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July, 1909 At the right of each card is slown the corresponding tangential pressure for one complete revolution derived in exactly the same manner as those shown on Plate. 1. It. is needless to state that initial condensation, re-evaporation, wire draw- ing, etc, all combine to make these cards unattainable in practice, but they are comparative and _ illustrate very clearly the principles on which these two types of machines operate. It will be seen that in the machine with the slow opening valve while the momentary rise in pressure may be as rapid as in the other type, still the pressure is not sustained, but rises and falls in swift pulsations and does not, even with the most favorable assumptions, give as great an average resistance to pay- ing out until after a considerable amount of line has been run out. Ex- perience and _ theoretical investigation agree that the sooner the resistance is put on and the steadier it is maintained, the better is the action of the machine. The vessels actually do separate less, less steam is consumed in returning them to their normal positions, and the danger of accident due to collision or grounding is reduced to a minimum. "Shallow Draught River Steamers." The first paper read on Saturday morning was Mr. Charles Ward's paper on "Shallow Draught River Steamers." The variety and extent of the illustrations make it impossi- ble to reproduce this paper in full; but it was one of the most interest- ing and most important submitted, and the Transactions containing it will doubtless be frequently consulted, so little authentic data having hither- to been published on this subject. The salient features of Mr. Ward's paper will be published in the August Marine Review. Discussion on Mr. Ward's Paper. Frank E. Kirby--Personally I great- ly appreciate this paper, and I can also appreciate the difficulty of pre- paring it; and I believe that there is a great future for steamboating on the Mississippi and tributary waters. The reason I say I personally appre- ciate it, some years ago I was asked to look over some plans and specifica- tions for a river ferry boat at St. Louis, and along, my lines of experi- ence I could not subscribe to their plans and the company said they were then in greater difficulty than they were before; so I was asked by them to prepare plans for a ferry boat which is now in operation at St. Louis, having a length of 170 ft., 76 ft. wide over the guards, 48 ft. hull, and has side wheels. The wheels are eration 'of a double ended lever TTAE MarINeE. REVIEW driven by independent compound en- gines located in the hold. The object of the broad design is to afford all the deck space possible for wagons. The engine is operated from the mid- dle of the ship. The engines both proved very satisfactory and the com- pany now are in the market for two duplicate boats using the same type of engines and boilers with a some- what larger hold. Mr. Ward did not tell you some things about the en- gines in these river boats. When I[ went to St. Louis to look inte the matter of the ferry boat I: remember they had in service what is called there a boot jack model boat; that is, a boat with a double stern and a wheel lo- cated between them. Mr. Ward did not. tell im his paper all about the lever engine commonly used on the western rivers, that is, the single en- gines. When backing them they com- monly made up the exhaust and steam lead with--what shall I say--a_ club. wv hickory. stick about 2 in, sq. hung from a peg from the ceil'ng of the engine room. The engineer thrust this between the jaws of the wipers and the lever when backing. This op- restored the necessary lead, which had been lost by using the go- ahead eccentric for backing; the hook of the eccentric rod being lifted off the go-ahead pin on the bottom end fixed. to a rocking shaft and hooked on to the top: pin. I asked the engineer why he did that. He cvidently did not understand the philosophy of it, for he said it was because they always did it that way. The paper is very valuable and there has been a great deal of care in working out these de- tails. Stevenson Taylor.--I believe the ti- tle of this paper should have been "Shallow Draught Western River Steamers." There is a difference of opinion as to what constitutes shallow water. The Detroit river might, for instance, be considered a_ shallow stream. I think this paper proves the necessity of looking upon the habit and custom of a place with sympathy rather than criticism. There is a great deal of information in this paper which has never been presented to the society before and the Transac- tions containing it will be consulted many times in the future. I move a vote of thanks to Mr. Ward. President Bowles--It is proper to comment upon the great care and la- 'bor which Mr. Ward has exercised in the preparation of this paper. It certainly shows an enormous field for the engineers of this country to develop. It also emphasizes the great 'in knees 217 difficulties which engineers have in 'putting in practice obvious improve- ments from the lack of education of those who are obliged to manage these businesses, which brings us di- rectly to the problem that is con- fronting us of industrial education in the United States, a matter which would go further to extend our oppor- | tunities than almost any other move- ment of today. A vote of thanks was tendered to Mr. Ward. Alexander E. Brown, of the Brown Hoisting Machinery Co. had under- taken to prepare a paper on "Material Handling Arrangements for Vessels on the Great Lakes,' but illness pre- vented him "irom. finishing 7 B. Sheridan presented Mr. Brown's regrets in person and the hope was expressed that Mr. Brown might be able to prepare the paper for the fall meeting, The Strength of Knees and Brackets on Beams and Stiffeners. Prof. H.. G. Sadler then. read H. R. Hunt's paper on "The Strength of Knees and Brackets on Beams and Stiffeners," as follows: An examination of the midship sec- tions of various United States naval vessels by the author showed that, in general, the depth and riveting of and brackéts at the ends of beams and stiffeners are regulated by the depths of the beams and stiffeners, although the shapes, weights, and strength vary to a considerable extent. It was therefore thought interesting to investigate the strength of the knees and brackets at the ends of the vari- ous beams and _ stiffeners. Since the case of stiffeners and beams with brackets at the ends is like that of beams with knees at the ends, we will consider in this article the case of beams supported by knees at the ends. The beams and knees _ investigated are given in Table I on Plate 1 and by sketches on Plate 2. The riveting in the beam knees of the Olympia, | Nashville and Dubuque was assumed from the practice found in the other ships and some of our teading ship- yards for the same sized beams. In all other respects, the data is taken from work as actually installed in the ships named. In general, this table shows, in col- umns 1 to 7, that the practice in United States naval vessels is to make the depths of knees three times the depths of beams, and to use one 34-in. rivet in the knees per inch depth of the beams. The exceptions to this statement are the 6-in. beam of the