SHIP-BUILDING IN 1902. 



625 



depth, 11 feet 6 inches; and speed, 21.63 knots. 

 This indicates a gain in horse-power on the part 

 of the turbine-fitted steamer of at least 20 per 

 cent, over her larger sisters propelled by the ordi- 

 nary type of screw. The turbine is as yet only at 

 the beginning of its career. 



At Sparrow Point, Maryland, two large steam- 

 ers are under construction for the Atlantic Trans- 

 port Company by the Maryland Steel Company. 

 These vessels are so nearly completed that prepa- 

 rations for launching them are under way. Each 

 of them will have a displacement of about 17,000 

 tons, with 507 feet in over-all length, 58 feet beam, 

 and 43 feet molded depth; they are designed to 

 carry about 10,000 tons in dead weight as cargo. 

 Twin-screw propellers, the latest type of triple- 

 expansion engines, and a speed of 12J knots, are 

 among the contract details. Both of them are 

 designed as freight-carriers, wherein speed is sac- 

 rificed to stability and capacity. Each ship will 

 have four masts and a full outfit of freight 

 booms and winches to the number of 16 ; the upper 

 decks will be arranged for the accommodation of 

 750 head of cattle. 



Within the last generation an enormous fleet 

 of oil-carriers has taken its place in the ocean 

 commerce of the world. Its total tonnage may 

 be as high as 300,000 tons. In the beginning ves- 

 sels that engaged in this traffic were sailing ships, 

 as some danger was apprehended from the neces- 

 sary heat arising from machinery. Sailing ves- 

 sels still perform a large part of the service, but 

 an increasing number of specially constructed 

 steamers now do duty, and they are under the 

 flags of all the maritime nations. The vessels are 

 divided technically into " tank-ships " and " case- 

 ships." The last-named are largely sailing ves- 

 sels and carry their cargo in packages, mainly 

 barrels and cans. The tank-steamers are divided 

 into separate tanks, which are filled with oil in 

 bulk, and are of such shape and dimensions that 

 the washing to and fro of the oil with the motion 

 of the sea is not sufficient to cause any damage 

 or inconvenience. These tank-steamers of course 

 <;an be loaded and emptied with great expedition, 

 an 8-inch hose being sometimes used for the 

 purpose. When such a vessel reaches its destina- 

 tion and discharges its liquid cargo, the tanks are 

 immediately washed out with scalding hot water 

 forced by the ship's engine, and afterward disin- 

 fected and cleansed with a coat of whitewash. 

 A few hours of fresh air renders them fit to re- 

 ceive return freight of any kind, and all sorts of 

 miscellaneous cargoes are carried back to a 

 market, and thence again to points where the 

 great pipe-lines discharge the product of the oil 

 regions. 



An interesting feature of construction in these 

 vessels is found in the bulkheads that separate 

 the boiler- and engine-rooms from the oil-tanks; 

 these fill the entire transverse section of the ship, 

 like an ordinary water-bulkhead, but are made 

 double, so that in case of need the interspaces can 

 be filled with water, thus preventing the possibil- 

 ity of excessive heat reaching the oil-tanks. Ordi- 

 narily the air that fills this space of four or five 

 feet is sufficient in its non-conducting properties 

 for all reasonable security. The newest steamer 

 of this type, now building at Greenock, Scotland, 

 will carry more than 70.000 barrels of oil in bulk; 

 she is intended to run between the United States 

 and British ports. The vessels are fitted with all 

 modern appliances of electric lights and quarters 

 for the officers and crew, which compare favorably 

 with those of anything afloat. Of course extraor- 

 dinary safeguards must be takon against fire from 

 the electric wires, but even in case of the ignition 

 VOL. XLII. 40 A 



of oil in a tank a sea-cock may be opened, the oil 

 run out, and the compartment almost instantly 

 filled with steam. Indeed, the entire hold can be 

 filled with steam under pressure, which instantly 

 extinguishes any tire. 



The project of detailing these vessels for double 

 duty in carrying oil in one direction and bring- 

 ing back miscellaneous freight in another infringes 

 very seriously upon what other freight-carriers 

 regard as their special rights, and it may account 

 to a very large extent for the low and often un- 

 remunerative rates that prevail on certain trans- 

 oceanic routes. That this is one of the hardships 

 of legitimate competition can hardly be denied, 

 but the ultimate result is probably in favor of 

 the general public, however it may incidentally 

 favor the trust or other association that at present 

 controls its interests. 



The probable development of vast American 

 interests on the Pacific Ocean has led to the con- 

 struction of two great freight-ships for that trade. 

 It is a singular feature of modern construction 

 that it seems possible to install a plant for this 

 kind of work at short notice and in places where 

 nothing of the kind previously existed. In this 

 instance the harbor of New London, Conn., was 

 selected. Another instance is the Fore River 

 Works, near Boston. The vessels referred to are 

 not as yet named, but are popularly known 

 as the " New London ships." They will be- 

 long to the International Steamship Company, 

 of which James J. Hill is president. These ves- 

 sels represent the most advanced modern con- 

 struction. They are 630 feet long and 73 feet 

 wide, with a molded depth of 56 feet. A maxi- 

 mum draft of 36 feet is contemplated, and with 

 that draft the displacement will be 37,000 tons. 

 In extreme dimensions the New London ships are 

 somewhat less than the Celtic and the Cedric, 

 but they are deeper by several feet, so that their 

 displacement nearly equals that of the longer and 

 wider White Star boats. 



While thse vessels are not intended to attain a 

 high rate of speed, compared with the ocean grey- 

 hounds, they are fitted with ample accommodation 

 for passengers and will offer exceptional advan- 

 tages in some respects from the great height of 

 the promenade decks. Even when the ship is 

 fully loaded, the navigating bridge will be 57 

 feet above the water-line, and when it is running 

 light and drawing only 17 feet of water, as may 

 sometimes be the case on return trips, the bridge 

 will be 73 feet above the water-line and the upper 

 promenade deck will be 65 feet above the same 

 level. Quarters are provided for 150 first-cabin 

 passengers, 100 second-cabin, 100 third-cabin, 

 and 1,000 steerage. There are also spaces that 

 may be adapted for transportation of troops to 

 the number of 1,200; this, of course, in view of the 

 Government transport service to our recently ac- 

 quired Oriental possessions. 



Notwithstanding the vast preponderance of 

 steam construction for traffic on the high seas, 

 there are those who still retain faith in canvas 

 and the winds of heaven for certain spheres of 

 navigation. The latest exponents of these ideas 

 are found in the seven-masted schooner Thomas 

 W. Lawson and the square-rigged five-masted 

 ship Preussen. It goes without saying that the 

 first-named is American in design and construc- 

 tion, and the second European. The Lawson was 

 built at the Fore River Works, near Boston, Mass. 

 Capt.' J. G. Crowley, her master and managing 

 owner, is credited with the idea of building such 

 a vessel, and Mr. Crowninshield, of Boston, worked 

 out the plans in detail. A tabulated comparison 

 of the two vessels is as follows: 



