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of the frame angles and is not considered the best practi it wi : ee, reason it will not be taken into consideration. , 50 for “that 4. Another construction is to use intercostal plates with inter angle clips for shell connections. A double connie angle aac near the lower edge on top of the frame angles through the floor plates these having been scored out to receive the angles. Small clips riveted to the frames will take a rivet in each angle. Two continuous angles are worked along the upper edge on top of the reverse bars; vertical clips make sufficient connection to the transverse floors. The great objection to this practice is the working into place of the lower continuous angles It is hardly possible to use this construction unless the holes for the angles have ample clearance and the floors lightened by holes in the vicinity of the longitudinal. 5. Still another fore-and-aft member is formed, continuous plates flanged to the shell and scored out over the frames with a continuous angle on the upper edge resting on and riveted to the reverse frames, These numerous methods of construction have their good points and advantages as regards efficiency, ease in erection and economy. These important qualities must be embodied in a good construction and the best results are sure to follow. Not presuming to have arrived at an ideal construction, I would sug- gest types of longitudinals most likely to meet with favor. Everything considered these types I will limit to two—one for the region of “probable heel” and the other outside of it. We have the first of these shown on SrercArB. plate 3, sketch 2, the details of this construction having already been out- lined in paragraph No. 2, just preceding. In addition to this, it might be well to suggest the substitution of a flange on the lower edge of the longi- tudinal plate, in lieu of the intercostal clip. This insures lighter construc- tion. The connection of the vertical clips to the floor plates should be very rigid and well riveted. Additional connection is made to the fore- and-aft angle by the double-angle butt strap worked on top of the reverse bars and floor plate flanges. This makes a strong connection between the severed portions of the floor plates and the reverse bar. This type of longitudinal has a number of excellent features and there are many rea- sons for adopting it, efficiency being an important consideration. It is well cared for in the continuity of metal provided. Simpleness of con- struction and consequent lessening of cost is likewise thought of in the few parts to work, which is not the case in intercostal work generally. For a type of longitudinal, outside of the heeling limit, a much simpler construction is sufficient to answer all the requirements. This type is portrayed in sketch 5, plate 3, and practically explains itself. The longi- tudinal plate is made continuous, being scored out over the frames and reverse bars. Connection is made with the shell either by angle clips or by the plate being flanged, as in the other longitudinal. On the upper edge a continuous angle is shown, the butts of the angle making a good shift with those in the plate. Double angles are sometimes used where greater strength is required. Bosom-angle butt-straps should always be used for these continuous angles. These upper angles should have their wider flange perpendicular to the shell to gain the best effects, allowing of a greater area of continuous metal, both in plate and in angles. Other longitudinals are practically formed by the lower strake of the fore-and- aft bulkhead and its connections to the shell and transverse frames. The stringer plates of the decks also perform this duty. More space could be devoted to the subject of longitudinal construc- tion, but it would entail a rather bulky volume. This work will not allow of too lengthy a discussion on each subject, for the reason that its object as an efficient hand book would thus be destroyed. Sufficient ground has been and will be covered to enable the work to be of value to those for whom it must necessarily mean the most. The numerals used to designate the types in this text have been followed in the sketches with the exception of type 3, which has been disregarded as poor practice. BILGE KEELS. _ The bilge keel forming, as it does, an external longitudinal, in addi- tion to its regular functions, should be included in this group of fore-and- MARINE REVIEW. 23 aft members. Although its construction is such that the only connec- tion possible is to the shell plating, it has a value as a longitudinal mem- ber from its depth and shape. ‘Methods of construction as regards the bilge keel are rather limited in this class of boats, as it is only on the larger boats, or destroyers, that it has come into use. Two types are perhaps available for this work and will answer all requirements. The first (sketch A on plate 4) is built up of a single plate connected to the hull by a continuous angle on the top and bottom. Bosom-straps for the angles and double plate straps for the plate should be used at the butts. At each end the plate should be tapered in an easy manner to conform to the curve of the hull, with all sharp corners on plates, angles and butt straps removed by filing. The other type is very similar to this and is shown in sketch B, plate 4, on the midship section. The close resemblance between the two will be seen now, but the work of fitting and erecting the latter is some- what simpler. This type is merely a large “I’’ section with one flange planed or cut off. The simplest and cheapest method of doing this is by making a cut through the web, close to the flange, but clear of the fillet. This can be done on the planer and consumes less time than the laying off of the holes in the plate and angles and riveting the same as would be required in the other type. Bending, punching and riveting is now all that is required for completion. A double flanged plate was used at the bulbs, and the ends tapered and edges filed as in the former case. The trace of the bilge keel should be in as straight a plane as it is possible to have it and it should be near to a parallel with the load water plane to cause as little friction and consequent reduction in speed as possible. An excursion into theoretical problems regarding the action of bilge keels would hardly be appropriate here as it has little to do with the method of construction. It is the intention of this work to keep aloof from the higher theoretical problems and devote time and space to the practical ideas involved. In the next of these articles some ideas will be advanced concerning | the transverse framing of these boats. : SHIP YARDS ARE BUSY. SEVERAL OF THE COAST YARDS HAVE SECURED NEW CONTRACTS— LAUNCH OF ANOTHER FOUR-MASTER-GENERAL NOTES. At the works of the Townsend |& Downey Ship Building & Repair Co., Shooter’s Island, New York, there are no less than eleven contracts on hand for new hulls, several of which are in course of construction. They have up the frame for a composite hull, steel framed, for the United States coast and geodetic survey, to replace the steamer Bache. The dimensions of the new boat are: Length, 163 ft.; beam, 27 ft. A steel schooner yacht designed by H. C. Wintringham for R. E. Todd is also under way. The dimensions are: Length on deck, 144 ft.; breadth of beam, 27 ft. 10%4 in.; depth, 18 ft. Two steel schooner yachts designed by Cary, Smith & Barbey are also to be built. The dimensions of each will be: Length, 99 ft. 1 in.; length on water line, 68 ft.; breadth of beam, 20 ft. 1 in., and depth 15 ft. 4 in. A double-decked wooden ferry- boat, designed by H. J. Gielow for the New York & College Point Ferry Co., will also be set up shortly, the dimensions of which are: Length over all, 175 ft.; length on load water line, 160 ft.; breadth of beam over guards, 60 ft. 6 in. Mr. Gielow has also designed two power launches of 60 ft. by 12 ft. and a depth of 5 ft., which are also to be built there. A 21-ft. sloop yacht for Mr. J. E. Beggs, a race-about also of 21 ft. water line, and an auxiliary yawl of 39 ft. by 11 ft. beam are also under construction. The Spedden Ship Building Co., Baltimore, Md., is building a large ocean-going tug for sale. The tug will be of the following dimensions: Length of keel, 90 ft.; length over all, 105 ft.; breadth of beam, 21 ft.; breadth, over guards, 22 ft. 6 in.; depth of hold, 11 ft.; draught of water, 11 ft. The hull is being built in the strongest possible manner of mild steel and subdivided into bulkheads. The engine will be of the compound type, with cylinders of 15 and 30 in. diameter and 22 in. stroke; I. H. P. 450. The steel boiler, built in the Spedden shops, will be of the Scotch type with a total grate surface of 50 sq. ft. and a total heating surface of © 1,400 sq. ft. The tug will cost $35,000. A four-masted schooner, the Charles S. Hirsch, built by Kelley, Spear & Co., Bath, Me., for Charles S. Hirsch & Co. of New York, was launched this week. The schooner’s length is 173 ft., depth of hold 13 ft. and gross tonnage 620. She is fitted with steam windlass, wrecking pumps and many modern contrivances for assistance in handling cargo. A. Axton & Sons, Brownsville, Pa., have been awarded a contract to build a hull for a boat to be used in towing freight on the Yukon river. It will be 86 ft. long and 36 ft. beam. The timber will be cut out at Brownsville and shipped to the Pacific coast, where it will be set up. James Rees & Sons Co. will build the engines. The new steamboat Saturn, building at the Kahlke Bros. ship yard, Rock Island, Ill., will have compound engines, a novelty for the upper Mississippi. She will be 154 ft. long, 34 ft. beam and 4% ft. depth of hold. The hull timbers are of Oregon fir. She is owned by Capt. George Winans of Waukesha, Wis. It is quite likely that the Bath Iron Works, Bath, Me., will build a supplemental plant in the near future. The company has much business on hand and is greatly hampered for room. Whether the plant will adjoin the present one or will be located elsewhere has not yet been ascertained. The capital stock of the Fore River Engine Co., Quincy Point, Mass., which has just been incorporated, is $4,000,000, one-half of which is to be preferred stock limited to 7 per cent. non-cumulative dividends. A contract has been awarded to William McKie of East Boston for the construction of a double-decked four-masted schooner for John S. Emery & Co. of Boston and others. She will be 165 ft. long. The navy department, having waited what it deems an entirely ade- quate time for the consummation of the contracts for the new protected cruisers, has informed the bidders that unless they reach a final agree- ment with the government by March 2 bids for these vessels will be readvertised. The contracts were conditionally awarded to Neafie & Levy on Feb. 10 and to the Newport News Ship Building & Dry Dock Co. and the Bath Iron Works on Feb. 12.