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28 THe Marine REVIEW 190 __ 180 70. \b0 a © | EXPERIMENTAL MODEL BASIN. oe CURVES OF RESIDUARY RESISTANCE Sie PER TON OF DISPLACEMENT FOR e a ¢ FOUR DISPLACEMENT LENGTH RATIOS BO 70 pa EACH WITH a 'e FIVE MIDSHIP SECTION COEFFICIENTS " z ; AS iNDICATED-ALL FOR ' « rr LONGITUDINAL COEFFICIENT OF "68 Cl lage Os ™ Vv . CN] 8 G x 70 a el ul 140 a de} =) S| 2 Y oa x i wad a Clit. s be a So wo iso 2 lao, ot fate. UE ST 5 6 L c a E tc Bet klk Q z 50, 440 & |70 + 120. ial z & S x ae B eG. oa Ve < L oO re) 4p 20 20 % |10 id a ei) 3 tut 2) ol c &. 30" |20 20 |0 LL 253.2 ee 0 ond BEE i OW E1O + 2bb IF IGE, 7 2 Bs 4 74S) hGlhlUhtlU leh Ul Ie UT "SCALE FOR SPEED-LENETH RATIO * AY MOAR PTR WS CO, @AIMINGION BC. low as 0.70 without a material in- - crease in resistance. 10. A reasonable explanation of the 'results I have laid before you may, I think, be deduced from an inspection Or tie. 1 It is seen, that the. fine -midship sections are associated with the large dimensions. This is necessarily the case when we separate the question of midship- section coefficient from the question of midship-section area. If area is constant, smaller. coefficients must mean larger dimensions. For instance, keeping the area of midship-section constant for the vessels of Fig. 1 and passing from the extreme midship- section coefficient of 1.1 to 0.7, we in- crease the draught from 19.3 ft. to 24.2 ft. and the beam from 56.41 ft. to 70.73 ft. Increased beam and draught mean increased disturbance of at least a portion of the water through which a ship 'passes. 11. The results of the special series of experiments on this subject are in full accord with our general exper- ience at the model basin. Among the very large number of model experi- ments we have made, we have had no results indicating any material influ- ence of shape of midship section upon resistance. For vessels of extreme types and extraordinary speeds there may be great virtue in some special form of midship section--yet to be discovered --but our general model-basin exper- ience and the special experiments de- scribed above appear to warrant the conclusion that for vessels of usual types and of speeds in knots no great- er than twice the square root of the length in feet, the naval architect may vary widely midship-section fullness without material beneficial or preju- dicial effect upon speed. SHIP YARD NOTES. Portland Ship Building Co., Portland, Ore., is getting out two 1,000-ton barges for the Diamond Towing Co., of Portland. The New York Ship Building Co., Camden, N. J., has a contract for building four steel car floats for the New York Central railroad. Harry Cossey, Tottenville, N. Y., has a contract for building six grain boats for the New York Central railroad for delivery early in 1909. - The T. S. Marvel Ship Building Co., Newburgh, N. Y., has been awarded contract by the marine department of the New Central railway for the con- struction of two steel tug boats. The Palmer Ship Yard at Noank, Conn., is soon to resume operations, having received the contract for re- pairs to the steamer Erastus Corning of the Starin Line, of New Haven. E. W.. Heath, Tacoma, Wash.; is building a power halibut fishing schooner for Larsen & Peterson. She is 66%4 ft. long, 15 ft. beam and 6% ft. deep and is to be fitted with a 30 H. P. Standard engine. The Union Iron Works, San Fran- cisco, has been doubling the shell plat- ing on the steamer Melville Dollar from the stem aft about 25 fit. [he owners decided to take advantage of the dull spell to have the work done. The United Engineering Co., Ala- meda, Cal., is engaged in extensive re- pairs to the steamer M. F. Plant which struck on Coos Bay bar last month. The sternpost, rudder and rudderpost were all removed. Dunn & Elliott, Thomaston, Me., have nearly completed the four-mast- ed schooner Robert McFarland. All the iron work on the new vessel is be- ing gotten out by an 8l-year old black- smith, Mr. Otis Sidensparker. Mr. Charles R. Hanscom, president of the Eastern Ship Building Co., has announced that the plant at Groton, Conn., owned by this company, and at which the steamships Minnesota and Dakota were built, is to be. sold at auction and probably dismantled. William Mundey & Sons, San Fran- cisco, Cal., are building a scow schoon- er for the California Lighterage Co. which is to be the largest vessel of its kind on San Francisco bay. She will cost $13,000 and is to have a ca- pacity of 350 tons. The Puget Sound Ship Building Co., of Seattle, Wash., which made the re- pairs to the British steamship Beechley at Portland, Ore., recently has contra- dicted the reports that the cost of the The repairs amounted to more than the con- tract price. Albert Kelly, president and