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, 16 MARINE REVIEW. [May 2, HAVERFORD AND MERION. A DESCRIPTION OF THE TWO LINERS WHICH ARE ABOUT TO BE LAUNCHED IN SCOTLAND FOR THE INTERNATIONAL NAVIGATION CO.--SHIPS OF THE "INTERMEDIATE" TYPE. [Special correspondence to the Marine Review.] Glasgow, Scotland, April 25.--In the Marine Review of Dec. 27 last the writer gave a description of the twin-screw Zeeland, which steamer had then just been launched by John Brown & Co., Ltd., Clydebank (late the Clydebank Ship Building & Engineering Co.) for the Interna- tional Navigation Co. of Philadelphia. This boat has now just completed her trials and is preparing for her first voyage as these lines are being written, so that no time has been lost in fitting her out since she was put into the water. The trials took place a few days ago, not only at what is known as the "measured line" (a course between Skelmorlie and Largs, at which new vessels are officially tested as to speed), but also on long runs at full speed up and down the Firth of Clyde. On a twelve- hours' test the mean speed developed was 17.3 knots, but as before ex- plained, these vessels are not designed as "ocean greyhounds" so much as for comfort and for economical combination of cargo and passenger traffic. The Zeeland measures 500 ft. by 60 ft. by 42 ft. depth to upper deck, and her gross tonnage is 12,000. The engines worked with the smoothness of perfection, and being found without a flaw, after the trials, the vessel was dispatched to Antwerp, there to load for New York. By the time the Zeeland arrives on the American side John Brown & Co., Ltd., will have launched another addition to the fleet of the Inter- national Navigation Co. This is the Haverford, which (like her sister ship, the Merion, building in the same yard and to be launched a little later) is intended for the Southampton and New York service of this company. No particulars have yet been published of this vessel, and the following are furnished specially for the readers of the Marine Review. The Haverford is a four-masted twin screw steel steamer of the type called 'intermediate,' which has of late years become so popular on the Atlantic. That is to say she is designed neither for rapid passenger service exclusively, nor for cargo-carrying only, but for combined passenger and cargo traffic on the most approved principles. One essential of this class of boat is that there shall be sufficient speed to suit all passengers who holstered and decorated, one novel feature being the grouping of the side ports in pairs. Abait this bridge house are the quarters of the engineering staff, and above is the promenade for the cabin passengers. At the after end of this promenade deck are the captain's room and officers' quarters, and at the forward end is the ladies' boudoir. Abreast of the engine casing is a lobby giving entrance to a large and very comfortable smoking room on the starboard side and to the library on the port side. Above these houses are the boat decks, wheel house and navigating bridge, the latter pro- tected by a steel bulwark. Eighteen boats are carried (including sixteen life boats), and life belts are stowed in every state room. The Haverford carries fewer passengers, it will be seen, than the Vaderland and Zeeland on the Antwerp route, but gives them more space. For propulsion the Haverford has two main sets of vertical, triple expansion engines of the inverted marine type, each cylinder driving a separate crank. Each high pressure cylinder is 29 in. diameter, each intermediate is 46% in. diameter and each low pressure cylinder is 75 in. diameter. The stroke is 4 ft. 3 in., and all cylinders are fitted with liners. For the high pressure cylinders the slide valves are of the piston type and for the intermediate and low pressure cylinders they are of the flat-faced type. The valve gear is of the usual double-eccentric double-bar link motion type. The air pumps are driven by the levers off the cross head of the intermediate cylinders. To each set of engines is fitted a direct acting, steam reversing engine, and the levers of the reversing shaft are fitted with screw gear to admit of the adjustment of cut-off being made in one cylinder independently of any of the other cylinders. All the cylin- ders, liners, covers, front and back columns, condensers, and sole plates are of cast iron and the condensers form part of the main engine fram- ing. All the shafting is of steel, and each crank shaft is of the built up type in three interchangeable pieces. All the main bearings, thrust shoes and tunnel blocks are lined with white metal. The propellers are four-bladed, with bosses of cast iron and blades of manganese bronze. The auxiliary machinery consists of two centrifugal pumps for circulating the water through the main condensers; two vertical simple pumps, with float gear, capable of feeding the boilers when working at full power; two ballast pumps, one sanitary pump, one fresh water pump and a donkey boiler feed pump. There is also a feed heater and filter and a very complete dis- tilling plant, especially designed with a view to cattle service. To each engine is fitted an Aspinall governor. For steam generation there are ° ° DESIGN OF HAVERFORD AND MERION--TWO ATLANTIC LINERS FOR INTERNATIONAL COMPANY. prefer comfort to the headlong rates ot the racing liners. More and more people every year seem to prefer the moderate speed of the "'interme- diate" class to that of the record-breakers. The Haverford, theretore, does not aim at a speed of more than 17 to 18 knots, but this is not, of course, a snail's pace. The vessel is 530 ft. long between pervendiculars, 59 ft. broad and 39 ft. in depth, molded to upper deck. She is then 30 ft. in length, 1 ft. in breadth and 3 ft. in depth less than the Zeeland. As her gross tonnage is 11,500 tons, she is 500 tons smaller than that vessel. She is, of course, built to Lloyds highest classification, and beyond, for she is specially strengthened against the rough weather of the North At- lantic. Internally she is divided into ten water tight compartments in such a way that she will float even with two of these compartments flooded. The enormous bunkers are grouped around the boilers, for which they, will serve as a sort of armor shielding should the boat ever be taken up for war service, and the propeller shafts are enclosed in the ship's frame- work and plating to their outer ends. Still further to ensure the safety of the ship and to secure sufficient immersion of the screws when she is running light, deep ballast tanks are placed in two of the holds extend- ing to the lower deck. These tanks, along with the usual provision in the cellular double bottom afford storage for about 4,000 tons of water ballast. The whole of the interior of the s*ip below the upper deck (except what is occupied by the machinery, boilers, bunkers and store rooms) is set apart for cargo, and insulated chambers are provided for the. convey- ance of refrigerated goods. For the working of the huge cargo seven hatches are furnished with ten powerful winches and derricks, the latter being attached to each of the four masts. An unusually massive windlass is placed on top gallant forecastle to work the anchors, and there are also two extra-sized warping winches. Both windlass and winches are oi American make. The ship is fitted with docking and steering teleg-aphs, and the steam steerine gear is nlaced under the poop deck. And now as to passenger accommodation: Amidships on the upper deck is a long bridge accommodating 500 third-class passengers. In tho forward portion are portable berths in large rooms on both sides, with dining tables down the center. These portable berths take in about 300 persons. In the after portion are a series of state rooms to hold four or six passengers each--those on the port side for men, and those on the starboard side for women, or for married couples with families. The dining room outfit is much superior to that provided usuallv for third- class passengers. The provision of baths, lavatories, sanitary accommo- dation, etc., is ample and excellent and conveniently arranged for both sexes. Two companions lead from the third-class quarters to the prome- nade deck, where is a commodious smoking room. Above the shelter deck is the cabin accommodation, located in a bridge house 150 ft. long and the whole width of the ship. Here are large and airy state rooms for 150 first-class passengers. At the forward end is the dining saloon seated for 112 persons. It is panelled in light oak and tastefully up- two double-ended and two single-ended boilers working at 160 lbs. pres- sure under natural draft. Needless to say that all the machinery has the stamp of excellent finish for which the Clydebank yard is renowned. Ten years ago there was no merchant ship afloat so large as the Haverford, and yet she is little more than half the tonnage of the Celtic, which has just been launched at Belfast for the White Star line by Messrs. Harland & Wolff, who have created the famous fleet of that flag. The Celtic belongs to the same class of "intermediates" as the Haverford, built neither for record-breaking nor for luxury, but to make money and to enable passengers to make the transatlantic voyage in absolute comfort at a moderate fare. The Haverford is only about 1,400 tons smaller than the 'Campania, but the Celtic is 3,600 tons larger than the Oceanic, and her displacement is 10,300 tons more than the famous and unfortunate Great Eastern. She is 700 ft. long, 75 ft. broad, and 49 ft. in depth. She is of 20,880 gross tons, and has no fewer than nine decks, and she has ac- commodation for no fewer than 2,859 passengers besides a crew of 335-- the population of many a western city. BENJAMIN TAYLOR. SHIP YARD ITEMS. lL. S..Marvel & Co., Newburgh, N. Y., launched the steamboat Thomas Patten for the New York & Long Branch Steamboat Co., known as the Patten line, last week. The steamer's dimensions are: Length over all, 211 ft.; length on water line, 200 ft.; breadth, molded, 33 ft.; breadth, extreme, 59 ft.; depth, molded, 9 ft.; draught, loaded, 4 ft. The machinery consists of a vertical, surface condensing, beam engine, with a cylinder of 5f 'in, diameter and 8 ft. stroke. The boiler is of the lobster, return tubular type, 10 ft. in diameter by 27 ft. long, built for a steam pressure of 50 Ibs. per square inch. There will be a centrifugal circulating pump and a blower with independent engine. The wheels are of the feathering type, 20 ft. in diameter, and are expected to make thirty- five turns a minute. fe A contract has been awarded to William A. Moore & Sons, Alexan- Se for a fore-and-aft compound engine for the harbor police boat irginia, which is stationed at Washington D.C. The engine will have cylinders of 7 and 18 in. by 10 in, stroke, and will be installed in the tug early in the summer. Percy & Small, Bath, Me., launched from their yards on April 20 the new five-masted wooden schooner Martha P. Small. The new vessel is a thoroughly modern one, 264.6 ft. long, 45.7 ft. beam and 21.5 ft. deep. Her net tonnage is 1,903. She will be commanded by Capt. George N. Barlow, formerly of the schooner Benjamin F, Pool. : Fred M. Cooke, Bath, Me., is making pl : ; : a aking plans for a passen tean pt: tes used on - a to be established se Penebecar nae ew steamer is to be 140 ft. long, 28 ft. b é i fe ec rie aoe g eam and 9 ft. deep and will