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January, 1910 METHOD SEcTION SHOWING UsING DeELIvery SHUTES. HALF OF numerous coal cargoes have been also handled with equal success. e TAE MarRINe. REVIEW The flat slopes of the Doxford de- sign are not suitable for stone which even on 40 degree slopes does not trim any too freely and this together with the greater height needed for the steel pan conveyors considerably reduces the capacity for coal cargo. In the American design it is never necessary to send men into the hold as the gates are all manipulated from the tunnel. The British design has undoubtedly an advantage for coal cargoes in carrying the incline through the machinery space aft, but for stone or ore this would be of no importance and the forward end ar- rangement is preferable and with the pilot house and navigation quarters forward it works out very well. It is certainly 'cheaper and there is no valid objection to locating the pilot house right forward in a slow ship at sea or elsewhere. We are not advised as to whether the Pallion has carried any ore but certainly no ore with which we are familiar in this country will trim on slopes as flat as those shown, nor even very much steeper, as has been learned at considerable cost on_the- great lakes. Steel Barges for Carrying Rock on the Columbia River wee steel barges, the plans of which are illustrated herewith, are being constructed for the Columbia Contract Co. by'the Willamette Iron & Steel Works, Portland, Ore. The build- ing of steel, flat bottom barges on the Pacific coast is a decidedly new feature. Heretofore the very low price of choice timber and the high price of steel has practically forbidden the use of 'any- thing but wood for barges and scows. Even at present, with steel considerably lower and lumber higher than it was ten oS \ years ago, the steel barges will cost 50 per cent more than wooden scows of equivalent dimensions and were it not for specially favoring conditions steel would be out of the question for the barges under consideration. The barges are to be used for carry- ing rock to the jetty being built at the mouth of the Columbia river, and are towed to the jetty by a river steamer from a point a considerable distance up- stream. Three barges are handled at one time by the tug, one being pushed ahead 17 and one lashed.on each side. . The size and power of the tug and the conditions of navigation on the river limit the dimensions of the barges to about 150 ft. in length and 40 ft. beam. The largest of the steel barges under construction is 149 ft. in length, 37 ft. 4 in. extreme beam and 9 ft. 6 in. in depth. This barge has a capacity of 2,000,000 Ibs. dead ' weight or 1,000 net tons. This is 100 tons more than the capacity of a wooden barge of the same dimensions, the steel craft being lighter. This increased capac- . ity per trip justifies the increased cost of steel construction in this instance, The total loaded displacement of the barge is 1,142 net tons, the weight of the hull. alone being 142 tons and of cargo 1,000 tons. The ratio of cargo weight to weight of vessel is 7.04 to 1. The framing, which is clearly shown on the accompanying cross section, is very simple. The frames amidship are spaced 2 ft. 6 13/16 in. The bottom frames are composed of 6 in., 8-lb. chan- nels and the side frames of 4 in., 5.25-Ib. channels, gusseted together at the turn of the bilge and also at the longitudinal bulkheads. ; These longitudinal bulkheads, two in number, carry part of the weight of the deck load. They are built of 3 by 2% in., 4.5-Ib. angles, spaced on every frame, and gussetted to the bottom frames and deck beams; 3/16-in. plates caulked water tight and riveted to the angles form the complete bulkhead. There are also four athwartship bulk- heads similarly constructed, thus dividing the barge into 15 watertight compart- ments. . Between the longitudinal bulkheads are hold stanchions of 3 by 3 in., 6.1-lb. angle iron. These stanchions alone are unable to carry their load without buckling so they are tied in the middle with 4 by %4- in. steel strips riveted to the frames and bulkhead stanchions. These strips not only prevent the hold stanchions from buckling, but also stiffen the longitudinal bulkheads and the sides of the barge. ' >! i< BOO" > ; ' B"Rivs. -- 6'05"-- -->e -- 5194! + Ofer ee = bre oe ae a ero oo eee DeckeGine as # 1 " . " a 46 PL DN pORe 8 45 aKa 'Laps. % Plate 2 te : Se : a se eu Bl eS, 3S f: 66 53% 4.97 Ls. B'Rivs. 3 Pitch Two 36 Pivs. 6'9 6%" Me Meat ois i\ Concrete | S A TG gS oe Plas | §,'p; Ney aod | be ae eK BRivs. 324Pitch a9 Ci ¥ reel 2" Rivs.372' Pitch |\ ¥s'Rivs 3%Pitéh |) 3% 56.) Ly M "Ob, A 5H, a.' | x " | | M6: Plate peated ee ABN g 4 "D, | x ae W334 54 et ins'Plate eres L 16.2F'Plate % ait "525°C 3B n23x 45%! ; ir Two 5¢' Rivets en st eee : . " -- a Two %9"Rivs. 4. 4"Bar vee Two f8"Rivets ; MH, z ~ ' Pee APL ---- eo"; -- -- 6!0"-- He --6'o" on -- 6-0" -- --- /-- 6.9" ----}]4 ere | pee We"Rivs, 34Pitch oT | 4525" fis, | Frame Sp. 6,<80L 5" Piv's, 32k Pitch B"Rivs. 324'Pitch 648'L 6%8"G rat N. rr si 7 Mipsure Section, Lookinc Forwarp, OF STEEL BARGE FOR THE COLUMBIA CONTRACT Co. %2ex#5FAnglellips | | 2 Laps 7 -- #5 -- a 36" ee -- 6)" -- ue pls a5 age " : ' ' & Sree Works, PorTLAND, ORE. I be sta" nO eee 4)" ~ > --316'-- a Le p 1 : | Burtt BY THE WILLAMETTE IRON