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56 New Plate he Molded Saloon Deck fee © | ra O | Side Frames Continued to 30 ‘Above Deck * “6 Se | in Way of Side Plating x nes co" fh 4. 3x3x72* 6 x3 }xll7An pe Spaced g8e 18X18 xIS* Brkts. ft SS 5 wo \ 43k 85"Ang < oe ie Ath. Frame Sapte, [CStrake \\ oe Piote Ay x7 F- 73, 5)" aN Butts Lapped \. Double ms \ bL \ 4 aa 3x3x7 B Strake 12% Plate. Butts Lapped. Double % ‘Rivets New Bilge, Keel, page 5x3xll: CH ots Plate \2°x %" 3’So olid Round Capacity State Ferries (Continued from Page 27) clear headroom of over 8 feet. This makes the entire deck available for any passenger car and gives ample space on the forward deck for trucks or high loads of any kind. The increased beam makes room for about fourteen additional cars, mak- ing a total capacity in their present condition of 45 to 50 cars for each ship. Lengthening the vessels, which was the first change made on these boats, is a not uncommon operation, but in- creasing the beam of a boat over 50 per cent by bustling out each side, is very seldom done. The ships were first pinecdl in dock and the upper works all cut adrift and blocked up to the required height. One strake of plating was removed at the lower turn of the bilge and the new frames lapped down on to the old floors. The old sheer strake was not disturbed, the deck beams for the added width being bracketed on to the outside of the sheer . strake. The new shell and deck plating were lapped on to the old plating and carried out in the usual way. Deck ee OE hat in Woy oF Gengway> lsewhere % “A Sstrake \2 ig Plate Butts Lapped Do ¥% Rivet MARINE REVIEW \\* Plate s ow 4 5x ll Strap- fa] July, 1926 Shown by Dotted Line ule . - wy 20 eee ES he Pu This Strake to be Entirely Removed in Way of Widening Except in Way of Water Tanks Where it is to be Burned Out as 4-0" Oriqinal Hale ee Midship section of steamers MACKINAW City and SAINTE IGNAcE showing how the structural problem of widening them 8 feet on each side was solved and carried out The maximum beam of the deck was carried as far forward and aft as possible, but the frames forward and aft were faired into the old lines of the hull, so that when the vessel was in dock just before floating, there was nothing in the appearance of the hull to indicate that it was not originally built to the final dimen- sions. After the steel work of the hull was completed, the top side plating, including the bulwarks and the fore- castle sides were moved out to the new deck line and riveted in position, the cabin and forecastle decks being extended to meet the new line. At this time a steam windlass and heavier anchors and chains were fitted to each ship. The ships, as finally altered, make very satisfactory and commodious automobile ferries and give no impression of the various stages through which the structure went before completion. There have been no material alter- ations to the propelling machinery, so that the vessels, in spite of the amount of work which has been done on them, have cost the state much less than they would have paid for new ships of the same capacity. Made Traffic Manager R. U. Parker, formerly connected with the Dominion Atlantic railway, has been appointed passenger traffic manager of the Eastern Steamship Lines, Inc., and will have headquarters at the Eastern Steamship pier on India wharf, Boston. He will also represent the Boston & Yarmouth Steamship Co., Ltd., in the same ca- pacity. This company has increased its service between Boston and Yar- mouth. Thomas Quinn 1860-1926 On April 18, Thomas Quinn, well known for many years in marine cir- cles on the Great Lakes, died at his home in Buffalo. He was born in Limerick, Ireland, March 4, 1860 and came to this country when 16 years of age. For 26 years he was ma- rine superintendent for the E. L. Hedstrom Coal Co., Buffalo, in charge of the fuel lighters Shawmut. After this he went with the Interlake Steam- ship Co. He was with this com- pany for 10 years, the last two of which he was pensioned. He was one of the most popular men along the water front.