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cord. VOL. XV. A “GLOBE” TRIPLE EXPANSION. Ages accompanying illustration shows the handsome triple expansion engine built by the Globe Iron Works Co., for the yacht Comanche, now being fitted out at their yards and built for lake and ocean service. The engine, placed under the immense steel sheer-legs at the shipyard, has just been hoisted aboard in one lift and the yacht with her magnificent appointments will be ready for service early in the summer. ur technical readers will be interested in the follow- ing description of this modern piece of mechanism. The triple expansion is of the inverted vertical overhead cylinder type, with a diameter of 14”’ for the high, 23” in- termediate and 36’’ for the low pressure cylinder, by 24” stroke. Piston valves are used on the high and inter- mediate engines, while that of the low pressure engine is fitted with a double ported side valve; the valve chests are on the working side of the engine and are driven di- rect from the connecting rod and is what is known as the joy gear. With this gear the lead remains constant at all grades of cut-off. The crank shaft is built up in one piece from the coupling abaft the thrust block to the forward side of the forward journal and the collars for the thrust. are formed on the after end. The crank shaft is supported by six journals in the bed plate and one on the thrust block. The thrust block is of the horse shoe type and the shoes are faced with white metal. The main and crank pin brasses are filled with the same metal- There are two feed, one bilge and one cold water pump, at- tached to the after column of the after engine and are driven by drag links from the cross- head. ‘The air pump is lined with brass and the foot, bucket and discharge valves as well are of brass. The plungers and piston rods of all of the pumps are of the same metal, The condenser is separate from the main engines, circular in form and fitted with 800 tinned brass tubes and the condens— ing water is on the inside and traverses the length of the condensers twice before it is discharged overboard. The pistons for the wnain engines are of cast iron, fitted with a single packing ring set out by flat bent springs. Piston rods and valve stems are of steel and the cross-heads, connecting rods and the entire shafting are of the best forged scrap iron; liberal bearing surfaces are provided on all of the journals. The condensing wa- CLEVELAND, OHIO, MARCH 10, 1892. | The general dimensions of the Comanche show a well | proportioned hull, and the extreme length which the St. | Lawrence system of canals can accommodate, has been given her, She has remarkably fine lines and her shell iron, and no amount of skill or material has been spared to make her the handsomest, most seaworthy and power- ful steam yacht now afloat on the lakes, and a more than usual attention, even in this class of tonnage, has been given to her internal arrangements, which even the most technical critic must admit is as near perfection as it is possible to get at; no flimsy, gimerack, gingerbread workcan be found about her from stem to stern or from keel to truck. - Mr. H. M. Hanna, president of the Globe Iron Works Co., bas had built a yacht which is simply a masterpiece in marine architecture, and the plans adopted after ma- ture consideration, have been strictly embodied in the plates are of mild steel, stern and stern post of wrought of canvas will be shown over her rail in moderately fine weather so that she will be able to take care of her- self if ever her fuel gave out or any accident happened to her machinery. Her crew will consist of about twenty men, all told, and there is ample and special accommodations for about the same number of passengers, and this too not for a run of say 24 hours but for a period of months as every possible want and convenience is provided for. In this connection the ventilation arrangements® deserve especial notice and it may fairly be inferred that no stuffy or bilge water odor will ever be noticeable as pro- ceeding from eyen in the most intricate portions of the construction, as an Atlantic Liner is not better fitted with a system of ventilation than the Comanche is. Another feature frequently met with in fancy high classed tonnage is the narrow circuitous passageways sometimes running at right angles and stopping so abruptly as to defy proper ventilation. In the Coman- ehe the hallways or pas— | sages run fore and aft, are wide and commodious and leave clear ventilation at the ends, | while the entire system of in- ternal fittings and construc- tion show an Atlantic Liner in miniature with every pos- sible contingency provided for | in proportion to the dimen- | sions-of the hull. In the Comanche Mr. H. M. Hanna has§the very acme of shipbuilding skill acd the highest phase of the modern ingenuity of professions and trades entering into the equip- ment and completion of so handsome and costly a vessel, | Wherever she may be taken and it is likely that the Co- manche will .compete with yachts of every build and nationality as her owner in- | tends taking a long cruise throughout the eastern hemis- phere and Southern ports, in any company and steaming or sailing with the finest yachts afloat the Comanche will assuredly hold her end up and sustain in a marked man- ner the high reputation gained by her builders and the lake shipbuilding yards in general. 2a A MEETING of underwriters i engaged in the lake business |} will be held in New York on March 16th and it is clearly the duty of all general agents to attend so that the principals of the home companies may be well advised in any action which may be taken by the assembly at that time. Lake underwriting ought not to be permitted to be absorbed by ter is driven through the con- densers by a 7’ centrifugal pump driven direct by a 5/’ by 6’’ vertical engine at- tached to the pump. The main engines are supplied with steam from a Scotch type boiler 12 feet diameter by 9 feet long, having 3 furnaces 36’/ in diameter. The furnaces are plain and stiffened with the Adamson joints. The boiler is of steel 11-16” thick, and is built to stand a working pressure of 160 pounds per square inch. There is a small donkey ‘boiler provided for supplying steam to run the electric light engine, pumps, etc., when steam is not up on the large boiler. A vertical duplex pump is provided to be used as an auxiliary feed and for washing decks, etc. The electric light plant is in duplicate and consists of two small vertical direct acting engines attached to the dynamos, and is fitted complete with switch board and other accessories. The main engine turns a sectional east iron screw of 9 feet diameter by 10 feet 6 inches pitch. TRIPLE EXPANSION ENGINE OF THE YACHT COMANCHE. ‘entire construction, even to the minutest detail. Hfer general dimensions are 185 feet ever all, 25 feet beam and 14 feet 3 inches molded depth. She has an ele- gantly curved stem and an elliptic stern—the deck tit- tings such as skylights, companionways, boat-skids, wheel-house, smoking room, etc., have been given the utmost strength of construction, and with the clew of a try-sail on her she would no doubt make as good weather of it in an Atlantic gale as any of the large liners diving across there as she has been built with a special view to these emergencies and so that in the words of the old mariner, “She may be able to stay out all night,” not looking for a tree to tie up to, as the generality of fancy tonnage is in the habit of,doing. The Comanche carries a brigantine rig and accordingly spreads a fore-top gallant sail, which is “far enough away from home”/to keep full behind the crest of even a Cape Horn swell. It is estimated that about 7,000 square feet exclusively foreign companies accepting the “gilt edge” risks, $n CHARTER PARTY—AUTHORIZATION TO “REPORT AT CUS- TOM HOUSE” DOES NOT INCLUDE THE RIGHT TO DO SHIP’S INWARD BUSINESS. U.S. District Court, Southern District of New York A charter party provided the vessel should be reported at the custom house by the charterers or their ap- pointee or pay £20 liquidated damages. The master reported to the charterers on the day of arrival but the latter and their appointee declined to enter’ the shi until they should be allowed to do the ship’s inwar business, which the ship refused. On settlement of freight, charterers claimed to deduct the £20, and this libel was filed by the ship owner to recover it. Held that the right to do the inward business of the ship could not be allowed the charterer unless plainly indicated in the charter, and that the phrase “to report at the custom house” did not include the handling of such inward busi-_ ness hence the ship is reporting to the charterers has fulfilled her part of the charter, and the charterers could not be permitted to deduct the twenty pounds freight. February 1, 1892,