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ie} THE MARINE RECORD. A LINE OF PASSENGER STEAMERS, Anent the rumor that the Great Northern Line intend to build two large passenger steamers for the route between Baf- falo and W. Superior, it wi!l no doubt be of interest to our readers to view the plaa of saloons and the hull of one of the Providence and Stonington Steamship Co,’s fleet of passenger steamers. The views given of the saloons, dining room and cafe are those of the New Hampshire, and the hull is that of the Maine, both steamers being the latest additions to the fleet con- trolled by the Providence and Stonington Co., who probably carry more passengers than any other line in the United States. In the Maine and New Hamp- shire the company has been the first to make the change on the waters of Long Island Sound from the side-wheel steamer to that of the propeller, Three other and lesser lines have now followed suit, and it is expected that hereafter very few paddle steamers will be built for the larger of the Sound lines. The Maine and New Hamp- shire are twin steamers built by the Harlan & Hollingsworth Co., at Wilmington, Del., the former having been launched on Octo ber 31, 1891, and the latter Jan- uary 16, 1892. Embodying the best results obtainable from the shipbuilder’s art, they offer the most splendid as well as the most comfortable accommoda- tions for passengers combined with the maximum of speed and perfect safety. They are screw steamers, each 310 feet, over all; 302 feet 7 inches on water line, beam molded on load water, 44 feet; over guards, 6U feet; draft, 12} feet, and are built of steel, £ the hull being divided into seven water tight bulkheads. Their engines are of the inverted, direct-acting, surface-cou— densing, triple-expansion type, with four cylinders, 28, 45, 51 and 51 inches diameter, with 42 inch stroke. The propeller is ' of cast-iron, left-handed, four-bladed, and 13} feet in diame- DINING ROOM. ter. Steam is supplied by four Scotch boilers in each vessel. They are 13 feet 6 inches in diameter, and 11 feet 6 inches long, and made of steel having a tensile strength of 60,000 pounds to the square inch. Each boiler has three corrugated furnaces, 46 inches outside diameter, comprising 274 square feet of grate surface, They are lighted by electricity, and isteered by steam. The speed of either vessel is 20 miles an hour. Their accommodation for passengers is replete with every comfort and confidence. The passenger gangway is well aft, on a polished oak floor, surrounded by painted and gilded panels, panels of rich dark wood in natural finish, clear plate glass and mirrors, The passageways and front of berths in the ladies’ cabin are hung the grand saloon lies forward and aft of the grand stairway in abont equal dimensions. The machinery space, inclosed by rich paneling, covered with gilded flowers in relief, breaks the view forward, but to the rear isa great room, wide, long and lofty. The mural decoration is in white, with gold relief in flowers and moldings, the walls are the outside paneing of two rows of luxuriantly fitted and furnished staterooms. The ceiling springs over these walls from beyond the edge of the paneling and over long lines of gilded moldings. The deck is covered with the softest of carpets, and the fur- niture is upholstered in silk plush—old rose-colored on the Maine, silver-sage on the New Hampshire, This saloon is THE MAINE, 248 feet long, about 20 feet wide, and lies under an arched ceiling or roof about 15 feet high. The after end of the saloon is curyed, Around it is a seat of silk plush, and above it hang silken curtains. The forward end of the saloon is oc- cupied by two parlor staterooms furnished in harmouy with the soft colors of the saloon, and haying polished brass bed- steads. The forward walls of these staterooms are curved and pierced with windows, which, with the other entrances, are hung with old rose colored silk curtains, The panels of the side walls of the saloon are long—the length of stateroom— and wide. The ornamentation is in wreaths and flowers, with bows of flowing ribbons. These are very delicately expressed. They are in such fine lines and so open that they enhance the apparent great length, width and height of the saloon. The artistic effect is that of a very large, perfectly proportioned and harmoniously decorated and furnished apartment. The details, however, are so perfect that no part of it loses its at- tractiveness by critical examination. The dimensions of three others of these famous steamers are as follows: Massachusetts, Built 1876, at Greenpoint, L. I.; wooden hull; length, 323 feet; beam, 42 feet; depth of hold, 15.9 feet; feet; 2,607 gross and 2,171 net tons. Rhode Island. Built, 1882, at Noank, Conn. Wooden hull, 332 feet in length; 46 feet beam, 16.4 feet depth of hold; 2,888 gross and 2,387 net MAIN SALOON, tons, and the Connecticut, built 1889, at Noank, Conn. Wooden hull, 845 feet in length; 48 feet beam, and 18 feet depth of hold She is 3,899 gross and 1,872 pet tons. Side- wheel steamer. The Providence & Stonington Steamship Co. was formed in 1875 by the consolidation of the old Stonington Steamboat Co, with the still older Providence & New York Steamship Co. which was the name at that time of the line which under one name or another has maintained a service of steamers between New York and Providence, with some slight interruptions from the earliest beginning of steam navigation on Long Sound up to the prese at time.—[ From ‘‘Seaboard,” New York. re + ee CAFE, with eretonne, haying a white grouud sprinkled with flowers in natural colors. The grand stairway is ten feet wide, with newel posts that rise into white turned columns, with carved capitals, which support the deck of the grand saloon. Around each column clings a vine in bronze, supporting six incandes- cent electric lamps. Rising on each side is a heavy balustrade and hand-rail, and beyond are the gilded panels, frosted glass jights, and the curyed and gilded carlins of the arched ceiling. BETTER PAY FOR THE LIFE SAVERS. Congressman O'Neil, of Missouri, who had charge of the bil! to increase the pay of the keepers and crews of the life saving stations, has received a number of telegrams of con- gratulations from the grateful life savers. He worked hard for the bill, which has been buffeted around congress for 12 years. The bill will make it much easier to keep life saving erews in the service on the lakes in the worst season of the year. It will also enable the superintendent to get good men with which to manage new stations, and is an increase of pay to a worthy class of men. The pay of keepers of life-saving station is raised from $600 to $900 per year and of surfmen from $50 to $65 a month The bill will undoubtedly be signed by the President, : THE RES{STANCE OF SHIPS. CLEVELAND, O., July 20, To the Editor of the Marine Record. I am obliged to you for showing me Mr. H, C, Pe letter, dated July 15, on my return home, with refere my paper entitled “Screw Propulsion,’’ (the first portion o of which has yet been published tor want of space in y valuable journal). I have not attempted to formulate a m or to construct a formula applicable ‘to different classes steamers andI am not likely to attempt anything so heroic for print. My remarks were strictly limited to ordinary cargo steamers, indeed to our ordinary lake cargo steamers of mod. erate speed and for such steamers where the speed does not — exceed 10 knots per hour, I repeat that the horse power re~ quired may be based either on the displacement or wetted surface, In cylindrical vessels whereas the surface augments as the diameter, the capacity or ‘‘displacement’’ increases as the square of the diameter. For instance if one vessel of 20 feet diameter and 200 feet in length be substituted for two vessels each of 10 feet diameter and 200 feet in length, the surface will be the same, but the capacity will be doubled. Assume two prisms of rectangular section, eall the one 10)x 20x 10, and the other 50x 10 x5, immerse each just to its depth or smallest dimension, then while the wetted surface of one is but four times that of the other its displacement is eight times as much; but the principal dimensions of ordinary cargo steamers do not vary in any such ratio. Two dimen- sions remain about constant, viz.: Draft of water, which is practically constant, and breadth 6f beam, which is at least proportionately so. But to come back to such vessels as I had in mind, and actually mentioned. Let me compare two lake cargo steamers of very different dimensions, say one is 290 x 40 and at about 16 feet mean draft of water displaces 4,700 tons, her wetted skin by the approximate rule I gave is 18,792 square feet at the same draft of water. Now compare this steamer with our largest lake steamer, the principal dimensions of which are 244. x 42. The displacement of this steamer at thesame draft of water as the above will be 5,700 tons her wetted skin at the same draft of water will equal to 22,910 square feet. Now fora ten knot speed the indicated horse power required for the small steamer, by wetted skin would be 1,253, by displacement also 1,253, For the larger steamer the indicated horse power by wetted skin would be 1,527, by displacement 1,920, difference nearly one-half per cent. So the error of this upproximate rule when applied to steamers in which the difference in displacement is one thousand tons is not more than one-half per cent. £ course the discrepancy will seldom be so small as this, though in practice I take the mean of these quotients, so the error will never be vital when used as above limited. In quoting a rule for ascertaining the approximate indicated horse power required for the limited speeds attained in our cargo steamers I may at once inform your correspondent that this formula is altogether too tentative for ships of high speed. When such are being designed, not only are displace- ment and wetted surface both potent factors in such caleula- tions, but length must be considered an essential element. The resistance of the water acts in two ways, the ship in — moving forward has to displace a certain mass of water equal in weight to the ship and all that is therein, the work done in this way is measurable by the weight of water, hence displace- ment becomes a factor in the calculations, though for low speeds the surface frictional resistance frequently amounts to 80 or 90 per cent. of the total resistance and for high speeds such resistance is seldom less than 50 per cent. For instance, if the large vessel IT have quoted was re- quired to “steam” 16} knots instead of 10 knots—or rather steamer of such general dimensions, for that vessel as con- structed could not be {propelled at any such speed—she — would require for economical steaming a length of entrance of 109 feet and an angle not greater than 10° and 13.9 a3 — Rankine’s mean depth, such a medel could be pro- pelled 19 miles per hour with 4,900 indicated horse power. If shorter lengths or more obtuse angles were adopted, larger boilers would be required, more weight would have to be carried and the vessels dead-weight ability would be reduced in a proportionate degree. If the lengths of entrance and run are not suitably adjusted to the maximum speed of the ship, a certain portion of the waves — which are formed by the ship diverge from her path, carry ing off from che water in motion the forward energy impressed — upon them, ia In conclusion I may add that it is quite possible to increase the displacement—and moreover augment the resistance—of — a high speed steamer whilst reducing her wetted skin. On the other hand the wetted skin may be increased through a reduction of displacement and yet augmented re~ sistance result. It is just here where some advance may have been made in the science of nayal architecture in modern — times, r The practice of shipbuilders certainly has adyanced, resu! ing in vastly more economical steamers and it may be that where is this progress so marked as on these lakes. neo ae A pRarr of 14 feet 7 inches is now being brou through St. Mary’s F; ; aaa aa 'y’s Falls Canal thus showing a ;