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

50 gan indignantly, "that there's not as oo min in th' fire hole t' day as iv'vyer there was? Why shudden't there be?" "Tist that, said Mr. Casey, "an' yez can figger th' why out f'r y'rsilf." ----__---- DETAILS OF A CARGO STEAM- ER. At the Institute of Marine Engineers on March 15, W. Vesey Lang read a paper on the "Details of a Cargo Steam- er." e -Taking as the type of ship to be dealt with the ordinary cargo steamer of 6,000 to 7,000 tons, Mr. Lang said the details required careful consider- ation in regard to first cost, working economy, maintenance, and _-- provision against repairs. The chief objection to "spec" ships was that everything was to the barest classification rule size and no allowance was made for wear and tear. It was to be noticed that the majority of these were permanent disqualifications as it was beyond prac- tical considerations to renew or alter marts, winches, donkey boilers, etc., while such details as steam pipes, ex- haust, suction and delivery piping and electric wiring, put to do bare require- ments, could never be caiied upon to do extra work when~ required. For scantlings, steel was the usual material for the modern hull, but weather decks should be of iron to better withstand corrosion. It was: also desirable that *tween decks and tank tops should be of iron. He advocated extra steel scantlings of iron thickness at tank margin strakes, floors, angles, and intercostals under engine and boilers, division plate floors, bottom or coaming plates ot each watertight bulkhead and of brack- et plates: connecting bulkheads and stiffeners to tank tops. Dealing with the subject of windage, he thought a bow form of superstructure would be a great advantage to speed, and from the navigating bridge would give a clear sea view well abaft the beam on either side when standing at the center position or forward on angle. The advantages claimed for joggling shell plating were .considerably out- weighéd by the probable loss ofs dis- placement and grain Space, a Ee ad so i: ' The barge s Sond and 'Plymouth and steamer': "Atizénd will "be offered for sale \. to the highest bidder on April 20, 1909, at Vl a.9m,. ot the dock of the Guy & Ralph Gray Co., Cleveland, O. Charles H. Carleton, receiver of the Guy & Ralph Gray Co); spar and also. THe Marine Reviow The Matson Navigation Co's Steamer Lurline. - E PRESENT herewith sec- Al tions and a brief descrip- tion of this ship which has built by the New- Ship Building & Co. the Pa- News Dock for Dry cific trade between San Francisco and the Hawaiian Islands. The ship is built under Lloyds .three-deck rule to their highest and her principal dimensions are: all, 436 ft.: beam molded, 53 ft.; depth, molded, to upper deck, 33 ft. 6 in.; load draught, 26 ft.; corresponding displace- ment, 10,000 tons. Longitudinally the ship is divided in- classification Length over to four holds, and main and spar decks are laid all fore and aft. An orlop deck is worked from the stem to the after end of No. 1 hold. All decks are of steel and the spar deck is laid with yellow pine in forecastle, midship house and poop. Gangways are fitted be- tween decks at all holds. The frame spacing throughout is 26 in. Scantlings are shown on midship section, Fig. 1. She is fitted with three steel masts, the fore and main equipped with dér- The mizzen spar is also fitted with one 5- ton boom for handling engine room weights. The crew's quarters, carpenter shop and the boatswain locker are for- ward under the forecastle deck. The dining saloon, pantry, ladies' and men's bathroom and fourteen staterooms are located in the midship house on. the deck, while the "smoking room, social hall and six staterooms are lo- cated above these on the bridge deck. The dining saloon and all staterooms are finished in white and gold and the social hall and smoking room are fin- ished in mahogany ! upholstered in, .dark rick booms for handling cargo. "brown: "The pilot housé, chaitt room 'ana the extra cost of renewing and. repair--- ao and! officers' quarters are on thé uppér. bridge deck. The engineers' quarters with: those af the oilers, water- tenders, firemen, cooks and waiters are aft under the poop deck, together with the galley mess room. and officers' and crew's Propelling Machinery, The engines are of the usual triple- expansion type with cylinders 31, 50 and & in. diameter with a stroke of 54 in., arranged with the high pressure cylinder forward. The cylinders are unjacketed and the high and inter. mediate are fitted with single piston valves, with double piston yalyes on the low pressure, all of which are fitted with balance pistons. The valve gear is of the usual link type, The crank shaft and pins are 16% in, diameter with forged steel crank webs. The general arrangement of the en- gines and auxiliary machinery is shown in Fig. 2, which is a section through the engine room looking aft. The main boilers are four in num- ber of the standard single-ended Scotch type 16 ft. 4 in. diameter, 11 ft. 6 in. long. The working pressure is 180 tbs. Each boiler is fitted with four Morison furnaces, 39 in. diameter with separate combustion chambers. The grate area in each boiler is 78 sq. ft., and the to- tal heating surface in one boiler 2,726 sq. ft. Tubes are 3 in. diameter and there are 254 plain and 106 stay tubes in each boiler. Fig. 3 shows cross section through boiler room _ looking aft. There is one donkey boiler also of the single-ended Scotch type 11 ft. 6 in. diameter and 10 ft. 6 in. tone for a working pressure of 180 Ibs. This boiler is fitted with two 44 in. Morison furnaces and 176 plain and 66 stay tubes 3 in. diameter. The pro- peller is of the four blade' sectional type with a cast iron hub and man- ganese bronze blades. The diameter is 18 ft, pitch 20 ft, projected area 98 sq, ft.,..developed "area 115° sq: 7% A fuel oil burning system is installed. It should be added that the propel- ling machinery is fitted right after the manner of the bulk freight steamers which are so successful on the Great Lakes. The ship made an exceptionally suc- cessful run from the yard of the build- ers to San Francisco, the engines be- ing stopped but. once for about an hour to set up high pressure piston rod. packing before reaching Puntas Arenas.."From there until the anchor was~tet goxin San Francisco bay the en- gineg.Wete ,"not 'stopped once. The average day's run was about 280 knots with about 5,800 tons of cargo and 2,300 tons of fuel besides bunkers. In addition to the usual auxiliary ma- chinery, a large Chase towing machine of the improved type is fitted aft.