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TAE Marine. REVIEW 7 33 hose. Five streams can be used at one time with a pump- ing capacity of about 6,000 gallons per minute. The vessel is 186 ft. long between perpendiculars, 32-ft. beam molded, 59 ft. 4 in. over guards, and 7-ft. 6-in. depth at side moldings. The hull is framed on a combination of the longitudinal and transverse systems. The transverse beams, or frames rather, are placed uniformly 3 ft, centers. The longitudinal system of framing is used between frames No. 10 and No. 51 upon the flat bottom and the transverse system forward and aft of these points and upon the sides of the boat. There are four transverse bulkheads placed upon frames I0, 20, 30, 41 and 51 respectively, each extended from the side of the boat and built of 3-16-in. plate. These work intercostal to the longitudinal bulkheads w:th the ex- ception of the one on frame No. 10, and on frame No. 51, which are continuous across the boat. The engines of the harbor boat, Mark Twain, will be installed in this boat, but the Springfield Boiler & Mfg. Co. will supply four boilers of the ordinary Mississippi river type, set in one battery. Each boiler will be 44-in. diameter and 26 ft. long, and will have four flues 7-in. and two flues 12-in. diameter. STEAM TURBINE MARINE LIGHTING SETS. The development of the steam turbine for boat propulsion has aroused much interest in this type of engine as a prime mover, but it has also been found well adapted as an auxiliary for lighting and electric power work on shipboard. Curtis steam turbines are being used for this service, taking the CURTIS STEAM TURBINE, place of marine engine sets. Compactness and smooth run- ning are perhaps the most important attributes of marine machinery, and both these qualities are inherent in the steam turbine generator set. The machine here illustrated consists essentially of a properly governed Curtis steam turbine of the horizontal type direct-connected to a direct-current gene- rator. The turbine casing is bolted directly to projections on the field frame casting of the generator making the whole as compact and simple in construction as possible. This com- bination possesses all the advantages of rotary over reciprocat- ing motion, An even steady torque is always acting on the shaft and there is no jar or vibration. In turbines of 15, 20 and 25 kilowatts capacity, there are but three bearing surfaces, two main bearings and the link between the governor and valve. The main bearings are self-oiling and the governor link requires but one minute's attention once a day. On the other hand, in the reciprocating engine there are a great number of bearing surfaces and mov- ing parts, including cross-head, wrist-pin, crank, eccentric, rocker-arm, etc., in addition to the main bearings. More- over, an engine cylinder requires internal lubrication and oil getting into the feedwater, causes trouble in the boilers and heaters. The turbine set, on the other hand, needs no in- ternal lubrication, and the constant feed of cylinder oil with its consequent expense, is eliminated. The exhaust steam may be turned into the boilers or heating system with perfect safety. As to steam consumption, it is not possible fo make an accurate comparison between small turbines and reciprocat- ing engines as the latter vary greatly; but in this direction the turbine compares favorably with the small marine type of engine. To sum up, the steam turbine marine generating set com- bines all the advantages of rotary over reciprocating motion and has been successfully adopted for lighting on ship board. Among the small sets used for this purpose are two 25-kilo- watt machines on the recently launched Hendrick Hudson of the Hudson River Day Line boats. This is the largest and finest passenger ship ever built for inland waters, and is equipped with the best and most approved machinery. Two of the Erie ferry boats in New York are also lighted by Curtis steam turbines of this type, and several coast vessels. now building in the Fore River and in the Cramp ship building yards are to be furnished with the same compact type of marine lighting sets. FRACTURED PROPELLER SHAFT. James Macdonald, Hong Kong, China, sent to the Marine Engineer, London, the following interesting account and il- lustration of a fractured propeller shaft: FRACTURED PROPELLER SHAFT OF A STEAM LAUNCH. "I forward two photos of the fractured part of propeller shaft, belonging to a steam launch, which I noticed in a small launch-building and engineering establishment in this colony. As the fracture was somewhat unique, I got pos- session of the shaft, and have forwarded it to the Institute of Marine Engineers, London. "By way of explanation, | may state that the shaft was of the ordinary type--3% in. di- ameter--with two brass liners cast on. The left-hand side of photo represents the forward end of shaft, and the right- hand side, just where the rope is, by which it was slung when photographed, the forward end of the after-liner. "This shaft belonged to a Chinese launch owned in Can- ton, and was said to be made in that city from a bar I in. larger in diameter than the finished product, although from the appearance of fracture, it would seem as if an outer sleeve (about %4 in. thick) had been filled with a hetero- geneous mass of small iron bars, etc., and then, by some means, welded or fused into an apparently solid shaft; The small tuft showing on top left-hand side was a piece of jute, firmly adhering between the apparent sleeve and body of the shaft, while the white mottled part in center is a piece of paper (which had got rusted on), describing shaft while on view in our local Institution of Engineers and Ship Build- ers, and has nothing to do with the fracture." The schooner W. O. Goodman, for many years in the Chicago lumber trade, was bought by Mrs. Eliza G. John- son, of Boston, and will be taken to the Atlantic to engage in the coastwise trade.