The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

1869.4 MARINE REV bewW. on will agree with me that this does not follow. The experimental stage is past. The large boat can be built at once, ready to do all this work. What does it matter if weights are excessive and bearings crude, etc., etc., when this vessel is so far beyond competition in its crudest form. It is very simple in its construction and in the application of power. It will certainly be a process of evolution to reach perfection, and so the second vessel will be better than the first, just as the railroad engine has grown. The early railroad engines look to us very crude now, but they displaced the stage coach. As noted in the specifications that follow, foregoing figures relate to a large ocean-going boat, 200 by 800 feet. My plans for a lake craft are for a vessel 95 feet in diameter by 500 feet long, which will carry three times more than the largest of the present lake boats, and can be driven at an equal or greater rate of speed with much less power. My boats are also much less expensive to construct. I may say that I have many broad scientific men and several eminent engineers and naval architects who fully agree with me. SPECIFICATIONS FOR THE KNAPP BOAT. Specifications accompanying the plans for a troop ship, which Mr. Knapp recently submitted to the United States government, and refer- ence to which is made in the foregoing article, provide for a vessel 200 feet in diameter and 800 feet long, capable of accommodating 30,000 men, with provisions, and 30,000 tons of coal as cargo. There would be eight decks of varying sizes and each 8 feet 3 inches from floor to ceiling. The vessel would contain between the intermediate and outside skins 780 compartments, each being 62.8 feet long at the shell. Between the large tank in the engine room. These buckets pick up the water when the ship is in motion; when stationary the water is supplied by a donkey pump to the tank. The engine room is fitted with a series of dynamos to run the hoists and steering gears. To light the ships these dynamos are driven by friction of the outer shell when revolving, or by a separate engine when in port. The main engines are fitted with turning and reversing engines. : GREAT LAKES FREIGHT STEAMER C. A. BLACK. A picture of the Detroit steamer Clarence A. Black, regarded as one of the most economical freight carriers in this country, is presented here- with. This vessel, built by the Cleveland Ship Building Co. and fitted with the Howden system of hot draft, through arrangement with the Dry Dock Engine Works of Detroit; is credited in two elaborate reports of tests with having shown a fuel consumption of a little less than 114 pounds of coal per indicated horse power per hour. The Black is a vessel of the ordinary coarse-freight type in general use on the great lakes, and is of 6,800 net tons capacity. She is 414 feet over all, 50 feet beam, 28 feet depth. Her load of 6,800 net tons is carried on about 17 feet draught. Engines are of triple expansion type, with cylinders. of 22, 85 and 58 inches diameter and 40 inches stroke; air pump 32 inches diameter and 14 inches stroke. She has two Scotch boilers of 13 feet 2 inches diameter and 12 feet length over all, allowed 165 pounds working presstre; four furnaces, 48 inches inside diameter with grates of 5 feet 6 inches--88 square feet; total heating surface 4,292 square feet; propeller, sectional, four- bladed, 13 feet 6 inches diameter and 14 feet pitch. ; Particulars of a trial of this vessel showing a consumption of only 1.46 ba a ee Great Lake Steamer Clarence A. Black--Said to be the most economical freighter in the United States. succes and internal skins 600 additional compartments would be pro- vided. The engine compartment is placed in the middle of the ship and is 200 feet in length by 168 feet in diameter. It is swung on journals at each end, these journals being the same on which the cabins swing, but. the engine platform is entirely independent of these cabins and can oscilate in any direction without affecting them. There is in the very bottom a tank sufficient to carry enough fresh water to feed the boilers. Above this is the stokehole floor and two batteries of three boilers, each of 3,000 horse power, or a total of 6,000 indicated horse power; boilers to be of the water tube type. On this floor and close to the boilers are the coal bunkers with a capacity of 3,000 tons. The engine platform is to be 12 feet higher up, and there will be two sets of triple expansion engines of 6,000 horse power each. Only one set at a time is used to propel the ship, the other being used to couple in the event of an accident. Engines are of the long stroke type with cranks at 120 degrees, so as to insure a uniform pressure on the crank shaft Cylinders to be 28%, 46 and 75 inches by 9 feet stroke, with fifty revolu- tions per minute, working on an extra heavy crank shaft, to which is keyed two pinions, working two internal spur gears, above the center of motion at each end. The engine framing being hung on the center and the power applied above the center, all the power and weight is applied to force the shell round the center. and at the same time by driving from fifty revolutions down to ten revolutions gain immensely in power. This is allowing largely for slip, while at the time having full command of the engine. The water supply for sanitary purposes and surface condensa- tion is gotten by a series of buckets joined by pipes which discharge ina pounds of coal per I. H. P. per hour are as follows: -Steam pressure, 165 pounds; vacuum, 22 inches; 'average revolutions, 87.7; indicated horse power, H. P: cylinder, 482.3;.1. P.icylinder, 538.5; L. P. cylinder, 505.8; total average, 1,526.6; ref. M. E* P. to L.+P. 'cylinder, 32.7; ratio of horse power to grate surface,.17.3; ratio of heating-surface to-horse power, 2.8; duration of test,.6 hours 2 minutes; total.coal burned, 13,440 pounds; coal per hour, 2,228 pounds; coal per hour per: I--H. P., 1.46. pounds; coal per hour per square foot of grate surface, 25.32; air pressure at fan, 14% pounds; temperature at hot well, 139°; temperature 'of feed 'water ,after leaving heater, 175°; speed of vessel, 12.23 miles; speed of propeller, 13.95 miles; slip of propeller, 23.3 per cent. -- eeysrirty | A strange co-incidence is found in the death during 1898 of four of the men most prominently identified with ship building' on the Délaware river--the Clyde of America. The death of Jacob.G. Neafie was followed by that of John H. Dialogue, Charles Hillman, and J. Taylor Gause, the late president of the Harlan & Hollingsworth Co. of Wilmington. The Fore River Engine Co., Weymouth, Mass., has received orders for two triple expansion engines for yachts now building. Cylinders will be 7, 11% and 19 inches by 10 inches stroke. They also have the con- tract for a compound engine, with cylinders 12 and 24 inches by 16 inches stroke, for the steam yacht Arenal: The work of rebuilding the Starin ship yard, Long Island, N. Y., which was recently damaged by fire, is well under way. The new plant will be much larger than its predecessor,