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Digitized by
Engineering
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[January to December, 1920]
THE RUDDER
EDITED BY
ARTHUR F. ALDRIDGE
The rain it poured, The sea it roared, The sky was draped in black.
The old ship rolled, She pitched and bowled And lo«t her charted track!
"Oh dear, oh dear! Sir, will it clear?" Loud wailed a dame on deck.
As they heaved the lead The skipper said, ''It alius has, by heck!"
— Author Unknown.
VOLUME XXXVI
0«@
NEW YORK
THE RUDDER PUBLISHING COMPANY
1920
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'• i
Copyright 1920
BY
The Rudder Publishing Co.,
New York, U. S. A.
All Rights Reserved
Pbbm or
9 Murray St. New York
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?"E RUDDEP
VoL XXXVI
JANUARY, 1920
v.
P^o. 1
. !<
American Liner Philadelphia Refitting at Tietjen & Lang's Yard
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Piece Work
T^O THE REAL WORKER it means a Fat Pay ^ Envelope Every Saturday at the Submarine Boat Corporation. Especially for Good
Riveting Gangs Ship Fitters
Riveters Drillers and Reamers
Holders-on Regulators
Heaters Erectors
Passers and other Trades
The fairest basis of reward for labor is piece work. Production on an hourly basis treats the conscientious worker and the slacker alike. But piece work renders a just discrimination.
The day rate as set by the Wage Adjustment Board states that Riveters should receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and so forth. Our piece workers in these departments average from 15 to 20% higher. The piece work pay is what you make it.
Unskilled but Ambitious Men are Wanted to Learn
the Various Trades
If you desire to become a Shipworker you can learn quickly,
efficiently and thoroughly at our training school. GOOD PAY WHILE LEARNING. $.46 to .56 per hour.
TRAIN SCHEDULE
NEW YORK, N. Y., Ub«ty St., Janv Cmtrml R. R. BAYONNE, N. J. Cr.«ii»UI. Station. Lahlch Valtef
L«a«« «!l3. «:M, «:M. 7iS> A. If. Lmtm 7:W A. If.
JERSEY CITY, N. J. Jaduon At*., itmy Central R. R.
L«aT««:35.td«.8:l«A. M. ELIZABETH, N.J. EUxalMth Statton, Jcnv GMtral
NEWARK, N. J. Br«Ml St.. Jenv Central R. R. "• *' '^'" ''" ** **'
Lmt* 6,30. M*. *i5», 7,W. fcl« A. M. ELIZABETHPORT. L«.tw tdS a. M.
Alao tak* TroUar Marlml "Part Newark".
COME TO EMPLOYMENT OFFICE OF
SUBMARINE BOAT CORPORATION
NEWARK BAY SHIPYARD - PORT NEWARK, N. J.
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THE
Published on the 24th of the Month
RUDDEP
Edited by Arthur F. Aldridge
Copyn'sht 1920, by The Rudder Publishing Co., New York. NOTICE— Th* eonunts of thit magmxin*, iatludlng mU artiehs, iUustrmtioHS, f!ans and designs, mr* tovtred copyright, mad thtlr rtproduction is mbsolutth forbidden without the consent mnd permission of THE RUDDER PUBLISHING COMPANY.
Volume XXXVI
January, 1920
No. 1
Mariner, Diesel Electric-Driven Trawler
By S. H. Wilson
THE Mariner, built at Storey's Shipyard at Essex, Mass., for F. L. Davis, is a Diesel electric-driven trawler, the pioneer vessel of this method of pro- pulsion, and she bids fair to revolutionize the motive power of vessels of all types and sizes.
The recently built battleships of the United States are electrically driven, power being generated by steam turbines. The California, the latest to be launched, is called an electric ship because every piece of machinery on board is run by electricity. The development of this style of propulsive power has so far been very satisfac- tory, so that naval architects have been studying the method and its application for yachts and small com- mercial vessels.
The Mariner is fitted with two Diesel engines of 240 h.p., built and installed by the New London Ship & Engine Company at Groton, Conn. These engines are connected to an electric generator and the current from this generator drives a 400-h.p. electric motor which is connected with the propeller shaft.
After the Mariner was launched at the Essex Yard it was towed to Groton, where all the machinery was installed. Trials were made in New London Harbor which were very satisfactory. Then a run of a few hours was made on Long Island Sound, and everything proving satisfactory the Mariner started for her home port, Gloucester.
The engines were wide open when the Mariner started on this trip and were not touched until the vessel tied up in Gloucester. The run was made outside over Nan- tucket Shoals and the actual running time was about 21 hours, the engines running at full power for the entire period.
The Mariner is 150 feet in length over all, about 142 feet on the water-line, 24 feet breadth and 14 feet ex- treme draught. The crew's quarters are in a raised deck forward and occupy 30 feet of space fore and aft. The chain locker and fresh water tank of 2,100 gallons capacity are under the forecastle, while further aft are two fuel tanks of 7,000 gallons capacity. The fish hold
Main Engines, 240 B.H.P. — ^Looking Forward
379697
Main Engines, 240 B.H.P.— Looking Aft
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Main Contractor Panola
Main Motor and Cknerator, Looking Forward
occupies 36 feet space fore and aft and at the after end are two more fuel tanks of 10,000 gallons capacity. The engine space occupies 32 feet and aft of this space are quarters for four engineers and a galley storeroom and engineers' storeroom.
At the forward end of the deckhouse is the pilot house with the captain's stateroom adjoining it and aft of the engine hatch is a dining room and galley 20 feet long and fitted with a range, sink, ice chest, and dresser.
The main power plant consists of two eight-cylinder, 240-b.h.p. Diesel engines, turning at 350 r.p.m., each direct connected to an electric generator. The current from these generators will drive a 400-h.p. electric motor, running at 200 r.p.m., which in turn is direct connected to the propeller shaft. The auxiliary power plant consists of a small auxiliary generating set made up of a 15-h.p. Fairbanks-Morse Type "Y" engine driving a lo-K.W. 125-volt generator by means of a silent chain. This auxiliary unit will be required only when in port and both of the main generating units are shut down. This auxiliary engine uses the same fuel as the main engines. There is also a small motor-driven emergency air com- pressor which can be used in the cases of emergency to
fill the air-starting bottles. Further there are two 200- gallon fire and blige pumps electrically operated.
The arrangement of machinery shows the main engine placed at the forward end of the engine room, although, of course, the position is independent of the rest of the machinery, and can be placed either in the forward or after ends of the engine room. The main engine units are placed with the generators forward adjacent to the main engine, and the switchboard is placed on the star- board side of the vessel, at the forward end of the engine room so that all electrical leads to and from the engine and generators are as short and direct as possible. The main thrust bearing is placed adjacent to the main engine, and with this arrangement it is only necessary to lift a section of line shafting in order to be able to draw the tail shaft into the boat and remove it.
The official trial of the Mariner was held on Saturday, November 29, 1919. Dock trials had been held previ- ously, but this was the first real test at sea, and the ship lived up to the expectations in every way. The first test was more of an endurance trial during which the engines were operated at increasing powers, finally working up to full power and speed, which was maintained for several
Main Switchboard
Auxiliary Air Compressor
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Auxiliary Lighting Set, 16-li.p. FairbankB-Morse Engine, 10-k.w. Generator
hours. Speed of vessel on this trial was something over 10 knots at aBout iftS turns of the propeller. The ship ran very steadily, and the general absence of vibration was very noticeable. In fact at no part of the ship except in the immediate vicinity of the engine room there was nothing to indicate the presence of any power in the vessel. The fuel consumption at full power amounted to approximately 30 gallons per hour, and on the basis of fuel tank capacity of 17,000 gallons gives a radius of action of about 6,000 nautical miles.
After full power test various maneuvering trials were held, and the flexibility of the arrangement was demon- strated. With one engine shut down entirely and condi- tions adjusted to load the other engine up to full power, a little over three-quarter speed was attained. The economy of such an arrangement is at once apparent. Since the fuel consumption was cut in half and the speed reduced only about 25%, thus giving a radius of action at this speed of nearly 9,000 nautical miles; an achieve- ment for a boat only 150 feet long.
Quick reversing trials were also held. It should be noted the control of the main engine is carried up tu the pilot house, and there all operations are controlled by a device similar to the ordinary trolley car controller. Electrical instruments are fitted adjacent to this con- troller in the pilot house showing the conditions at all times so that the captain can see at a glance just what generator units are running, load they are carrying, and what the main propeller engine is doing. The average of several trials starting with the ship going full speed ahead took two seconds to start the propeller in reverse direction. Furthermore it required about 15 to 18 seconds starting with the ship going full speed ahead, when the propeller had been reversed and the main engine was developing full power and speed astern. In case circuit breakers are accidently tripped they can be automatically reset in the pilot house, thus avoiding lost time in requir- ing the engineer to reset the breakers in the engine room.
During these quick reverse trials the main Diesel engines run on the governors at all times similar to a stationary outfit. The engineer does not know unless he happens to glance at the switchboard what load the engines are carrying. The electrical apparatus does not indicate the changes in load or reversal of speed in con- nection with the main engine, and the only indications the engines give that the load has been sufficiently thrown off or on in maneuvering, are slight changes in the sound of the engines due to slight change of speed. The ordinary observer in the engine room, unless he was
Main Seeiatance Boxes on the Trawler Mariner
watching the electrical instruments, would never know that the boat was being maneuvered or whether the main engine was running.
The two 240-h.p. engines weigh 49,000 tb, the two generators weigh 30,645 It), the motor weighs 31,587 lb, the switchboard 240 tb, cable for the motor 2,873 tt>, and cable for the generators 535 tb.
It will be very interesting later to learn how economically this vessel can be operated. Its trials were so successful that it would indicate that if the operation of the vessel works out as well as those who have devel- open the scheme think, there will be many radical changes in the propulsion power of all types of vessels from the small yacht to the big freighter or passenger steamer.
The houseboat burned in the fire at Lawlfcy's Yard recently was for J. Harrington Walker of Detroit. The yacht was ready for launching and should by this time have been in southern waters. Work has be^n started on another yacht of similar design, drawn by Gielow & Orr. The houseboat is 120 feet long and will be equipped with two Winton engines of 120 h.p. each. * * *
The Valk & Murdock Company of Charleston has been reorganized and in future will be known as the Charleston (S. C.) Dry Dock & Machine Company. The capital is $2,500,000. W. R. Bonsai is president and Charles Valk- vice-president. The plant, which is to be enlarged, is well suited for building and repairing. A machine shop, foundry and boiler shop are to be added.
Electrically Propelled Trawler Mariner on Trial Trip at ^M^^ London
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The Own-Your-Own-Home Movement
in Shipping
IN 1914 in all New York City there were only three buildings owned and occupied by shipping interests. Today there are seventeen built, building or to be built. These properties represent an investment of well over $20,000,000 and they include some of the finest examples . of architecture in the country.
With the exception of some of the recently an- nounced projects practically the entire lower tip of Manhattan will be given over to the shipping industry and its allied interests. Battery Park, with its unre- stricted view of every craft that enters and leaves New York Harbor, will be bordered on both of its land sides by buildings given over to the commerce of the sea. The sweeping curve of State Street, from the South Ferry Building to the Custom House, and the straight and broad length of Battery Place will be fringed with structures devoted to the varied branches of shipping, so that the first sight to greet the incoming voyager will be long Hnes of massive buildings in which the affairs of the merchant marine are carried on.
"Number One, America" is the name that has already been spoken of as characterizing the remodelled structure at the foot of Broadway which will be the new home of the International Mercantile Marine Com- pany. A-s the first building of the first street of the first city of the land the I. M. M.'s new quarters will have a distinction all its own. It replaces the Washington Building,- which dates back into . the early eighties of the last century and which was one of the first sky- scrapers erected in New York. When completely rehabilitated next year, the dull red brick and brown stone walls will have been replaced by a white stone structure of classic dignity and proportions, the first shining landmark for all incoming visitors as their
steamers pass up the river.* For them, therefore, it will be "Number One, America."
The plans adopted provide for the entire remodelling of the interior, as well as of the exterior; and the floor plans, including the location of the elevators, will be so arranged as to devote a much larger area to office rooms than the building now on this site. The ne^\4y arranged building will have five entrances, two on Broadway, one on Battery Place and two on Greenwich Street. The International Mercantile Marine Company will have its passenger booking offices on the ground floor at the level of Broadway. This apartment will be over 160 feet in length and two stories in height. The counter space for the booking of passengers on the Company's liners will be more than 125 feet long. The executive officers will be located on the second floor, including a large board room for directors* meetings. The third-class ticket offices will be on the Greenwich Street side. The floors immediately above the executive offices will be arranged to accommodate the company's other departments, freight, steamship, operating, auditing, etc. The remain- ing floors will probably be available for general leasing.
Just a little further up Broadway will be the new home of thej Cunard interests. In size of ground cov- ered, height of building and amount of expenditure involved this structure will be on a considerably larger scale than any of the shipping buildings. In the twenty- one-story building which will occupy the plot bounded by Broadway, Morris and Greenwich Streets, will be the New, York offices of the Cunard Steamship Com- pany, Ltd., the Anchor Line, the Anchor-Donaldson Line and the other allied and subsidiary lines of the Cunard Company. This is the largest realty project in New York City since the cessation of building brought
Cunard Building Section Looking South. This Building Will Be Completed Next Year and WiU Be the Most Elaborate Shipping Building
In tht World
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The Grace Bnllding on Hanover Square. One of the Best Examples of Italian Benaissance Architecture in New York City
about by the war. Negotiations for the acquisition of the plot were begun during the war itself and were consummated February 21, 1918, nine months before the success of the AlHed cause. Building plans are now completed and have been filed and operations are well und^r way. Acquisition of the plot itself involved some $5,000,000 and it is expected that more than twice that sum will be expended in addition to complete the struc-
PoraeM House, at Whitehall and Pearl Streets, New York, the Home of
the Fnmess-Wtthy Interests, Built of Italian Marble in an 18th
Century English Style of Architecture
ture. The base area is 48,400 square feet, which is about 2,000 square feet less than the base area of the Equitable Building, the largest office building in the world.
The Cunard Building, which is being erected by the Twenty-Five Broadway Corporation, derives its name from its chief tenant. The twenty-one stories will have floor space varying from 26,000 to 30,000 square feet each, with a total floor area of more than 700,000 square feet, including basements. Of this, the Cunard Company will occupy the first basement and the first three floors, leaving more than 500,000 square feet available for general renting purposes.
According to the contracts the building is to be com- pleted and ready for occupancy by May i, 1921. If building conditions, however, approach the normal the building should be completed by October of 1920, at which time the tenants may be able to occupy space.
ftfTi-ii -'.11-
-^ ]
"Number One. America." Which Will Be the New Home of the Inter- national Mercantile Marine Company When Alterations Are Made
More than two years have been spent in the study of the problem and the preparation of plans and the building is intended to embody the best possible practice and experience in every detail relating to a modern office building of the best type. There will be twenty-eight high-speed passenger elevators and the freight elevators will be totally distinct from the passenger service, with separate approach. A feature of the building will be that there will be no inside offices for rent. The structure is of fireproof, skeleton steel construction, the Broadway front to be entirely of stone and the remaining fronts of stone and brick.
A striking feature will be the great hall provided for the passenger department of the steamship lines. This room will be the largest of its kind in the country, and probably in the world, devoted to ocean traffic and compares with thel terminal waiting rooms of the great railway companies. The hall will have a 1
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CSoogle
ThE«»»
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January
*s- 1-1 -^^ ' — ir«-^ -^v^^'' '
^ 'it! « 33 33 5.! St;4%^. 3 -* _« m 13:1 3 . ' '• f=^
Kerr Steamship Company's New Home, a Twelve-Story Limestone Bnildlng at 38-46 Beaver Street
185 feet, a width of 74 feet and a height of 65 feet. These figures represent a height greater than the average six-story dwelling, three times the width and nearly double the length, covering nearly six city blocks.
Like the site of the International Mercantile Marine building the Cunard's new structure will be located on ground of historic interest, the two buildings, together with the Bowling Green Building, which lies between them, occupying the site of the first Dutch city of New Amsterdam. Where the I. M. M. Building will stand the British headquarters were situated during the Revolution and previously Washington, in 1776, had made his quarters in the Kennedy mansion on the same site.
Another building in course of erection is one that will be occupied by the Kerr Steamship Company and its allied interests. This will be a twelve-story limestone front office structure on the site from Nos. 38^46 Beaver Street, just east of the Consolidated Stock Exchange's Building at the south-east comer of Broad and Beaver Streets. The lot, including a narrow strip extending to South William Street, has an area of 7,715 square feet and the building will have a total floor space of about 90,000 square feet. The investment ini lot and building is $1,300,000. It is expected that the building will be ready for occupancy about May i, 1920. Entrance will be at the east side of the Beaver Street front. An architectural feature will be an octagonal lobby between the entrance and the elevator hall. The first floor and the basement will be reserved for the passenger lines and the expansion of this business that is expected to
follow plans for its further development. The Kerr Company will occupy the eighth to the twelfth floors and the remaining floors have been rented as entire floors to the Kerr subsidiaries, including the American Ship & Commerce Corporation, American Ship & Com- merce Navigation Company, Cramp Shipbuilding Com- pany and a marine insurance company.
An extensive project, plans for which have not been completed, is that of the Munson Steamship Company, now at 80 Beaver Street, for a twenty-five-story office building. This is to be erected on the sites of buildings at 71-73 Wall Street, at the comer of Pearl Street, and the seven-story office building adjoining. The two prop- erties together cover an area of approximately 12,500 square feet. The Munson Company recently also acquired the HoiFman Building at 82 Beaver Street. It is planned to have the building ready for occupancy early in 192 1.
Norton, Lilly & Co. are taking possession of their new quarters in the eighteen-story building at 26-28 Beaver Street, a structure erected about seven years ago, which they bought last year for about $750,000. Leases in force at that time prevented early occupancy, although the company has been greatly crowded in its present quarters in the Produce Exchange Annex.
The Twent7-0ne- Story Building for the Cunard Company, Which is Grow- ing Fast, Facing Bowling Green on Broadway
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Norton, Lilly & Co. will probably occupy about six floors in the building.
A. H. Bull & Co., 17 Battery Place, have bought the six-story building at 40 West Street, and will remodel it primarily for their accounting department. They are general agents for the A. H. Bull Steamsliip Company, the Bull-Insular Line, Inc., Bull-Insular Steamship Com- pany and the Bull Insular Line. Their chief services are to Porto Rico and the West Coasts of Africa.
A shipping building completed during the war is Fumess House, at Whitehall and Pearl Streets, the home of the Furness-Withy interests in New York. This seven-story structure is an Italian marble reproduc- tion of an Eighteenth Century English^ style and is a handsome specimen of architecture. In addition to the Prince Line, the Houlder Line and other shipping com- panies, the subsidiaries include the Fumess Shipping Agency, the Economic Marine Insurance Company, the South Durham Steel Company, the Easington Coal Com- pany and the Tilbury Coaling Company.
Harris, Magill & Co., steamship brokers and owners, operating lines from Norfolk, Savannah and Galveston, now occupy the eight-story building at 33-37 South William Street, which they bought last Summer.
Marine insurance interests have also been prominent recently in the general movement towards securing quarters of their own. The old Delmonico Building on the point of the wedge between Beaver and South William Streets, has now become Merchant Marine House. The property was bought in August, 1917, for $750,000 by the American Merchant Marine Insurance Company. The structure, eight stories in height, with an extension, is now tenanted solely by marine insurance underwriters and brokers.
Willcox, Peck & Hughes, insurance brokers, early in this year bought the Seligman Building, 3-5 South William Street, at a reported price of $i,6(X),ooo. The building is occupied wholly by insurance companies.
The property at 5 and 7 South William Street, four stories in height, is owned and occupied by Chubb & Son, underwriters. The cost is said to have been about $250,000.
Others now owning their own buildings are the Im- porters & Exporters Insurance Company, at 51 Beaver Street, and the Merchants and Shippers Insurance Com- pany at 14-16 South William Street; 53. Beaver Street is owned by a combination of seven insurance companies.
Of the buildings owned by shipping interests before the war the red brick Hamburg-American Building at 45 Broadway has passed from German ownership and is now in the hands of the American Government, hous- ing many of the offices of the Shipping Board.
The other pre-war shipping buildings are the Mari- time Exchange and the Grace Building. The latter structure, at 7 Hanover Square, is considered one of the best examples of Italian Renaissance architecture in New York City. It has been enlarged since the begin- ning of the war by an addition on Water Street, carrying out the lines of the main building, the construction cost of the two having been $650,000. On the main floor of the building W. R. Grace & Co.'s Bank is situated. This institution, which was organized in 191 5, is a mem- ber of the Federal Reserve System and of the New York Clearing House and has assets of over $12,000,000. From the steamship department on the third floor nine- teen ships, totaling 38,000 tons, are administered. The
The Great Hall of the Canard Building, in Wlilch Will Be the Passenger
Department. This Hall is to Be 185 Feet Long, 74 Feet
Wide and 66 Feet High
company, which was founded in 185 1 and established in New York in 1868, has now extended its activities throughout the world, embracing merchandising, export- ing, importing, shipping, banking and large industrial establishments. The house now has 157 branches in 28 different countries, employing more than 30,000 people, of whom 825 are connected with the New York ofiices.
The Maritime Exchange Building, a six-story struc- ture, at 78-80 Broad Street, was bought by the Exchange in 1902 at a cost of $340,000. The entire interior of the Popham Building, as it was then known, was rebuilt. The Exchange occupies the gp-ound floor and the re- mainder of the building is rented to members covering all branches of the shipping business. The Exchange was organized in 1873 ^i^d incorporated in 1874. Until 1883 its quarters were at 66 Beaver Street, from which time it was quartered at the Produce Exchange until it moved to the present location. The Exchange serves as a clearing house for shipping information and the transaction of business. The maximimi membership of 1,200 allowed by the by-laws has been reached and mem- berships are now quoted at about $400. Many of the larger shipping houses have from six to ten members in the Exchange.
From the outline here giveni it will be seen that the own-your-own-home movement has had a marked im- petus since the b^inning of the war. Nor is it believed that the movement is over, reports indicating that addi- tional activity in this direction may be looked for in the near future.
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A Deeper Channel for Newark Bay a
National Necessity
NEW YORK is the largest port in this country. It is so large that it is no longer regarded as the premier port of the State of New ^^ork, or the largest port on the Atlantic Coast. It is the port of the Nation. It is just as important to the large Middle West industrial centers, to the grain-growing States, to the coal and iron producers as it is to its own native State. Its supremacy must be maintained at any cost.
It is the most congested port in the world rnd ih's con- gestion has been increasing steadily since the beginning of the war, so that today from one hundred to one hun- dred and fifty cargo carriers, mostly flying the American flag, are idly swinging at their anchors at different parts of the harbor and up the Hudson River waiting for a berth where they can discharge their cargoes and fill up again from the huge pile of merchandise and materials that is waiting shipment to fore'gn countries.
These vessels are costing their owners or the taxpayers of the country, if they are Shipping Board vessels, thousands of dollars each day. Many schemes have been suggested to solve the trouble, but for one reason or another no definite action has been taken on any. One of these is to dredge Jamaica Bay and for the city or some private corporation to build piers there. Another now developing is for the city to build piers on Staten Island. The Cunard Steamship Company, a British corporation, appreciating that competition will grow keener every
month, is planning to build a terminal at Weehavvken which will be fed by the railroads that run through New Jersey and so save the delay and cost of lighterage across the Hudson River.
Now one wonders why the simple proposition before Congress was never thought more seriously of before and the more one studies this plan the more enthusiastic one grows about it. Back of that piece of land known as Constable Hook, which separates New York Bay from Newark Bay, which is formed by the meeting of the Passaic and Hackensack Rivers, is a huge piece of land fronting on the water, fed by six railroads, which at a very small outlay, comparatively, can be made one of the finest terminals in the world. The proposition to do this is now in the hands of Congress and should that body ac- celerate its speed a trifle an appropriation could be made before next March. With this appropriation it would not be a very long or difficult engineering problem to dredge a 31-foot channel, and with that channel Port Newark Terminal would offer attractions to capitalists who would help to develop the National Port of New York and make it the leading port not only of this country, but of the world.
There is a channel at present 21 feet deep, but that is not deep enough to enable moderate-sized freighters to get into Newark Bay. The Rivers and Harbors Com- mittee of the House of Representatives has adopted a
New York Harbor, Showing lU Crowded Water Front. In the Circle Is the Port Newark Terminal, Fed by Six Big BaUroads. Hondreds of
Ships Conld Be Accommodated There
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resolution requesting the Board of Engineers to re- examine the Newark Bay project with a view to a 31- foot channel 750 feet wide.
This part of the harbor is fed by the Pennsylvania, Central of New Jersey, Erie, Lehigh Valley, Lackawanna, and Reading Railroads. This means that in the huge yard which can be built cars filled with precious freights from all parts of the country can be cared for. These cars can be placed alongside the steamers as they are moored at the piers to be built and loaded without the delay or cost of lighterage.
It may read like a dream, but a little careful study will show how feasible it is. With this terminal properly developed it will be possible for a steamer to dock with- out waiting for days and weeks at anchor in the harbor. The crew of that steamer by their work in bringing the freighter home will have earned a rest. They will be released for a few days as soon as the steamer has docked and another crew will at once board the vessel to unload and then to load it with a new cargo. This work done in three or four days, the ship's crew will return and take the vessel to sea again, thus saving all the loss caused by long delays and tedious work.
The freight trains loaded with their many tons of merchandise will be able to run alongside the ships and modem machinery will unload them quickly and place their freights safely in the holds without the cost and trouble of lighterage across the rivers. The cost of this lighterage is $32 to $35 a car. The cost of handling direct from car to ship or from ship to car is $8 to $10 a car.
Two years ago the land on the west side of Newark Bay was salt meadows, undeveloped and waste. The Submarine Boat Corporation leased from the Port New- ark Terminal one hundred and thirteen acres and erected a shipbuilding plant with twenty-eight ways from which more than one hundred 5,000-ton freighters have been launched. The United States Government purchased one hundred and thirty-three acres and this is now occupied by the United States Army Supply Base. There are now two hundred acres of land owned and developed by the City of Newark immediately available for occupancy. Other acreage is now being developed by the City of Newark. The total area of this property is 1,075 acres. It is three miles from Bergen Point to Port Newark Terminal, eleven miles from the Narrows and by way of comparison it is eleven miles from the Narrows to 33d Street, North River, New York.
There is at present a City Channel 400 feet wide and 21 feet deep at mean low water, 9,050 feet long. The total length of docks is 7,435 feet. The City of Newark has already spent $3,500,000 in the development of the terminal and what is needed now is for the Government to appropriate sibout $7,000,000 to make a channel 35 feet deep from the Kill-Von-Kull up to the terminal.
When this channel is assured the Federal Ship Build- ing Company will build dry docks and be in position to build vessels up to 20,000 tons. The Submarine Boat Corporation will be able to turn out much larger vessels than it is now building. The Ford Motor Company will erect a plant on property it owns at the junction of the Passaic and Hackensack Rivers and other big plants will be erected.
It is, however, as a relief to the congested conditions of the Port of New York that this channel is most needed and to impress the Congressmen and others of the im-
port Newark and Vidnlty, Showing the Plan for the 36-Foot Channel
portance of this work the City Commissioners of Newark and the Newark Traffic Club recently arranged for an inspection of the harbor and of the site by all those interested.
The committee of the Traffic Club of Newark on meadow development and the deepening of Newark Bay Channel is as follows:
W. C. Mueller, chairman, A. Preston Jump, vice-chairman, C. W. Feigenspan, treasurer, N. G. Campbell, secretary, J. Floyd Andrews, Hon. Alexander Archibald. B. L. Birkholz, Curtis R. Burnett, F. H. Carberry, David Grotta, A. V. Hamburg, Arthur Hamilton, C. H. Hershey, A. A. Hoffman, John Howe, R. C. Jenkinson, Hamilton Kean, Uzal H. McCarter, Dr. Henry Mos- kowitz, J. F. McGann, Charles Milbauer. Franklin Murphy, James R. Nugent, H. B. R. Potter, Hon. Thomas L. Raymond^ Robert L. Ross, Louis Schlesinger, Thomas C. Sheehan, DeWitt Van Buskirk, B. S. Whitehead, C. T. Williamson and John Eustice, president ex-officio.
This committee recently stated its case in the follow- ing declaration:
It is the unanimous opinion that the object is one that can be accomplished, and that it should be and must be, as it is a prime necessity for the welfare and development of Newark and contiguous municipalities; and not only so, but more than this — that Newark, by reason of its location on the west bank of Newark Bay, its geographical and topographical advantages — the nature of the land fronting on Newark Bay and the Passaic and Hackensack Rivers, and extending thousands of acres back of them, offering cheaper and more convenient development than possibly any other section of the country — is a State and National asset of immense value; that it is naturally and should be actually the eastern gateway between the American Continent and the rest of the world, through which a large part of the expanding commerce of this nation should flow, and through which it must move if it is to be handled with the minimum of cost an<f maximum of facility and speed; that therefore the improvement along the lines indicated is a very essential factor in the future welfare and development of the State of New Jersey and the whole llnited States. ' ' .
The Traffic Club of Newark confidently looks for the desired and effective cooperation and support to be rendered willingly and cordially until the last great physical obstacle to the full and complete utilization for the benefit of the whole nation of the great natural advantages of Newark Bay and its tributaries shall have been permanently removed.
Walter E. Edge, former Governor and now United States Senator for New Jersey, several members of the Rivers and Harbor Committee of the House of Repre- sentatives and many Congressmen visited the City of Xewark on Friday, December 12th, and remained there as guests of the city until the following Sunday, seeing and listening. The Rivers and Harbors Committee of the House was represented by a round dozen of its twenty-
rContinued on page 36)
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American Ships the World's Best
By Henry C. Wiltbank
(( A MERICAN shipyards are building vessels in- £^ ferior to those turned out in Great Britain. These ships are of such poor quality that even American insurance companies are refusing to accept them as risks. Repair costs on them are running so high that it is an impossibility to operate them at a profit, even at an abnormally high level of freight rates."
This is Great Britain's answer to the competition of American ships. Outclassed in quantity-production and speed of delivery, unable to secure materials as cheaply, and with only about io% advantage in construction prices and that being cut down rapidly, British ship- builders are seeking some means — any means — of coun- teracting the advance of the American shipyards. This accounts for the charges of inferiority appearing with in- creasing frequency in the British press and in statements by men identified with British shipping. The effort is to spread the impression among prospective European buyers that American-built ships are faultily constructed, and at the same time to throw a flattering light upon the product of the British yards.
The favorite method is to recount the performances of the wooden steamers thrown together for the Shipping Board in war times and to print lists showing the fre- quently occurring casualties to this type of tonnage.
If criticism stopped there the truth would be little strained, if at all ; but when it goes on to include, both by implication and directly, the steel tonnage turned out in American yards, truth is trodden under foot to supply propaganda of a particularly vicious character.
Let it be freely admitted at the outset that the in- ferior quality and efficiency of the wooden steam tonnage form a fair target for criticism. But let it be remem- bered at the same time that this tonnage was built at the request of Great Britain as a vital factor in winning the war, that it served its purpose and that its production was hailed with gratification by both the British press and people. The ships were built of wood because steel was not to be had in the quantities needed, and they were built of unseasoned wood because there was no time for seasoning. Speed, not quality, was the factor and any- thing that would float was desirable, without view to its future fitness. What little wooden shipping is being built in the United States now is not of that character and what steel tonnage is being constructed is fully equal to Great Britain's best.
In fact, if the character of the war-built shipping is to be assailed, it might be pointed out that not all of this type produced by Great Britain is above reproach and that British repair yards have had their share of it to attend to. That it did not reach the high level of inferiority of the Shipping Board's war product, how- ever, is largely due to the fact that more — ^vastly more — time was taken to produce it. And if the question of the records of the two governments in the matter of ship construction is taken into consideration, the views of an eminent British shipbuilder are of interest. Sir George Hunter, chairman of Swan, Hunter and. Wig-
ham Richardson, Ltd., on a recent visit to Montreal, declared :
"Government shipbuilding has been a ghastly failure in Great Britain. The government has spent millions on shipyards, but not one of them is ready for building ships yet. They tried to persuade the trade unions to take over their yards; and it was open to the workers to run them as they liked, on a cooperative plan if desired ; but the trade unions were not prepared to run the risk, and naturally the government was not ready to guarantee them, though everything short of that they were prepared to grant."
The two governments, then, proceeded along directly opposed lines — errors o£ omission on the part of Great Britain, errors of commission on that of the United States; but it was patently the response of American shipyards to the cry of Lloyd George for "Ships, ships, more ships," that did more towards winning the war, although the weapons forged were not flawless.
Differences in the construction methods of the two countries are interestingly set forth in an article on "American Versus British Shipbuilding" by "A Naval Architect", appearing in the Liverpood Journal of Com- merce last fall.
An American shipbuilder, who was questioned by the writer, is quoted as saying, when asked what impressed him most about British shipyards and shipbuilding methods, that he marveled that ships could be constructed rapidly and cheaply in yards hopelessly obsolete so far as their equipment was concerned and which were run in such haphazard fashion. Apart from a few well- equipped yards, the remainder appeared to him to be little more than mud-banks, where everything was com- pressed into very little space and where steel plates were put together and slid into the water. Efficiency under such conditions seemed impossible. There was scarcely a sufficiency of bare necessities, and trimmings were entirely absent. To all outward appearances modem aids to shipbuilding were altogether neglected and the industry seemed in a very primitive state, far removed from the theories surrounding scientific ship construc- tion.
"But," says the British writer, "and the American shipbuilder admitted it was a very large 'but' indeed, these 'so-called' shipyards produced ships in seemingly endless succession. Every berth always seemed fully employed, and 90% of the space in the yards appeared to be covered by these berths. The ships were built with wonderful rapidity, not as isolated advertising per- formances, but as regularly as clockwork. Moreover, the cost of production was low, although, in his opinion, it might very well be decreased by the introduction of better appliances and some of the methods commonl> employed on the other side of the Atlantic.
"To one used to British yards those on the other side of the Atlantic appear to have run riot, and the elaboration of detail suggests a mad craving for method which outweighs every other consideration. The pro-
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January
■WElfit
RUDDER
13
duction of ships seems to be of secondary importance compared with the construction of costly gantrys, the installation of the latest machinery of every type, the erection of first-class offices, shops and stores and the setting up of apparently complicated systems of costing and estimates.
"Land is usually plentiful in the region of American shipyards and consequently the general layouft of the plant is made regardless of the acreage involved. Rail- way lines run all over the place. Everything is stored under lock and key and all work seems to be carried on under cover. There is none of the apparent disorder and crampedness of the average British shipyard ; in fact, the whole savors more of a succession oi well-ordered cleanly warehouses and shops. Somewhere far away are the building slips and finishing-ofF berths. The casual visitor might easily go around the yard and miss this comparatively small part.
"The most striking feature of most American yards is the relatively small space devoted to ship construction itself. The number of berths always seems hopelessly inadequate to the size of the yard and for the ntunber of men employed. In Great Britain no one but a mad- man would attempt to create an establishment such as is maintained in an American shipyard completing only a few ships per annum."
It is the opinion of the writer that a critical survey of the cost involved in fitting out the slips would un- doubtedly show that the actual saving in time and labor obtained by the elaboration of mechanical devices is not equal to the extra charges involved. Referring to the system of estimating and compiling return costs, he says that it is possible to control the spending departments with a fair degree of accuracy ; but he declares that "the number of men employed on the work in a yard turning out, say, six s,ooo-ton ships per anniun, would probably exceed the number similarly employed in any yard in Great Britain, with very few exceptions.
"In how many yards in our own country," he adds, "is any scientific attention paid to the detail expenses involved in running each separate department? This is a particular instance in which the Americans score, and score heavily. They know what a certain job should cost, and if the return cost is high, then the foreman concerned must account for it. Moreover, this is not done six months after the ship is delivered, but generally before she leaves the yard, so that, if necessary, matters in argument can be settled by reference to the actual work concerned."
The cost of an estimating department, he points out, is trivial and such a department pays for itself many times over if conducted in a thorough manner. "That is one lesson our shipbuilders could well take to heart," he continues. "Now is the time to inaugurate such a reform, since it would be able to get well into stride before the hard times coming result in the weeding out of the inefficients. There is a big fight ahead and only the best prepared will survive. Thick-headed obstinacy must not stand in the way of needed reforms. Our yards should be better equipped with mechanical appliances and they should be run in a scientific manner."
Turning to the "failings" of American shipbuilding, the British writer states that in this country the industry suffers in the first place from the too prominent attention of the share-dealing capitalist. "We have yet to learn," he goes cmi, "that the American yards will be financially stable in the years to come. The expansion due to war
demands, if capitalized in the usual American way, will prove too great a burden when the demand for tonnage decreases and orders are only obtained on a competition price basis."
Apart from labor questions, the writer says in con- clusion, other important factors enter into the relative merits of the shipbuilding industry in the two countries. "British yards," he states, "are relatively badly equipped and badly organized, while we turn out our vessels under haphazard conditions — ^at least that is the American view. On the other hand we consider the American yards overcapitalized, overorganized and possibly incapable of avoiding the rocks ahead.
"Whichever view is correct, or whatever intermediate stage represents the ideal, it is quite certain that the yards in this country could profitably adopt some of the American ideas concerning up-to-date equipment and better organization."
The charges of overcapitalization and speculative weakness have been made against American shipping from British sources before. It is therefore interesting to note the opinion of J. C. Gould, a prominent British shipowner and operator. Mr. Gould, who has been one of the chief critics of the American merchant marine, has only recently returned to England from a trip to this country in the course of which, he says, he thor- oughly investigated shipping and shipbuilding conditions.
"Strangely enough," he states, "the American public is not interested in the ownership of a mercantile fleet, practically all the privately-owned vessels being owned by large corporations or export houses, the number of joint stock companies being limited to not more than four or five. I am reliably informed that the general public does not subscribe for shipping issues, the element of uncertainty and risk being regarded as too great to be faced and because of the better returns on other and better known securities and investments."
While Mr. Gould's estimate of the number of stock companies interested in shipping is somewhat short of the mark, the fact remains that the speculative interest of the public in shipping is far less in this country than in Great Britain.
Mr. Gould's views on American ships are in line with the opinions now being so frequently expressed in Great Britain. American vessels do not compare favorably with similar ships built in British yards, he says, adding:
"The speed and haste with which so many of the vessels were built has resulted in a great number of ships which do not measure up to anything like the stand- ard of foreign tonnage and the navigation laws are diametrically opposed to sane administration of shipping. It is generally admitted that the wooden ships have ceen a failure. It is not admitted that the steel ships have been a success. Repairs, an item not lightly regarded by British owners, and upkeep expense of the American ships are practically beyond belief."
It IS in this interweaving of statements regarding American wooden and steel tonnage that the real menace of the British criticism lies. While repair bills on Ameri- can ships have been large this has been overwhelmingly due to the necessity for patching up the wood steamers.
Under the heading, "American Ships Inferior," the Liverpool Journal of Commerce quotes the views of A. E. Raebum, Director General of the British Ministry of Shipping in the United States, which, it says, were repro^ duced from American newspapers.
(Continued on pftg« 45)
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Hood-The Last Word in British Naval
Construction
By Frank C. Bowen
IN last month's European Notes it was mentioned that the British battle cruiser Hood was about to leave her builders* yard, and a detailed description of this extraordinary vessel is now released for publication.
It is usually said that every warship must of necessity be a compromise, but in the case of the Hood it is difficult to point to any feature which has been sacrificed to others. This does not include economical construc- tion, for there are numerous rumors as to her enormous cost which are only mentioned with bated breath. A question in Parliament on the subject only produced a half answer. The result of this expenditure is a vessel which is without question the world's finest warship, which will make an excellent fleet flagship, but which for many years will be unable to fit into any tactical organization. She is, in fact, the fusion of the battleship and battle cruiser principles, being nothing less than an improved Queen Elizabeth with the speed of the Repulse.
To accomplish this, enormous dimensions were, of course, necessary, and her overall length of 860 feet is surpassed only by the American Saratogas. Her breadth is 104 feet, her maximum draught well over 30, and her designed displacement 41,200 tons.
In the engine room she is fitted with geared turbines of a total horsepower of 144,000, giving a designed speed of 31 knots at sea. They are of the Curtis pattern, with modifications by her builders, Messrs. John Brown & Company of Clydebank. Her fuel consumption has not yet been published, but the fact that her oil stowage is 4,000 tons only, does not suggest that she will have nearly such a large full speed radius as her older sisters of the Repulse type. The number of water-tube boilers is another detail of which information is still withheld.
Her main armament is the same as that of the Queen Elizabeth type with the exception of improvements in guns and mountings (made as a result of war-time ex- perience), and turrets shaped to give an extraordinarily high elevation. The secondary armament consists of twelve 5. 5-inch guns, a calibre introduced into the British Navy in the two cruisers Chester and Birkenhead, which we took over from Greece, and which has proved ex- tremely satisfactory. These are mounted in casemates, five ^ side on the upper deck, and one on the superstruc-
BritiBli Battle Cruiser Hood, 860 Feet Long, Speed 31 Knott, and Bfoonts Eight 15-Incb Onns
ture behind a shield. On the after end of the super- structure four 4-inch anti-aircraft guns are mounted in such a way that three can bear on either broadside and reinforce the anti-torpedo armament.
The most striking features of the ship lie in her protection, every lesson learned at Jutland having been taken full advantage of in the enormous weight which has been expended on external armor and internal sub- division. The result is a ship which, should she ever go into action, is likely to be able to stand more hammer- ing than any vessel now afloat. Her main belt tapers from a maximum thickness of twelve inches, above which the secondary battery is protected by five inches of steel.
Whether this latter feature is advantageous is likely to keep naval theorists arguing for quite a long time to come. The general tendency of British opinion lately has been either to keep a shell right out, or else to hope that it will go right through both unarmored sides of the ship without exploding, after the fashion set in the American Pennsylvania.
The turrets, which are very roomy, are protected by plates ranging from 15 to 11 inches, and they rest upon 12-inch barbettes. Protection from air bombs is afforded by the forecastle deck which for the whole of its length from the stem to the third turret is of hard- ened steel with a maximum thickness of 2 inches. Below this the main deck is i^^ inches on the flat and 2 inches on the slopes. The conning tower is an enormous erection standing well clear of the tripod foremast with an excellent all-round view. Front and sides are 11 inches and the back is 9 inches thick. A small armored director tower is fitted aft.
In appearance she is very much like the Repulse but of simpler outline, her enormous length making two very sizable funnels appear stumpy. Both fore and main masts are tripod, with very short topmasts. Between the funnels there is a large searchlight platform.
For our enormous outlay we have a wonderful vessel for which it will be difficult to find very much use. When the armistice was signed, the construction of three sisters, Howe, Anson and Rodney, had pro- gressed so little that the contracts were cancelled and they were scrapped on the stocks to make room for liners. Had they been completed they would have formed a wonderful squadron, but they would have been ab- solutely unjustified by the probable trend of the world's
European Notes
The famous and still unsolved mystery of the Marie Celeste is brought to mind by the news received on the morning of writing that a three-masted schooner, the Marion C. Douglas, has been found abandoned off the Scillies and brought in by local boatmen. Ship and cargo were undamaged and none of her boats appeared to be missing, but nothing has yet been heard of her crew or of what made them desert her.
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January
15
Two of the German liners which were surrendered 10 the British under the terms of the armistice have been practically destroyed by fire within a few days of one another, within a few miles of one another, and just after completing the same voyage. Prinz Hubertus, a 7,523-ton ship which as the Cap Blanco used to run between Hamburg and the South American ports, and which w^as put under the management of the P. & O. Line to bring wheat from Australia and pick up time- expired soldiers at Bombay on the way home, caught fire in the London Docks on the afternoon of November 2 1 St. The outbreak was soon got under control by fire floats and land engines, but a few hours afterwards it burst out afresh in another place and on this occasion all that could be done was to get her out of the way of other ships and warehouses and let her bum herself out on a mudbank. It is very doubtful if anything can be done with the shell that remains. In the forenoon of the 27th it was discovered that the cargo in the fore hold of the Swakopmimd, in a neighboring dock, was well alight. By dusk this was extinguished, but practically all the grain and copra remaining on board was destroyed and the ship damaged. She was originally a Hamburg- American steamer of 5,000 odd tons, and after her surrender was allotted to the New Zealand Shipping Company for management. The present extraordinary run of fires on board British steamers is beginning to attract a lot of attention and there is quite a general, though unsubstantiated, suspicion of arson.
* * *
The action of the Portuguese Government in pleading Government Privilege in resisting a claim for salvage services made by three Mersey tugs for getting the steamer Porto Alexandre off a bank in that river has caused a lot of ill feeling. The question of the service having been rendered does not seem to have been raised — the ship being government owned she was outside the jurisdiction of the court and that ended the matter. It is to be hoped that the authorities at Lisbon do not intend to dodge paying for the services which saved a valuable ship altogether, but in the meantime they are under suspicion, and, as the judge remarked when he stated that the wording of the law left him no alternative to finding for them, they must not be surprised when Portuguese ships are left on the mud to shift for them- selves. The law was made before governments used their ships for commercial purposes and should be
amended at once.
* * *
Practically every big British company is now follow- ing the American example and is converting its steamers to bum oil instead of coal. The White Star, Red Star and Cunard have started on the Atlantic trade and all the Royal Mail Steam Packet Company's South Ameri- can ships are to be altered as they come in for refit. The services on which the passengers will feel the great- est benefit from the change are the Far Eastern and Australian, where the noise and dirt of coaling at Malta, Port Said and other ports causes very considerable discomfort. Even the linguistic passenger who invari- ably explains that the monotonous chant of the native laborers is not nearly as complimentary to the superin- tending officer as that gentleman thinks it is, does not make up for the inconvenience. In these trades the lead has been taken by a comparatively small company, the old-established Bibby Line, but it is practically cer-
tain that their bigger and richer rivals will be forced into line. i^, n^ n^
Permission has been granted for a limited number of commercial travellers to be given transportation in such British warships as are proceeding to foreign sta- tions in the near future, but once they arrive in their area they are to shift for themselves. The question of how these gentlemen are to be accommodated on board warships in full commission does not seem to have occurred to the civilian supporters of the scheme who have given it Admiralty sanction, and even when a naval member of the House of Commons raised the point he was given no definite assurance that officers would not be turned out of their cabins to make room for them. Meanwhile the Liverpool Journal of Com- merce has come forward with a comprehensive scheme for the conversion of certain mine-sweeping and patrol sloops at present laid up into "Commerce Encourage- ment vessels" which shall be run by the Board of Trade for no other purpose than the encouragement of British overseas trade in a variety of ways. As it stands the scheme w^ould mean practically no expense to the gov- ernment, but there is little likelihood of it being carried
into effect until it is too late.
* * *
The British Navy is advertising the sale by tender of a number of the coastal power boats which made such a wonderful name for themselves on the Flanders Coast and in the Baltic, and which can be converted into private racing or fast day-cruising boats with very little difficulty. The invariable custom in the United States Navy of publishing an idea of the appraised value of any vessel whose sale is advertised is not followed in the British Admiralty and at least one case is known of a prospective purchaser who thought he would get an idea of a reasonable price to offer by calling upon Messrs. Thornycroft, the designers and builders for these vessels, and making inquiries. They were most polite in giving him every information, and went so far as to give him the benefit of their experience in con- verting a number which were left on their hands when contracts were cancelled after the armistice. They g^ve him the benefit of their experience so unreservedly that he decided that their ideas were certainly better than his, and next season is booked to race one of the Thorny- croft standard conversions. The presence of these fast boats in British waters next season will do an immense amount of good to the sport, and it is very probable that at least one of them, specially adapted, will be among the defenders of the British International Trophy against Miss America and her consorts.
Flfty-Elght-Foot Coastal Power Torpedo Boftt, With Tubes and Depth Charge Bemoved and Fitted as a Bacer. It Makes 37 Knots
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Mr. Sutphen Comes Back Very Keen for
American Ships
HENRY R. SUTPHEN, vice-president of the Sub- marine Boat Corporation, has returned from a two-months' business trip to Europe. He visited England, France and Italy, and comes back full of enthusiasm about the future of American shipbuilding and shipping.
Mr. Sutphen visited many of the leading shipbuilding plants while abroad and he has returned convinced that the shipbuilders of this country can outbuild the world. He says American ships are better designed, better built, and production is much faster than in the foreign yards.
*'I found," said Mr. Sutphen, "that the British yards were rushed with work. They have contracts that will keep them busy for at least two years and orders will be placed as the present vessels are completed. I did not, however, find where they were accepting contracts and promising quick delivery at $150 a ton as has been so often reported on this side of the Atlantic. On the con- trary I found that prices were every bit as high as they are in this country for vessels built in the regular ship- yard way and much higher than we can build ships of standardized design by the fabricated method of pro- duction.
"The shipbuilders are accepting orders on the cost plus basis, which means high prices, and they are not promising deliveries. Labor has tied up production in Great Britain even more than it has in this country. The British labor unions are opposed to the use of machinery. They still think that the use of machinery instead of helping them does them great harm and keeps men from work. They cannot see that their very lives depend on production and so one sees very little of modem machin- ery such as pneumatic riveters, pneumatic drills, etc., used in the shipyards, and the large part of riveting, drilling, reaming, etc., is still done by hand. This, of course, from our point of view, is a slow way to do big work and it naturally hurts the builders, the country and the men. Why, in our yards we leave them far behind in riveting.
"There is a most pronounced prejudice against American-built ships. The British are absolutely positive that our vessels are crudely designed, poorly constructed, and that they cannot possibly last and compete against their vessels in the competition for the world's trade. In a measure we, on this side, are to blame for the criticism one hears abroad, because at home our ships have been harshly criticised and all defects caused by the rush during the period of the war have been grossly exaggerated. On the other side much has been made of these criticisms and there has been carried on a very thorough propaganda against the American-built ship.
"I found, though, that the British shipping man is very much alive to improvements both in machinery for the propulsion of his ships and machinery for auxiliary purposes ; and his ships are designed, built and equipped to be most efficient and at the same time economical to operate.
"At home we are trying to impress operators that the geared turbine is superior to the reciprocating engine. It has been tried here and its worth fully proven, but there are some who still insist on the reciprocating engine. On the other side the geared turbine is being installed in all the new ships. All foreign-built ships
are oil burners, the coal burner is a thing of the past,^ and to help the oil-burning ships the British Govern- ment has for a long time been establishing oil bases ia all parts of the world, so that the vessels do not have to carry fuel to make round trip voyages and conse- quently much oil-bunker space is devoted to storing cargo, which brings money to the operator.
"The water-tube boiler, too, is now in its ascendancy and the modem up-to-date ship is fitted with these boilers, which have proved so good in the eighty vessels built at the Newark Bay Plant which are now trading all over the world. We have the most glowing reports- of these boilers from the officers of the ships and from the American Bureau of Shipping.
"The world needs ships. That is shown whichever way one turns. Just now the depreciation of foreign exchange hurts not only the American shipbuilder but all American trade. That will possibly prevent many contracts being made at the present time, but it will not be long before things are adjusted and then we will have a period of busy times in the shipbuilding industry which will allow our yards to be operated to their limit and bring much trade to this country."
Submarine Boat Corp.
The Submarine Boat Corporation up to the time of going to press had launched ninety-nine of the cargo- steamers. This is an accomplishment the corporation and all its able assistants may well be proud of and to- celebrate appropriately it was arranged that on Satur- day, December 27th, three vessels should be overboard from the Newark Bay Plant, and another December 29th,. making the total at that time one hundred and three.
The hundredth vessel was to be named Haslehurst and the sponsor is Mrs. Henry R. Carse, wife of the president of the corporation. The second vessel to be launched is named Suwied and for this Mrs. Charles H. Hampton will be sponsor. Mrs. Charles Lanier II will christen the third vessel, to be named Tashmoo, and Mrs. C. Edwin Michael will be sponsor to the fourth, to be named Virginia Bridge, on December 29th.
The first launching at the Newark Bay plant was on May 30, 19 1 8. The Agawan was launched in less than eight months after the contract to build the plant was signed and in those eight months the site of the huge shipbuilding yard was changed from a salt meadow to its present condition and about 16,000 men were at work at that time. Since last January the work has been speeded up wonderfully and the further they go at Newark Bay the greater headway they seem to gather. In twelve months eighty-three vessels will have been launched.
The original contract called for one hundred and fifty vessels, of 50,050 D. W. tons but the Emergency Fleet Corporation has cancelled the order for thirty-two vessels so that only eighteen more are to be launched for the United States Government. The thirty-two will, however, be built and be disposed of to other interests.
Digitized by
Flying Without Wings
Made Possible by the Helicopter By Robert G. Skerrett
THE helicopter, the wingless flying machine, is an assured fact. Such is the positive assertion of Dr. Peter Cooper Hewitt and Professor Francis Bacon Crocker of New York City.
These men have made this possible through their joint labors to fit us to meet the Teutons had the enemy endeavored to attack our Atlantic seaboard from the air. The story of this achievement is one full of astonishing promise; and we shall see before the tale is ended that yachtsmen and mariners generally have reason to be interested.
In 1917, Dr. Hewitt and Professor Crocker joined hands, and, aided by the financial support of a few patriotic citizens, began their epoch-making experiments at Ampere, N. J. Their work was upon a scale that would supply data for the building of helicopters both for general service and for national defense. The immediate object was to construct a machine that could mount freely aloft — one that could be directed by the pilot. At the same time the desire was to dispose of several mooted engineerii^ questions. Inasmuch as the helicopter lifts itself by its screws alone, without the aid of planing surfaces, the fundamental problem of the scientists was to develop a suitable type of propeller.
These engineers could not merely pick and choose from among the scores of screws turned out by manu- facturers, for the very simple reason that the airplane propeller is quite unsuited for application to the heli- copter. The propulsion of the helicopter introduces phenomena of a distinctive character. It might be just as well to make the differences reasonably clear at once.
The helicopter's screws must serve the twofold pur- pose of the propellers and the supporting wings of an airplane: i.e., they must Hft as well as drive onward the entire weight of the craft. Their further function is to regulate the descent so that the machine can settle nearly straight downward, and at speeds susceptible of the nicest graduation. In fact, it is probably not misstat- ing the art to say that the evolution of a suitable propeller has heretofore been one of the greatest obstacles to the production of a successful helicopter.
The airplane propeller is a relatively inefficient instru- ment for gripping the air and thus driving or drawing a flying machine forward. It functions akin to a person climbing a sharp gradient of yielding sand — the advance is not commensurate to the power expended. The reason for this is that the rapidly revolving screw creates a tremendous commotion in the air, both in front and
Trftnfferring Mail From PMslng Ships in Midocean by Means of the Helicopter
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A United Stfttes nayal saiHPluie being launched from the cfttapnlt of an annored cruiser Kone of the cumbering apparatus needed for this service wonid be required if the seaplane were replaced by a helicopter
behind it, and the propeller therefore goes forward into a disturbed element which reduces its propulsive effort. Accordingly, an airplane must forge ahead at great speed in order that its screws may get the needful hold on the air which it has already disturbed. To transform a measure of this motion into a suitable sustaining force, the designer must have recourse to widespread wings which, meeting the air, induce a buoyant impulse or reaction.
The primary problem of the two scientists was to use low-speed screws and to devise exceptionally big pro- pellers so that it would be possible to draw upon a very large area of thcj atmosphere. In short, to obtain the desired measure of lift upon a moderate expenditure of engine power. The largest airplane propellers are about ten feet in diameter, and they churn the air at a rate of 1,200 to 1,500 r.p.m. As Professor Crocker says: "We wanted screws that would do the needful work when making only 100 r.p.m., or even fewer turns. This meant that we should have to depend upon propellers many times bigger than any in aeronautical service. It was evident that we could not realize this if we merely magni- fied the airplane screw.
"The propeller finally agreed upon measured from tip to tip exactly fifty-one feet! Our propeller is a two- bladed affair, and each blade is secured to the outer halves
Getting a flying machine back aboard a ship is a ticklish undertaking at best, and especially so if there is a seaway running and the parent craft is rolling
of a tubular steel arm a little more than twenty-five feet long. By reason of this, the blades actually sweep through the air at considerable velocity, though making relatively few revolutions a minute, and thus their some- what modest surfaces become highly effective lifting and propelling agents. The blades are patterned after the scientifically developed airplane wing. Therefore, the screw we evolved is a combination of propeller and air- plane wing, and bears little resemblance to the screws commonly employed in aviation.
"We found that the two screws used exerted an extraordinary thrust or lift. The average airplane pro- peller does not give more than 7 lb per horse-power, and the thrust of the best of them is about 10 lb. We were able to obtain in excess of 20 tb per horse-power; and we did this when the screws were making only 70 r.p.m."
The machine was not speeded up at a higher rate because wartime exigencies had obliged the use of shaft- ing of which there was some doubt as to its ultimate strength. Ordinarily, there would be no trouble in ob- taining materials of the desired physical qualities. Even so. Dr. Hewitt and Professor Crocker secured the engineering data they desired, and with these figures at their disposal they are today confident that they can go forward with the design and construction of flying craft for various services. Indeed, that is their intention.
Left — A close up of one of the blades of the helicopter's lower propeller. The blade is 15 feet long, 30 inches wide, and modeled after an airplane
wing. The ribs and the upper and lower surfaces are of thin aluminum Center — A full-length picture of Helicopter No. 1, showing all of the vital parts of the machine Bight — The two 100-h.p. electric motors are mounted on the foundation designed to carry two aviation engines. This foundation is pivoted so
that it will reveal any tendency of the screws to turn it about its own center. The entire apparatus is arranged to bear upon platform
scales, and the thrust or lift of the screws is indicated by the hand of the big dial
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Professor Francis Bacon Crocker, who was head of the Department of Electrical Engineering, Colombia Uniyersity, for twenty-live years
The demonstrating machine, or, as its builders call it, Helicopter No. i, was made full size andi was primarily used for testing the value of the motive features and to prove that the screws could exert sufficient lift to sustain a completely equipped aircraft of the type in question. The apparatus consists of two propellers, one above the other, and rotating in opposite directions; of vertical shafts, one inside the other; and of a platform below supporting these parts and the prime movers — two electric motors, which were installed for trial pur- poses only. As the propellers move oppositely, but both exert their thrust upward, each neutralizes the other so far as any careening tendency is concerned. This serves to promote a strong lift of marked stability. This factor is further amplified by the low position of the motors
Note from right to left — Thomas A. Edison, Dr. Peter Cooper Hewitt, and one of Dr. Hewitt's technical assistants. Note one of the two 100- h.p. electric motors Jnst back of Mr. Edison and the big scale dial to the left which indicated the lift exerted by the propellers. The concentric propeller shafts are seen rising behind Dr. Hewitt
and the platform, which in a navigable helicopter would be housed within the fusilage. Two eccentric steel tubes transmit motion to the screws somewhat like the drive of an automobile torpedo.
When Helicopter No. i was assembled last year, neither Professor Crocker nor Dr. Hewitt was sure that the machine would not wobble when acquiring speed. By way of precaution they led four wire stays from the top of the shafting to a like number of posts 4)lanted in the ground. As they had hoped, they found to their delight that these measures were unnecessary, for the heicopter steadied itself like a spinning top when its pro- pellers were turning. This stability became still more pronounced as the screws reached the higher speeds. The motor platform was arranged so that it could move freely about its center. This was done to reveal any force which the screws might exert to this end. How- ever, the investigators found that this impulse was well- nigh negligible. ThiS! meant that the fusilage of a heli- copter aloft would not be set spinning by the propulsive mechanism, but, on the other hand, that the oppositely- moving and nicely-balanced propellers would neutralize any disposition of this nature. It was equally plain that such a machine could be steered without trouble.
A nasty problem for the salvors. A ship beached in shallow water, exposed to the open sea, and hard to reach by the rocket gnn. A hell- copter coold carry out a line withont any trouble and assist materially in other efforts to save the people aboard and their belongings
The skeptical will reasonably want to know how an apparatus of this sort, purposely fastened down so that it could not rise, could be of service in disclosing what a similar machine would do if called upon to leave the ground. By means of standard platform scales, which r^stered the thrust or lift of the screws, it was possible to measure the force so exerted at different speeds of revolution and with the propeller blades set at various angles to the air. A large indicator dial gave the results at every moment. The experimenters purposely used electric motors instead of airplane engines to operate the helicopter, because these motors made it practicable for them to carry on their researches progressively — begin- ning at the very lowest and gradually working up to top speeds. They wanted to know just what was happening at every stage, and this order of procedure put them in possession of cumulative information of the utmost value. There were no gaps to be filled with speculative calcula-« tions. They could, of course, have employed airplane engines, but that would not have enabled them to obtain : :. accurate power readings at all times. t ^ : :
However, the investigations carried on by the two "
scientists covered the substitution of internal combustion engines on free or dirigible helicopters. To^is end, ^
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Bringing & teftpUne aboard after a reconnoitering flight. For this parpoBO a special crane, designed to meet the shifting stresses of a sea- way, is required and the utmost care is needed in placing the aircraft once more upon the car of the launching apparatus. These operations are made a great deal more difficult if the weather as at all stormy
Dr. Hewitt designed a remarkably simple gearing which is able to reduce the high-speed drive of the gas engine to the low speed desired on the part of the propellers. That is to say, with the engines making 1400 r.p.m. the screws would turn at the rate of only a hundred or even as low as fifty times a minute. Further, the gearing is such that a number of engines can be employed and easily placed symmetrically around it. This will permit of the carriage of a spare engine which may be brought into play to meet an emergency.
According to Professor Crocker, "The actual lifting force exerted by the propellers of Helicopter No. i, when making but 70 r.p.m., was 2,550 lb — the motors develop- ing at the time a combined effort of only 126 h.p. This thrust; was considerably greater than the lift needed to
The Coast Guard life savers might be spared much of their hazardous work in reaching a wrecked ship if relief were made available by way of the air. The helicopter promises to be invaluable in this field of service
raise the total weight of a fully equipped and loaded flying craft.'* The best of existing airplanes require much greater engine power to obtain the same results.
There was another reason than the one already given why Helicopter No. i was not allowed to soar. The in- vestigators were keenly alive to the fact that any accident that might injure either a free apparatus or its pilot, no matter how slight, would produce prejudice very hard to overcome, and accordingly they steered clear of this danger. They were aware that a mere mishap in launch- ing his aerodrome — not an engineering defect in his craft — had discredited Professor Langley's historical work and set back for some years the development of the airplane. Thanks to these precautions, the mysteries of the helicopter have been cleared away and we are on the eve of a momentous departure in aviation. Because of the results obtained, the way is substantially clear for work aloft. As Dr. Hewitt expressed it: "We realized all we hoped for and achieved a great deal more than we expected."
(Continued on page 40)
The Kavy's Trans-Atlantic Seaplane, the KC.4. After Being Launched in the Water From a Marine Railway. The Helicopter Would Not CaU for a Launching Apparatus of Any Sort, and Could Bise and Alight Verttcally Upon Either Land or Water
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Transports Becoming Merchant Ships
By Joe L. Murphy
FOLLOWING closely the assumption by the Morse Dry Dock & Repair Company of Brooklyn, N. Y., of the Huron contract, involving the most extensive repair and alterations yet attempted by American ship repairers, came the contracts for the conversion of the S. S. Susquehanna and the S. S. Katrina Luckenbach, jobs calling for a large volume of work and a heavy financial outlay.
These two ships, lying at piers in the Morse yard, with the Huron, Pastores, Panaman, Arizonan, Ken- tuckian and Ancon, form an impressive array of troop transports. The conversion of these ships from the vestiges of war to fittings and equipment for their return to the marts of trade constitutes in each instance a big task, and this work tends to make the Morse yards a • veritable bee hive of industry.
The story of the Susquehanna and the Katrina Luckenbach is the story of all the former troop-carriers. The jobs are much alike. Tiers of standee bunks, mess halls, hospital wards and surplus life rafts are removed, and finer woodwork replaces the plainer, but stronger, walls against which thousands of our soldiers had jostled in their eagerness to sight a submarine.
The 8blp Alejandrlna on the 30,000-Ton Floftting Dry Dock of the Morse Dry Dock & Repair Company
The Susquehanna, formerly the German passenger- ship Rhein, of the North German Lloyd line, will be turned over to the Phelps Brothers by the United States Shipping Board following the completion of her altera- tions, which will give her accommodations for i,ooo steerage passengers between the United States and Mediterranean ports. She is 520 feet long and of 10,058 gross tons. She is the third ex-German vessel to be sent to the repair yards. Unlike the majority of other former German ships she will not be an oil-burner.
The histories of these troop transports, while they vary in their actual war-time experiences, are alike in the respect to their seizure by the United States. On the Huron, as on most of the others, there were broken cylinders, cracked valves, cut steam lines and all the
The St. Michael, Showing Her Smashed Stem After Her Collision With the Adriatic in a Fog Off the Statue of Liberty
wanton destruction that could be wrought by mauls and sledges. She was commissioned, however, and then her more thrilling life began. Once she was in convoy with the S. S. Lincoln, and as that ship steamed on the port side of the Susquehanna, it was torpedoed, sinking in fifty-two minutes. At other times, the Sus- quehanna opened fire at the sight of enemy submarine periscopes.
A signal honor is enjoyed by the Pastores of the
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Mess Halls, Standee Bunka and Other Fittings Town Out to Bfake Way for Commerce
United Fruit Company. With the Tanadores, also of the Fruit Company, and later grounded and lost off the coast of France, the Pastores, the Havana and the Saratoga carried the first convoy of Yanks across a sea infested with greedy U-boats. During her transport service she carried approximately 48,000 officers and men.
Then, the Panaman of the American-Hawaiian line ; in her trips she carried 14,000 American soldiers without the loss of a single man, and 2,900 American Govern- ment horses, of which she lost only nine. These records do not surpass in brilliance the records of other ships in the impressive array in the Morse Company's Brook- lyn yards. They are cited to show that the conversion of these honored ships is worthy of more than passing notice.
Of 8,074 gross tons, the Katrina Luckenbach does not suggest a job of magnitude. Yet, the nature of the work bing done on her is such as to make her the scene of unusual activity. In the process of tearing out and rebuilding, the Kclrina Luckenbach is undergoing a variety of charges ranging from a new towel rack for the stevedores to the enlarging of the ship's saloon.
Coincident with the recent collision of the St. Michael and the Adriatic in the fog off the Statue of Liberty was the timely aid rendered by the Morse Com* pany. Her crew transferred and the St. Michael reported sinking, the Adriatic stood by with her passengers, among whom, was Sir Thomas Lipton, the sportsman, who was leaving for Europe to return to this country for the yacht championship cup race in April.
At the first call for help a fleet of tugs, including several from the Morse fleet, sped to the scene of the collision. Lines were flung aboard the freighter as soon as it was seen that the Adriatic was undamaged. The St. Michael was damaged at the stern below the water line. Morse repairers worked on her as she lay at Pier 6, Bush Terminal.
The coming to the Morse yards of the sailing ship,
Alejandrina, afforded an opportunity for the new 30,000- ton floating dry dock of the Morse Company to perform a distinctive feat in lifting this ship, which for more than twenty years had never been on dry dock. Coming from Puntas Arenas, the most southerly town on the globe, the Alejandrina had set out on the say-so of a deep-sea diver who had submerged to inspect her hull. A little over twenty years ago, the Alejandrina, then the Adrina, British built and owned, was reefed in the Straits of Magellan. Her owners and underwriters gave her up as lost and for two decades she lay reefed, a plaything for the winds and seas.
With the breaking out of the European war, a demand was made on the world's tonnage, and South American salvers attempted the recovery of the ship. For four months they worked when the tide and the light of a new moon favored, and at last they got her off, and patched her up. With more than 7,000 bales of wool, she came to New York after a voyage lasting ninety- two days. She was to go to Long Island for cargo discharge, but the height of her masts prohibited her passing the Brooklyn Bridge. She berthed in Brooklyn, and came to the Morse Company's yards following the discharge of her cargo.
After a general tuning up, the Alejandrina was placed on dry dock, and though her underbody was scraped and painted, there was little else done to her outside hull, which seemed to be in a remarkable state of preserva- tion after nearly a quarter of a century of dozing on a wind and sea-swept reef.
Despite the press of its ship repair work, the Morse Company succeeded in getting into commission the sixth and last section of its new floating dry dock, and with all six sections working, the dock is now capable of fulfilling the claims that it can lift ships 725 feet long and of 30,000 tons.
Bark Fan], From Hamburg for Flilladelphla» Battered by a Storm and Forced to Put Into Halifax. The First German Vessel to
Visit That Port Since 1914
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Big Races on Next
Season's Program
THREE international yacht races are scheduled for next season. The New York Y. C. will defend the America Cup against the Shamrock IV representing the Royal Ulster Y. C. and owned by Sir Thomas Lipton. The series of races for this trophy may be sailed off either Sandy Hook or Newport. The Royal Motor Y. C. of England has accepted the 'challenge of the American Power Boat Association for a race for the British Inter- national Trophy and it is possible that three high-powered racers will be sent abroad after this prize. The Royal Canadian Y. C. has challenged the Indian Harbor Y. C. for a race for the Manhasset Bay Challenge Cup. In addition to these international events the Indian Harbor Y. C. has challenged the Eastern Y. C. of Marblehead for a race for the William H. Childs Trophy for sloops of the R Class. These races all indicate that some yachtsmen will be kept very busy during the summer of 1920 and they will furnish lots of entertainment for those yacht owners who like to witness exciting contests on the sea.
Just when the America Cup series will- be sailed has not yet been determined, but plans are being perfected for the defense of the Cup and the American yachtsmen thoroughly appreciate that in Shamrock IV they have a competitor for which they must have a very wholesome respect.
The two defenders, Resolute, built by Herreshoff,
and Vanitie, built by Lawley, from designs by William Gardner, will be put in the best possible condition and will battle together for the honor of defending the Cup. Charles Francis Adams II will sail the Resolute and he will be supported by the same crew of amateurs who handled that yacht in 1914 and 1915. There is no doubt about that yacht being in prime shape for racing and being well handled. Another syndicate of members of the New York Y. C. has been formed to take over the Vanitie, make some changes that will increase that yacht's speed, give her new sails and other necessary gear and fittings and see that every inch of her speed is secured to try to beat the Resolute. Just what changes will be made has not yet been determined but it is very probable that Vanitie will carry a larger and more lofty rig than wl)en she last raced and this it is thought will much improve her sailing qualities.
The Cup Committee has not yet announced when the races will be sailed. The challengers asked for days in June, but that month is too early to sallow for proper tuning up of either defenders or challenger and it is very probable that the first race will be sailed the end of July or the first of August. It is very probable that the com- mittee and those in charge of the challenger will, after the yachts have been properly tuned up, agree on some day to begin the racing.
The .Shamrock, Sir Thomas Lipton's 7S-metre yacht,
Tozaway, 62-Foot Orniier Bnilt by the Consolidated Shipbuilding Corporation for J. H. Nnnnally, Now Crniilng in the Son]
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is to be brought across the Atlantic next April and will be used as a trial yacht for the challenger and the tuning up will be on Long Island Sound.
Sir Thomas Lipton has a new steam yacht. His old Erin was torpedoed during the war when she was used as a hospital ship. Sir Thomas was unable to secure another steamer in England because the war had used up all the big pleasure craft, so he came to this country and purchased the Warrior, which was last owned by Alexander Smith Cochran. The Warrior left a few weeks ago for England and she will return later towing the Shamrock.
Warrior is a Watson-designed yacht. She was built by the Ailsa Shipbuilding Company at Troon, Scotland, in 1904, for F. W. Vanderbilt. She has been owned by H. P. Whitney and Mr. Cochran, who has sold her to Sir Thomas. Warrior is 282 feet over all length, 238 feet 4 inches on the water-line, 32 feet 9 inches breadth, 14 feet 3 inches draught and is driven by two sets of triple- expansion engines.
The power boat race will be held in British waters. The challenge on behalf of Gar Wood was sent last September and the letter of acceptance was received November 25th. The races will be held in sheltered waters between the Isle of Wight and the mainland and the first race will be on August loth. Teams of three boats are allowed to each competing nation. After a challenge from one nation has been accepted other nations can enter the contest. The racers are limited to 1 1 metres, a little less than 40 feet in length. This length is the only restriction. There is absolutely no limit to type or model of boat or to power, but every part of the boat, and its engine and equipment must be manufactured in the country it represents. Each competitor must carry a crew of not less than two men citizens of the country the boat represents and the helmsman must be an amateur and member of the club in which the boat is enrolled. The length of the course must be not less than 30 nautical miles. The winner is the team that first wins two heats ; not necessarily with the same boat.
The British International Trophy, as it is now called, was originally the Harmsworth Trophy. It was brought to this country in 1907 by the Dixie, owned by E. J. Schroeder. The Dixie was designed by Clinton H. Crane of the firm of Tams, Lemoine & Crane, and was built by Smath & Mabley. She was equipped with an eight- cylinder Simplex engine of 130 h.p.
The trophy was successfully defended in turn by Dixie II, Dixie III, and Dixie IV. In 1912 Maple Leaf IV won from Ankle Deep, Baby Reliance II and III. In 1913 Ankle Deep and Disturber III tried to win the cup again for America, but Maple Leaf IV was again successful with an average speed of 48.39 knots.
Commodore Pugh has a Disturber IV, built to race in 1914, but the war put a stop to all sport. Gar Wood is having a challenger named Miss America built by Chris Smith at Algonac. Commodore Pugh still has Disturber IV, Commodore A. L. Judson has Whij>-po'- Will Jr., Commodore Walker of the Cleveland Y. C. is having a new boat built and another new boat is being designed by Fred Lord. It is very probable that others will be built and take part in the trials which will be held to select the American team.
The Manhasset Bay Challenge Cup will bring together jsloops of Qass P. There are many very fast sloops
The Lady Baltimore, 77-Foot Cmlier Owned by E. F. Hatton of Bay
Shore and Fitted With a Fair of Eight-Cylinder Sterling
Engines. Speed 21 Milea per Hour
in this class and in Eastern waters last Summer some were sailed ywith the so-called Marconi rig and proved to be very fast. This race should attract a fleet of these yachts to Ix)ng Island Sound.
Mr. Nunnally's New Toxaway
One of the most attractive express day cruisers at Miami this season will be J. H. Nunnally's new Toxa- way. She was designed, built and powered by the Consolidated Shipbuilding Corporation, Morris Heights, and delivered early in November.
While the Toxaway is really a day cruiser it has accommodations for four, exclusive of the crew; has a cruising radius of 500 miles, and is capable of doing better than 2^ miles per hour. This boat is 52 feet long, with a breadth and draught of 1 1 feet and 2 feet 9 inches respectively.
One of the interesting features of this new boat is the deckhouse, entered by doors on the port and star- board sides. An athwartship seat is located aft; for- ward is the helmsman's position where the steering wheel, control levers, compass and chart case are located. A drop-loaf mahogany dining room table is arranged to occupy the center of this cabin which, when used, converts the deckhouse into a dining saloon. Steps down, forward, on the starboard side, lead to galley, the equip- ment of which is modem in design, including large ice- box arranged to fill from deck. Forward of the galley the crew's quarters are arranged, fitted with pipe berths and seats with drawers under on either side. Aft of the deckhouse the engines are located.
Two eight-cylinder 200-h.p. Speedway Model M gasolene engines make up the propelling machinery which is capable of driving the boat at a speed of over 27 miles per hour. A copper gasolene tank of 400 gallons capacity is located under the deckhouse between watertight bulkheads.
Next aft is the owner's luxurious quarters, entered from cockpit by means of sliding hatch and companion- way. Cockpit is of the self-bailing type, deck finished bright, accommodating four on the athwartship seat aft and four or five wicker chairs. Built-in berths are arranged on either side of the owner's cabin, with lockers over fitted with artistic leaded glass doors; large ward- robes are located forward on either side^ The interior
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finish of the mahogany in this room is exquisite; the natural figuring* in the panels is far in advance of what is usually seen in boats of this type. Forward, the owner's toilet room is arranged finished in white enamel with fixtures of the latest design, including! bath.
The upho)stery throughout the boat, hangings, cushions, carpets, etc., lend a great deal to the fascination of this little speedster.
The advanced design of the Toxaway giving the maximum of speed and comfort in fifty-two feet has filled a long felt want of many yachtsmen, and her appearance at Miami this season has attracted an un- usual amount of attention.
New Engines for Alacrity
Alacrity, the beautiful steel cruising yacht originally built for W^ A. Bradford, by the Pusey & Jones Com- pany of Wilmington, was later sold to J. H. Blodgett of Boston, who lent her to the Xavy Department for use throughout the war. After being turned back from the Navy Department, Alacrity was purchased by Ken- neth B. \'an Riper oi the New York Y. C. and some radical changes have been made in her interior arrange- ments and in her power plant.
The Alacrity was originally powered with a pair of six-cylinder Craig gasolene engines, rated at 200-250 h.p. each. These engines are now being replaced with a pair of six-cylinder Winton gasolene engines, rated at ap- proximately 225 h.p. each. The yacht was designed by Cox and Stevens. She is 118 feet long by 15 feet 6 inches breadth and 5 feet 6 inches draught. Her gross tonnage is loi, and net 69. She has a cruising speed of 16 miles, and her maximum speed is 18 miles an hour.
New Steel Yacht
- A 1 50- foot steel power yacht has been designed by 5^abury & De Zafra, Inc., for the yachtsman who formerly owned a steam yacht of fair size. This shows the tendency of the times and indicates that yachtsmen
in future will own vessels driven by gasolene or heavy- oil engines and they will have a vessel economical to run and with accommodations equal to those found in a steam vessel at least 40% larger. This means economy in every department. Not only in the engine and engine force but in the deck force as well. With the increased cost of coal and of fire-room labor the more economical heavy-oil engine is fast coming into* its own. This yacht will have a plumb stem and shows all the graceful lines and characteristics of Seabury design.
The general dimensions of the yacht are 150 feet length over all, 140 feet length on the water-line, 21 feet breadth and 5 feet draught. The motive power will be two EHesel type heavy-oil engines of 200 h.p. each. These will drive the yacht at 12 knots cruising speed and the cruising radius will be 1,500 miles without re- fuelling.
Death of General T. L. Watson
General Thomas Lansdell Watson died at his home at Black Rock, Conn., on December nth. General Wat- son as a boy had wanted to go to West Point, but physical disability kept him out of the army. It did not, however, prevent him joining the Connecticut National Guard, of which he was Brigadier-General from 1890 to 1896. He was very much interested in yachting, and was fleet cap- tain of the Atlantic Y. C. when Fred T. Adams was commodore. He was at one time president of the New York A. C.
A 47- foot water-line schooner is being built by Frank C. Adams, East Boothbay, Me., for a member of the New York Y. C. from designs by John G. Alden. At this yard, also from Alden designs, are building a knock- about trading schooner and an auxiliary schooner yacht. The trading schooner, which is for use in southern waters, is 107 feet length over all, 84 feet on the water- line, 22 feet breadth and 12 feet draught. It will be equipped with a 65-h.p. Acme engine. The sloop is 50 feet length over all, 39 feet on the water-line, 13 feet breadth and 7 feet 3 inches draught.
Alacrity, Owned by Kenneth B. Van Riper,
to Be Fitted With Two Biz- Cylinder Winton Enginea of 226 H^. Each
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Merchant Marine
SENATOR WESLEY L. JONES, of Washington, .Chairman of the Senate Committee on Commerce, has notified the National Merchant Marine Associa- tion that he has set January I2th as the date on which his committee will open hearings on general ship-policy legislation. Senator Jones has made several attempts to get the committee together for this purpose, but the concentration of attention on the League of Nations debates has prevented attendance at hearings.
The committee has before it the Greene Bill, passed by the House, and the Jones Bill, introduced in the Senate several weeks ago. Both these measures aim to set forth a general shipping policy. In addition to these there are a number oi special bills dealing with immedi- ate conditions which the committee will consider. It is expected that the committee will begin with officials of the Shipping Board and the Emergency Fleet Cor- poration and that they will be followed, in order, by ship operators, shipbuilders, labor organizations, farmers, shippers. Chambers of Commerce and other organiza- tions interested in shipping.
Representatives of the National Merchant Marine Association, of which Senator Ransdell of Louisiana is president, will present the recommendations of the association. These are that the larger Government- owned vessels shall be sold to Americans only and that such of the smaller vessels as are not wanted by Ameri- cans be sold without restriction as to flag; that the Shipping Board be directed to dispose of all its vessels within a period of two years at current market prices, any unsold vessels to be allocated for operation, as far as practicable, among purchasers of ships sold, and that purchasers of the larger vessels be exempted from excess profits taxes, provided they spend the amount of the taxes in American-built tonnage.
On January 8th the Committee on Commerce will hold a hearing on the Jones Bill for the amortization of contracts for wooden vessels. In many instances the construction of these vessels was started on a general authorization from the Shipping Board to "go ahead and build ships." The vessels were left in various stages of completion and Congress has been asked to fix a definite policy for the settlement of the contracts involved.
Judge Payne in a speech made recently before the Southern Commercial Congress at Savannah gave his views on the Government ownership and operation of ships. He said:
The purpose of the Shipping Board is to establish a perma- nent American merchai^ marine; ultimately resting on private enterprise and private capital; supported by the grain and cattle- growing farmers of the Mississippi Valley and the West and the Northwest; by the cotton growers of the South; by the miners of the East and West, and by the producing labor and capital of our great manufacturing institutions.
If the American people are to maintain their present high standards of living and retain even approximately their present position in finance and trade, our annual surplus must be sold in foreign markets, and we cannot do this without ships — ships owned and controlled by Americans, flying the American flag into every port of the world.
The war has given us ships. We now have 1,300 Shipping Board ships, operating forty-one trade routes, carrying our
products under our own flag into the important world ports. By the end of 1920 this number will be increased to some 2,250. Sales of ships to Americans are being made, but the sales do not keep pace with the new launch ings.
The problem of establishing a permanent merchant marine presses for solution. No question of Government ownership is involved. The question is not between public and private owner- ship, but between American and foreign ownership. We want an established American merchant marine; how it shall be owned is less important. We desire that every ship now Government- owned shall be sold to and be privately owned and operated by Americans for Americans, but that will come later. Now the chief thing in hand is to create a merchant marine. Ships alone will not do this. Indeed, unless we have men, money and brains in the shipping business, ships may become a liability rather than an asset.
How, then, may a merchant marine be established? It can- not be done in a day. It cannot be done by legislation alone. It requires time, habit, growth and individual capacity, initiative and enterprise. Many seem to think the Shipping Board can do this by reducing the price of ships and instantly shipping men will spring up and all our ships will be bought by private owners, and, Presto! a merchant marine is a fact. This is a serious error. A substantial reduction in price would undoubtedly sell some three hundred of our best ships, but this would not touch the problem. Ships cannot be sold in large numbers until the coun- try is prepared to buy them. It is not now prepared.
We have only a few successful shipping companies; they„ however, insist that we reduce our prices and we would thereby be able to sell the ships. That this is a fallacy is of easy demon- stration, as is also their claim that there is a world market price for ships.
There is no such market price. No other country has ships ready for immediate delivery, hence there can be no world market price. The demand for ships for present use cannot be met by building ships for future delivery; the need for tonnage is instant and pressing, and is now greater than ever before, and cargo rates are higher. We alone have ships for sale, ready for spot delivery. Our prices are based on a fair estimate of cost, and a regular schedule of prices and terms is maintained, the same to all persons. When can we build ships cheaper? Cer- tainly there is no indication here or abroad that labor and ma- terials are getting cheaper. How, then, can ships be cheaper? England's costs are rising and she has no ships for sale; indeed, she is in the market to buy ships. You ask, then, "Why don't we sell our ships?" Because we want to sell to our own people for use under our own flag, and our country has not yet begun to think in terms of ships. We have not acquired the ship habit. Who loans money on ships? Who of your acquaintances would buy a ship mortgage? Are your neighbors sending their boys to sea? These things must come to pass before we are a maritime nation, prepared to buy over 2,000 ships.
The few American shipping companies now in the market cannot and will not buy all our ships. To illustrate: We had a conference recently with one of our largest ship-owners. He had urged Congress to require us to reduce our price of $200 to $225 per ton to $125 to $140 per ton. We asked him how many ships his companies would buy at his prices. He replied, "About one hundred." We then asked how many the entire shipping interests of the country would purchase. He replied, "About two hundred more." We then asked, "How does that leave the Gov- ernment? We sell your three hundred of our best hand-picked ships at 40% less than cost. We are left with more than eighteen hundred ships of all sorts on our hands, which the Government must operate in competition with the better ships of the private owners. That will not solve the problem Your few companies, with four or Ave hundred ships do not make a merchant marine adequate to the needs of the country. Must the Government, after selling you its best ships at much less than cost, less than you can possibly build them for, keep the poorer ships and op- erate them at this great disadvantage?" He admitted that hii plan would not solve the problem, and that he was probably look- ing at it from his own, rather than the Government's, point of
view.
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January
RUDDER
27
200-Foot Cargo Oftrrler Built From Designi by Oox ft Bteyens, Beady for Launching
What, then, is the solution?
Congress should let it be understood that it will not compel the Board to sell ships. Agitation to this end keeps conditions unsettled and prevents sales. The hope that Congress will com- pel us to sell the ships in a short time heads buyers oflF, hoping for low prices.
The Shipping Board must be left to deal with the problem. We are making a number of sales, and the demand at present prices is increasing, but much time must pass before the ships can be sold. No new enterprise involving billions of capital was ever established in a day.
My conclusion is, it is not. possible to have a successful America^n merchant marine until the country grows into the ship habit.
(a) The American newspapers and magazines must arouse the thinking men among manufacturers, investment bankers, farmers and labor to the necessity for a merchant marine ; teach the people to think and act in the language of shipping. They must first understand, then they will act. Already great strides are being made. Even now, we have three hundred firms or com- panies operating Shipping Board ships. They employ on land and sea nearly sixty thousand men in this service. We maintain a recruiting service and schools to teach officers, engineers and sailors bow to do the work, and fit them for the sea.
(b) Congress is giving the matter close attention, and be- sides the Greene Bill, should pass a mortgage bill, substantially like the one now before the Merchant Marine and Fisheries Com- mittee, to guarantee investors a lien for the purchase price of the ships, which will, in financial circles, have as much value as a railroad mortgage, and investment bankers and the public may freely invest in ship securities.
(c) American insurance is essential. Companies must be encoura^^ed and new ones established that we be not dependent on foreign companies for our ship insurance, as we are now. This is of great importance.
(d) The American Bureau of Shipping must be developed and strengthened, to the end that in all technical matters affect- ing shipping we may be independent of any foreign institution.
Meantime, with the aid of individual operators, we operate the ships with as much profit as unsettled conditions of the time permit, but nevertheless with a profit, and the work of creating an American merchant marine goes on.
These are the high lights.
To accomplish this great task all Americans of all classes must pull together. The tales of the sea must become the gossip of the nursery and of the fireside.
It is not possible for America to hide her head in the sand.
Will she attempt a splendid, but decaying isolation, or will she go down to the sea in ships, and, using her own Panama Canal, unite the Americas, the Orient and the Occident in friendly trade, and lend her aid toward an enduring peace?
Shipping men generally differ with Judge Paynt. They are opposed to the Government operation of ships and think that the vessels in the fleet controlled by the United States Shipping Board should be disposed of at the best prices obtainable and not wait until competition is keen and freights low.
There are at the present time more than two hundred companies operating and managing vessels for the Shipping Board. They are gradually extending their operations and should in due time be very able to take over all the vessels that have been built. There are one hundred and twenty-one lines operating which use Gov- ernment-owned vessels exclusively. The majority of the operators of these lines have expressed the desire to purchase the ships on easy terms and at fair prices. They regard it as being necessary for payments to be distributed over a period of ten or fifteen years ^ with interest not to exceed 5% armually.
While they state that it is true the Government will not realize the cost of ships, built during the war at abnormally high costs, it is contended that it will be cheaper for the Government to retire now and stand the loss, rather than continue a system which they pre- dict in the long run will result in a far greater expense to the tax payers of the United States. While the Ship- ping Board has not issued any statement of its profits or losses, it is believed that, were a balance struck at this time, a substantial profit on operation would be shown, as the freight rates have been high and competi- tion absent.
The American Steamship Owners' Association, the National Merchant Marine Association, the Philadelphia Bourse, the Merchants' Association and virtually all of the representative organizations have recorded them- selves as being in favor of the sale of the Government's fleet to private interests. It is significant that no large and prominent body has gone on record as being opposed to it.
stem View of 1,300-D.W.T. Steel Cer^o Steamer. Plans on Page 28
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I Page 28
Designs
210-Foot Cargo Carrier
Cox & Stevens, who have recently been handling a very large amount of steel tonnage of all sizes up to 10,000 d.w.t., have designed a steel cargo steamef of 1,300 d.w.t. for the Kingsley Navigation Company, plans of which arc^ given herewith.
. This particular vessel is worthy of note on account of her small size and ready adaptability to a miscella- neous cargo. She will be very servicable for shallow harbors and an excellent vessel for inland or for coast- wise trading. She has three holds forward and aft below the main deck and a long poop allows for the storage of different classes of cargo separately.
She is laid out primarily as an oil burner but has temporary coal bunkers and grate bars to replace oil- burner fronts to be used if oil is not procurable.
This vessel, which is named E. D. Kingsley, is being built by the Canadian Car & Foundry Company at Ft. Williams, Ont.
She is 200 feet between perpendiculars and 32 feet breadth and will displace 2,096 tons. Her grain capacity is 69,000 cubic feet, her bale capacity 63,300 cubic feet and her capacity for Oregon pine lumber with seven-foot deck load, 77 fioo board feet. The fuel capacity in her double bottoms is 158 tons and her fresh water capacity 42 tons.
She will be driven by a triple expansion steam engine of 850 i.h.p. with cylinders 17, 25 and 43 inches by 30 inches stroke. Steam is generated in Scotch boilers, 190 tb working pressure. The condenser has 1,200 square feet cooling surface. The circulating pump is made by the Morris Machine Works, the main and auxiliary feed pumps are by Davidson and the air, fire, bilge, oil transfer, sanitary, fresh water, and evaporator feed pumps are all Worthington. Cocn & Co. of San
Francisco furnish the oil-burning system and the generat- ing set is by Engberg.
VLWf*.- te.wi*'^ lawaf^ •— *":<'s£?^_
Midship Section of .200-Foot Steel Cargo Steamer
The general dimensions are:
Length over all 200 feet
Length b.p. 200 "
Breadth 32 "
Depth at side 17 "
Draught, extreme 15 "
Speed loaded 10 knots
Profile of £. D. Kingsley, 200-Foot Cargo Steamer, Built From Designs by Cos ft Stevens
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January
RUDDER
29
45-Foot Shoal Draught Houseboat
The plans herewith show a 45- foot houseboat recently designed for Mr. Arthur Block of Philadelphia, by J. Murray Watts. Long experience in designing houseboats for southern waters, and also experience in actually navigating these houseboats, has allowed the designer to evolve a type of boat eminently suitable for Florida waters. The draught is kept down to 2 feet 6 inches with full load and without the necessity of a tunnel stem The liberal breadth of 14 feet allows heavy con- struction to be carried on a moderate draught.
This boat is propelled by a four-cylinder, 30 h.p. Buffalo engine, 6-inch bore and 7j^-inch stroke, with all controls leading to the bridge deck. The amount of room on a boat of this length is remarkable, the whole of the top of the cabin and the after deck giving avail- able deck room for passengers unobstructed, except for the companionway. The general arrangement below shows an owner's stateroom, 10 feet 3 inches long, fitted with two double berths, a large wardrobe and a bureau. Amidships is the main saloon, 12 feet long, with two transoms, 3 feet wide on either side. These
transoms are upholstered in green silk velour, and with the green Wilton carpet and the mahogany joiner work give a very rich appearance to this room. The question of storage is carefully looked after, there being two large drawers under each transom, a dresser and glass locker on the port side, a linen locker and wardrobe on the starboard side, and a buffet at the forward end. There is also room under the stairway for stowing away suitcases and bags, after they have been unpacked. Between the owner's stateroom and the main saloon is the bath room, 7 feet long, with a full-size bath tub and hot and cold running water. Separate doors are used leading from main saloon and stateroom into the bath room, insuring privacy. All these quarters are brightly lit up with electric lights, with fittings over the bunks and dome in the ceilings.
A feature of this design is the very large amount of room allowed for the working part of the yacht. The engine room, galley and crew's quarters are in one large* compartment, 14 feet long, with full headroom throughout. On the port side is a sink, a dresser and
(Continued on page 49)
45* Snifl^ Pfcaf T Hatiat*^^^
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Remunerative Space on American and Foreign Passenger Vessels
THE wage ([uestion and number of men that must be carried on American-owned vessels has been com- pared and commented upon by numerous writers, but it is seldom that comments are made on the comparative amount of productive internal space on American and foreign-owned passenger vessels.
If two passenger vessels of similar size and speed are operated in competition and managed alike the one carrying the largest amount of cargo and the greatest number of similar class passengers over a named route in a given period is very likely to be the most remunera- tive for that period.
Assume there are two passenger and cargo vessels named "A" and "B", alike in size, hull, machinery and speed, each having 430,000 cubic feet of potential earn- ing space available for division into cargo and passenger space.
"A", owing to liberality of operating rules, as regards number of crew and their accommodation and a more careful planning of passenger quarters and accommoda- tion has 330,000 cubic feet of space available for cargo and 100,000 cubic feet of space available for passengers; while "B" has only 300,000 cubic feet of cargo carrying space and 91,000 cubic feet available for passengers it is obvious that "B" will be working under a handicap, so far as earning power is concerned, and will have to be operated about 10% more efficiently and economically than "A" to earn the same return on the investment.
Numerous passenger vessels operating and about to be operated under the American flag can be likened to the "B** vessel referred to. To illustrate this I have selected one of the interned German vessels and have graphically illustrated, by outline sketches marked "A" and "B" the comparative remunerative cargo and passen- ger spaces, as was, under the German flag, and, as is, under the American flag.
It is the policy of the Shipping Board, whenever it is possible to do so, to provide four-person staterooms for seamen and firemen, two-berth staterooms for petty officers and single-berth rooms for officers, and all of these rooms have a larger area of floor and greater cubic contents than is usual in foreign vessels.
In addition to this well-lighted and ventilated separate mess rooms are provided for deck and engineer officers, for deck and engineroom petty officers, for seamen, for firemen and for steward's department. All of this is costly so far as space is concerned and providing the officers and men properly appreciate it and render more efficient service the investment may prove a good one. But, do the men appreciate it and will the added accom- modation prove a good investment?
Another possible handicap that docs not show on the sketches is the reduced number of passengers that will be carried on many of the interned German vessels when they have been reconverted into passenger vessels under the Shipping Board's direction.
It is the policy of the Shipping Board to allot a larger space to each stateroom than is usual on foreign vessels of similar age and class and to eliminate inside state- rooms. This policy is a commendable one providing the passengers will appreciate it and pay an added percentage for the extra space.
In other words, will the average first, second, and third-class passenger be willing to pay more for his passage on an American vessel than he will have to pay on a foreign one? If he will not, then the return from passengers will be less than on a foreign vessel of similar size because American passenger vessels of the type I am referring to will not be able to carry as large a number of passengers of any class as their foreign com- petitors.
The internal capacity of a vessel is fixed and it is
|4X/<iy#0|f^v
A, ninstratiiig PotentlAl Earning Space DaTotad to Cargo and Paaaanf era Whan Veaaal Operated Under the Oerman Flag
A comparison of the two sketches is instructive. The comparison shows that when vessel was operated undei the German flag approximately 30,000 more cubic feet of space was utilized for the carrying of remunerative cargo and passengers than is now being utilized and the operators of the vessel must either make up for this loss by charging higher passenger and freight rates or else accept the handicap that the loss entails.
Why these deductions?
The deductions are due partly to the necessity of utilizing a portion of hold for carrying the additional fresh water that the installation of hot and cold running water in every first-class passenger stateroom requires, and partly to the largely increased space required for the accommodation of officers and crew.
S fflTiw rfyifg^
Sketcli B, ninitrating Oorreaponding Space When Operated Under the American Flag
the Veiael la
only that portion of it which can be utilized for passengers and cargo that is remunerative. Arc we acting sanely when on vessels that will have to compete against foreign vessels for passengers and cargo we are so prodigal of space and conveniences that we handicap the operators of the vessels by reducing the number of passengers and available cargo space to a minimum ?
Our shipping laws handicap American passenger vessels to some extent, but why voluntarily increase this handicap and make it more difficult to operate American ships profitably?
The real test will come when the days of active com- petition return and each vessel's earning power and operating cost is knozvn. At present little or nothing is known about these things.
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The Fabricated Lifeboat
DURING the crisis of 1917, the United States Ship- ping Board Emergency Meet Corporation sent out au inquiry for 4,000 lifeboats, one order to be delivered in one year. They found upon investigation that none of the existing shops could handle this order. The fault lay in the antiquated methods which did not permit rapid production.
H. Alexander Johnson, who was at this time employed by the Morse Dry Dock Company, then rebuilding the interned German ships, learned of the situation and in- vented the process known as the Johnson Fabricated Lifeboat. A set of plans and a bid were submitted to the Emergency Fleet Corporation at Washington. The department heads, who had previously investigated costs in boat shops throughout the country, were inclined to be skeptical, but eventually the production engineers were convinced that it could be done. A contract foi 1,500 Johnson Fabricated Lifeboats was awarded with an option to take an increase of 100%.
The success of this method was demonstrated early, and as a result an additional order for 1,000 Johnson Fabricated Lifeboats was placed shortly thereafter, through the War Priority Board, for practically all other contractors had failed to make deliveries as scheduled. On August 6, 1918, when the first boat was due to be delivered, the Johnson Fabricated Lifeboat was actually two months ahead of schedule, with 180 boats to its credit, and this in spite of an initial delay of forty-one days in securing tools and material.
In this connection considerable credit must be given to the broadminded manner in which General Uhlcr, Captains Seely and Sargent, the heads of the United States Steamboat Inspection Service, and their local inspectors, Captains Rickmere and Tyler, rendered valuable assistance in obtaining decisions on material and drawings, for this boat was, of course, radically new.
Captain Seely, in fact, went even further than is custom- ary in expressing approval, and stated that in his opinion it was "The best lifeboat ever built."
Twenty-Six Acres of Johnson Fabricated Lifeboats
Now that the emergency which inspired the develop- ment of this new idea is over and the United States Shipping Board no longer needs its entire output, the Fabri Boat Company is about to enter the purely com- mercial field. After having furnished forty-six ship- yards under Government control with their requirements in lifeboats, and completed the largest and only thor- oughly successful contract for the Emergency Fleet Cor- poration, a new plant will be established in the vicinity of New York to take care of the still existing and con- stant demands of the private shipyards. With this in
(Continued on pajs^e 50)
Interior of the Assembly Shop
Suspension Test of 10,280 Lbs. on Keel, as Deflection
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33
RUDDER
January
THE««»
RUDDEP
{Title RegUtered U. S. Pat. Office]
Published on the Twenty-Fourth of the Month
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Opposite City Hall Park
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Manager: James R. Thomson. Treasurer; Arthur deZ. Patten. Secretary
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Dig the 35-Foot Channel
The Port of New York is the gateway of the Nation. There is no port at the present time that can compare with it for its natural adaptability for shipping. No other port in the country has so extensive a water front, and no port is so well served by the railroads. Its channels are deeper than are to be found elsewhere, and its facilities for shipping are far ahead of all other ports either on the Atlantic or Pacific Coasts.
At present its dock facilities are overtaxed ; and other ports, taking advantage of congested conditions here, are luring ship operators away, offering them berths where they may load and unload quickly, and with charges much under those at New York. Hundreds of ships are awaiting berths in New York Harbor. They have brought cargoes from far distant ports, and are ready to unload and to take on supplies for foreign coun- tries. The loss to ship-owners and operators by this waste of time is incalculable.
The simplest solution of this trouble is to dredge a 35-foot channel through Newark Bay and into the Port Newark Terminal. This channel is absolutely necessary. Relief of congestion in the harbor is imperative. The crowded condition of the big port, with its hundreds of vessels lying idle, is a detriment to the commercial pros- perity of this country.
More than ten million tons of shipping has been launched this year up to December 20th. The total number of vessels delivered to the Government by the builders this year is 1717. Naturally, with ships growing at this rate, the big port of New York is overcrowded.
On another page is an article which tells about this Newark Bay channel, and maps illustrate the whole scheme. It is no good trying to squeeze more piers around the New York water front. Unfortunately, the waterfront is not elastic.
The chief advantage of the Newark Bay scheme is that it will develop a tract of territory that is served directly by five trunk railroads. The port of Newark has more than a thousand acres of water frontage avail- able for wharves and docks. With the railroad connec-
tions the expense of lighterage is eliminated and the cost of handling is cut in half. Is this saving worth considera- tion in the days of keen competition?
This plan is now a local one. It is not promoted for the aggrandizement of the State of New Jersey at the expense of New York. We must have piers for our ships. They cannot be had in New York, but they can be built in New Jersey, on Newark Bay. Dig the 35- foot channel at once. It is such an easy proposition that there should be no delay, and then the other improvements and developments can follow.
@®®
Transforming the Transports
The steamships New York and Philadelphia of the American Line which were known as the Plattsburg and Harrisburg during the war, when they were used as transports, are being refitted in up-to-date fashion at Tietjen & Lang's yard at Hoboken, and will soon be in service again, plying between New York and Southamp- ton. It is announced that the New York will sail on February 5th and the Philadelphia on February 25th. Two days after these two vessels were released by the Government they were in the repair yard. Plans had been prepared in advance for their rehabilitation, and the big work began at once. There was no delay. The I. M. M. were anxious to get the vessels, and wasted no time.
The Von Steuben made her last trip for the Govern- ment in September. She was turned over to the Army Department in October, and in the latter part of that month workmen were put on board to rip out the state- rooms, etc., preparatory to refitting the vessel. On Novem- ber 24th all work was stopped, and the vessel was turned over to the Shipping Board, and it has been at the Army Base idle since that time. Now plans are being made for the refitting of the vessel. Bids for the work are to be asked for. It will be at least thirty days before one bid is accepted, and then some weeks before the work is finished and the vessel put on service.
The Callao made her first trip in 1914 to Peru, under the German flag. She was interned there during the war until she was turned over to the Government for use as a transport. She finished her work in the Government service last September, and has been tied up at a pier in South Brooklyn ever since. Crews are on board these vessels, being paid regular wages and allowances for sub- sistence. Dockage has to be paid, and the ships are idle while plans are drawn and approved. One set of plans have been drawn for the rearrangement of the Callao and rejected.
It would be interesting to know how many of these German ships are lying idle, and just what they are costing the Government.
@®@
Floating Oil a Fire Hazard
The ship-repair yards at the Port of New York have been leading a campaign to reduce the fire hazard due to the discharge from vessels of fuel oil into the water of the harbor, according to the Bulletin.
On December i6th the yards succeeded in having an ordinance passed by the Board of Aldermen making it unlawful for any person to discharge such oil. The ordinance is now before the Mayor for his signature.
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J anuary
THE««»
33
Yachtsmen who sail on the Lower Bay were loud in their complaints last summer about the oil on the water, and protests were made to the Harbor Master and other officials. The Harbor Master replied that he was well aware of the condition of the waters, and what was going on, but he said it was very difficult to catch any steamer violating the laws. He pointed out that one-half of the fine goes to the informer. This may stimulate some amateur detectives.
tfie New York Y. C.
It was expected that some announcement of the plans for the races for the America's Cup might be made at the meeting of the New York Y. C. which was held in the club house on December i8th. The Cup Com- mittee, however, simply reported progress. It has been in correspondence with the Royal Ulster Y. C. relative to the dates for the races, the course and some othei small details and it will probably make an announcement at the next meeting to be held on January isth.
As usual the officers and members of standing com- mittees for the coming year were elected at the Decem- ber meeting. All the officers were re-elected. Some slight changes were made in the committees. They are as follows:
Commodore, J. P. Morgan; vice commodore, Harold S. Vanderbilt; rear commodore, George Nicihols; secretary, G. A. Cormack; treasurer, Tarrant Putnam; fleet captain, Grenville Kane; fleet surgeon, Dr. Samuel A. Brown.
The membership' of the diflferent committees was unchanged. They follow:
Membership Committee. — W. Butler Duncan, chairman; Henry A. Bishop, Harold S. Vanderbilt, Commodore F. L. Sawyer, U. S. N. ; Leonard Richards, and Charles Lane Poor, Secretary.
Race Committee. — H. de Berkeley Parsons, chairman; Joseph M. Macdonough, Frederic O. Spedden, and Harold W. Webb, measurer.
House Committee. — Samuel A. Brown, chairman; Charles M. Billings, and Henry T. Maury, secretary.
Library Committee. — ^James D. Sparkman, chairman ; Charles W. Lee and Henry Brevoort Kane.
Model Committee. — George Nichols, chairman; Frederick M. Hoyt, and Henry N. Fletcher, secretary.
The Cover
The cover of The Rudder this month shows the steamer Philadelphia in the yard of Tietjen & Lang, Hoboken, being put in the finest possible condition again in order to resume her work as a transatlantic passenger steamer. The picture shows the vessel well and defines her yacht-like lines.
The Philadelphia has had a remarkable career. She was originally the City of Paris, owned by the Inman Line and her running on the Manacles, and then being successfully floated and repaired again will long be remembered as one of the best marine engineering feats on record. She has taken part in two wars. When she was taken over by the American Line she was renamed Philadelphia, and she served as well as the New York of the same line as a scout cruiser in the Spanish War. She returned to the service of the American Line after that war and when this country entered the World War she was itiade over for transport services and named Harrisburg. The New York was named Plattsburg. No amount of money is being spared to put these two boats
in commission by the American Line, and with modern and improved fittings they will still be able to hold their own with the modern steamer.
@®@
American Ships Dry
Judge Payne of the United States Shipping Board has ruled that passenger vessels operated by or for the Ship- ping Board will be dry. The particular case cited is that of the Moccasin, which was scheduled to sail for South America on December 27th. No liquor is to be served on the Moccasin. These instructions apply to sixty pas- senger ships which the United States Shipping Board expects to put in operation during 1920.
Whether this will be a handicap to American ships remains to be seen. Foreigners who are used to drinking light wines cannot understand Prohibition. They want wine with their dinners, and wine and other liquors will be served on all foreign-owned ships as soon as they pass beyond the three-mile limit.
©O©
Death of D. H, E. Jones
David H. E. Jones, head of the firm of John S. Elwell & Co., agents for the Fabre Line, died at his home, 35 Eighty-Third Street, Brooklyn, on December 15th.
Mr. Jones was one of the pioneer steamship^men of New York City and widely known as a steamship broker. In 1918, by direction of the President of France, he was made a Chevalier of the Legion of Honor. He has ren- dered valuable service to the Allies, particularly France, in connection with shipping, before the United States enJtered the war. He then labored as zealously for his own country.
Mr. Jones was born in New York City on May 6, 1861, and was in his fifty-eighth year. He had been ill since December 7th, when he contracted a heavy cold. This developed into pneumonia. He was a member of the New York Produce Exchange and the Maritime Ex- change ; also the Lawyers' Club, the Whitehall Club, the Foxhills Golf Club and the Atlantic Y. C.
Mr. Jones was a director of the Seaboard National Bank. He was elected president of the Crescent Athletic Club in Brooklyn in 19 18, having been a member of that organization for years.
He is survived by his wife, Mrs. Ruby W. Chase Jones; a son, Howard E. Jones, and a daughter, Mrs. Ruby E. Swanson. Funeral services were held at 10 o'clock, Thursday morning, December i8th, at 35 Eighty- Third Street. Interment was private.
©©@
C. H. Gamble of Cincinnati has for some time been studying the small one-design classes with a view to booming yachting on the Lakes. He has finally selected the knockabout built from designs by John G. Alden as the best suited to his requirements, and twelve of these boats are to be built in time for the coming season.
4c 4c 4c
President William G. Coxe of the Pusey & Jones Company announces that his company has been awarded contracts to build four 8,500-ton tankers for the Anglo- Saxon Company of London. They will be built at Gloucester, N. J.
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Needed Information
Designing
Q. — I have a 45-foot cabin cruiser I designed in 1914 and now that the war is over I intend to have a new boat built as soon as I can get the plans ready. While I am an amateur at designing and only do it for my own pleasure I believe I have a fair knowledge of the prin- ciples. My new boat will have the same displacement and power as my present one and as the lines of my old boat have proved so satisfactory, I intend to use them as a starting point for the new boat's lines. I want my new boat to be better and speedier than the old one, but do not know how to change the lines and make them better. Will you explain how an architect would work on a problem like this? I have not been able to obtain this information from books on naval archi- tecture.— Charles M .
A. — ^An experienced architect would study the old boat's lines and her action when under way and then by making use of his knowledge and experience he would first determine the changes likely to benefit and then make them.
Som# architects, lacking in knowledge and experience, would do just what you are evidently going to do, guess, being guided largely by a liking for certain shapes of lines and form. There is no rule which if followed will with absolute certainty make the new boat's form better than the old one's. While to a certain extent naval architecture is an exact science there is no known form of least resistance, and in addition to this very few architects do what you are going to do: retain same power, dimensions and displacement, and try to obtain better results by improving one element of the design — the form. Possibly because very few of them have the coura|^e to do this. Providing you are not adverse to spendmg a little time and money to obtain the improved form you desire our advise is : First carefully study the lines and determine for yourself, from this study and your knowledge of boat's performance, just where an improving change can be made, and having made the decision make the selected changes and prove their ap- parent accuracy by making the necessary calculations. Next have scale models made of both the old and the proposed new boat and having loaded them to their proper trim have them carefully tested.
Curves plotted from data obtained by making these model tests will accurately show the comparative resist- ance of present and proposed boats. If the curves indi- cate that resistance of the proposed new boat is less than that of the old one you will know that your changes have improved the form and that a boat built from the changed lines will prove speedier than the old one.
You must, however, bear in mind that the comparative tests must cover the whole possible range of speed, from lowest to highest, under all kinds of conditions, from smooth water up to the roughest the boat is likely to be used in. You, of course, understand that the scale of models must be alike and conditions and speeds pro- portional to the models. Data of tests such as we suggest would interest Rudder readers and if you decide to fol-
low our advise we ask you to let us print the old and new lines and data you obtain from the model tests.
ft*® Estimating
Q. — Can you give me any information about the usual methods employed by shipyards and boatbuilders to esti- mate cost of a job of work? Lately I have had several opportunities to go over bids for doing repair work and the difference in prices is so great (125% in one in- stance) that I wondered if the firms really estimated or merely guessed at their figures. — Edward H. H .
A. — ^Anyone familiar with ship repair and boat repair yard methods would know that the variation you mention is not unusual. A few weeks back we had an opportunity to look over some bids for repair work on three ships. On one job the high bid was $68,000 and the low bid $3S,ooo; on another job the high bid was $20,000 and the low one $5,000, and on another job the high figure was $5,000 and the low one $1,750. The bids were all submitted after inspection of the work and reading detailed specifications, and the firms who submitted the bids were Well-known established concerns.
So far as we can learn the variations in prices are most frequently due to guessing at costs, which in its turn is due to the lax and unchecked methods of estimat- ing employed by many of the old-established firms.
Unless the heads of a firm have so systematized their estimating that each man responsible for certain figures is held strictly accountable for their accuracy there will bc\ neglect and laxness. We think that the most satis- factory method is to hold the heads of each department strictly accountable for the accuracy of the figures they submit and when a job of work is bein^ done to make it the duty of each department head to carefully keep cost of each item of work and check the actual against their estimated cost. The more we study the problem the more convinced we are that the large variation you refer to is avoidable and can be eliminated by having a universally standardized method of estimating costs.
The heads of departments and estimators should be required to estimate on each job item by item. The final figures should be gone over by the responsible head of the company at the meeting of the heads of departments and estimators, and each man should be told that actual cost of work, item by item, will be kept and compared with estimated costs and in cases where there is a wide variation between actual and estimated cost figures an explanation will be required.
The estimating department in many ship and boat repair yards is a crudely-managed and poorly-organized affair, when it should be the most efficiently-managed and care fully- supervised department of the yard. Success of a repair yard frequently depends up<m correct estimat- ing.
»*•
Designing Q. — How are the various lines drawing of a vessel related to each
Digitized by
shown on a lines
January
RUDDER
35
their particular values as determined by the designer ? — C. E. S.
A. — ^The lines shown on a lines drawing indicate the shape of planes at various (indicated) positions. These planes are generally taken at right angles to each other because by having them at right angles the work of enlarging the lines to full size is greatly simplified. The lines that are not at right angles are the ones required for "fairing" only.
On the profile drawing is shown the outline shape of hull as seen from one side and on this drawing the water planes and cross-sections show as straight lines^ and buttocks as curved ones. Outlines of keel, stem, rabbet and sheer show as they are shaped. On cross-section view is shown the outline shapes of cross-sections at loca- tions indicated by vertical straight lines on profile, and on this plan the buttocks appear as straight vertical lines and water planes as straight horizontal lines. The diagonals appear as straight inclined lines drawn across the cross-section outlines.
On the water plane view deck outline and shapes of water planes appear as curved lines, buttocks as straight horizontal lines, and cross-sections as straight vertical ones. The diagonals do not appear on this view, but are usually shown as curved line immediately above it. As r^^rds the particular values of each line. They all are of equal value for indicating the shape and location of some particular part, but if by the question you mean the value as r^ards the success of the whole form our reply is you cannot consider the success or failure of a vessel or boat as being solely depending upon the shape of any one particular line, or of any series of lines, such as the water planes.
The lines shown on a plan of the form of a vessel, while they indicate the form with exactness, are neither laid out geometrically nor capable of analysis by any fixed rule that we know of. If this were possible the form of leastj resistance would be discoverable and the prepara- tion of vessel's lines would become a strictly geometrical problem.
Years back Chapman tried to reduce the selection of form to a geometrical problem and while he undoubtedly did greatly advance our knowledge of the value of form, his method is not used by modem designers and is con- sidered of doubtful value. Scott Russel was another de- signer of note who endeavored to simplify the designing of form of a vessel by laying down rules for the shaping of its lines but the wave form suggested by Scott Russel has not proved satisfactory and while there is undoubted merit in some of the originator's contentions modern designers find that its defects are many.
The successful vessel is a combination of good form, properly located centers, good propelling power (sail or mechanical) correctly installed and properly proportioned to the hull, and the whole efficiently handled.
Good form alone will not make a successful vessel, though it helps, and it is for this reason that the services of skilled architects, builders, captains and managers are in such demand. They know how to achieve results without experimenting at the expense of their customers.
By studying lines and proportions of existing success- ful vessels it is possible to learn to distinguish between the good and the bad in design ; experience is, however, the great teacher.
A Bufialo Once More Wins Reliability Test
JOSEPHINE, owned by Carl J Reischel, Erie, Pa., and chartered by E. H. Scott, won first place in the 1 1 2-mile reliability cruise of the Cleveland Yacht Club, thereby also winning the famous Scripps Cup.
Josephine is powered with a 40-60 h.p. Bu£Falo Engine.
The Scripps Cup was offered several years ago as the prize for a reliability contest.
In every one of these contests up to the present time a Buffalo Engine has won first honors.
Which only goes to show that Buffalos really do excel in reliability.
The Buffalo Book tells all about the Buffalo line. Shall we send it >
The BuiTalo Gasolene Motor Co.
1311-23 Niagara St., Buffalo, N.Y.
Pleas« mntioii THB RUDDER when writinc to adrertisert
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^^^scon^n
THEa«»
RUDDER
January
WhqYourSafetqAdds Cost to the Wisconsin
ONLY a power craft with a dependable engine c?-ii be safe— and ihe Wisconsin is dependability to the last ounce of metal. This depend ability means added initial cost — fitting, ad- Justin g» running- in, testing and rigid inspecting — high- priced workmanship. But in the end you get a rnasier motor, capable of meeting any emergency with surplus power-^a motor whose very dependability gives it a low ultimate cost. Write for specifications. Wi««M»tui Motor Mff. Co., 5t«tJ«iiAr Dept. 303, Mttwiukee, Wii.
DISTRIBUTORS!
New York Br&rn;h; T, M. Fenner, 2t Parte Row,
Factory Reprettrntntlve,
Ciilifprrla OfBtHbutor: Eiirl P. Cooper Co., Loa Ani^ettiA, Cal
Northwest DlBtrfbulon Chfindlpr-Dunlap Co^
SeattI?, WAth.
DON'T FILL THIS IN
SCNDlMlk«faUM4lM«»Ui4«««aaMlrMilMM«««l. TWa bi« Im« «« gi*. yM wvl* mm to 0 Mt *• i«i«f— !«■■ w 4mmI mU ■— liw. Ym raalUa faly Uw ter«i«Ml yww ^MpiBn i*. Uw arach rfalwi— it mAm to
ftmi b«M wlilfcat il U riakt OT irnag Wa ««M to yUca •tr*ar Oi^aial tka aiiwiirily vai
piBiri wkick «• kava mawlani. Wa «•■• CilaiHaa FraaiBiri la fin ika iln i il • — 4i»a.A Writa if Ai. If la^y.
trv.
i;cZE?
CX)LUMBIAN BRONZE CORPORATION
EmcuU** OttoMi M Chufcfa StTMt. N«r York City
Construction
Q. — I want to get a 36-foot cabin cruiser built, but the high prices demanded by some of the better-known builders have discouraged me. A friend mentioned that possibly one of the smaller shops might build the boat for a price within my limit. Acting on this suggestion I got in touch with one builder and found he had already contracted to build a 38-foot boat for a price well within my limit, but he refused to take another order saying that one boat was all he could tackle this Winter.
During the last month I have written to ten owners of small boat shops and to date liave received a reply from one and this was neither a very satisfactory nor businesslike one.
Is this an usual experience ? Can you supply me with the names and addresses of boatbuilders likely to be sufficiently interested in building such a boat to at least reply to my letters? — Frank W .
A. — The builders advertising in Rudder are all reli- able and we believe you will receive a prompt reply from any of them you write to. Also in the Rudder Directory you will find a list of boatbuilders. Your experience is not an unusual one. For many years we have been trying to get the owners of small boat shops to reply to inquiries and make a little effort to keep up with the times and act in a busineslike manner, and we must frankly con- fess that results have been very discouraging.
Many owners of small bcKat shops don't seem to realize that it is just such things as a failure to reply to letters and a failure to keep in touch with matters relating to the industry that is handicapping them. You are only one of a number of prospective customers ready to build fair-sized boats when a builder can be found who will build for a price that is less than that asked by the large plants.
The present day is the small shop owner's opportunity because in a small shop the owner is usually a combina- tion of foreman, workman and general manager, and the shop is located where rent is low and labor can be ob- tained at lower rates than are paid in large centers. These things coupled with the fact that the average owner of a small shop is content if he receives a lower profit than the large plant enables the small shop owner to overcome the handicap of having to pay a slightly higher rate for the material he uses and still build at a materially lower price than the large plant can. And it is a fact that good boats can be built in small shops providing the owners will be content to keep within the limit of size he is used to building.
BRITT CRAFT
During the war eighteen boats built by Britt Brothers were in Government service and noted for, their substantial construc- tion, being able to meet every requirement of the service.
There are certain features in Britt craft that distinguish them in any fleet, and the most noted is their complete and finished appearance.
Owing to the demand for their product Britt Brothers Corporation has been formed and a new plant is being built at Point of Pines, Revere. Mass., where early this Spring they will start to build in the new shop.
The new property contains nine acres and about i.ooo feet water front on the Pines River. When complete it will be one of the most modern boat shops in America and they will build to individual designs up to 200 feet. Their Boston office is located at 85 Devonshire Street.
They are now working out plans for a standardized house- boat and an express cruiser, a type that has been in great demand in the past, and which they will carry as a regular stock line.
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Marine Plumbing Fixtures
I Known the World Over for Their Quality and Performance
"Florida*" Pamp Clo»et. Vitro- Adjiniant p«d(»Ht«l bowl, 4" supply ftud Wdctf!' puBQp. Pricfi, pump vbitti Add fileiEel, [Duho^at]3r wooa-
wtifk , , . |iijin«.oo
h6H^
Plate S-208
Plate F-1080 (Patented)
••Winner" Pnmp Closet. Vitro- Adamant bowl, 2^^ supply and waste pnmp, rough, oak seat aud cover 930.00
SANDS' PUMP CLOSETS CAN BE USED ABOVE OR BELOW THE WATER LINE.
Plate F-SriTO nmet) Plate P -2571 fOutlet>
SiAda "Thru-Hull" Cottuections m\e labor, He& f'n( ka ImT? cif- ciilar openiini;. rarried in Hio^k for hulVa up to 2" in thkkaeas; wilh fltraight tail pie^cC'.
tn Orltrint Spertfr ThttJtmwn ttf HuH.
Plate F-2!iT0 — "Granby*^
Eound Way Soa Cock with
"Alton" thru-litill connf'iistioii
rtud intake atTaiii^r* Nqn-rgr-
T»»ive compoaitioD tn^tsL
No, 1 — % " Inler t4*2B Outlet
No. 2—1 * Inlet, . . 6,00 Outlet No. 3—1^'' tnlet. f».00 Outlet
No. 4 — 1^" Tnltft,,. , lt*00 Outl*^! No. 6—1; * Inlet IT.OO Outl*t
Plate F-a^'iTl-^GraDhF" &e> Cock with "Carlton'* Outlet thru-hull ctiniirrtion. Non-cor- rosive compDHition mistalH
$4,00 llkTO
ir.tfio
fltn?» ty%*' and 1\" inlet nnd outlet OO nppl Ira Lion
Plate S'20S
Tb& * 'Madison'* Vltio- Ada- mant Lavatory, with over lap fiUb rind integral back, eujituo^ed puLnt^d bracketii^ self-ciaainir fnucels and china iudex^ "Hot'^ and *'Co!d**; chain stay with chain and stopppr; waete with bar «trnlner; cast brd^a N^ P, trap, and w^ate to bulkhead, with flanges 942.00 If with "Rex" pop-up
waste, add 96.00
If with N.P. brass compres- sion faucet, deduct 91 Dimensions: Lavat'^i ^ 20" across back; front u* back 18"; basin 14x11". back 6" high.
g
"Anfiflo" Plate F.251Mt
"Anglo" Sea- Valyes, straight couplings and
locking plate, used on supply and discharge of the Sands' "Win-
ner' ' Closet. Pair 96.75
Plnte «ii-l50
The ' 'Qlenwood' ' Folding Lair at 0 ry, with Viiro-Ada mant roll rim Uppf^d oval bafiin, N. P, copper lining^ ftofip and brush hold«ra, K* P. brasii pump with combin- ation swinj: Aupply faucet, N. P. brasa tow^l rackj N. P brp«a supply and waste i-ouplingB. N, P. brasfi trim- mings. Quartered oak, polished
finish 952.00
Mahogany, polished finish.
957.0O
Dimensions — Height 20", width 19", depth from back to front when closed 6". when open 18". oval basin 15" by 12".
Plate F-1617 AU BrMS Balk- head Galley Pnmp
— 1%" cylinder, reversible handle with shut-off cock. Polished .911.50 N.P.all over 18.00
Plate F-1U43 iPalentod) "Huron" Pnmp Closet. VUro Adamant oval hopper bowl^ 5^^ sup- ply and waste pump; sutoniatk loffl'ty handlf grip supply; back Wtttpr <?h(*ck vah'i' ; pump white, with N. P. triinTiiingF»; miihng^ny woodwork ..,.'... 9155.00
I'latv >-I.»\y
Plate F-1617
Plate F-1528
Flat Bim Sinks, <J '. 10" and 12" deep. Porcelain enameled inside or galvan- ized all over. Fitted with open strainers.
Plat? F-401
"Manatee" 14" Vitro ■ Adanaant Dne Piece Lava-
tOTy» W. P. bTHHS
pnmp, chain slay^ chain and ruhbi^r stopper, N- Fr brsAS woste plu? and strainer
931».50
12x12x6.. 95.25 3 3xiexfi. . 5.7n 12xlSxfi.. 0.K5 llxSOxfJ. . SJO
16x16x10. .90.00 24x16x10. ,ia,00 2Bx20xiO. .17*50 20x1 6x1 2.. 12,75 2^x20x12, .16.S0
Plug «traJn r-rn astd |1>25 Other Maes on application
Plate F-1640
New Style Doable Acting Brass Bilge Pomp, foot attachment ; 5' discharge and suc- rion hose with brB#H htTumer. m^' disni.. 3 5'* long . . . $4.50
louic . . 9«,00
tl" diam., '1^"
lonif ...912*00
rinte F-IDOO i Patented J
"Knockabout" Pnmp Closet. Vitro- Uliimant hopper buwl, 2^/^" supply und wiisti^ pump, rough, polished trim mingn, oak woodwork, ,,.,-.. 900.00
A. B. SANDS & SON' COMPANY
22-24 Vesey Street
New York. N. Y.
Ptftte F-4»l
f nf>jfy'T'ljThf**'1>
mt^ F- IflaW^^
Hagan el favor mencionar el RUDDER cuando escriven
Digitized by
sB
BUDDEP
January
** America's Standard Four-Cycle Engine'^
Th* «r*al Papylarlty cf K«i V«ry Sallsfyliifl S«nrl««
Coailder the tact that Kermatb Enffinct are Standard Bqutprntnt with more than sixty per cent of all the hoathullders la the world, and yoa will agree that here is an engine that a man can buy with a (eellagot security. Every Marine Engine manufacturer may lie assuiiied to build as well as be knows bow. It Is a question o( the maker's txftritnce and ability and imteg-rity and kntwUdf*. Kerinath Engines have been on the market a H^rit* for Booklet Giving InttrtsHng Facts
•th KnfliMS Is Ou« !• Ih« They ttlv* ■••! OwiMrs
number of yenrs— and exery year the demand for them increases— for really dependable Marine Engines are not so very common. Vibration cut down to the minimnm-^none of the usual rack and strain on the engine. Prices $400to $550— depending on equipment. Look up the denier or builder who can sell you a Kermatb— he is a man worth knowing. You'll find him an expert on Marine Engines. Ah0ut Marine £nti»ieS' Address: Deft. U
KERMATfl yX<k Co.
THE 8-FT. SHIPMATE RANGE
The Length of this Range can be Increased Indefinitely
The range is easily the first item in a galley
outfit. Why not have one that stands for liberal
outlay in manufacture and years of tests and ex- perience ?
The SHIPMATE costs a little more than some, but you get this back and more in extra strength, durability and working capacity. Made by THE STAMFORD FOUNDRY COMPANY
Established 1830 StamfOfd, CoHH.
Si prega far menzione del
A Deeper Channel
(Continued from page 11)
one members. The chairman, Charles A. Kennedy of Iowa, was prevented by illness from being one of them, but the ranking minority member and former chairmari, John H. Small of North Carolina, was there. The majority members present were Richard P. Freeman of Connecticut, Nathan L. Strong of Pennsylvania, Niels Juul of Illinois, Amos H. Radcliffe of New Jersey, Caleb R. Layton of Delaware, Earl C. Michener of Michigan, and the minority members, in addition to Mr. Small, who were on the trip were Thomas Gallagher of Illinois, Thomas J. Scully of New Jersey, H. Garland Dupre of Louisiana, Clarence F. Lea of California and William E. Cleary of New York.
Besides the members of this committee the Con- gressional party included Congressmen Ladislas Lazaro of Louisiana, Charles P. Coady of Maryland, Moses P. Kinkaid of Nebraska, and John J. Egan, James A. Hamill, Daniel F. Minahan, Frederick R. Lehlbach, Ernest R. Ackerman, Cornelius A. McGlennon and Elijah C. Hutchinson, all of New Jersey.
The party was welcomed by Mayor Gillen at the City Hall and dined together after the reception. Among others who attended the reception and the dinner were DeWitt Van Buskirk, member of the New York-New Jersey Port and Harbor Development Commissioin, and president of the Chamber of Commerce, of Bayonne; Dr. Henry Moscowitz of the Traffic Club general com- mittee of this city ; Mayor Torrance of Kearny ; John J. Dye, general superintendent of the Butterworth-Judson Corporation ; J. Floyd Andrews, in charge of the United States Railroad Administration ticket office here ; Richard C. Jenkinson, H. B. R. Potter of the Erie Railroad; Michael H. Connelly of the American Car & Foundry Company; David Grotta, president of the Newark Board of Trade; Robert A. Osborne and Louis Kamm of the Real Estate Board; Oswald G. Routh and a delegation representing the Federation of Improvement Associa- tions ; W. C. Mueller and Alexander Rennie of the Traffic Club.
The party and several hundred others interested in the port development left Newark on a special train at 10 :30 o'clock on Saturday afternoon and were taken to the Newark Bay Shipyard, where they were received by President Henry R. Carse, Vice-President Henry R. Sutphen, General Manager B. L. Worden and other officials of the Submarine Boat Corporation. The train carried the visitors all around the yard so that they could see the enormous work being done there and drew up at the wet basin alongside the steamship Margus, a vessel recently launched and now ready for commission. The Margus was decorated with bunting and all hands climbed aboard and scattered about the decks while the Congressional party on the bridge were given a sight- seeing trip of the harbor of the Port of New York.
The Margus steamed out of Newark Bay through the Kill-Von-Kull, down the harbor through the Narrows into the Lower Bay. Then it returned to Newark Bay, keeping close to the Brooklyn shore on the way up the Bay and each Congressman was able to see how all the piers were crowded with ships and the huge fleet of vessels waiting at anchor to find berths.
Luncheon was served on the way and when nearing home Mayor Gillen called all hands together on the main deck. He then briefly told th^_^bject of the trip
RUDDER quando scriveteDjgjtJzed by VnOOQ iC
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and one by one introduced Senator Edge and the Con- gressmen, who briefly gave their views. Mayor Gillen said:
American commerce must go to the seven seas of the world through Newark Bay and in Newark built ships. Today the representatives from Congress are seeing for themselves the conditions here. They realize that what we are seeking is not a mere local thing, but a big, broad need of national significance. They have seen many ships lying in the harbor waiting for place and opportunity to unload. What we are asking for and hope to accomplish with the help of the Government will open the gateway so that there will no longer be this hampering of the commerce of the world. We are going full blast, we are busy and prosperous, and Congress should not hold up the need for economizing, because to do so will continue the costly hampering of the great business of the whole country. In that great business the waters surrounding Newark constitute one of the greatest strategic and most vital points in the entire system of outgoing and incoming commerce of the country. It is like the neck of a bottle and it must be widened if we and the whole country, and countries across the sea, are to reap the fullest possible benefits. This isn't a Newark problem, or even a prob- lem of New Jersey or New York — it is a problem of all America. What we have shown you today is a big national asset. It must not be allowed to lie dormant. It must be utilized and to the fullest extent of its wonderful possibilities. I am sure that after this inspection trip today there will soon be in motion the necessary steps to bring us nearer every day to realization of that utilization.
Mayor Gillen thanked the visitors for coming to Newark and making the trip down the Bay and then introduced Senator Edge, who said in part:
I want to emphasize the fact that this project is in no sense a local one. The problems it proposes to solve are in the vital interest of the whole country. They are matters of ordinary common sense, of business sense. The trade of this country and of the world must be done at lowest cost in keeping with quan- tity and character and therefore the country must take advantage of the possibilities of the waterways in and around New Jersey. New York and New Jersey must not antagonize each other, nor are they doing so. They must mobilize their resources for the great good of the whole country. I am convinced that the visiting members of Congress have been assured by what they have seen and heard that your project is no pork demand. If they grant what you seek they will be giving to the nation and to the world one of the most important elements in the world-wide demand for American commerce, American goods of all kinds.
When John H. Small of North Carolina was intro- duced by Mayor Gillen, he declared that, unbelievable as it might seem, there are actually some Congressmen who are so modest that they don't want to talk. Con- gressman Small said:
This trip to Newark and over its waterways, however, brings to mind so many large and important thoughts that it is difRcult to repress expression. One activity upon which pros- perity relies is the merchant marine. One compensation which the world war brought was the building of ships in American yards, with American brains and American labor, and a resulting condition is that we are in position to compete with the whole world. Shall we dip our flag to any other maritime country in the world? Shall American ships, with American flags and American seamen, be sent throughout the world? (Shouts of vociferous "Yes" greeted this.) If there is anything in the laws to prevent, wipe it out!
Congressmen Freeman of Connecticut, Layton of Delaware, Lee of California, Minchener of Michigan, Gallagher of Illinois, Qeary of New York, and Strong of Pennsylvania also spoke and each man pledged himself to do all that he possibly could to get the necessary appropriation to dig the channel, which each man declared was absolutely necessary.
©®®
Work on four wooden steamships has been started at Orange, Texas. The first will be ready for launching next April. ^
NINETEEN YEARS OF REAL SERVICE
Regal MARINE Engines
Built in one, two and four-cylinder models. In sizes 2 H. P. to 50 H.P. To operate with gasoline, distillate or kerosene.
REGALITE
The New Electric Lighting Plant
For Yachts, Milk, Stores and Homes
3^ K.W. Generator. Air Cooled, four- cycle motor, direct connection.
Write for Catalog
Regal Gasoline Engine Company
59 West Pearl Street Coldwater, Mich.
The 20* Century
3. 3, 4 sad 6 CyWadtri
ie liP. la 300 IIP.
Marine Gasolene Engine
■Mut )ait wbftt tb« aaiM tapltot. It It the eafflM ol the Mth ceMaty. toae «• the muy advantages ar« ' •«-•••
Meatneaa of Dealsn, Kaae of Operation, Slmplloltyof Conatnio*
tlony Absence of Vibration and Nolsesv loonomy of Fuei#
Moderate Revolutions and Ample Bore and Stroke
To ■am ap. the tOUi CnrrURT IRHnil embodies all tbe latest Improvemeeti. to> Vatber with a standard of coastructloa that irill take others years to equal.
MANurAeruMCD eoLKtv ev
THE NEW YORK YACKTMUNCH&ENGINECOe Morris Heights, New Yoric
Sunders of Yachts, Launches and Business Boats of all deeoriptions. Highi-class Workmsnsnip a Specialty
Ossiffn and Construction Unsurpassed-^JokMr Woifc Uneoualed Prices Phenomenall/ Low Call Of vvrite and give us ■ chenoe to prove it I Grand Central Depot
Ved Henvendelser til Annoncerende bedes De refiFerere til THE RUDDER
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January
CRAIG OIL ENGINES
Six**. ISO H.P. and up
Desirable for all Types of Vessels
Serrice aad Economiet m pronouced that present un- satisfactory practices are made practical successes.
JAMES CRAI6 ENBiNE & MACHINE WORKS
807 GARFIELD AVE. JERSEY CITY. N.J.
Catabllahad' 1898
r
SEND FOR LITERATURE ON THE FULL UNE
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isbge>
VMUVg •IN » II CAP
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Koukokusha ni otegami onsashidashi no saiwa doso
Flying Without Wings
(Continued from page 20)
Perhaps it is not yet clear to the layman how a heli- copter will move horizontally — we have so far described only lift and perpendicular motion. It seems that experi- ments show that it is only necessary to tip the hehcopter's propeller shafting a few degrees in any direction to in- duce movement along that line. Accordingly, by heeling the screws forward the machine will speed ahead, while by tilting them to the rear the craft will be driven just as fast and easily stemward — something that is utterly beyond the navigable scope of the airplane. To dodge an obstacle or to avoid collision with another aircraft, the helicopter has only to reverse its motion abruptly. Fur- ther, once aloft, the helicopter can poise in the air, hover at a given altitude ; and its horizontal travel can be cither fast or slow — duplicating in these respects the powers of a bird. Again, the descent is subject to the same precise control; and it is authoritatively declared that a machine of this type can be brought with extreme deliberateness to the ground or come within two or three feet of the earth and then rise once more at the will of the man at the wheel!
Dr. Hewitt and Professor Crocker now purpose a slow helicopter which will be equipped with all of the features essential to manual guidance. The object of choosing a slow machine — an4 slow in this case means a much lower speed than is at all practicable with air- planes— is to minimize the risks of the pilot, to permit him to gradually familiarize himself with the new order of craft, and, at the same time, to enable the scientists to obtain further desired information.
Both of these authorities emphasize the fact that their investigations were not of the laboratory descrip- tion, as the term is ordinarily understood, because the data obtained was in connection with an apparatus built full size and quite capable of flying. They have thus blazed the way for the practical, every-day, many- carrying helicopter. They have demonstrated with scientific accuracy and engineering completeness that an aircraft of this sort can, so to speak, lift itself by its own boot straps.
The helicopter as so developed is inherently stable because the supportng effort is all above and the weight is nearly all below — ^at least the major part of it, as is the case with a balloon or parachute. The airplane, oo the other hand, is essentially unstable, and must, per- force of this, be provided with stabilizing devices. Dr. Hewitt and Professor Crocker arc satisfied that the dangers involved in flying a helicopter and the skill required of the pilot will l^ a good deal less than in the management of an airplane. This is only logical in view of the rather radical differences in the getup, the pro- pulsion, and the problems of control presented by the two types.
The helicopter is designed to come down gradually in an approximately vertical direction.. This will prove of vital importance in "thick weather", and would make any small free area a convenient and safe place for landing. Just as one now starts away from the curb in one's car, it will be possible for the pilot of a helicopter to mount aloft or to alight within a street. This will play an important part in adapting the flying machine to pleasure and to commerce. To-day, an airplane can get off the ground only after running far enough to attain a speed of 30 or 40 miles an hour — this calls for
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a smooth stretch of something hke 1,500 feet. Similarly, the returning heavier-than-air machine comes in contact with the earth at a kindred speed, and it must have plenty of room in which to check this momentum. When alighting or leaving terra firma, an airplane, because of its great speed of wing and lateral "tenderness", may be careened disastrously by a gust of wind, or an unexpected obstacle may cause an accident before the machine can be brought to a standstill or swerve clear of it.
Owing to these requirements, aviation fields now are pretty generally well outside of the municipal limits of most places where the airplane is used for the trans- portation of mail and passengers. As a result, the time saved by the air flight is largely discounted by the sub- sequent necessary journey overland to the objective. On the other hand, the idea of alighting upon roof, tops is by no means fanciful or likely to be perilous, if a heli- copter is employed. Therefore, this type of aircraft promises to be of especial value for operation in con- nection with traffic between cities or between ship and shore, or vice versa. Again, the hovering helicopter is sure to be of the greatest aid in promoting aero- photography, and in taking pictures from aloft as an aid to the rapid surveying of large stretches of country — particularly such tracts as are difficult or inaccessible when approached on foot, etc.
The trans-continental flights, as well as aviation performances generally during the past year, have brought out the dangers of effecting a landing in times of stormy or obscured atmospheric conditions. The air- plane pilot, when aloft, is in a hazardous situation: he must either remain high in the air or drive blindly toward a landing place through snow, rain, or mist. Rain, by the way, falling upon water, is said to veil the surface so as to make it very difficult for an aviator to determine his position in relation to it. Again, soft ground which would nearly engulf a plunging airplane might be quite firm enough to support a helicopter settling upon it slowly ; or, on the other hand, the heli- copter could be lifted out of a bad spot — in fact, it could avoid a dangerous landing place after getting near enough to it to discover its character. Thus, according to our authorities, the new aircraft could "feel" its way to a place of safety, and come to earth amid the gloom of night in a manner peculiar to its distinctive powers of locomotion. Landing by airplane after dark, except where special lighting provision is made and the groud cleared for the purpose, is something that a pilot has every reason to dread.
Inasmuch as the inspiration for the work done was a desire to help win the war, a good deal of considera- tion was given to the helicopter as a military instrtmient. As Professor Crocker points out; "The wings of an airplane are more or less strongly silhouetted against the sky background and can, on that account, be seen at a considerable distance. The helicopter, on the contrary, has no wings in the usual sense of the term, and its narrow propeller blades move at a sufficient velocity to make them well-nigh invisible except fairly close at hand. The fusilage of the helicopter can be made much smaller to serve its purpose than the like features of an airplane, and this further helps to blend the new flying machine into its aerial setting save at comparatively short range. As you know, the airplane betrays its approach by its noisy droning when afar. The helicopter, however,
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because its propellers revolve at a much lower rate, can- not be detected, until near by."
Undoubtedly, flying machines are going to figure ex- tensively as mediums in maintaining communication across water gaps, and they will be expected to arise from and return to the decks of ships both for war and peacetime services. Accordingly, safety when alighting upon open waters and facility in getting clear of them again is bound to increase in importance, because cir- cumstances may force the aviator to settle upon the sea, a lake, a bay, the broad reaches of a river, etc. Further, he may be compelled to do this when the surface is disturbed and waves are running somewhat high.
To-day, as all of us know, the seaplane is the only type of flying machine that can drop upon the water and rise from it again, but the biggest and most robust of these can eflfect these operations only at much risk if the surface is kicked up or boisterous by reason of windy weather. Despite the fact that British naval sea- planes were fairly rugged craft, and their wings were fashioned as strong as the state of the art and the materials at hand made practicable, still a very large number of them were crippled or lost through careening or being hit by a wave when alighting or when trying to obtain the headway needful to lift them again into the air. A sudden gust of wind, catching the flying boat sidewise, not infrequently raised the wing and buried the other in the water while the machine had considerable motion. This wrench either snapped the wing off or crushed it seriously, and at times actually caused the craft to capsize.
But even if a seaplane were not hurt in coming in contact -with the water or in getting clear of it, the machine's great spread of wing surface aqd its weight invite many difliculties when an aircraft of that type is hoisted back onto a ship. Lifting is a more or less ticklish undertaking; the wing structures are relatively fragile; and the greatest care must be exercised to see that the suspended seaplane is not swung against the side of the mother vessel. This task is made still harder, of course, if the parent ship be rolling in the open ocean. This aspect of the problem bears directly upon the employment of flying machines as a means of taking late mail and valuable express parcels to a ship that may be a hundred or more miles seaward, outward bound, or, vice versa, hastening the delivery of like matter and, possibly, carrying exigent passengers, to points ashore some hours before the incoming steamer can reach her dock.
A helicopter, under any of the circumstances just described, because of its peculiar vertical control and ifts power to settle or to rise as deliberately as an ele- vator stopping at a given floor, can alight without hazard on open waters, evert though rough, and fly away from them by moving perpendicularly. Similarly, so we are assured, this type of aircraft will be able to leave a ship or return to it under conditions that would be quite out of the question with the seaplane or an airplane. A vessel would not have to be specially equipped with a long take-off and landing platform, catapult, aviation derricks, etc. — the helicopter would need only a very moderate deck space to eflfect its departure and its return in safety.
According to Professor Crocker: "The helicopter has a distinctive advantage over other types of aircraft because of its relative immunity against fire; it has no
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spread of combustible fabric, and inflammable materials can be entirely avoided by using only metal in its struc- tural get-up. The propeller blades are both light and strong. This is realized by making them hollow and sheathing them with thin aluminum. There is no doubt in our minds that a helicopter of a given capacity can be built much cheaper and quicker than an airplane of the same weight-carrying power ; and our experiments all go to prove that the helicopter will be a speedier, far steadier, safer, and more flexible aircraft than any other type of heavier-than-air machine. I say heavier-than- air machine because, logically, that is the only compar- able type. Our. conclusions are not guesswork, but engineering certainty based both upon general aero- nautical loiowledge and our full-sized achievements. Our next step is to take to the air."
But the man in the street is commonly a hard-headed, unbelieving creature. While ready to acknowledge the professional eminence of Messrs. Hewitt and Crocker he reasonably asks, "Aren't they prejudiced in favor of their own work? Aren't they over confident — other people have tried to make the helicopter a practicable aircraft. Has any competent outsider agreed with them?" Happily, we can answer these pertinent queries, and do so positively.
Dr. Hewitt has recently returned from Europe where he discussed with some of the leading aviation authori- ties the performances of Helicopter No. i. Among the men in England with whom he talked the matter over was General Sir Sefton Branker, who is an outstanding figure in the British air service — a man that was at the top of that department during the war, and who is now actively engaged in adapting flying to commercial pur- poses. The general, before committing himself to a definite expression, laid Dr. Hewitt's facts and figures before his staff of aeronautical engineers, and what Sir Sefton has put down, in black and white is certainly a convincing tribute to the labors of our scientists and, inferentially, a confirmation of America's amazing out- look in the realms aloft.
According to this unemotional and thoroughly matter- of-fact British technicist, he frankly admits that Heli- copter No. I will be able to mount right up to the cal- culated altitude and either hover there or travel along horizontally at the estimated speed. So far, so good, but then Sir Sefton says„ "Can your helicopter volplane to earth like an airplane if its engines go dead?" To this Dr. Hewitt replies, "I have not tried it and don't yet know." That being the case the general impliedly ex- presses a preference for the existing order of heavier- than-air machines; he very naturally does not like the idea of "pancaking" when the engines stall — dropping like a stone sheer to the earth. Neither do Dr. Hewitt and Professor Crocker view such a contingency with indifference; and this is th^ way the hazard will be dis- posed of, as Dr. Hewitt explains.
As he says: "The great lifting power of the heli- copter makes it entirely practicable to install a reserve engine to take the place of one that might go 'dead' aloft, and this engine can be geared in and used the moment it is needed. A badly working engine well-nigh always gives ample warning of its condition, and the pilot can instantly bring into service the emergency en- gines, by way of precaution, or this can be accomplished automatically. Further, total disablement of the motive plant is far less likely now than heretofore. To-day,
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COUSENS & PRATT
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each cylinder of an engine is being equipped with its own magneto, and thus an engine is really an aggregation of independent but associated engines — to just this ex- tent reducing the likelihood of a machine failing in its entirety. Therefore, with the two, three, or four engines aboard, the chances would be very remote, indeed, of the whole driving apparatus coming to a stop."
The risk of "pancaking" with a properly equipped helicopter of the type in question is a small one, even if the craft should not be able to volplane — and this in- ability has yet to be established. According to Professoi Crocker's figures a two-engined helicopter could descend at a safe speed with only one of its engines operating. Thus the disablement of half of the propelling plant would not invite disaster. Again, the helicopter so crippled could settle to the earth gradually, and to a large degree the pilot would be able to pick his landing place. A volplaning airplane, on the other hand, with its engines stalled, is in a very perilous position if forced to alight where a considerable stretch of favorable ground were not available. We have disquieting evidence of this well-nigh every day in the week.
The curious layman, knowing something of how the multiple screws of an airplane are arranged, may think that the stalling of half of the motive power of a heli- copter would induce an unbalancing propulsive effort, thus tending to make steering and control a difficult if not an impossible performance. Here is where the t)rpe which we have been discussing differs notably from other designs. The total driving force is exerted ver- tically and centrally, one might say much like the up- ward pull of an umbrella through its handle, and, there- fore, symmetrically. For this reason, the power so ap- plied through the two propellers, while it may vary in magnitude, is at all times a stabilizing, steadying impulse. That is to say, the parachute effect is a continuous one, no matter at what speed the craft may be ascending, descending, or moving horizontally through the air. Because of this arrangement the helicopter will have nothing to fear from "air holes," cross currents, gusty winds, and those other atmospheric- circumstances that hamper or imperil the man in an airplane.
Because the helicopter's gross lifting power is much greater per horse-power than that of the best airplanes, a machine of this type for a given engine installation and fuel supply, will support more weight and carry it farther. Therefore, the gain is an economic one that will bear directly upon the employment of the helicopter in commercial service. Dr. Hewitt and Professor Crocker have in mind a still larger type than the machine already built, which would be driven by two Liberty engines, for instance, and be able to sustain aloft a total dead weight of 14,000 tb ; i. e., it would have a net lift of at least 6,000 lb in addition to the weight of the craft, engines, two aviators, fuel, and other necessary load.
The advent of the helicopter reasonably promises to make flying and motoring much more akin than they have been up to the present time; and the new craft will put us at the forefront of the art of aerial naviga- tion. Such is another of the wonderful and berfeficent results of our participation in the World War. Some- thing has been wrought which will surely prove of in- calculable value in the years to come.
The Todd Shipyards are building at the New York plant two special fruit steamers for Phillip de Ronde.
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American Ships the World's Best
(Continued from page 13)
"As regards the ships that have been built by the United States during the war/' says the paper, "Mr. Raebum declared that Britishers generally felt that they were inferior to those which had been turned out by the British yards." The paper continues:
"The vessels that were built in American shipyards during the war are generally regarded as being *punk' ships," Mr. Raeburn said. "While it is true that there are some very fine shipyards! now in the United States, it would seem that the greater number of the vessels will need frequent repairs, as they have been faultily constructed. Operators will do well to get nine months a year out of some of them, and the expense incurred in keeping them seaworthy will be considerable, I am sure."
Declaring that he does not want his remarks to be construed as being critical or derogatory, as they are not said in that spirit, Mr, Raeburn added:
"As to the future there is no doubt but that England expects the United States to turn out ships that will com- pare favorably with those built in other countries. Mechanically the shipyards are splendid in a number of instances and the workmen have performed laudable feats."
Here again is the implication that while American shipyards may do better in the future they are not now constructing high-grade tonnage. If the British have any evidence with which to back up this charge they have noi presented it.
Another typical sample of the British criticism is presented by the London correspondent of the same paper heretofore quoted. This time it is the marine insurance interests' point of view that purports to be given.
"I have on several occasions commented on the pecu- liar fact," writes the correspondent, "that underwriters have not shown too great eagerness to accept American- built wooden ships in regard to insurance, and I have also hinted that that policy was also showing itself in relation to a number of the steamers which were turned out by some of the United States shipbuilding yards. The records of many of the wooden ships have amply justified this attitude, and there is more than a suspicion that many of the steamers are not all that one could wish in view of the growing importance of the United States mercantile marine. I met a well known shipowner the other day who told me that on asking the master of one of his ships why his latest passage across the Atlantic had been so long (he was a day and a half late) said he had lost time in looking after several American vessels in distress!
"During the war I know that a great many United States built vessels of all kinds were repaired at British ports, and a good deal of astonishment was expressed by those who were looking after or working on these jobs at the class of work which had been turned out as finished. The opinion was very freely expressed that shipbuilders in the States had a good deal to learn yet. In this connection one may point to the difficulty which the United States Shipping Board is having with its steamers. Accounts show that since January ist last over $50,000,000 have been paid for the repair of steamers built during the last four years. This will be an addi- tional reason for the action of underwriters both here
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BRIGGS & BECKMAN
Yacht Sailmakers
NEW BEDFORD
MASS.
Prepare for 1920
To aid Tou we are com- piling a new catalogue of
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and equipment which will be an innovation. We have made an earnest effort along novel lines and believe that the result will be use- ful and interesting to you. Make application now so a to be sure to get your copy A»kfor Catalogue No. 625
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and in America who have refused to accept American insurance."
Once more, so far as the wooden steamers are con- cerned, it may be conceded that the comment is justified. That the facts apply also to the steel tonnage turned out since the passing of war conditions is borne out by no developments that have come to public attention in this country, and it is believed that none have transpired.
British opinion is not unanimous, however. In fact, there are some notable exceptions to the chorus of criticism. J. B. Isherwood, one of the foremost English authorities on ship construction, and a man familiar with shipbuilding conditions in both this and his own country, is one of these exceptions.
"The output in Great Britain is far from satisfac- tory," he says, "although certain progress was made during the second quarter of 1919, and it behooves British shipyard workers to look after their laurels, as they bid fair to lose their shipbuilding supremacy, if not, indeed, their shipowning supremacy also.
"I do not hesitate to say that the American ship- building program is one to be regarded with great con- cern by Britishers. No one can survey what has been accomplished by the American shipyard workers without admitting that they must be taken into accoimt in the future."
Americans who have returned from abroad recently report that they have encountered criticism of American ships. Among them is Henry R. Sutphen, vice-president of the Submarine Boat