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126 type, 150 ft. wide and 463 ft. long inside, and is closed at the upper end by a buoyancy gate similar to the up- per lock gates. On the filled ground west of the dry dock will be located a complete repair plant, including a machine shop, 30 x 60 ft., with black- smith shop annex, a paint house, 25 it. square, a carpenter shop, 32 x 72 ft., and two store houses, 45 x 85 ft. In addition to this, two other store houses are proposed together with THE MARINE REVIEW a steel boat house, as shown by the dotted lines in Fig. 5. The repair plant will be served by a narrow gage industrial railway and also by spur tracks from the main line of the Chi- cago, Burlington & Quincy railroad, which skirts the lock site. Influence on Freight Movement Although these improvements will greatly facilitate navigation on the upper Mississippi river, it is not ex- April, 191 pected that they will have any imme. diate effect on the volume of traffic. moving by water between St, Low and Davenport. Eventually, however the increasing population, resulting from the industrial developments which will accompany the develop. ment of the great water power Keokuk, will create a demand {or transportation which can be effective. ly supplied by boats operating on the river. Design of Oil Steamers A Review of the Structural Features of Tank Vessels Engaged in Oversea Trade By James Montgomery HIS paper is an attempt at a brief review of the features of structural and other interest to be found in tank-vessels engaged in over-sea trade, and if any apology is necessary for introducing the subject to the members of this Institution, it is to be found in the phenomenal ac- tivity in the oil-carrying industry, Fig .1. COAL AT SIDES ENGINE & BOILER SPACE CROSS BUNKER FIGS. 1 AND 2--INBOARD PROFILE AND DECK PLAN which has been characteristic of the shipping history of the last eighteen months, and which is still maintained. This activity is clearly exhibited in the number and tonnage of vessels now being built to carry petroleum in bulk, and intended to be classed in Lloyds Register, there being at the present time over 90 of these vessels, aggre- *Report read before the Institution of Engi- neers and Ship Builders in Scotland. gating approximately 480,000 tons gross, in process of construction. Petroleum was ffirst carried, as one might expect, in small recep- tacles, in ordinary cargo vessels, and in 1886, when the late Mr. Martel wrote his paper .on the subject, it was possible for him to state that nearly the whole of the pe- MAIN TWEEN DECKS MAIN HOLO SS troleum shipped in America for Brit- ish and European ports was then car- ried either in barrels or in tin cases enclosed in wood boxes. As a general means of transport, however, this method was soon discontinued. The factors which operated in this direc- tion were chiefly the cost of the bar- rels or tins, the loss of carrying ca- pacity involved, and the comparatively slow rate at which the cargo could be loaded and discharged. It is advisable, 1P TWEEN DECKS DEEP. TANK however, to refer to this method here, because in some instances special cir- cumstances make it the only method available. Where conditions at the loading port, for example, make load- ing in bulk impossible, the product is. tinned and shipped as ordinary cargo, The method is also used where small parcels of oil have to be delivered, or. CREW CREW SPACE FOR® TWEEN DECKS HATCH TCH STORES ETC. FOR® HOLD FORE PEAK TANK COFFE ROAM So -- oe where, after discharge, the cargo has to be conveyed over difficult country, badly provided with means of trans port. Several vessels are now being built for this particular branch of the trade, and a design for this type 3 shown in Figs. 1 and 2, above. The dimensions are 313 ft. by 41 ft. 6 in. by 26 ft. 9 in., and the carrying capacity is approximately 90,000 cases, the over-all dimensions of each case being 1034 in. by 2034 in. by 15 in, 2Me