i82 AN ELECTRICALLY PROPELLED 



steel upper works ; and the troubles in connection with compass adjustment in such 

 a structure. 



The present paper contemplates a vessel of approximately the same length 

 and beam as the steamer Grand Republic. The Grand RepubHc's boilers have i8o 

 square feet of grate surface and the design in discussion specifies nearly double this 

 surface, or 352 square feet. Assimiing vessels of the same size as to carrying 

 capacity, will not the coal consumption be tremendously increased notwithstanding 

 the reduction in consumption per horse-power assumed in the paper? 



Cheap transportation by trolley has reduced most of the excursion business 

 in this port, at least, to a very low standard of cost, and it is doubtful that any 

 material increase in the cost of operation or maintenance could be justified. If 

 the vessel is uncomfortable or the price of transportation has to be increased to 

 meet the requirements of larger coal bills, maintenance and general charges, the 

 steamer is not commercially practical. 



The double hull construction shown in the midship section provides 16 inches 

 clear space between outer and inner hulls at the side. How can this space be prop- 

 erly inspected, cleaned, and painted, or otherwise cared for? 



It would be interesting to know the weights of the upper steel structure de- 

 scribed in this paper. The increase in horse-power from 1,400 on the Grand Repub- 

 hc to 3,000 seems to be considerable for a vessel of the same size and service. 



The beam engines referred to at least seem to have the peculiar advantage of 

 durabiUty, and any one who has had experience in their operation can testify to 

 their remarkably low cost for maintenance. 



Mr. Wm. H. Fletcher, Member: — There are one or two points I would like 

 to touch on to which neither of the previous speakers have referred. Mr. Don- 

 nelly is right in assuming that it is up to the naval architect and the builders to do 

 everything possible to conserve the safety of passengers traveling on steamers. 

 We all realize that we are in a progressive age, and while some have not progressed 

 as fast as others, those of us who may be a little backward feel that if we do progress 

 it must be in a manner that is consistent with commercial conditions. In other 

 words, the naval architect should not advise, nor the builder undertake to construct 

 a vessel which, due to excessive cost, will not be a commercial success when finished. 

 If we could manufacture vessels, then I believe metallic joiner work would be made 

 at a cost that would not be prohibitive and could then be used commercially. 

 Those of us who are in the business of building passenger steamers find that one of 

 the most serious troubles we have to contend with to-day is the greatly increased 

 cost of production, which in some cases is almost prohibitive. 



In designing and constructing a vessel, all concerned should consider the char- 

 acter of the business and the possible earning capacity of the vessel on the partic- 

 ular route for which she is ntended, and in determining the character of power to 

 be used, should select that which lends itself best, all things considered, to the con- 

 ditions there existing, rather than be governed by purely theoretical considerations. 



