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in any other of her type, being carried to the promenade deck. To facilitate quick handling the SEE-AND-BEE is equipped with a bow rudder. Her engine is a 8-cylinder expansion unit of the inclined type with one high pressure cylinder, 66 inches in diame- ter, and two low pressure cylinders, each 66 inches in diameter, all with a stroke of 108 inches. The engine of the SEE-AND-BEE is a radical depar- ture from accepted practice as_ the high pressure cylinders are fitted with poppet valves actuated by Wal- schaert valve gears. Cut-off in the high pressure cylinders is regulated by means of a Sickles gear with a range from % to %-stroke. The low- pressure cylinder is fitted with a Cor- liss valve gear. At the time this massive engine was designed, consid- erable speculation as to the merits of this odd valve gear for marine prac- tice was heard, but it has fulfilled ex- pectations, for the vessel has proven economical in operation. The engine develops 12,000 horsepower, while the side wheels are each 382% feet in diameter with feathering buckets, 14 feet 10 inches long, and 5 feet deep. Some idea of the immense size of this equipment can be had from the fact that the side wheels weigh 100 tons each, while the main shaft weighs 120 tons. Far:ous Hudson River Craft Mention should also be made of an- other famous side wheeler constructed during 1913. This vessel, the WASH- INGTON IRVING, was designed by Frank E. Kirby and J. W. Millard and built by the New York Shipbuilding Co. for the Hudson River Day line. In designing the hull, various models were tested by Professor Sadler and the architects in the model basin at Ann Arbor with special reference to developing lines that would make the least disturbance in shoal waters at fast speeds. One result of the tests was a torpedo stern; an innovation for passenger steamers. The WASHING- TON IRVING is 416% feet long, 84 feet beam, and 14 feet 2 inches deep. She was a side wheel vessel powered with an inclined type, 8-cylinder en- gine, with a 45-inch high pressure and two' 70-inch low pressure cylin- ders, all with an 84-inch stroke. The WASHINGTON IRVING was a _ typical Hudson river boat in all respects; fast, safe and handsomely decorated. This fine vessel was rammed in 1926 and sank in the Hudson river near the Jersey side, becoming a total loss. Next comes the shipbuilding period wherein United States shipyards un- der the direction of the United States Shipping Board Emergency Fleet Corp. made history. When war was declared we had a little over 8,000,000 tons of ships afloat. During the high peak of activities 1922, we had 18,500,- 000 tons. This marvelous undertak- ing taxed the energies of the nation to the utmost, but it proved to the world that the United States was in a position to build ships—and build them fast. At the beginning of the program there were less than 50 shipyards in the United States ca- pable of building ocean-going vessels. When the armistice was signed there were 186 plants in operation. The Emergency Fleet Corp. built and de- livered in a single year more than 31,- 900,000 deadweight tons of shipping, far more than the greatest output of any other nation in a like time. American efficiency methods applied to shipbuilding cut the time required to build a modern vessel from 3500 to 9000 tons from nine months to a year and a half down to 30 to 120 days. In one yard a vessel was launched and completed in less than 70 days. the Emergency Fleet Corp. and others who pronounced her seaworthy in all respects. She proved reasonably eco- nomical as a cargo carrier, although her cost of operation was slightly higher. What concrete vessels could have accomplished in an emergency is never known as the armistice came before the development was fairly under way. For a complete descrip- tion of the stupendous task per- formed by the Emergency Fleet cor- poration the reader is referred to Building the Emergency Fleet, by W. C. Mattox, which volume is truly a classic in shipbuilding literature and a work that should be read by every patriotic American. Shipbuilding in the United States today is established on an efficient basis and no_ better products are afloat than those of American yards. The ocean bulk freighter CHILORE is an excellent example of a _present- day American vessel. This craft was designed by Hugo Frear and built at Largest freighter on the Great Lakes in 1898—the Samuel F. B. Morse Much has been written about the wooden ships built as an emergency measure and while it often is con- ceded that this venture was a failure the fact remains that when the war ended 86 wooden vessels were in operation. This is evidence that the wood shipbuilding program was not a failure. The sole object of building wooden ships was to provide imme- diate ocean tonnage and to provide it quickly. Wooden shipbuilding was compara- tively a lost art. Never before had a wood steamship of over 3500 tons deadweight been constructed. All told, as far as the emergency is concerned, the wood ships did excellent service, as they released valuable steel ton- nage for transatlantic service. The concrete ship was another war experiment. The most remarkable concrete vessel to be constructed was the FAITH, a ship of 5000 deadweight tons. Notwithstanding that the FAITH rode out storms of hurricane propor- tions she stood the test well. She sailed from San Francisco to Seattle and later to South American ports. Still later she came through the Panama canal to New York, where she was visited by many experts of MARINE REVIEW—July, 1928 the Bethlehem Shipbuilding Corp., San Francisco, in 1922. She is a steel ship constructed on the Isher- wood system of framing with ma- chinery in the stern and was designed to carry ore and coal between the United States and Cuba and Chile. She is 571 feet 6 inches long, 72 feet beam, and 44 feet deep, while her net tonnage is 8393. She is an oil burner and fitted with a Curtis turbine en- gine of 5000 shaft horsepower. The Et OCEANO is another latter day American vessel designed by A. S. Hebble and built by the Federal Ship- building & Dry Dock Co. She is 438 feet long, 56-foot ‘beam, with a net tonnage of 4100. Her main engine is a De Laval cross compound turbine which drives her at a speed of 15 knots. The GREATER DETROIT and GREATER BUFFALO, sister ships designed by Frank E. Kirby and built by the American Shipbuilding Co., Cleveland, each at a cost of $3,500,000, are out- standing lake passenger vessels of the present day. These magnificent ves- sels are 535 feet long, 96%2-foot beam over the guards, 23 feet 7 inches deep, with a gross tonnage of 7740. (Continued on Page 110) 45