaken. Prices of machinery are below anything that the most econoniical buyer could have anticipated. Build- ing material of all kinds is selling at almost absurd rates. 'Experienced _contractors are surprised to find how cheaply they can cover their require- ments, estimates of cost based on past business being beaten considerably by anxious manufacturers or mechanics. Competition in every line seems at this time to have gone to extremes. It is related of a prominent west- ern heating contractor that, after figuring on the exact cost of labor and materials in a piece of work he was about to do for himself, he concluded to ask for bids from others in the trade, and found that he was able to beat 'his own cost prices considerably--and got the work well done, too. Similar experiences are related in other lines. Such a state of things can not last long, with the fine prospects ahead of us. Shrewd capitalists are even now taking advantage of their opportunities to make very profit- able bargains, and others will speedily follow their example. Low costs are no inducement, to investors when the business world is in such a de- pressed state that everything seems to be going from bad to worse. But when the clouds have lifted, and men are recovering their spirits and renewing their courage, it is to be expected that they will be induced to make fresh ventures, and that very low prices such as now prevail will tempt them to do even more than had been contemplated. In the ex- pansion of general business thus effected the iron trade will necessarily reap a substantial benefit--Iron Age. Five ship building firms submitted proposals to the light-house board on the composite light-ship for Overfalls shoal, New Jersey, which is to be built by the Bath Iron Works of Bath, Me. The bids. were: Bath Iron Works, Bath, Me., $68,875; Columbian Iron Works & Dry Dock Co., Baltimore, Md., $69,925; Crescent Ship Yard, Elizabeth, N. J., $70,900; Pusey & Jones 'Co., Wilmington, Del., $72,345; Gas Engine and 'Power Co., New York, $87,500. The North American Transportation & Trading Co. of Seattle has let a contract to the Cramps of Philadelphia for two 2,000-ton steamers, with a capacity of 700 passengers each, to ply between Seattle and St. Michael in the Yukon trade. It is also reported that Moran Bros. of Seattle will build for the same company six small freight and passenger steamers, cost -- ing in all about $375,000. The Marine Review has prepared in neat oak frames cards containing the schedule of time required to be run between certain points in the St. Mary's river under the speed limit of seven miles an hour. When hung in a pilot house, distance and time may be readily noted from these cards, as the type is large. They will be sent by express to any address at $1 each, or may be had upon application at 409 Perry-Payne building, Cleveland, for 65 cents each. _, An opportunity will be given patrons of the Nickel Plate road to visit Chautauqua lake and Lily Dale, N. Y., Aug. 20. Ask agents ot time of special train and rates. 2 The Nickel Plate road will sell excursion tickets to Chautauqua as Cassadaga lakes, Aug. 20. Ask agents. ee