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June, 1919 formed by the junctions of the ordi- nary framing and shell. By this de- sign it is possible to make all cast- ings for the ship, except those in the bilge, with one molding outfit, in which the thickness and depth of the framing may be varied in the sand. As shown in Fig. 2, the framing is cast solid with the shell. Methods of production already have been standardized. Castings for either the transverse or longitudinal system of shipbuilding, and for ships of almost any size are possible. One large mold comprising a number of units may form the castings for the shell, deck, tank top and bulkhead with extra equipment for bilge forms and other details. In making ship castings for the Isherwood system, sections may be cast from one main transverse frame to and including the next. The- castings for the side of the hull, for the bottom, tank top, decks and bulkheads are of the same type, each including the plating and the corresponding portion of the transverse frames, beams or stiffeners, and each including also the corre- sponding portions of the longitudinals and of the margin plates or girders, as the case may be. The bottom has two castings, one from either side of the keel casting to the bilge casting. The tank top has the same number. A side cast- ing of the hull extends from the bilge casting to the gunwale. These cast- ings are varied in design to meet: the requirements of the hull..in the for- ward and after bodies but, the gen- eral 'system is the same: [he deck -castings are nearly duplicates of the tank top castings, with some varia- 'tion in size where they meet the hatchway castings. Their edges are modified in the fore and aft bodies, by shaping the sand in 'the molds to fit the curves of the hull at the deck levels. Bulkhead castings re- semble the side castings of the hull, being provided with similar longitudi- nals and vertical stiffeners. The thicknesses of the various boas of the different castings. may be altered to suit hull requirements by scraping off more or less sand from the mold surfaces. The mold units are prepared by a sweeping process, no solid patterns being necessary. The edge of the plate portion of a casting is united to the edge of the next. The stiffeners of one casting are also joined, end to end, to those of the next casting. The joints being over 100 per cent in strength, shift- ing of butts is unnecessary. Bolting is eliminated as the form of the joints permits wedges to be employed to tighten the edges for welding. Curves and warping of castings for ship form New York state, Liberty street, THE MARINE REVIEW purposes is accomplished in the an- nealing oven. The straight line hull simplifies this process. The flasks are permanent and of such shape that only a small amount of sand is required for each mold. This, it is claimed, obviates the neces- sity for skilled molders and reduces the amount of manual work per ton of castings to a minimum. For pouring the thin sections which characterize these castings, a deoxidized steel will be employed. This is produced in an electric furnace. The steel in these castings contains 0.25 per cent carbon, has a tensile strength of 70,000 pounds, an elastic limit of 38,000 pounds and an- 'elongation .of 28 'per cent in' 2 inches, Fig. 4 illustrates the method of assembling the keel sections and ship sections of a cast-steel ship. As_ il- lustrated by this view, each half-ship section is comprised of three castings forming 'the shell, one casting form- ing the tank top, and two castings forming the decks, making a total of six castings in the midship section for each side of the ship. It is of inter- est to note that the variations in the duplicate castings, occurring during contraction, for the most part are met by assorting and matching them. The overlapping joints are designed to allow for much of the variation that may occur. It is believed that, as a result, it will be necessary to trim comparatively few of the cast- ings. 'Through a syndicate of shipbuild- ers, the Cast Steel Ship Corp. expects to cover its foundry needs. The first castings are being made in Chicago, the ship to be assembled on the At- lantic coast, within the next few months. Owing to the speed with which vessels of this kind are ex- -pected to be assembled, it is thought that one or two ways will suffice for ' assembling and launching a large ton- - nage. The Cast Steel Ship Corp. was recently organized under the laws of with offices at 114 New. York, to estab- lish the production of cast-steel ships as an industry. The president of the company is Myron F. Hill, who has been a member of the committee on welding ee a Emergency Fleet cor- poration. 'Hill, who is the in- ventor of he 'dalst- steel ship and who designed the methods to make their production possible, originally under- took this. project to. supply a new source of material and labor for ships. The Cast Steel Ship Corp. will act as naval PEChTee only. According to a recent dispatch from Dawson, Alaska, the ice is beginning 27} to break up in the Yukon river. It is expected that the big stream will be open to navigation by the latter part of May. The first hydraulic mining operations were begun late -in. April. M. T. Davidson 1837-1919 Marshall Ten Broeck Davidson, president of the M. T. Davidson Co., manufacturer of pumping machinery, Brooklyn, N. Y., recently died at his home in Brooklyn. He was born in Albany, N. Y., in 1837, and early im life developed an interest in steam machinery, especially steamboat en- gines. In. 1857 he began work in a marine-engine machine shop in New York and later served at sea as assist- ant engineer on deep water. When the Civil war broke out he was an assistant engineer on a steam- er running from San Francisco «to Puget sound ports. During the Civil war he served as chief engineer on an army transport. Later he was in the revenue cutter service. After the Civil war ended, Mr. Dav- idson became a contracting engineer - and in 1878: he founded the M. JT. Davidson Co., to build pumps and pumping engines. He was closely identified with engineering progress in the United: States navy. > His prace tical knowledge of engineering as applied to pumping machinery placed him in a high rank in that line. His favorite study was marine work and the development of pumping installa- tions for use on shipboard. Mr. Davidson enjoyed the distinc- tion of being one of the oldest' mem- bers of the American Society of Me- chanical Engineers and also was a member of the Society of Naval Archi- tects and Marine Engineers, the Naval Order of the United States, Asso- ciate Society U,.-.S.. Graht Post No, 327, the Columbia County associa- tion, life member of the Navy league. and was from its conception an ac- tive and life member of the late Un- ion League club of Brooklyn. Ship Clearing House To facilitate the. bringing of vessel buyers and sellers together, the In- ternational Maritime Clearing House, New York, has just been organized. The plan is similar to that followed by stock and grain exchanges and clear- ing houses which offer means for trans- acting business along economic lines. Names of vessels and full descriptions will be available for prospective buyers while the seller will have the advantage of the widest possibe market. In reality, the plan calls for bringing buyers and sellers together with the least effort and delay.