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1899. | MARINE REVIEW. THE FOUR ADMIRALS. VESSELS CONSTRUCTED BY THE CRAMPS FOR THE AMERIOAN MAIL STEAMSHIP CO.--THEY MAY BE READILY CONVERTED INTO AUXILIARY CRUISERS-- BUILT UNDER MAIL SUBSIDY AOT. The exigencies of the late war did not afford the only oppertunities of the year for a demonstration of the capabilities of American ship builders in the matter of rapid construction work. There were, especially during the latter half of the year, several instances where contracts were executed in a most expeditious manner, but it may be said with entire consistency that in no case was a more creditable record made than that of the William Cramp & Sons Ship & Engine Building Co. of Philadel- phia, in the construction of what is known as the Admiral class of steamers for the American Mail Steamship Co. of 100 Broadway, New York City. The keels for these vessels were not laid until early in the summer of 1898 and the opening of the new year finds them all four in commission, or at least practically completed so far as the builders are concerned. These vessels were built with especial reference to the requirements of the Boston Fruit Co., to which they were chartered for a period of ten years before work on them was begun. It was the original intention to one > -- - staterooms, the captain's room, chart room and pilot house, while in the rear are the music room, library and smoking room. The holds of the vessels are, of course, provided with water tight bulkheads. Propelling engines are of the vertical triple expansion type, with cylinders 18, 28 and 45 inches by 30 inches stroke, developing 2,500 indi- cated horse power. The engines are designed to give 148 revolutions, the propellers being of the three bladed type. Steam is supplied from two Scotch boilers, 15 feet 6 inches in diameter by 11 feet 6 inches in length, capable of 160 pounds pressure and equipped with forced draught. Mor- ison furnaces are used. The steamers are fitted with electric light plants of the modern type. They are equipped with steam windlasses manu- factured by the American Ship Windlass Co., Worthington pimps, steer- ing engines of the kind manufactured by Williamson Bros. of Philadelphia, - and Baldt stockless anchors. Subsidies which this fleet will receive from the government will ag- gregate about $120,000 annually. It is stipulated in the government con- tract that the steamers must be capable of making 60 knots in four hours steady steaming, but none of the four had any difficulty in attaining a speed in excess of this figure. It is further provided in the subsidy act that each steamer shall carry a midshipman and a cadet. As above stated, each vessel is provided with permanent gun mounts. All four vessels Steamer Admiral Dewey, Built by the Cramps for the American Mail Steamship Co., of New York. name the vessels for counties and cities in Massachusetts, after the plan previously followed in christening vessels intended for the service of the fruit company, but the victories of the Spanish-American war suggested a different form of appellation, and the names Admiral Dewey, Admiral Sampson,Admiral Schley and Admiral Farragut were accordingly selected. The Admirals are 282 feet over all, 36 feet beam, 24 feet deep and of 2,000 gross tons register. They have been so constructed as to enable in the event of necessity, their prompt and economical conversion into auxiliary cruisers of the navy, capable of mounting four rapid fire guns of not less than 6-inch calibre. Each has accommodations for ninety saloon pas- sengers and a crew of 170 officers and men. The plan of the steamer Beverly, for some time past in the service of the Boston Fruit Co., was resorted to to furnish the fundamental principles of the plan for the new ships, but in the latter many improvements have been incorporated. One of these is found in the increased freeboard, the vessels of the Admiral class having 13 feet freeboard amidships, 19 feet forward and 12 feet aft. Staterooms on these vessels are all forward of the engine well and are, therefore, free from disagreeable vibration and the heat and dirt from the boilers. Opening off the main saloon on the main deck are eighteen staterooms finished in white enamel ornamented with gold and fitted with the finest upholstery. At the rear of this saloon on either side are the lavatories and baths, and from the saloon a handsome staircase leads to the house on the bridge deck above. On this deck are located six 0 ee a will be employed regularly in the Jamaica fruit trade, and some idea of their capacity may be gained from the statement that each can readily accommodate a cargo of 43,000 bunches of bananas, a larger consignment than has been transported by any single steamer previous to their con- struction. It may be interesting to note also that the Boston Fruit Co., to which these vessels are under charter, has about twenty vessels regu- larly employed in its service and last year delivered to the ports of New York, Boston, Philadelphia and Baltimore a total of 6,000,000 bunches of bananas, 10,000,000 cocoanuts, 5,000 bags of pimento, 36,000 packages of oranges and 2,000 bags of cocoa and coffee. S. B. Greacen, engine manufacturer of Perth Amboy, N. J., is build- ing compound engines for several vessels. For the steam lighter Ruth, owned by J. M. Worth of New York, he is providing an engine with cylinders 11 and 29 inches by 18-inch stroke; for the tug John D. Dailey, cylinders 14 and 37 inches by 20 inches stroke; for the steamer Harlem River, cylinders 12 and 31 inches by 16 inches stroke; and for the Merritt Wrecking Co.'s steamer William Coley, twin screw engines with cylinders 914 and 25 inches by 16 inches stroke. . _M. P. Brown, 314 North West street, Syracuse, N. Y., whose ship yards are at Baldwinsville, N. Y., writes to the Review that although he has no vessels on the stocks now he expects to build a boat this winter.