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ar MARINE REVIEW. ay CONSTRUCTION OF LAKE STEAMERS. 'A PAPER DEALING WITH RECENT DESIGNS.--PREPARED BY MR. R. L. t - GENERAL MANAGER OF THE GLOBE IRON WORKS. - - At a recent meeting of the Civil Engineers' Club of Cleveland, Mr. R°L. Newman of the Globe Iron Works Co. presented a paper that has occasioned considerable comment, principally on account of the very positive way in which Mr. Newman declares that some steel vessels on NEWMAN 1 ' Hiei 1 1 vl ee Y { 1 L ; 4 Wend | Excees of Buoyancy) tei miestitecea 1606 Tons lta, Det POR Oe ier, RR Mie wee i Meo tn eee ea fi 1 , ' Se etl a Curve Jer [5 W ieateeiegis ues. Noduen eG pet" een are, Rae caret aN es pet } 1 ! 1 1 { t { ' I l | ereculeeaie <i dle Mecntent ole, | ea : | ! 1 t ul el t | pie} eel slig. Veal: 3 e) I 1 I= i 1 ! 1 { ' 1 I I ieee PAUL IE in Weeds ee, i ! 1 1 ! ' | 1 ' | uy ! ' H | ' 1 SH Meg dol eae | { Moen I (pM 1 5 ier \ a; ! 1 1 ' ! 1 1 { a 1 (rsyealk-vc. ieee iy stedal ei olla pepe aol eens ! ' \ 1 1 { 1 1 I i ' 1 1 { 1 1. 1 1 { 1 13 8 4 ' G6 7 & 9 W WW 12 1 14 86 16 17> We 10 BO 3192 ~o : ob 0 itibehs ce. : Fre. 1. the lakes are structurally weak, and that a large expenditure will be re- quired at some time in the near future to strengthen them. With the ex- ception of a short introduction, Mr. Newman's paper is:as follows: A study of the stresses to which a ship may be subjected is most appropriate just now, as we shall, in a very few months, witness the ad- vent of several fresh-water leviathans of great length. The demands are at present for boats of the largest practical dimensions, limited only by the tortuous channels of the. connecting straits and the facilities obtain- able at the ports of entry. We are nearing the day when we shall see steamships nearly 500 feet long, bringing down, every trip, over 7,000 es 18 LA Sern fe Bed! | sai ete | eee Ie grt Se | Exbe 1 ! os of Buoyanty 4 Tons ' i. 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The naval architect has therefore to rise to the occasion and satisfy these' demands in such a manner that the undertaking will bring credit to himself and to the ownet. While providing ample strength, he must also have in view the necessity of not overburdening the boat with material. T remember well a remark made to me by a very celebrated engineer, Mr. A. E. Seaton some ten years ago, when I had the nominal charge of his drawing office. He remarked to me (over some work I was doing): "Any man can build an engine if he is allowed to put in as much material as he likes; but the engineer of today is the trained man who can build the best engine on the ntity of material.' I know of no expression more appropri a ae to i. applied to the ships of today. There are many bali who are certainly building light ships, .but are they such aS tedound to their credit and bring honorable mention to their firms? regret to state that I believe that there are many boats now floating on the great iakes, built to satisfy the demands of the owner for great carrying capac. ity, in which the material is distributed in a far from efficient manner: and it will be only a matter of time when, owing to the intense workin of the spar decks of these boats, the fatigue limit of the material will have been reached; and woe betide the owner who may have to pay the cost of stiffening the same! It is my firm belief that with a better dis- tribution of material we can obtain excellent results from our ships on a reasonable amount of mngte agen I will endeavor to point out the litt}. n done in this direction. ane thats Beals appreciate the structural difficulty to be encountered when we increase the length of our present lake freight from 482 to 475 A WILL LLL Sa SAN SS WS SS Yi ree Y. \S LY S SANS INN WS SS AA LRLLN' \) Neutral see eee ewe xis WLEEEZEL EZ LZ Fic. 3. EQUIVALENT GIRDER. DESIGN A. or 500 feet, yet this feat will shortly become an accomplished fact. The two most important points to decide are (1) the position of machinery, and (2) the scantlings; or, in other words, the midship sections, that give the best possible distribution of material. Figs. 1 and 2 illustrate a ship lying at rest in still water, unloaded. She has, therefore, to support only her own weight and that of her machinery. In Fig. 1 the machinery is placed aft; in Fig. 2 it is placed somewhat forward. Each figure shows two curves--the curve of weight and the curve of buoyancy. Owing to lack of time I have been unable to prepare similar curves for boats bal- lasted and loaded. In Fig. 1, between ordinates 1 and 6, the curve of weight is in excess of the curve of buoyancy to the amount of about 348 tons; that is to say, this weight of 345 tons must receive support from some other part of the ship than that immediately under it. Between ordinates 6 and 15 the curve of buoyancy is considerably above the curve of weight, but between ordinates 15 and 22 the weight rises again in ---- Genter-Ling-- -- i Ts ) Fie. 4. Desien B. eee of the buoyancy to the extent of 261.2 tons. Our ship 1s simply a beam, supported amidships and weighted near the bow and near te - stern with the weights of 261.2 and 345 tons, respectively. The result 18 very severe bending moment in the area representing the excess ° uoyancy, In Fig. 2 the excess weight aft is 384 tons, and the excess satin