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

January, 1914 New Design of Bulk Freighter G. W. Maytham, of Buffalo, who has been all his life identified with lake trade, has designed a new type of bulk freighter and has organized the Automatic Transfer Co. to market the design. As will be seen from the transverse and cross sections pub- lished herewith, the vessel has both athwartship and _ longitudinal water THE MARINE REVIEW be trimmed to a proper seaworthy depth when going light or loaded and the ends kept down to make her man- ageable. The material required for this type of construction is very little more, if any, than that used in constructing an open tank and she will carry as much cargo as any vessel of equal weight of material. An important feature IL Go . ] --< Bg + -- jee SY SH IS TRANSVERSE AND CROSS SECTIONS MAYTHAM BOAT tanks, dividing the hold into compart- ments 24 ft. centers. The new ship has heavy double sides, bulkheads and shifting boards and is designed on a cantilever bridge, truss principle. The bridge truss consists of diagonal bars running from the bottom of the ship to the deck and these are plated up to the point where they cross, form- ing water tanks athwartship. There are also bars running from the bot- tom of the ship to a point well above the load water line on either side, and as they are plated they form longitud- inal water tanks, practically giving the ship a double hull. The designer rep- resents that it is impossible for the | vessel to either collapse in the sides or to break in two. Should the ship come into collision with another ves- sel, it is improbable that the inner skin would be damaged and that even if it were, only one compartment would be damaged. As the water tanks are in the sides and athwartship instead of running along the bottom as in the ordinary type, the ship can pointed out by the designer is that the cargo moves by gravitation to the center of each hopper and under each hatch, where it can be. readily re- moved by the unloading machines. The shifting plates are in a series of three and are arranged on the diagonal bars just under the deck be- tween each hatch. out of the way in handling the cargo, extending to the apex of the hopper, absolutely preventing shifting of car- go. Further particulars of the de- sign will be furnished to anyone in- terested by Mr. Maytham. Locating Sunken Vessels Eprtor Marine REview:--I have been. much interested in reading your ac- count of the recent disasters on the Great Lakes. There seems to be no practical means of preventing great loss of life and property when "Moth- er Nature" does the unusual thing. Ships are designed for and life saving They are entirely. 39 appliances are made for the usual | stresses of bad weather, but when the unusual occurs, like collision with oth- er ships or icebergs, especially com- bined with blinding snow storms, the ordinary vessel is found sadly wanting. It would be possible to build com- partment vessels that could outride any of our recorded hurricanes, or to still remain afloat with her bottom pierced, but it would not be practical from a financial point of view, as the ordinary type of vessel could transport cargo so much cheaper, and, fortun- ately, such severe storms as those of Nov. 8 to 11 seldom occur; therefore, shipowners and sailors will continue to take their chances on the sinkable vessels, so it is part of their training to accept the consequences of Nature in her unusual mood. The writer has spent a number of years in the design and construction of sinkable ships, viz., submarine ves- sels, and my experiments with this class of vessel has led me to design apparatus for rapidly and systemat- ically searching the sea bottom in locating sunken ships and recovering them and their cargoes. In 1900 I spent several months in searching for vessels in Long Island sound, and located 16 vessels, the names of only two of which were known, and recovered the cargo from many of them; some of them had evidently been down a great many years, two of them were entirely cov- ered with mud and silt. Most of the cargoes were coal, one was copper ore and matte, and one was flour and ~ hides, with a deck load of scrap iron; this vessel was buried to her rail in mud, and had been sunk for at least 35 years, as the firm who had made the leather had been out of business for that length of time. The vessel was found in 75 ft. of water. Strange to say, the flour was still dry in the center, as the water had formed a paste, which prevented the water, even at a pressure of over 30lbs. per square inch, from penetrating to the center of the barrel, leaving a dry core. With my apparatus I could cover about 20 square miles a day in searching the bottom. I had intended pushing this appa- ratus, and also my various inventions for floating sunken vessels and re- covering their cargoes, but I have been so tied up with government con- tracts for my submarine boats that I have not had the time to give to it. Would any one on the lakes be inter- ested in this enterprise? Stmon LAKE. Bridgeport, Conn.