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426 education will make more rapid prog- ress than the man who, after his day's work is over, has to grind over his books with a tired brain. The com- pany with which I am associated al- ways shows a preference for. college men, or at least boys with . manual training experience. " However much experience the so- called self-made or practical man may possess, he is constantly com- pelled to consult the perplexing problems which can only be worked out by the technically trained mind. Must Have a Mechanical Mind The marine engineer must naturally have a mechanical mind. He should have an analytical mind and be able to reason out cause and effect. He should cultivate the power of observ- ation and concentration and must pos- sess a good memory. This is most essential. He must have courage, as citen he will have to accept great responsibilities; involving large under- takings that may stand or fall, de- pending upon his engineering ability. Often he is compelled to attempt new feats in engineering for which he can find no precedent or data in the text books, but must use his own ideas, based on common sense and experience. This reminds me _ that one of the most prominent marine engineers of the east once remarked: "Never let your engineering get away with your common sense. Engineer- ing is only common sense." From the crude little "Clermont" of 1807 called "Fulton's Folly", which took 32 hours to make the first trip 'up the Hudson from New York to Albany, to the great German liner Imperator, with her vice admiral, four captains, crew of 1,000 men in an énormous hull 918 ft. long, 98 ft. beam, 57,000 tons displacement on load draft, propelled by Parson's tur- bines of about 65,000 h. p., combining speed with the most luxurious ap- pointments and conveniences for her passengers, is the progress of mer- chant marine. From Perry's flagship, the Niagara, built of green lumber, with her prim- itive armament, to the 30,000-ton mod- ern battleship, with her battery of 12-in. guns and protected by the best steel armor from 12 to 18 in. thick, is the story of the wonderful achieve- ment of naval engineering of a cen- bi cee The' 'young man who decides to take up marine engineering as a profession will find it most fascinating it either of its branches, hull design ot 'propelling equipment and auxili- scientific or" college man on many difficult -and 'sissippi rivers. THE MARINE REVIEW aries. So many beautiful engineering problems to work out and such a va- riety--no two jobs alike--all vessels designed to meet the special require- ments under which they are to op- erate. First, water there is the fresh and salt classification, the deep draft and light draft type, the latter in use on shallow lakes and rivers and usual- ly of the side or stern-wheel types. These are seen on the Ohio and Mis- Many of this type have been built in the United States for South America, such as the steam- er Mamore. There have recently been built. at.;Port.. Arthur..dn. Lake. Su- perior, two very fine steamers of this class, to ply on the Kootenay lakes of British Columbia. These boats run on a draft of 4 ft. 6 in. and make 22 miles an hour propelled by light tandem compound engines working under 200 Ibs. pressure per square inch and developing 1,200 h. p. A unique feature in the construction of these boats is the fact that they were completely puilt at Port Arthur and then shipped in a knocked-down con- dition. by rail to Nelson, B..C.. The first of these steamers is the Na- sookin, 227 ft. over all, 40 ft. beam, & ff. deep: The stern wheeler lends itself par- ticularly to shallow lakes or rivers because it can be so easily steered. Usually it has two rudders, and the flow of water from the wheel against the port or starboard rudder alter- nately causes the boat to come about very quickly. Types of Ships Before the type of a ship can be determined there are many prelimi- nary investigations to be considered. The boat must be designed to espe- cially meet the conditions of her trade. The owner or manager. usual- ly knows his own business and can be of great assistance to the naval architect or designer in deciding the best arrangements of cabins, cargo space, carrying capacity, draft, etc., and the most desirable machinery. A good example is found in the new side-wheel steamer Seeandbee, of the Cleveland & Buffalo. Transit Co., probably the largest vessel of her type in the world, as well as the most comfortable in her appointments. Be- fore her plans were perfected months of conferences were necessary be- tween the owners and. ship builders. The many years' experience of the owners taught them just what was most essential in cabin space and con- venience for this particular route from Cleveland to Buffalo. For instance, many people have asked why they build .ing a good night's rest. December, 1913 side-wheel steamers with in- clined engines for this class of trade when a vertical marine engine could be built with less than half the weight and cost. There are several convinc- ing answers to these queries. First and most important, this boat has a night run, and has accommoda- tions for sleeping 1,500 persons who go to bed for the purpose of obtain- With the type of engine in the Seeandbee, which is an inclined compound engine of great weight and strength, develop- ing 12,000 h. p. on about 30 revolu- tions per 'minute at a speed of 22 miles per hour and. without any per- ceptible vibration, this result is ob- tained. A vertical marine engine with a high number of revolutions, though designed with the greatest care as regards balancing, invariably causes considerable vibration. Advantage of Side-Wheel Type Then the question of deck room gained by the side-wheel type is of enormous advantage, having great breadth over the guards, giving in- creased room on the-freight deck and more space for state rooms and cab- ins. The advantage of maneuvering, starting and stopping quickly, of steadiness in rough weather, is great- er with a side-wheeler than a screw propeller. So it all works out pretty much for the comfort and safety of her passengers, and that is what the management endeavors to do. The machinery of this steamer is particularly interesting to engineers, as it has some novel features in valve gear, such as the introduction of the Walschaert gear commonly seen on locomotives. This mechanism drives a Corliss gear for the two low-pres- sure engines with adjustable cut-off and the Poppet type valves on the high pressure. This arrangement, probably the first of its kind ever tried on a marine engine, has proven a complete success. This is an il- lustration of the above-mentioned necessity of the marine engineer un- dertaking new things. The bulk freighter is designed with the view to carrying the greatest amount of: cargo on a given draft. Her lines are not as graceful as a passenger boat or yacht. She is built to carry freight at a moderate rate, as it is not profitable-to carry freight at express speed. The vessels of the freight: class on the Great Lakes usually are limited to 11 miles loaded, and 12 to+13 miles light. Ex- perience has demonstrated this to be the most economical point to operate,