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TAE. Marine. REviIEw afta eet 29 4 FIG. 1O--LENGTH BETWEEN PERPENDICULARS, 360 FT.; BREADTH, EXTREME, 48 FT.; DEPTH, MOLDED, 23 FT. 6 IN. (Fig. 8) which shows at a glance how the spacing of the longitudinals is pre- served, and how the endings are ar- ranged, and also the provision against panting. One remarkable feature of this plan is the great facility afforded at the ends of the vessel by using a little trans-_ verse framing. Two great authors on ship building matters have stated the opinion that a longitudinal system of of structure will appeal to all practical men who are present tonight. The ques- tion of erection, however, will be fore- most in their minds, and I have, there- fore, explained that to facilitate this im- portant part of the building of the ship, and to quickly secure the fair shape of the vessel, the transverses are erected as. complete as possible. The two side gird- ers in the double bottom and the tank side HIG. 1h, framing would be found especially useful at the extreme ends of the vessels. In actual practice, however, it has worked out quite otherwise up to the present time. Next, I draw your attention to Fig. 9, the plating plan of the same ship, show- ing how, in the system of framing we are now considering by a very simple ar- rangement of plating, crossing and land- ings may be avoided almost entirely. I come now to the view (Fig. 10) of an elevation of a shelter deck steamer, 360 ft. long, which will be the first cargo steamer constructed under the new sys- tem of framing. This view shows very clearly how the intervals between the transverses may be easily adapted to the deck and hold arrangements of such a 'steamer. In the present case a uniform interval of 12 ft. has been selected. The last view (Fig. 11) to which I have to ask your attention this evening is of the full midship section of this steamer. [ feel sure that the simplicity are fitted intercostally, so that the correct distance between transverses is quickly adjusted. It will be noticed that the longi- tudinal frames are graduated in size ac- cording to the water pressure they are required to withstand. The facilities af- forded by the system to produce a design of double bottom of very great strength and durability of the internal parts is probably the most striking feature of the plan now before you. This plan has come from the drawing office, with the ink, so to speak, hardly dry, and represents the last thing that I have to say on the inter- esting subject of the framing of vessels. The Armstrong Cork Co. of Pitts- burg announce with sorrow the death of its president, Thomas Morton Arm- strong. The Union Iron Works, San Fran- cisco, is to build a large dry dock at a cost of about $500,000. A LARGE CLAM-SHELL BUCKET. The 7% cu. yd. clam-shell bucket shown in the accompanying illustra- tions was recently built by the Hay- ward Co., New York, for the Illinois JAWS CLOSED--CAPACITY 5 To 6 TONS PER LOAD. Steel Co., and is the largest bucket ever built in the New York district. The bucket is to be used in connec- tion with a cantilever coaling bridge at' the. Illinois Steel Co.'s works. at Joliet, Ill, and will be employed in reclaiming coal from the stock piles ~ -~ JAWS EXTENDED, COVERING AN AREA OF 98 SQ. FT. and feeding it through hoppers to an extensive system of belt conveyors. Its capacity is five to six tons per load, according to the position in which it is landed on the coal. The design of the bucket through-