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eee ere a poe eS ee eT ee "TAE. MarRINeE. REVIEW upon these requirements before a scientific society such as ours, but at the same time it may indirectly bring about still further advances in our own profession, for it may be. just possible that such a state of things being noticed here may arouse or awaken fresh enthusiasm in the minds of those who once strove by every effort to keep in the fore- front, and so induce them to look further ahead than mere dividends and produce another advance in naval architecture and marine engineering even on the new turbine system it- self. Returning to the lines, it is only necessary to briefly no- tice the Southampton-New York service of the Combine, which has carried on with the same four steamers for the 'past ten years, and as no newer or faster crafts are either being built or projected, it is evident that no great expan- sion of this service is taking place. Among the independent lines still plying to and fro, it remains to briefly mention the Warren, Johnston, Wilson, Manchester, Bristol, which are carrying on extensive freight services with large modern steamers of ordinary design of hull and machinery, and we then come to the vigorous young Canadian Pacific Line, or, as it is generally called, the C. P. R. : Ss This fast-extending and favorite passenger line came into existence but three years ago, in April 1903, and was suddenly created by the purchase from Elder, Dempster & Co., of the whole of the service of the Beaver Line between Liverpool, London, Bristol, and Canadian ports, by the Cana- dian-Pacific Railway Company. so that they could have their own vessels on the Atlantic as well as on the Pacific, and since they commenced operations, a regular and well- appointed service has been carried out between the above ports, which will be still further improved by the addition of fine new twin-screw passenger vessels of 18-knot speed from the Fairfield yard on the Clyde, early this year, these vessels, following the style of those on the Pacific, are to bear the names "Empress," being the Empress of Ireland and Empress of Britain, their dimensions are 569 feet by 65.5 feet by 40 feet, 14,500 tons gross, and 20,000 displace- ment, and they are fitted with ordinary reciprocating twin- screw four-crank quadruple machinery to indicate up to about 18,000 horsepower. The hull and machinery of the vessels call for no com- ment, as they present no special features of interest. Turning now to the countries outside of Great Britain, it will be only necessary to mention the more important, such as the Rotterdam-American from Holland, the Red Star from Belgium, already noted as portion of the Com- bine, the Compagnie Transatlantique from France, the Com- pania Transatlantica from Spain, Rubattino from Italy, and Bensaude from Portugal, and we come to the two great Ger- man lines, the Hamburg-American from Hamburg, and the Nord Deutscher from Bremen. The wonderful progress of these two latter concerns manifested in the splendid steamers which they have sent forth calls for more than passing notice, for after following for many years in the wake of the leading British lines, the Nord Deutscher, in 1896, placed an order with the Vul- can Company of Stettin for a steamer to excel the Cunard Campania and Lucania, which was to be the largest and most powerful liner yet constructed. This vessel, the noted Kaiser Wilhelm der Grosse, soon became famous, as she exceeded the Cunard vessels both in size, power and speed. Spurred by the doings of this the first twin-screw owned by the line, the competing Hamburg-American Line made another advance and brought forth, in 1899, a powerful vessel named the Deutschland, also built by the Stettin company, but of slightly larger hull dimensions, and considerably more power of machinery. Following upon this vessel came the Kaiser Wilhelm II, for the Nord Deutscher Line in 1903, which up 19 to now is the most powerful steamer ever built, and likely © to represent the acme of the reciprocating machinery, which has so long been recognized as the only reliable propelling power. ' Since these powerful vessels commenced plying on the Atlantic they have surpassed all records in speed, and up to the present hold the coveted honor of the fastest passages, which it is to be hoped will be regained by the oe 'tur- ~ bine Cunarders early in 1907. In order to readily form some idea of the continued ad- vance in every particular of the Atlantic liner, I have pleas- ure in giving a table of dimensions of the newer vessels, which to those interested will well repay careful perusal. When considering the particulars it is interesting to note that the best day's run yet effected on the westward passage was that made by the Kaiser Wilhelm II., which ran a dis- tance of 564 knots in a day. On the homeward or eastward passage the best run was made by the same vessel, when the distance was 583 knots---these results point to an average speed of .23% and 24% knots per hour, which, if steadily maintained all across the Atlantic means just over and just under 5 days' passage from Queenstown to Sandy Hook, or vice versa. Although one is met by the well-known adage, "It is never safe to prophesy unless you know," it is tempting when go- ing over these figures to form an estimate as to the speeds which may be attained in the near future by the new Cunard- ers, especially when it is borne in mind that the Carmania, Victorian, and Virginian, as turbines, have satisfactorily come through their trials both on the measured mile and in the regular service. The indicated horsepower designed for--so far as boiler power is concerned--is reported to be 50,000 to 60,000, and as this is some 50 per cent more than the Kaiser Wilhelm IL., it is not. unreasonable to expect that the average speed will be in the neighborhood of 25 knots per hour, so that the dis- tance traversed in one, day may reach 600 knots, which gives a passage of about 4 days 12 hours from Queenstown to Sandy Hook. _ As these performances will more than likely be carried out and will-be in themselves remarkable, it will be seen on a little consideration how heavy is the penalty of continuous high speed at sea. : When the first paper was read, in 196 the fastiat passages were made by vessels :-- Ft. 1 Breadth Deep Dis nomen LH.P. Speed Cost 155° 45 2 3933, 7 9, 600 tons 5,100 16 knots £200,000 14 years later, | in 1892, these x figures were : paeanced by { 566 57.8 39.2 16,740 '" 18,000 20 '* £460,000 twin screw | steamers to Again in 1899, ee a5 2 G00 65.5 45.5 24,400 * 36 000 23% '** £740,000 Whereas the ) coming Cunarders will through dnote of +760 88 60.5 41,500 ' 60,000 25 '* £1,250,000 turbines and | 4 propellers | increase these to So that to increase the speed from 16 knots to 20 required anincrease of I. H. P. by 4, of displacement by 134, and of cost by over 2, which meant a saving of time on the passage of I day 19 hours; from 16 knots to 23% required increase of power by 5, of displacement by 2%, and of cost by 334, sav- ing on passage being 2 days 4 hours; and from 16 knots to 25 required increase of power by 12, of displacement by 4%, and of cost by 6, saving on passage being 2 days 23 hours. These figures briefly resolve themselves into the fact that in order to gain 3 days on the passage from Queenstown to New York, it is necessary to increase the size and horse- power of the vessels to such an extent that the first cost is