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dle line bulkhead fitted, ides - were lifted into position, aS . the « next transverse bulkhead erected, and so closed up that tank. epeated for the | 'remainder of the vessel. The erection of the forward part, where clear of tunnel, showed ; a simplicity of the system. phe brackets for the attachment ot skin longitudinals. verse bulkheads were hydraulically 'riveted to the longitudinals, and the lugs on bulkheads to receive these brackets, horizontal stiffeners on line bulkhead were also hydraulically riveted to the various parts before they were taken down to the berth. tion advanced forward the work was, tank by tank, left in a position ready for riveting up, all 'the materials re- quired for the structure being in posi- tion, with the exception of the longi- tudinal beams, and as these did not delay progress they were followed uP at a convenient interval. With regard to ribanding, one stout rough riband each side was used: at the top of the transverses for securing the same and one on the transverse beams, each side, for fairing purposes, and these were all that were found to be necessary. The longitudinals take the place of ri- bands and only require to be secured to the transverses and to the lugs on the transverse bulkheads, which were carefully templated, and no other fairing was required. No diffi- culty was found in the laying off of the vessel, and practically the whole of the framing of the structure was made to templates prepared in the drafting loft. - We did not have the assistance of the usual experienced frame erectors, and nearly all the erecting has been done by apprentices, the northeast coast carpenters, unfortunately, being out on strike owing to a wages dis- pute. oe The officials, workmen, and all con- cerned took a most lively interest in the work, and the predicted obstacles and difficulties of erection of a ship on the new system were found to be non-existent. Fig. 10 (Plate I) aaa an arrange- ment of transverse materials in a sin- gle-decked cargo steamer, having poop, bridge and topgallant forecas- tle. The spacing of transverses. shown is 12 ft., except in way of the double bottom, where an_ interme- - diates*: ses on starboard side then © d. The longitudinals at bottom "he same method of procedure was to 'the 'trans transverse .bulkheads and on middle It will thus be seen that as the erec-_ 'Messrs. transverse is shown. Thi 'transverse enables. odie. stiffening in the bottom to be of bulb angle section, thus making this ae ee easy of access. : TORPEDO. BOAT DESTROYERS FOR THE GREEK NAVY. 'The last of the four torpedo eae destroyers built for the Greek navy by Messrs. Yarrow & Co., Ltd. of Poplar and Glasgow, has now been. completed and will be handed over very shortly. These vessels, named Thyella, Nafkratonssa, Lonki and Sfen- doni, are of the following dimensions: Length, 220 ft. breadth, 2014. 1t,; : power ae ee the Lonki, with a load of 60 tons was 32.427 knots on the -- measured mile, and during a continu- -- longitudinal _ knots. ers was 250 pounds per square inch; the air pressure in the stokehold 1%. ek: on thes: full: ous run of three hours' duration, 32.535 The steam pressure in the boil- . in., and revolutions 415. During a previous trial at a cruising speed of 14 knots, 35.09 knots were run to the ton -- of coal burnt, giving a radius of action at this speed of 2,231 knots. Consid- ering the speed obtained with these Greek destroyers and that each vessel costs about one-third of the recently constructed. 33-knot destroyers for the TORPEDO BOAT DESTROYER THYELLA,: BUILT BY YARROW & CO, ETD, POPLAR: depth amidships, 12 ft. 4 in.; displace- ment, 350 tons; indicated horsepower, 6,000, and contract speed 31 knots. We are able to reproduce one of these vessels from a phere ge supplied by the builders. The main machinery consists of two sets of four-cyclinder, triple-expansion engines, driving two shafts, steam be- ing supplied by four Yarrow straight valve boilers. The hull is built through- out Of high tensile steel. The arma- ment consists of two 76-millimetre and four 57 millemetre Hotchkiss quick-fir- ing guns and two torpedo tubes. It is worthy of note that when these ves- sels were proposed, no vessel of a sim- ilar type and displacement was armed with such heavy artillery. The bridge and platform extend from the conning tower to well abaft the foremost boiler room bulkhead, the up- take from the forward boiler. being carried horizontally for some distance to enable this to be done. It is most important, all navigators know, for the steering position to be as far removed from the bow as _ possible, and by means of the device adopted by Yarrow & Co., of conducting the gases from the forward' boiler for a certain distance in a horizontal di- rection before joining the funnel this can be carried out. as British government, many naval au- thorities are of the opinion that the small additional speed obtained in the latter type is not worth the enormous additional cost. NEW CITY OF CLEVELAND. The Detroit & Cleveland Navigation Co. has issued a panoramic photograph of the Detroit water front embracing a picture of the new steamer City. of Cleveland leaving on her trial trip; The photograph well displays the mag- nificent appearance that this steamer makes in the river against the back- ground of the sky scrapers of Detroit. The new steamer will go into commis- sion. between Detroit and Cleveland some time in June. The features wherein this steamer differs from other lake steamers are the passenger eleva- tor, double water bottom, sprinkling system, bow rudder, wireless telegraph, convention buffet, rooms, rooms, cabin, a Venetian private telephones running water in private parlor some with verandas, garden in all state- all state bath and and the system of washed and air-cooled ventilation. with The Dubuque Boat & Boiler Works, Dubuque, Ia. are progressing well upon the two dredges for the United States government.