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01 MARINE REVIEW. a u unsupported side is followed.. The thickness of these ‘beam knees” is dependent upon the work required. ‘The work referred to must compare somewhat to the duties of the transverse frame, in that the deck beam acts as a “tie” between the opposite sides of the boat and also supports the weight of the deck and its proportion of the adjacent load. It is necessary therefore that the “beam knee’ should form a rigid connection between the parts and properly support and resist all the strains thrust upon it. Various types of “knees” are shown in the accompanying plates. Plate 6 gives an idea of the connection between beam and frame on‘a boat of the “turtle deck” type. Plate 7 shows an ordinary “spring” deck and its connections. Plates 5 and 8 also outline this type of connection ‘with the addition of a flange on the unsupported side of the bracket. Where the beams are cut to allow for the easy shipping of boilers and machinery, the same care must be displayed in designing the connection between the deck and the longitudinal bulkheads. The deck beams forming the top member of the “transverse section” must be designed to properly support the deck and the load in the vicinity and also act as a tie between the two sides, as previously stated. In the — Ppare 6 | 2iu/t.26- Las AMIOSHIPS./ Ee 422." Ar Enos/ a az e/3x%35:as. AMIGSHLE 2tisd x22" Ar Ewos_ class of boats with which these articles are dealing the angle and bulb angle shapes. are generally used for the above purpose, the weight and size depending upon the requirements. © 3 In the case of excessive local strains, the size of the beams is increased and in some boats every third beam was of the larger dimensions. In some cases the continuous beams were of the larger size. Relying upon the transverse framing and its connections to resist the tendency to “change of form” all of the component parts must be regarded and an idea of the separate function of each outlined. Following out this idea the various smaller members must be taken up as well as the main items mentioned. : ; We have such parts as, first, the longitudinal stiffener in the middle of the coal bunker, connecting the frame to the stiffener on the longitu- dinal bulkhead and the brackets forming these connections; second, the brackets connecting the longitudinal bulkhead with the floor plate or re- verse frame; and third, the bracket supporting the coal bunker floor plates, which form a rigid connection. The first of these, the “longitu- dinal stiffener,” is generally placed at about the middle of the coal bunker space and is carried on every alternate frame. An angle or an angle bulb with a double bracket at the shell and another at the longitudinal bulkhead usually completes this construction. In some boats where a longitudinal is. carried through the coal bunkers, a horizontal. plate bracket is used to make the outboard connection. The second of these smaller items, the longitudinal bulkhead “heel bracket,” lends material aid in transmitting certain strains form the floors to this bulkhead and makes a firm connection between the parts. The connection to the bulk- - head is usually made by flanging the plate or securing it to a stiffener when they are worked on the inboard side. The connection. to the floor is made by letting it down between the reverse bar and the floor plate or by flanging the bracket. and riveting the flange to the reverse bar. _ This stiffener forms an excellent tie between the shell and the bulkhead _and increases the resistance in its locality. The third item the. coal | > bunker floor bracket, forms an additional tie between the frame and the bulkhead stiffener. This bracket is riveted to the frame and stiffener with a flange on the upper edge to take the coal bunker floor plates. OTHER PARTS ENTERING INTO TRANSVERSE STRENGTH. Other portions of the hull structure which enter prominently into the transverse strength are the lower deck beams, platform beams and special bracing or supports, such as blower supports, steam pipe supports, etc., all of which tend to increase the stiffness in and about their locality. In some of the boats built the practice of constructing a belt frame about every fourth frame was followed. This no doubt adds to the transverse strength, but it has been found of unnecessary importance, considering the weight involved. It will be noticed in all ‘“‘midship sections” that a reduction is made in nearly all of the members entering into the transverse or longitudinal strength for that portion of the boat forward and abaft of the main body. The main body generally occupies about two-thirds of the length, the ends about one-sixth each. This is done, as is well known, from a de- crease in the strains to be resisted and also from the fact of the end sections of a boat being stronger by reason of their shape and size. This reduction, however, is gradually’ being limited to the forward portion of the boat, as it has been found that owing to the strains resulting from supporting the propelling gear, the stern sections must not differ radically from those amidships. Extra size and weight for the after scantlings is also necessary to reduce the vibrations, and practice has shown that a very stiff hull is an absolute necessity in this vicinity. : In addition to the ordinary transverse frames the athwartship bulk- heads must enter into the transverse strength of a boat, forming as they do rigid supports to the structure in their respective localities.. In the general outline of a boat, the increase in the number of water tight sub- divisions guarantees a more rigid hull structure, besides the all-important fact of safety when in an accident affecting flotability. All things being considered, it has been found that the transverse strength of boats of this class is relatively greater than the longitudinal stiffness. In the design and: construction of a boat, therefore, the general ideas of the present prac- tice of transverse framing. can be closely followed, with a possible re- duction in the weight and. size of a few of the scantlings. “The types most favorable: for consideration seem.to be those repre- ‘sented in plates 5 and 6. The type shown in plate 7 has an unnecessary depth and weight of floor plate and a too great length of reverse bar. _ The next of these articles will treat-of rudders, rudder carriers and bearers, and the fittings thereof. - VICKERS CO. BUILDING HOLLAND SUBMARINES. The item of interest to American readers in the annual report of Vickers Sons & Maxim, Ltd., aside from, the fact that the firm declared a dividend of 20 per cent. last year, is the following: “Referring to the statements that have recently appeared in the papers as to a supposed amalgamation with certain American firms your directors have never had any intention of proposing any amalgamation whatever. They have, however, been in negotiation with some Amer- ican firms with a view to getting the company’s system of ordnance manufactured there on a scale commensurate with its importance. So far the terms offered have not been such as your directors could accept, but they have not abandoned their intentions. Your directors have ac- quired on favorable terms the sole rights for Europe for the carriage lighting system of the Consolidated Railway Electric Lighting '& Equip- ment Co. and for the well known Holland submarine boat, and they are pleased to be able to report that his majesty’s government placed an order with them at the end of last year for five of these boats, the construction of which is already far advanced at your Barrow yards.” NAVAL STRENGTH OF THE NATIONS. The naval intelligence office, after careful investigation, has just com- pleted a statement of the comparative naval strength of the leading mari- time nations. The naval tonnage is found to be in excess of the com- mercial tonnage of some and with two powers the number of warships now building exceeds the total strength of those navies ten years ago. Great Britain exceeds France, Germany and Russia combined in the built and building naval tonnage. France follows England, Russia comes third and the United States fourth, Germany having been displaced by this country, which now has a lead of about 3,000 tons. Japan is sixth, Italy seventh. The United States has ninety-eight vessels, with a tonnage of 302,650, and fifty-five building with a tonnage of 247,420. England has 646 warships with a tonnage of 1,795,410 and a large number building. France has a total tonnage of 714,190, representing 428 vessels built and building; Germany, 447,840 tons in 253 ships built and building; Russia, 569,580 tons in 332 ships, 420,440 tons being built and 149,140 building, and Japan has 250,870 tons, representedo by 138 warships. With its two very large dry docks the Newport News Ship Building & Dry Dock Co. of Newport News, Va., will cer- tainly be equipped for repair work on a very large scale in the future. Dimensions of the larger dock at this yard, to be known as No. 2, are: Extreme length, 860 ft. 6 in.; length on bottom, 804 ft.; width on top, 162 ft.; width on bottom, 80 ft.; width of entrance at top, 114 ft.; width of entrance at bottom, 84 ft.; depth of water over sill at mean high water, 30 ft.; height of sill above bottom of dock, 4 ft. 6 in. Dimensions of dock No. 1 are: Extreme length, 688 ft. 7 in.; length on bottom, 573 ft.; width on top, 180 ft.; width on bottom, 49 ft. 4 in.; width of entrance on top, 96 ft. 3 in.; width of entrance on bottom, 50 ft.; draught of water over sill at mean high water, 24 ft. 6 in.; height of sill above bottom of dock, 1 ft. 8% in. The Nickel Plate road will sell excursion tickets to students holding certificates from school principal, at one and one-third fare for the round trip, account the Easter vacation. Tickets available day before school closes, the closing day and day immediately after, the return limit to cover period of vacation, Write, wire, ’phone, or call on nearest agent, C. A. Asterlin, T. P. A., Ft. Wayne, Ind., or E. A. Akers, C. P. & T. A, Cleveland, O. 82April 4,