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

September, 1909 all-turbine or the all-steam-engine ma- chine is to be preferred on board ship to any combination for effecting econ- omy, unless the gain more than offsets the loss from probable repairs. One of the most useful devices for marine work would be a thoroughly reliable, noise- less gear of high enough efficiency to make it worth using with a very high- speed turbine. If it could be designed for variable speed as well as reversing, the steam turbine would soon replace the steam engine in all classes of ships. An interesting example of the sys- tem proposed by Mr. Durtnall applied to a special case, is in actual ase for the Chicago fireboats, Joseph Medill and Graeme Stewart, designed by W. I. Babcock. (See Marine Review, May, 1009.) [here js .a central -- station of two 660-horsepower Curtis turbines di- rect connected to two 220-kilowatt di- rect-current generators and _ two-stage centrifugal pumps. The current from the generators is conducted to varia- ble-speed motors on the two propel-er shafts, The motors can--be controlled from the pilot house, as well as from the engine room, and the captain can easily direct the movement of his boat without signalling to the engineer. When the ship is gcing to a fire the power can be thrown on the generators and motors by letting the centrifugal pumps remain dry, and when lying still, the whole power of the turbines can be used in pumping water. The test of these ships gave very Satisfactory re- sults both for propulsion and pumping. The weight of machinery does not ap- pear in the report. That was in this case not a controlling factor, and yet the total weight of machinery, boilers and pumps was doubtless' taken into consideration. CORRUGATED SYSTEM OF SHIP CONSTRUCTION. THe Marine Review in its August issue made reference to the steamship Monitoria, which is being built at the ship yard of Osbourne, Graham & Co., Hoylton, Sunderland, for the Ericsson Shipping Co., Newcast'e - on - Tyne. Further particulars are now obtainable from the Engineer, London. This vessel is the first to be built from the designs of the Monitor Ship- ping Corporation, of |Newcastle-on- Tyne, and her construction represents an interesting departure from ordinary practice. The Monitoria measures 279 ft. by 40 ft. 1%4 in. normal extreme breadth, increased to 42 ft. by the application of the Monitor projection, and has a depth, moulded, of 20 ft. 7% ins The vessel is of the single 'TAE Marine Review deck type, with poop, bridge and fore- castle, and her deadweight capacity is about 3,300 tons. She will have large hatchways, five winches, steam wind- lass, steam steering gear, and large S. S. (MoNrtéRIA: ON THE Stocks. water balast capacity,. and will be fitted with triple-expansion engines built by the North-Eastern Marine En- gineering .Co., Ltd, Sunderland, with cylinders. 21 in. 364m: and 56 in diameter, and 36 in. stroke. The salient features of the Monitor system are -well illustrated' in the ac- companying engravings, from which it will be seen that the shell plating is swelled cut in two places 'at each side, between the light. and. the load _ lines, in the form of+a.:somewhat:-flat arc, which is gradually curved into the flat side of the normal vessel . above ard below and :also between these arcs. As a result of experimental work ex- tending over some few years, it is claimed that with the Monitor system it will be possible to reduce the ver- tical amplitude of the waves, and to utilize the power thus saved. The crown of the Monitor corrugation is 111%4 in. from the main frame, which latter is 8 inecby.:3 in. The bulb angles are spaced 2 ft. 4 in. apart, and the corrugated frames are 3% in. by 3 in. Plain angles are attached to each main frame and the corrugation gusset pate at each frame. There are no side stringers. It is affirmed that the projections will give additional buoyancy, and a considerable increase in the hogging and sagging strength, so that the stress on the material is reduced both at the keel and the gun- wale. As this application is in the nature of an addition to the ship rather than a drastic alteration to the main struc- tural system, it will be applicable to all classes of steamships. As a matter of importance to owners who have vessels coming on to their No. 3 Sur- 32l veys, it is stated that the alteration may be effected at very slight addi- tional cost, and that it will increase the deadweight by 3 to 4 per cent, whilst the coal bill will be reduced by 12 to 15 per cent for the same speed as previously, or, if the coal consump- tion remains unaltered, the vessel with her extra deadweight will have a speed increase of: about 14 to: 14° "knot, ac cording to her size and. class: it i6 claimed that this system of ship con- struction will bring about a_ reduction in the weight of machinery necessary for a given speed, and will, therefore, permit of an increase of the deadweight amounting to (approximately) 314 to 1% per cent, and, with more econom- ical engines, there wil be a reduction in coal consumption for the same speed as obtained with a vessel of the or- dinary form. The trials of the Monitoria are thus given in The Shipping World: Some very interesting results were obtained at the loaded trial trip of the steamship Monitoria on Friday last. The Monitoria, which, it will be remem- bered, was built at Sunderland on the SHOWING PLATING OF S. S. Monitoria. INTERIOR VIEW Monitor patent design, to the order of the Ericsson Shipping Co. Ltd., Newcastle, had her ordinary light trial trip on the Saturday previous. In the interim, she had loaded 3,300 tons of coal' and bunkers, and was bound jo