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December, 1909 vertical power of the waves to pay. for the horizontal propulsion of the vessel is exemplified in a variety of ways. Jor instance, the most speedy horse is not the one given to vertical or lateral action. A man'who has a pronounced lift and fall at each step is not the quickest walker, neither is the man with a _ pronounced lateral roll. Again, an express train could not ibe expected to make a record if the track were a series of vertical or late- ral irregularities. The Monitoria has proved that the .peculiar corrugations along her sides are really effective in principle, size, and proportion, to reduce the wave irregularities and so admit of' more power being available for horizontal propulsion, for in every respect the experimental tank results have tbeen confirmed in practice. sel herself the waves have been) pr vented from attaining their free ampli- tude, and the surface of the water round her has been seen to be smooth and transparent, while beyond the ship and parallel with her the water, has been white with foam. The action of the corrugations has reduced the pe- riod of roll, making a more steady and comfortable sea-boat; and--what is perhaps more important, the longitudi- nal pitching and scending have also by the same law been reduced, which means that the undulating waves towards the ends have been partially crushed by the corrugations and made to reap- pear further aft, instead of 'bursting upon the bow and leaping freely to the deck, as with vessels of the usual - form: The commander of the vessel, Cap- tain George Dobson, reports as fol- lows: "The effect of the corrugations upon the steering qualities is very beneficial, with no sheering to wind- ward in a seaway. The wake of the vessel, instead of 'being the full width, is only about half the width of the vessel, the same being -smooth and clear, with no wave-following motion. In a diagonal sea running 9 to 10 feet high. her speed was safe at 7% to 7V2 knots: whereas had a ship of ordi- nary form encountered this sea, her speed would have been down to 6 to 6% knots, according to my expefl- ence." The slip of the propeller, it may be added, is considerably reduced, although no alteration was made in the design of the propeller from that 'adopted for the sister vessels. No Extra Weight. The weight of a ship constructed on the Monitor principle need not be any heavier than one built to the ordi- nary design, as the addition to the With the ves- ther "The "TAE Marine Review weight involved by the extra periphery of shell is balanced by the entire ab- sence of hold stringers and increased frame spacing; while the extra--buoy- ancy obtained admits of about 3 per cent more cargo. being carried. This extra displacement can be propelled through the water more economically than the' smaller displacement. of a ship. of 'normal shape. In the Moni- totia the extra speed at 10 knots was 5 per. cent,.and at 9 knots 4.23 per cent, using the same engine power as adopted in all the sister vessels. The speed was attained with the engines making only 58 revolutions instead of the usual 62, a saving of 4 revolutions per minute. It should. be borne in mind that an easier propelled vessel has a greater radius of action owing to the reduced quality of coal required. There is no increase in tonnage, so that the dues remain tnaltered. A Monitor ship is stronger in resisting strains which. tend to. crush in the sides, stronger in resisting hogging. and sagging strains, and stronger laterally. In conclusion, the advantages claimed for a vessel constructed on the corru- gated--side principle--less resistance, less' horse-power, less coal consump- tion, and increased strength--are fur- enhanced by the fact that the rolls and. pitches less readily. latter. teatune, it? need not be pointed out, is of. great value in a battleship or cruiser, where a steady gun platform- is of first importance. In a passenger vessel, the addition un- der consideration would add to the stiffness, prevent vibration, reduce roll- ing; and increase the speed. These benefits are all secured in conjunction with the gain in carrying power, whether used for freight, passengers, or men and fighting material. It is not too much to say, therefore, that the economy of any type of vessel, whatever its advantages accruing from skillful design and arrangement of ma- terial, can be still further increased by the application of the Monitor cor- rugations to the sides of 'the hull; and the day is not far distant when this ship will 'be demonstrated in a first-class _ liner cas well) asin a 'eruisér fora foreign navy.--The Ship Builder. NEW STEAMER FOR CANADIAN oe SERVICE. An important addition has been made to the fleet of the Cairn Line of Steamships, Ltd. of Newcastle and Dundee, for their Canadian service, in the twin screw steamer Tortona, which is being built by Messrs. Swan, Hunt- er & Wigham Richardson, Ltd, at their Wallsend ship yard, 479 This vessel, which was: launched Aug. 18, is a .finely modeled, four-masted twin-screw steamer, with complete shelter deck; 464 ft. over all length; 54 tt. 2% in. beam and 40 ft. deep to the shelter deck, and has a gross tonnage of about 7,600. She has been built to the highest class at Lloyds, and to. the 'regulations of the British board of trade, American and _ Italian emigra- tion laws, and has accommodation for 37 first class and 1,082 third class passengers. The first class passengers are accommodated in large staterooms on the bridge and shelter decks. The first class dining saloon is amidships .on- the shelter deck, and. a_ tastefully arranged ladies' room, and smoke room are built at the fore end of the bridge, - with access from the entrance house. The forward and after portions of the shelter 'tween decks and the two after compartments of the main 'tween deck form the third class sleeping quarters. There are three, third class dining rooms placed amidships under the shel- ter deck. To provide easy access to the third class accommodation a spe- cially large number of ladders and emergency ladders have been provided, the space at the foot of each being kept free. In order to cope with the require- ments of the numerous passengers, the cooking arrangements have received special consideration. There are two kitchens, one forward and one aft for the third class passengers, and there is another large kitchen for the first class passengers and officers. All the kitchens have a complete installa- tion of steam boilers, ovens, grilles and cooking ranges. The bakery is in the shelter decks and is fully equipped with ovens and dough mixers. For the perishable stores there are insu- lated cool rooms, The main hospitals for men and wo- men are at the after end of the bridge, and comprise an operating room and dispensary, together with room for the hospital attendants and nurses. The infectious diseases hospitals are in a separate deck house aft completely iso- lated from the cabin accommodations. The sanitary arrangements and _ baths throughout the ship are very. complete to comply with the British, American and Italian laws. The captain's apartments are on the navigating bridge, and underneath are the cabins for the officers and en- gineers. The ship will also carry a doc- tor, purser, chief steward, stewardess, matrons, an Italian emigrants' commis- sioner, a chef and 58 stewards, bakers and storekeepers. These, together with the deck hands and engine room staff, make a crew of 140 persons.