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98 went trials at sea at which time she encountered a 70-mile gale and ex-. tremely heavy weather. She proved herself an admirable seaboat and re- turned to the builders' yards for final storing up, after which she proceeded from Seattle to San Francisco, mak- ing the trip in the remarkably short time of two days and ten hours, not- withstanding the fact that the weather conditions were most unfavorable and a heavy gale blowing most of the time. Cyprus is a notable vessel in many THE MARINE REVIEW ways. Her accommodations for owner and guests are unusual in extent, well laid out and the entire vessel being most superbly furnished and equipped. No expense was spared in the con- struction, not only of the hull and ma- chinery but of every detail, selected hardwood being imported for the vari- ous main saloons and cabins and all the furnishings and fittings being of special design. It is worthy of note that Cyprus is not only the largest steam yacht Strains in Ship's AMES E. HOWARD read his J paper on "Strains in Hulls of Ships, Showing the Effects of Pitching and Rolling', at the Decem- ber meeting of the Society of Naval Architects and Marine Engineers, ab- stracting it as follows: The paper presents the results of measurements made on the plates of the shelter deck of the S. S. Ancon, of the Panama Railroad Steamship Co., on the voyage from New York to Colon and return, also observa- tions on the deck plates during the time the ship was taking cargo aboard at New York. Live load strains on the deck plat- ing while at sea were made with a new type of live load extensometer, a scissors gage, so-called, from the resemblance of its working parts to a pair. of. scissors. ~ This: instrument has an ultimate sensitiveness of one- hundred thousandth of an inch. The strains in the deck, observed during the time of taking aboard cargo, were measured with. a strain' gage -- of telescopic tube type with micrometer screw attachment, having a_ sensitive- ness of one ten-thousandth of an inch. The observations. made at sea em- braced those taken on the shelter deck forward and aft of the superstructure, showing the longitudinal changes on gaged lengths of 6 inches each which took place due to the pitching of the boat and vibrations which were due to the rotations of the engines. These measurements were made both on the solid plates and spanning the lap joints of those plates. . On the outward trip the ship car- ried a full cargo of about 10,000 tons. It was found that with this load, and during good weather with a smooth sea, that the rotations of the engines The Results of a Series of Obser- vations on the Steamship Ancon caused the development of greater strains in the deck than those which were due to a moderate pitching of the boat. The 'measured "strains reached: a maximum in the vicinity of the after bulkhead of the superstructure, where they corresponded to a stress of 2,250 pounds per square inch, on Course B of the plating. The strains over lap joints in this vicinity were twice those observed on the solid metal of the plates. These longitudinal strains were less on plates farther aft and ceased to be measurable before reach- ing the stern, On the forward part of the ship the strains in the solid plates, course C, ranged from 100 to 650 pounds per square inch, according to position, but disappearing as the bow was ap- proached. Greater rigidity prevailed in the stringer course of plating and across the butt joints of that course, both forward and aft, than in the lap- jointed plates. A few observations were made prior to the main series, when a moderate sea was running, which showed stresses in after part of the deck near the bulkhead ranging from 2,500 to 3,500 pounds per square inch. The greatest stress found during these ob- servations was on the angle of the bulwark rail, immediately aft the su- perstructure,. where a range of 5,500 pounds per square inch was observed. While the live load strains on the outward trip were greater, due to the rotations of the engines than those caused by the pitching of the boat, the reverse was the case during the return trip from Colon to New York: Northbound, the boat carried only about 3,000 tons cargo. The pitching strains then were generally double those due to the rotations of the March, 1914 now on the Pacific coast, but is the only large steam yacht ever built on the Pacific, and in size she is out- classed by only four steam yachts owned by Americans and built in American ship yards. The oil-burning feature of this ves- sel has proved most satisfactory, the designed speed having been obtained with great ease atid. the : fuel con. sumption at ordinary cruising speeds being very moderate. Hull engines. 'On each trip they were greatest in the vicinity of the after bulkhead of the superstructure. Strains due to pitching and those due to the- engines were distinguished by their periodicity. The -- engines made 78 rotations per minute, and the strains attributed to them were de- veloped synchronous with the rota- tions. For the purpose of determining the strains in the deck plates at the time of receiving cargo, reference lengths were established, of 20 inches each, on three courses of plating and on the bulwark rail of each side of the ship. These observations extended over a period of seven days, during which time a wide range in the tem- perature of the deck plates was ex- perienced. The highest temperattire was 116 degrees Fahr., the lowest 60 degrees Fahr. The greatest range in stresses occurred on _ the _ stringer plates--results ranging from 4,000 to 4,500 pounds per square inch being cbserved. The behavior of the deck was such as to lead to the belief that variations in temperature were re-_ sponsible for the largest part of the stresses rather than being due to the cargo. Apparently, a change in_ stress amounting to 2,500 pounds per square inch, occurred on the rail of the boat in rising from a temperature of 60 degrees in the morning to 90 degrees at the middle of the afternoon. These last observations were gen- erally made in the morning, about sunrise, to secure conditions when minimum differences in temperature existed. Mr. Howard discussed the paper at length, describing minutely the scis- sors gauge with which the measure- ments were made, and the results in