__._‘___.

__ - r-ii~* —

JUNE12, 1914.] ENGINEERING. 797

1912,and left the yard on April 23, 1913. The inclusive,of channel steel; for the upperprome
THE HAMBURG-AMERIKA LINER chief dimensionsof the Imperatorareannexed. A nade-deck,T-bulb steel, and for the structureson
“ IMPERATOR.”
comparativetableof the chief dimensionsof some the boat-deckanglesteelandbulb-anglesteel, have
Auuosr exactly a year ago, on June 11, 1913, large British vesselswill be foundonpage737ante. been used. Where the beamspassthroughbulk
the great German steamshipcompany,the Ham heads, &c., weldedangles have been fixed. On
Tm: HULL. their uppersurfacesall the deck rivetsare counter
burg-Amerika Line, sent, on her first voyageto
America,anewfaststeamer,surpassingastocapacity The shi has a straight keel, straight stem, sunk. The constructionof the decks progressed
and arrangementsfor the comfortand safety of the slightly inc 'ned forward,and a vertical heel-post from amidship towardsboth ends,the decksbeing
engersand crew everything so far attempted. The keel is built up of an inner late, with con finally joined to the stern-post and stem.

bar
or nearly a year this great production of the tinuous vertical girder and with outer keel. The stem a four-partsteelcasting the chain

is

;
Vulcan- Works at Hamburg and Stettin held The girder riveted water-tight, exce within hawseof the middlebow-anchor at the level of

is
is

t
the triumphant positionof being the biggest and the forward and after tanks, where lightening the first deck. The connectionbetweenthe stem
finestvessel afloat. But the Vaterland, a sister holeshavebeenprovided. The joints of the plate properand the flat keel castin beststeel. The

is
shi of the Imperator, hadalreadybeenlaunched, keel are staggeredwith those of the bar-keel,of stern- two-part steel casting, which

is
is
a
t
an hassincethenaccomplished her maidenpassage the centre and double-bottom lates, and of the joined to the aft edge of the post, by meansof
to New York. Moreover,a new great Cunarder, ad'acent outer-skin strakes. he bar-keel runs horizontalflan es and verticalkey, betweenthe

a
the Aquitania, practically as big a giant as the belowthe plate-keelin the dimensionsof 400mm. third andfourt rudder-eyes.Where the decksand
Imperator,started on her maiden journey almost by 100 mm. (16 in. by in.), the full length nf bottom approachthe post, ribs are provided and

4
on the sameday as the Vaterland, while a sister the ship. The riveting of the keel wasdoneby are rivetedto thedeck-plates. The cast-steelknee
shi to the Vaterland, and larger than all others, hydraulic power throughout; hydraulic riveting has very broadbaseaft, in order to secure good

a
a
is s ortly to be launched. The performancesof all has,indeed,beenadoptedwhereverpossiblein the seatfor docking a verticalcentralrib of this knee

;
thesevesselswill be watchedwith interest. Mean constructionof the sh1p—forinstance,in the trans rivetedto the water-tight longitudinal bulkhead

is
while, the detailsof their designsofferinteresting verseframes,in joining the intercostalplateswith in the tunnel recessaft. The four shaft pedestals
subject for study. We have recently completely the transverseframes,in the sheer-strakes,in the were fixedto the hull at the time whenthe deck
describedthe Aquitania, and now are able to sup deck stringer-plates,and in connectingthe rudder and bulkheadswereconnectedwith the stern-

t.
plementthe particularswe gave of the Imperator plate with its arms. In mostcasesall the platesof the outer shel are
in our issueof June 20, 1913,whenshewason her The double-bottom,the rivets of whichare coun riveted with overlappingjoints, except in those
maiden trip across the Atlantic, by publishing tersunkon the u surface,extendsfrom frame partsin whichtheclassificationof theshipdemanded

r
drawings illustrative of the details of her hull, 30 to frame 305 ig. 1), and hasamidship width the useof straps. The platesof the outsideshell

a
(
machinery,and accommodation. of about 26 m. (85 ft.). The margin-platesare are not feather-edged,the butts and free ends are
flanged,and continuousstringer~plate 1000mm. planed,and thecornerswereroundedoff by cutters.
a

Tableof ChiefData 0] the"Imperator.”

Yearofcompletion .. 1918 by 18 mm. (40 in. by 0.71 in.) runs along the Between the stemand frame 280the outer shell
Builders .. Vulcan-Werke sides, being singly riveted to the margin- late. lates are as strong,from the keel up to the load
Owners .. . Hamburg-Amerlka Line mm. by 50mm.by mm. ine, as in themainframing.
ft. 91:1.) In the holdsanglesof 65

1
moguloverall" .. .. Y. 2s0.som.(919
(2.56 in. by in. by 0.5 in.) are riveted to the bilge-keel provided on both sides between

is
Length between perpendiculara.. 268.22m.(880
2

A
ft.)
Breadth . .. .. .. .. 2987 m. (98ft.) stringer-plateto serve as abutment for the bilge frames123and 194 has depth of 550 mm.

it

a
;
Depthfromupperkeeledgeto (Fig. (21.7in.), triangularin section,andconsistsof two

is
upper deckamidship .. .. 19.20
m.(68ft.) 15).
Depthfromupperkeeledgeto The doublebottom dividedinto 30 compart platesof 12mm. (0.5 in.) thickness,and flat bulb
is

a
topofmast.. .. .. .. 75m.(240 ft.) ments, the first and last of which extend from of 120mm.by 12 mm.(4.7in. by0.5 in.) rivetedbe
Depth fromupper keeledge totop
offunnels.. .. .. .. 53m.(174 ft.) board to board; thus the number of water-tight tweenthem. The forwardtunnel betweenframes
Number ofdecks .. .. 11 divisions 32. In the variouscompartmentsof the 282and 232 entirely water-tight connected

is
is

is

it
;
Grosstonnage .. . .. .. 51,000tons double bottomtheremaybe carried ballastwater, to the boiler space,and has tubular shaft up

a
Draught withfullload 10.8i
In. fr.6
(85 in.)
Displacement atlullload 57,000tons fresh water, and feed-waterfor the boilers. The wardsto serveas an emergency exit. The spacious
Maximum draught.. 11.28m.(37ft.) water in the double bottom, the shaft-tunnelsaft are separate;from the end of each
Typeofengines 15.0.-Vulcancapacitiesfor
Ourtls-A.
turbines peaks,and the tanks are :— ventilating- shaft, water- tight, provided with
Number ofpropellers .. .. 4 Cub.M (Gala) a ladder-runs,and servingas exit, extends up to the
Shafthorse-power .. 61,000 Ballast wafer in the" double
Speed,inknots .. 22.5 promenade-deck or to thebridge-deck. The uptakes
1stclass 706 bottom 3800(836,000) from the boiler spacesand the engine-room,to
Passengers 2ndclass 611 Ballastwaterin theforeand aft which the elliptical funnels,5.5 m. by m. (18ft.

9
8rdclass 2732 peaks 280 (61-600)
Crew .. .. 1178 Ballastwaterin lowerspace . . 500 by 29¢ are connected,end about 1000mm.
ft.)
I.
lecc

Ballastwater in lower II. 750 (110,000)

165,000) (40 in.) ove the boat-deck structures. The
a
s

Total 5227 Boilerfeed-water in dou bottom 900(198,000) mastsare fixed in the “G " deck their maximum

Thanks to the efliciencyof the propellingmachi
nery of the Imperator,the Hamburg-AmerikaLine
has been able to recoverthe German recordfor its
flag. On the last journey home the Imperator
;
Freshwaterin the double-bottom internal diametersare 1100mm. (43in.) in the case
tanks 1800(396,000) main-mast, and 950 mm. (37.4in.) in the
Freshwaterin thedoublebottom 170 (37,400) of the
caseof the fore-mast. Three large holds,6m. by
The framesare from 570 mm. to 850 mm. m. (20 ft. by 16§ ft.), extend from the inner
5

reacheda meanspeedof 23.96knots on the ocean; (22.45 in. to 33.47in.) apart, and some of them bottomup to “ G" deck, and thereare further two
this was realisedby raisingthe enginepower from are one piece in length of 31 m. (102ft.). The smallerholds, 3.4 m. by 4.5 in. and 3.4 m. by m.

3
a

the contract figureof 63,000horse-powerto 75,000 construction of the water-tight longitudinal and The launching weight of the bull, to which the
efiective horse-power,with peaks up to 84,000 transverse bulkheads was commencedsimulta figure-headof 12 tons had not then been attached,
horse-power. neouslywith the erection of the frames. Twelve was26,500tons.
On Plate CIII. we givea longitudinalview of the transversebulkheadsdivide the hull into thirteen
ship (Fig. 1) and a plan of eachof the decks (Figs. water-tightcompartments.Two angle-frameswith THE PnorsLr.iNo Ericmss AND Snarrmo.
2 to 14),but Figs. 11 and 12 are half plans,port staggeredrivets connect the bulkhead with the The generalarrangementof the machineryis,
and starboardpartsbeingin eachcasesymmetrical. tank-top and with the outer shell, and one angle, as already stated, shown on Plate CIV. There
On page798 is a half cross-sectionthroughone of carefullyriveted and caulked,connects with the are four shafts,each with an independentahead
it

the boiler-rooms(Fig. 15)with the scantlingsnoted decks. The boilersare installed betweenthe five and astern turbine. The turbines on the inner
in detail. The generalarrangementof the pro bulkheadsandtheframes232,205,178,151,and124 shafts are arranged in centralwater-tight omn
a

pelling engines,with thefourshaftsand propellers, (Fig. 1); the main engines are installed between partment forward, and the turbines on the wing
are shown in elevation, plan, and sections on thelast boiler-roomframe(124)and the two adjoin shaftsare in se to compartmentswith centre
a

Plate CIV. (Figs. 16to 22), while on page800are ing compartments,frames99 and 64. In addition line longitudinal bulkhead. The ahead turbines
elevation and plan (Figs. 23 and 24) of three of to the transversebulkheads,thereare longitudinal are, as will be seen, on the system,
the boiler-rooms,the forward boiler-room being bulkheadsin importantpartsof theship. The one the intermediateexhaustingto triple-series
0th low-pressure
omitted owingto lack of spaceon the page. The extendingfrom the collision bulkhead,frame 305 turbines; but the astern turbines are on the
cross-sections throughthe boiler-roomsaregivenon to frame 232, will be mentionedagainin connec compoundsystem. It will be seenthat the high
page 801 (Figs. 25and 26). The last of our series tion with the safety arrangements. Amidship the pressureahead turbine forward of the astern
is

of illustrations published now—onpage812—is a bunker bulkheadsreach from frame 232to frame turbine on the port inner shaft».while on the
view of the low-pressureahead turbine in the 124. The forward engine-room,which takes up starboard inner shaft the intermediate ahead
erecting- shop at the Hamburg works, and is the whole breadth of the ship, protected by turbine aft of the asternturbine. On both wing
is

is

especiallyinteresting as it shows the arrangementlongitudinalbulkheadsextendingfrom frame124to shaftsthe low-pressureahead turbine aheadof

is

of the motorsand bevel-gearshaftsand screws,for frame 99, the electric generatingenginesand the the low-pressure astern turbine. This arrange
lifting the upper part of the casing and the rotor refrigerating machinery being arranged respec ment,andthe placingof the condensersat higher
a

whenit is desiredto inspector overhaultheblading. tively on starboard and port sides betweenthe level than the turbines,facilitatedthe steam-pipe
The Imperatorwasbuilt to the highest class of longitudinal bulkheadsand the skin of the ship. arrangements.
the rules of the GermanischerLloyd as a full-deck Another longitudinal bulkhead extends along The four aheadturbines,with a steampressure
boat providedwith ice bracing; as it also conveys the middle line of the aft engine-room,frame99 of 16 atmospheres(228 lb. per sq. in.), transmit
emigrants,the ship had likewise to satisfy the to frame 64; thus there are three separatemain 61,000 effectivehorse-powerto the four shafts;
German, British, and American laws concerning engine-rooms. Aft another longitudinalbulkhead the four astern turbines develop 33,500 horse
emigrants; the new rules of the See-Bernfogenon extends from frame 30 to frame 19 through the power. Particular care has been bestowedupon
senschaftas to bulkhead stiffeningand prevention tunnel for the two inner propeller-shafts. rendering the working of the turbine adapt
againstaccidents,and of the Seemannsordnung, as The deck constructionadvancedtogether with able to many diflerent combinations, and to
to the accommodation of the crew, had also to be that of the bulkheads. There arealtogethereleven facilitate the control of the connecting steam
observed. The keel of the Imperator was laid on decks,illustrated,alongwith the hold plan and the pipes. When the ship going ahead,the steam
is

June 18, 1910; the vessel was launched and partial deck (No. 7), on Plate CIII. works successivelyin one high-pressureturbine,
christenedby the German Emperor on May 23, The deckbeamsconsist,up to the seventh deck one intermediate-pressure turbine, and two low
 798 ENGINEERING. [_]u1\'s12, 1914.
pressure turbines, the latter being coupled in The thrust-blocks are inter ed between the to a shaft, &c., an emergencygovernor has been
parallel-—allare of greatdimensions; for steaming respectiveaheadand asternturbifleson eachshaft. added to each turbine; as soon as the turbine
astern there are two high-pressureand two low The rings forgedon the shaft pressagainstcollars, speedexceeds250 revolutions,this governor auto
pressureturbines. The turbineson thefour shafts which consistof a horseshoe-shaped upper portion matically closes the rapidly - operating valves,
can be regulatedto develop equal powers; every and an inserted part which completes the ring alreadymentioned. This closing18effectedby the
shaft may also be driven by itself independently surface. The collarsare steelcastings,lined with aid of a Brown engine, and the engineeron the
of the others. We reproduce in Fig. 27, on white metal, and are internally water-cooled. starting-platformseesat once which of the four
page812,a photographof one of the turbine sets, One collar in each thrust-block is fitted, on the shaftsis not running normally ; the valveis after
taken in the erecting-shop,showing also the gear star/0/v THROUGH BOILERROOM.
for lifting the upper half of the casingand rotor. V 1251.15.
The manoeuvringoperations are cifected from ‘L 5 aw:-0
the starting platformon the forward bulkhead of 1.50-Z5-flat Ifivulu
Ileuv ‘Bald:150- 75 '0
the centralengine-room. This bulkheadalso carries
the steanrvalves (Fig. 18, Plate ClV.). The Ilupu-Alumna M-A75-J
’
steamflows through the main valvesto the water J'u1'l|g¢r N71? 77
separators, one on each side, and these again 350-O0-D “-‘s
wult-/or‘/114 HI‘?!
. ,£_{‘.”i*fl"" "3l_>lI__1!51~,'
are combinedwith rapidly-acting shut-ofl'valves. II7i.:1|1,!Q|i-_nn'i-'a|_-,'.;,,.‘;." -F511"-'~"I*0l¢ wj-pg?
_L
From the separators the steam flows further to
a group of eight conveniently distributed man ‘ !IItv-li3-I05~l7 .
oeuvring-valves,noteworthy among which is the ZS“-LIL
A4-hum: Hum:
main valve for steamingahead, on account both
of its‘ design and its large dimensions. The
valve is rigidly connectedwith a tubular expan
sion-joint, and czmbined with a small balanced 1L§vuu|u ‘Alia!/fialru/flu-M-mlllltldy
I;-n-as-1:5
IrMud: Lnduxmung; I
valve; the latter enables the high-pressureboiler I4alu|gI.$Z Jana(Arr!M1a.d.M.v -1;-w mm-.$‘a9|.
steamto passinto the spacebetween the slide and Sen/r¢.r
S it in we -’ Lbaaiflalillg
the valve, which is thereby balancedbefore the
Huang lbw~ll¢-14.:
-forum:
/17Z./0111
.§‘u|gI1flu'
L\‘Obi
-'
.mzma¢r~.'§
.S‘I!eer5u~aA¢I900-JJa£ '
boiler steamcan enter through the tubular joint. - ma finvz.lI‘ar‘e-717.4/Z.-763$
To protect the starting-platformagainst the heat ' ..1-- ' , . __ J___ om)-wig _
L
0!nllfln-kc m»»'-.m../a~ fiuufll Isuamsulzm-x-u-1.="
2.-/1,1.-1.-1.1"-..4a,..,...-,."" 3 071' 1
radiated from the valves and steam-pipes,an air “|{,>‘/1,;/1 .1- I ll!‘
1.1% _noIt 11.;
_ <_ .,, ‘
./n1|1..r0uutI£0wMl.J "FF ,I
dlalglis In 2 U
':l";fI:1:_|4gl V
tight bulkheadhas beeninterposed. All the man baaasm Lnkvuilillars '/>""‘72 , R
-i7”
muvringandindicatormechanisms for themachinery . Thflrltw.
?.!.flw:q£Lrngui.¢ 44L'mLrl.9,at W |
are mounted on this bulkhead, and the position, I fin-ull J.>i1)¢-nb£'?Ju£b'!'eflJI5 '
an/oaroscx /0; 1»
openor closed, of the various manwuvring-valves Inn
bl '
f."_"_“"f"""”_5‘i’_’°.'::”I’f‘!F‘Z____;',
\
Iinlllf-270W"Q
of the turbines can be seen at a glance at the -‘W-Iw
I‘77 {I0-.¢f-/55¢: 140-
i Nab‘ i
electrically illuminated diagrammaticmodelboard. 4100.5‘!-J hau,“ M”?-an 'g7;K-fl£_.‘T’l.‘0n¢|{‘Ii{l/|nIZ3'0-1:-IJ5buvr]
‘"°"" "“ V‘ ‘‘ ”=a"_0_6-Laqm|”‘at
0za.IIO,Ulu'lnu:71?s
Near this board are groupedthe speed-indicators,
pressure-gauges,fire-alarms, telegraphs,and tele
4
.‘
l'l»l;’2..hll|lnha-Ha-"I-fin:
0»-war)-¢;.r like &vul0mr‘0i@'*
heaven. "
/ ‘‘,-‘i z>|4¢.1.»mu»e-apqvumtw
uh“; fl-' pmwng ' E
s
hiya/L¢41z=aal:Ila:_./Muaiwls
am::mg 1.4‘ lrwllfiw‘
phones. i
I
The turbine rotors may broadlybe describedas
bucket-drums. In the high-pressureturbines a . .,,,,,,, ”,,,,.,,, ,, ” ...,.;......;;.;;;.;'.;""'?'"*
' i
Curtis wheel, providedwith three or four rims of mmznim 1.m-'m‘i7s‘-/n l l i,
.r$?wnaar,12-Iliku-r]El1‘40-H-I8
buckets, is placed in front of the drum; in the i \ I
g It
intermediate-pressureturbines a Curtis wheel,fed 2
fi1f"§....».,"h“"'” smut: L""“"""'
aha». Sag
directly with boiler steam, is mounted on the i.".".'=:6.."2."'."’2:‘-2*"-"M" 5
drum. The drum-blades are reaction buckets, ‘ylzngzh. 3%
"”:'!°;'L'"_:\ ‘‘__IYLp1eowr /iv1nlbs£___j
exceptin the first four groupsof the high-pressure - - ' j.l
- a¢¢~!:w-x-Msaz-mylrwm . ‘Si!

-y_
. 1 ea
astern turbines, where impulse blades have been . thanndban' xzsa-sf-/M _

Q
.,

I | | 1*3 1 ,§§,;
,,,_,,,_, 77;!- JM2».\'d'P|lInn'I

9:‘ 6 , I =.- I
\ 5
Iv-n-rs:-_»/nzrms-u-s
1

adopted. The nozzle-boxesof the high-pressure _ '"‘"’la. av .aw.,nu./aw

;

.Fr:~mg¢r;al:I¢:.Il?%_azLhd.9_ egg
,
_

and intermediate-pressureturbines are steel cast - """' 22....... ' kw’ an

ings, which are fixed from the front into the 7711"‘!
"""""
I

3. c/r I61 no-Ma-H ' ‘_- ".~2za;;1;l;.=.'/1;mT"l,'

*

casing-bottoms.so that the nozzles remain easily - '4 -- _

-0 Laplauru
-

accessible. The nozzle segments, which are """ fin.’ 7"" Jae»;-xiituanr-sic-11/llrw-0.5-rt -

l
"”“”““"’7"'” ' 5”" ' °
pushedinto an annular groove,are of bronze,and '11-1.-:1."-‘.1
Jbhmuou '0..

'
i’ ‘

HI)!-rlnlllul. 150Ul4.d_'EJ'i ‘b""'Rm,,§§“‘

0 Mr no‘ nil‘-]|Iz:’_q",
I'

U“:

ii
the guide-vanesare solidly fixed brasses. The
high-pressureaheadturbine has five such nozzle
4_ 5;}:()1; “““ “ _________
'fn:a.'a;'»2‘i"" |<§|

l I | | I 1 | l ' 1l ,
boxes,threeon the upper and two on the lower
_

now»:

| { 1 ' 8|
I I vi§_ |
; el
I : I 1I

half of the casing the threeformer mayseparately

be cut out. In the high-pressureasternturbines,
the three nozzle-boxesare in the upper portion of
------------------
.

the casing,and this appliesalso to the three boxes ECIF(.11

s

—~—,*li
.~

of the low-pressure astern turbines. The vane eeee

segmentsof the Curtis wheels are steel castings, --------- Q f\
E .-:K

||
-
, 1-':E ll

---
,

~—~*-~--»- ———-———~.7- — N
.1 ,
\

and are, in the high-pressureaheadturbines, made

\

T‘ ; .
Q
-
I-E

removablewithoutnecessitatingany lifting of parts -D .250 -

. .ll|u*n5s2.$'»fl-
of the casings: this is partly so in the other tur EC” (ark 12%
6

bines. To preventany nuts from becomingloose 0ll!I‘RwWl-

SI

{$5120-120-1' : |R '

; |I i
in the turbine-casingsthey are titted with a special ,-H.‘
‘: I
.

‘l35Q5

form of spring-washers.
|J‘mm.nSl1lgé:v
Bumm '
The drums and their discs are steel castings,
1 I."

Zfiflfluri
| ‘.1,

are" ~
l I | ix 1I : § 1 j
and are interconnectedby circumferentialflanges
'
"1';;'1!

' - :2
I '1
~.ll \_‘..

5
I

and bolts; the drums are shrunk on long cylin ' is I 1?-fishy. 0tuuL
it Q
El

drical flangesof the discsand are securedby radial ll

Onlyunderflmlal
‘ .
Z} /--+77" -\_ \ II
- Lind-:3! '"-
.~
7

smoothdowels, riveted inside and outside,and by mum:

l
/

1; 1 —
.

22
._ .|

screw-bolts. All the glands are of the labyrinth ‘ -'

»

wnum //.1»-w.n $3011‘-'r@"t2l£7hi£Llfl

3OI

flmdr
.

type, and special care has been taken to prevent ' W" . I3¢7I0»¢r-I Ill. 731
. “"7 \'€./tuna-0¢i.'dZl%4/'u)gi6‘nup:|
.

"
Q

any thermaldistortion of the packingsin the large ,1?‘.§‘:‘5‘:“"‘ :‘ova-]lg.'."aI.L‘nd:L¢,v

|

- ___
balancing pistons; for this purpose the two faces —'___ ___‘_'_:l'jf ______ _.h.._._e____--—---__ Jv(nLr0wl“iI/lallbd. —~ ' 7*-"‘--"''"‘:r __.x
_ za-mm dtl‘IId-fl-91-1 ___________
i

'
.'

of the rings are in contactwith steam of the same 19“5""/"“‘ ‘*4-‘-5"!’

IJWIJZ Wfl‘0'5 Z49i0»rr.!1l£nqL/L,atI.'ru1_rI89h
Ila! fi?aL .011-Ulllap (turdRu.‘
'5'

temperature; in some cases a carbon ring has JomuOn!"

I

langlllatlrids26' 74. AllL'Ill1-1'flzad w .‘;ea1n.slJbl.£1'u

further been added,part of the steamleaking out .k‘I)l.l4‘
“J-G41l)bLS .r_ CONYINUDIIS FINDER
between the labyrinth packing and this carbon I-500»
bI)ld'DOI.|.l>ll'Ilg J7‘.
0vrr06' 11:1.
ring. Barlfcel. -7000va'1"ul1[€IlgUl
The turbine-casingsare of cast iron and are Ian:I; 97076
Joints‘
stiffenedby circumferentialribs. The horizontal
casing flanges are provided with grooves, into inserted part, with special safety facesof bronze, wardsreopenedby hand with thehelpof theBrown
which boiler steam is introduced when there is which recedeabout mm. from the white metal, engine.
1

a vacuumin the casings,or in which a vacuumis and which would keep the rotor securely fixed in The gear for hoistingthe rotors and upper parts
maintained when there is excessof pressurein the event of the white metal running out. The of the casingsfor inspectionpurposes electrically
is

side. Manholesare providedin the casingbottoms thrust-blocksand the turbine bearings are rigidly worked, and so coupled that the axesof the parts
or in the jackets. The feet of the casingsrest interconnectedand bolted to the commonfounda remainalways parallel to one another. The gear
on wrought-iron guides, which allow them to tions, the longitudinal thrust being transferred to, shownin the view on page812.
is

expandlaterallyand longitudinally; the guidesare the hull. Six vertical duplex oil-pumpskeep that The four pear-shaped surface-condensersare
riveted to the turbine foundations,and the anchor thrust-blocks and bearings lubricated. In order mounted in pairs, one behind the other, on both
bolts cmnot causeany jamming. to prevent racingof the turbines in casesof injury sidesof the longitudinal bulkheads,on which they
 _jL'Nl'l 12, i9i4.] ENGINEERING. 799
have their wrought-iron supports at a high level. of the enginesbeingoil-tight. The air-trunks are of tonsweight,on 93mm.(3.66in.) chains,600m.

8
The coolingsurfaceof eachcondenseris 1525sq. m. of ample dimensions, and special care has been (nearly2000ft.) long and of stream anchorof

a
;
5}

2}
(16,400sq. ft.). The mild-steelshell-plateshave a bestowedupon the way in which the deliveryair tons, and kedge anchor of tons, held by

a
thicknessof 16mm., and are air-tight riveted with pipesare taken through the bulkheads; slidesare 64 mm. (2.5 in.) chains. The middle anchor on
anglesand stays. The sluice-valvesin the arched providedat these points and are connected to the the poopis handledby the aid of crane,the foot

a
eduction-pipesfrom the turbinesare hydraulically hydraulic bulkhead-closinggear. Two of the fans step of which on “E " deck. The anchor

is
operated. The ipesthroughwhich the four circu are fed with fresh air through the ventilating winches, from the Atlas-Werke at Bremen, are
lating pumpstakethe sea-waterfrom both sides of shafts, the two others with warm air from the mountedbelow dcck. Hand-wheelsare provided
the ship extendalongthe doublebottom; the two engine-room. Six separate flues take the fuel for operating the change-overslides of the four
pumpsof a set are driven by a com ound engine gasesfrom all the fires to the funnels, whichrise two-cylinder donkey-enginesdriving the winches.
erectedbetweenthem,and they wor with steam to a height of 50 m. (165ft.) above the grates. Of these engines,two are directly coupled and
at 10 atmospheres(142 lb. per sq. in.). The same Four vertical, double-actingpumps, system()ddie mountedacrosstheship,andthetwoothersarefixed
pressureis used in the four dual air-pumps of the (MaschinenfabrikOdessa),provided with simplex rallel to the longitudinal axis, and are coupled
vertical Weir type. A pair of auxiliary condensers gear,and steam-cylindersof 500mm. (20 in.), and bevel-gearing; the drive of the winches

is
y
in the aft engine-rooms,each of 200 sq. m. (2150 pump-cylindersof 350mm. (1311 in.) diameter,pass through clutch-couplings. Another two-cylinder
sq. ft.)cooling surface,deal with the exhaustfrom the feed-waterfrom the tanks and doublebottom engine, and two more in the rudder-house,work
theauxiliaryengines.The centrifugalcooling-water into the surfacepre-heatersof 110 sq. m. (1180 the stern anchors.
pumps of these condensersare fitted with sea sq. ft.) heating surface. Most of the auxiliary The ventilation problem has receivedthe most
valvesin their intakes,and one of thesepumps— engines,feed-pumps,ash-ejectors,850.,havebeen carefulattention. Four fans are installed in the
la er than the others—servesalsothe Frahm anti placedin nicheswhichprojectfrom theboiler-space boilerspaces,two of them being fixed above the
ro ing tank and the swimming-bath. into the coal-bunkers(Fig. 26). isolatedboiler in the forward boiler-room,and the
The turbine-shafts have a minimum external The mainsteam-pipesystemconsistsof four pairs othertwoabovethelastgroupof boilersin the room
diameterof 452 mm. (17.8 in.), and the hollow of steam-pipes—one for each boiler-room—leadingaft. The fans suck fresh air from abovedeck and
core has a diameter of 200mm. (7.87 in.). The to the starboard and port group valves on the lead throughtrunks to thestokeholds; the warm

it
shaft-bearingsarecast iron, and lined with white water-tightbulkhead which separatesthe engine air dischargedbetweentheouterandinner casings

is
metal in their lower portions. The lubrication is and boiler-rooms. The two group valvesarejoined of the first and secondfunnels. The three engine
by oil underpressure; drip lubricatorsarealsoused, to the shut-off valve. so that ring system roomsare eachequippedwith a set of ventilators,

is
a
and provisionis madefor indirect water-cooling. formed. The auxiliary steam-pipesare likewise comprising fan and vertical single-cylinder

a
The stern-tubesare madein two parts, because connectedto a ring systemforward and aft. engine,encasedoil-tight. Part of the hot air

is
of their greatlength. The stuffing-boxscrewsare takenthrougha shaftsurroundingthe en ine-hatch
Gssssn. MACHINERY. to betweenthe casingsof the third funne another
fitted with nuts, the rims of which are provided "

;
The steering-gear deck-house built on the “ part withdrawnfrom the hottestportionsof the
with teeth; they can thus all simultaneouslybe

is

is
E
tightenedby the aid of a wormand a toothedrack. deck (Fig. 7). The two steering-engines, one of roomsby the aft blowers of the Howden installa
At both ends of the tubes boxwood bushings, which acts as reserve,are two-cylinderengines, tions. The ventilation of the other parts of the
a

20 mm. (0.8 in.) in thickness,have been inserted. 540 mm. (21.27 in) in diameter and 350 mm. ship effectedby fans actuatedby eighty-seven

is
To keep sand and dirt out of the tubes and bear (13.78 in.) stroke. Working with steam at 10 electric motors, aggregating850 electrical horse
ings, whentheship is in shallowwater,a cushionof atmospheres,they can throw the helm over in power. _ _
water under pressureis produced at the exit of 30 seconds,the extremeanglebeing 35 deg.each The refrigeratingplant comprisesthreedouble
eachshaft ; this rotectsthesebearings,whichare sideof amidships.The rudderquadrantsaredriven acting carbon-dioxiderefrigerators of equal size,
then specially lu ricated. Out on the high seas from either engine through two worm-wheels eachof capacityof 80,000calories,placedon the

a
this deviceis put out of action. actuated by double worms with right and left starboard side of the forward engine-room. The
The propellershavefour blades,in one pieceof handed threads; an intermediatewheel imparts carbon-dioxidecompressorsare testedto pressure

a
manganesebronzetogetherwith the boss. Blades the sameseries of movementsto both the wheels. of 300 atmospheres(4266lb. per sq. in.), and are
andbossare carefully finished,andthe bossis fixed The worm-shafthas beenprovidedwith thrust driven by compoundengines,having cylinders of
a

water-tighton the shaft cone,andsecuredby a full bearing. The two engines rest on a common 305-mm.(12-in.) strokeand 254-mm.and 508-mm.
length key ; this key is held by a strongwrought base,fitted with sliding faces, so that the whole (10-in.and 20-in.)diameters.The condenserfor the
iron nut, whichis itself protectedby a cast-ironcap. machinerymay be shifted out of gear by means carbon-dioxidevapour built into the cast-iron

is
of screwspindle. foundationsof the engine,and divided into two

is
a

Tnv. Bo1Laa Insrsuarros. The steering-gearhas been constructedby the sections,which work independentlyof eachother

;
The boiler installation consists of forty-six Atlas-Werke, of Bremen. doubletelemotorwith the cooling waterfor the condenser supplied by

is
A

single-endedwater-tube boilers, all of the same commongear-box has been mountedon the for two pumps. The carbondioxide evaporated,and

is
size and design, with drum, two headers and ward bridge; the coupling with the one or the its heattransferredto brine in tworefrigerators,and
two systemsof tubes. They were made by the other motor effectedby the operationof lever. four vertical steam-pumpsof equal designs send
is

Vulcan Company, and are of the Yarrow type, The two motors have, however, entirely separate the brineto the provisionstores,cargo-hatches, ice
and the factthat six largeliners havebeen,or are leads in the space betweenthe bridge and the cupboards,potable-watercoolers,&c. network

A
1}
being,built in Germany with this type of boiler -teering-house. In the latter the leadsare joined of seamlesstubes,galvanisedhot, of in. external
should tend to awaken British steamship com~to reversing valve-box,by the aid of which the diameterand mm. (0.2 in.) wall thickness,carries
5
a

paniesto its advantagesnot only as regards high telemotors may actuate the one or the other the brine alongthe wallsand ceilings.
evaporationper unit of weight generally,but to steering-engine. A singletelemotorhasbeenfixed The electric generating station for light and
the easewith which excessspeed can be realised in the telephone-houseabove the steering-house; power on the rt side, as shown in Fig. 14,
is

in emergency. In the Imperatorthis mayequalan the leads for this motor are connectedwith the Plate CIlI., and gig. 17, Plate OIV. The five
11}

addition of miles or hour. In this ship the samereversingvalve-box. turbo-dynamos, each of 220 kilowatts, are all
1.

boilers have done we The boiler space is, as The rudder a steel forging, consistingof coupled to the main switchboardin the engine
is

alreadymentioned,subdividedinto four water-tight 35-mm.(1.38-in.)plateheld by six arms, whichare room. The heatingof the cabinsbeingby steam,
rooms, of which threecontaineachtwelveboilers, shrunk on the rudderspindle. All the pins, except exceptin few first-classsuites,the switchboard
a

in four groups of three boilers, as shown in the the top one, which provided with thread and not com licated by these devices. The electric
is

is
a

elevationand plan on page800,whilst the forward nut, serveas supports. The first and secondarm, lifts areon intendedfor the passengerserviceand
y

boiler-room (not shown except in Fig. 14, Plate countingfrom above,are fitted with stops. Eye for smallloads.
CIII.) containsten boilersin threegroupsof three, platesareattachedto the sternin euflicientnumber The main-mastcarries five derricks worked by
andoneisolated boiler in the middle of the ship. to allow of fixing hoisting gear for repairs of the four winches,and the fore-mastsix derricks with
This distributionleads to there beingeight stoke rudder and propellers. The rudder spindle con as many winches. Heavy loadsare dealt with by
holds. The boiler pressure 16 atmospheres,sistsof twoparts,which,abovetheplate,arecoupled four revolvingcranes,eachof tonscapacity. The
is

(228lb. per sq. in.); the tests weremade under by horizontal flangeswith 5-in. screw-bolts; the bilge-pumpsin the engine and boiler-roomsare
double that pressure. The boiler seatsare made bolts are relievedfrom the torsionalstressby key duplex pumpsof the Atlas-Werlreof Bremen,each
a

easilyremovable they consistin the lower part of placedbetweenthe flanges. The diameterof the capableof dealingwith 140tons of water hour
;

strong sheet iron and angles, and in the upper rudderspindle.710mm.(27.95in.), increasedto at about forty doublestrokesper minute. he sani
is

rt of steel casting. Of these seatings,each 740mm. (29.14in.) within the deck bearing and tarypumps,810.,weresuppliedbyGeorgeNiemeyer,
a

iler possessesfour, and the lower and upper gland. of Hamburg.

portions are so connectedthat the latter can The tiller immediatelyabovethe stuffing-box.
is

shift laterally under thermal expansion. The On the two armsof the tiller reststhe rim of the GENERALarm SAFETY .~\l<RA.\‘uBMENTS.
differentseatingsare connectedwith one another rudderquadrant,the connectionof which with the \Vhen we describedthe Imperator last year we
and with the hull, and they are in
kept the longi armsof thetiller comprisespowerfulspiral springs. dwelt particularlyon the exceptionallyperfectand
tudinal line by meansof anchors fixed by hinged The two parts of the quadrant consist,the boss manifoldways in which the safetyof the ship was
bolts. and arm of Siemens-Martinsteel,and the rim of guarded. Someof these featuresdeservefurther
The bunkers hold about 8200tons of coal, for wroughtiron. The toothed segmentsin the rim notice. \Ve should, in the first instance,mention
the transport of which in the boiler-roomsrails are of wrought iron, and providedwith cut teeth. that the Imperator navigatedby gyrostatic
is

havebeen laid. The Howden system of draught spare tiller, one-armed,but likewise forged, compasswith four accessorygyrostats; the ordinary
is
A

installed with four fans, two of which are mounted above the quadrant, on shoulder of magneticcompasses are supplementary. All orders
is

mounted in the forward boiler-room, and the the rudder-shaft; this tiller connectedwith the are issuedfromthe navigationcentreonthe bridge
is

other two next to the oneisolatedboiler. The fan quadrant by loose tie-bar and rubber buffers. deck by electric and hydraulic devices,and are
a

wheeldiameter 4200mm. (nearly 14ft.); the Shackles for emergencysteering are attachedto automaticallycheckedand controlled by indicator
is

air enters on both sides through suction-pipesof the end of this tiller. boards,light-signals,&c., while everythinghasbeen
3000 mm. ft. 10 in.) internal diameter. The The anchorequipmentconsistsof bow anchorof doneto quickenthesignalservice Thus thereare
(9

fans are driven by vertical compound engines 12tonsweight,with chainof 102mm. in.) links, in the steering-house,amon other appliances,
(4
a

running at 160revolutionsper minute, the casings 300m. (1000ft.) long of two smallerbow anchors large fire-alarmboard, bulk ead-indicatorboard,
a
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 _4 {mid

JUNE 12, 19i4.] ENGINEERING. 801

“ ”
THE HAMBURG-AMERIKA LINER IMPERATOR ; BOILER-ROOMS.
CONSTRUCTED BY THE VULCAN-WERKE HAMBURG UND STETTIN ACTIENGESELLSCHAFT, ENGINEERS AND SHIPBUILDERS, HAMBURG.

SECTION AT FRAME /44. SECTION411'

FRAMEI78
F69. 2.5.

,E§_
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which shows the momen position of eve from the bridge ; the doorscanalso be openedand nery, a cellular radiator,cooledby the blastof an
bulkhead-doorof the ship, and the master-loc closedby hand. The hydraulic pipes are, for this electric fan, has been addedto this installation.
of the electric central time-pieces. Before the purpose also, as alreadystated, connectedto the The emergency lightingcircuit comprises570lamps,
wheelare four tele-indicators,whichtell the manat sluice-valvesof the air-trunks for the ventilationof placedin passages,stairways, and on the decks,
thewheelat a glancewhichwayeachpropellershaft the boiler-roomsand to those belonging to the particularlynearthe life-boats. The signalservice.
is turning, and how manyrevolutionsit is making. Howdenblowers. Thesedevicesare controlledfrom alarms,fog-horn,stern-buoydetectingdevice,&c.,
Loud-speakingtelephoneskeepthe oflicerson the the manoeuvring-platform in the engine-room,after are alsocoupledwith this circuit.
bridge in direct communicationwith the engine communicationwith the bridge. All sanitary The radiotelegraphic outfitwasdescribedin these

(1;/lr.
rooms, the forecastle,the stern, the crow's-nest, pipes, &c., discharginginto the seaare fitted with columns when Bredow spoke on
the poop,and the engineers’office. This officeis doubleflap-valves,whichinrushingsea-waterwould graphy on boar ship before the Schifl‘ ri;)diotele
autech
on the seconddeck,and from there the engines close. nische Gesellschaft last winter. The essential
are controlled; the mostperfectcommunication and The specialsubdivisionof the ship with regard featureof the verycompleteoutfit that thereare

is
signal arrangementshave been provided for this to fires deservesaccentuation. The upperdecks two emergencycircuits, the antenna»: of whichare
purpose,and loud-speakingtelephonesextend.for are fitted with three or four fire-proof transverse joined to the funnels,to be worked by the first
instance, also into the stokeholds. The look bulkheadsmadeof thoroughly testedmaterialsto mentionedelectric-powerinstallation, in addition
out manon the forecastlecanpusha contactwhen special, approveddesigns. The passageopenings to the main outfit and circuits. A final third
he noticesanythingsuspicious; the signal “ danger in these fire-proof walls are closed by fire-proof power source,for calling up help, suppliedby an

is
”
ahead" then appearssimultaneouslyon the bridge " Imperial doors which can standa temperature accumulatorbattery. The usualrocketsand other
and in the engine-room; and the engineersare of 1000deg. Cent. The main companion-wayis givingdangersignalsare, of course,
fgr

prepared for orders that may come the next especiallysecuredby fire-proofwalls,eachvestibule elxpedientg so provi .
e
a

moment. The navigator on the bridge also forming a kind of smoke-proofair-lock. A fire The ampleprovisionof boats,and the excellent
receives submarine warning by acoustic signals brigadeis in chargeof all signallingandfire-extinc arrangementsadoptedfor their distribution and
fromapparatusplacedin the forward part of the tion devices. The alarms comprise forty dia workingwill moststronglyappealto thepubic,aswe
ship in a compartmentwhich extendsfrom sideto phragm instruments. Every hold, comprising explaineda yearago,whenwe enteredinto details.
side ; we havereferredto thesesubmarinesignals stores, cold-roomsfor provisions and cargo, and There are 83 boats, accommodatingaltogether
on former occasions. The steam-syrenand the everyfourth-classpassenger-room is equippedwith 5255persons—thatis. more than the total maxi
searchligbtof 32,000candleshelp to wardoil‘col a fire-extinctionpipe on the Rich system. All mum equipmentof 5227 persons, counting
lisions. The strongsearchlightbeam is turnedon thesepipes leadto one or two fire-indicatorappa sengersand crew. Forty of these boats are ifs
whenicebergsare feared; the light falling on the ratus, of which one is on the captain's bridge, boats of oak, diagonally built, and 43 covered
mist generallysurroundingicebergswould betray and the other on the seconddeckin front of the Engelhardtboats,likewiseof oak the two motor
;

their presenceby a luminous cloud before the engineer’sofiice. Underneaththe extremityof a boats alone can carry 110persons. We pointed
bargethemselvescould be seen. The searchlight pipe is a fan, which causesthe smoke from any out on thepreviousoccasionthat Welin davitsand
is placed on the fore-mast. and is worked by a roomin whicha firehasbrokenoutto issuefrom the steel-wireropes have beenadoptedfor the hoist
telemotor; the shuttersof the lamp can also be correspondingpipe. The manin chargethenintro ing and lowering of the boats by meansof four
adjustedfrom a distance. -ducesthe nozzle of a carbon-dioxidehose,closeat electric motors, two on eachside, each of which
If a collisionshouldhappenin spiteof all caution, hand, into this pipe, in order to stifle the fire. canlift two boatsat time. A noteworthyfeature
a

thecollisionbulkheadforwardand the longitudinal The first and second-classcabinsare all equi ped of the davitsand of the specialadjustment that
is

bulkheadswhich extend from the double bottom with automatic fire-alarms,and sprinklers liave the boats will remain horizontal whatever the
up to above the load-line at a distanceof 1.5m. been put up in the bunkers of the crew. This inclinationof the ship.
(5 ft.) from the skin of the hull throughoutthe system of pipes contains water under pressure; SOCIALRooiiis, CABINS,I1~1'ri:ig1ui.Aiuu24oi:nii-:N'rs.
machinerypartof theship,wouldpreventany flood roses provided at small intervals dischargethe
ing of large spaces. The wing compartmentson water as soon as an alloy of low melting-point That the arrangements for the comfort and wel
oppositesides of the ship are cross-connected by fuses, and at the sametime the alarm soundsin fare of the passengerson a first class German
overflow conduits, so as to preventthe ship from the fire-station, becausethe water-pressure has liner stand secondto noneno longerneedsrepeti
taking a list. The transverse bulkheads,should beenreduced. tion; nor need we dwell upon the superiority of
keep the vesselafloatevenif four of the compart If the mainelectricgeneratingmachineryshould the style of the decorations and fittings. We will
mentsforwardshouldbeflooded,in which casethe stopfromany cause,an emergencygeneratingset contentourselveswith a few words on this occa
fore part of the ship would be full of water aft onthe top deck will keepthe electricsignalservice sion, as we sketchedout the main features last
to the forward boiler-room. This fourth water going, including the radiotelegraphicapparatus, year,and illustratedat that timealsoseveralpublic
tight bulkhead is carried up to the bridge-deck. the electric life-boat hoists, and the emergencyrooms. The grand dining-hall extends through
All the doors which lead through the bulkheads, lighting. The poweris suppliedby a four-cylinder three decks, with lengthof 29.5 m. (96§ ft.) and
a

especiallythosewithin theengine-roomsandstoke Gardnerbenzene-motor, start 29 m. (95 ft.) breadth; the lower hall
with compressed-air on the
is

holds, indispensablefor the fuel transport,canbe ing gearand dynamo. In order to render thecool “F" deck (Fig. 8), the upper hall on the “E"
closedautomaticallyby hydraulic devicesoperated ing of the motor independentof the other machi deck (Fig. 7), and the dome, which overtops
 802 ENGINEERING. [June 12, 1914.

known as the “ polar curve of intensity" was not

mi;
the hall at a total height of 8.35m. (27 ft. 5 in.),
lies in the “D" deck-’(Fig. 6). The decoration LITERATURE. derived,or, drawn,regardedsimplyasa curiosity.

if
of the hall in Louis XVI. style is by the firm of With increased intensity more exactness de

is is
J. D. Heymann,of Hamburg. The smoking-saloon TheElernenturPrinciples Illuminationand Artificial manded,and in the caseof electriclamps now

it
of
on the " A " deck, in Tudor style, decoratedby Lighting. Aariwn BLOK,B.Sc.Eng. Lond.,A.M. usualto specifythe meanhorizontalpower,but the

y
Messrs. Thornton Smith, of London, consistsof a Inst. E.E. London: Scott, Greenwoodand Son. mean spherical candle-powerwould convey more

35.
centralroom betweentwo symmetricalante-rooms [Price 6d.net.] information.
divided into bays. Underneath it is the ladies‘ Tms little book focussesattention on subject The term “candle-power” itself haslong beena

a
saloon, which takes up the whole breadth of the that has hitherto been little consideredfrom the stumbling-block, and we are afraid the English
ship in its three divisions. The socialhall, deco scientificor economicalpoint of view. The public, Parliamentarycandle has been fair subject for

a
rated by A. G. Schneiderand Hanan, of Frankfort needingboth guidauceaad—i'lfnImb50If,"have been ridicule. The authortreats, quite adequately,the
on-the-Main, rivals the banqueting.-hall-ofmodern orig sufferingin the matter of adequatelighting. subject of photometers,that have supersededthe
hotels. The winter den, private dining rooms, Evils have been endured, or defects have been useof the spermacetistandard. He describeswith
swimming-bath—-theatter by Gebriider Bauer, of tolerated,for which better knowledge could have particularcarethe Vernon Harcourt pentanelamp,
Berlin, and_Bamberger,Leroi and Co., of Frank provided effectiveremedies. A certainamount of the Hefner standard,and the Carcellamp,that have
fort—and gymnasium,are well-known features of restlessnessand dissatisfaction with antiquated been fruitful arents of many others. Even the
modern liners. There are two Imperial suites methodsof lighting is, however,makingitself felt. impracticable iolle standard,in which onesquare
(Kaiserzimmer),12state-rooms,113cabinsdeluxe, This discontent indicatedby the appointmentof centimetreof the glowing surfaceof moltenplati

is
DepartmentalCommitteeunderthe Home Office num, at the temperatureof solidification, serves

a
and 274 cabins for one and two berths in the
first-class;thereare only bedsteadsin thefirst-class to inquire into the conditions of lighting factories as light source,doesnot escape,though Mr. Blok

a
and workshops,and to makerecommendations for careful to add: “it obviously standard

is

is
cabins—no upper berths.

a
The second-class accommodationis nowhere the better protection of the eyesight of the requiring a considerable amount of auxiliary
employees. There are other signs that the hap apparatus,and one which not easily reprodu

is
neglectednow on good ships. More remarkable
and very praiseworthy are the relatively superior hazard methods of illumination, whether of the cible.” Notwithstanding the distrust with which
“ flicker ” photometers are viewed in certain
arrangementsmadefor the third and fourth-class interior or externally, are disappearing,and that
passengers. The third-class has its dining and the correct principlesgoverningartificial lighting quarters,they are commendedhere on accountof
smoking-rooms,and even the steeragepassengersare becomingbetter recognised,with the result the consistentresultsthey furnish, and the assist
are givena dining and a socialroom, the formeron that phototechnics acquiring deserved ance they afford in comparinglights of different

is

a
”
the “F” deck, the latter on the “E deck. Of prominence. One indication the far greater colours. But wherever lamp-flame used the

is

is
a
” and “H " attention that is now being paid to accurate illuminating power affectedby the atmospheric
the fourth-class cabins on the “G

is
decks, Figs. 9 and 10, two are for eight bunks, 231 photometry. Hitherto progress has been handi pressure,the humidity, and the amount of carbon
for four bunks, and 58 for two bunks. capped,not so much by the want of an eflicient dioxidepresent. Ingeniousexperimentshavebeen
The accommodationfor the crew is entirely photometer,as by the failure to apprehend its made to determine the amount of fluctuation
separatedfrom the passengerdepartments,and the intelligent use. Efforts have been too much arisingfromthesecauses,but owingto thedifliculty
are suchthat the officersand menare restricted to the measurementof the intensity of of estimatingsmall differencesin light doubt

is
arrangements

it
as near aspossibleto the spotswheretheyaredoing light at the source, whereas the more practical ful any practicalusehasbeenor can be made of

if
duty. Thus captain and cfficershavetheir cabins informationwould havebeenderivedfrom an exact such researches,for graver errors are introduced
"
near the navigationcentre on the “ A deck ; the estimationof the diffused distribution over con by physiologicalcauses and the exerciseof indi

a
engineersfind their cabins near the engine and siderablearea,or the correct determinationof the vidual judgment. The limit of accuracyin photo
boiler-rooms; and the sailors, who number more candle-powerper square foot of illuminated area. metryis soon reached. The eyecan judge of the
partly amidship and The knowledgethat concentratedlight of 20 or equalityof two lights, but incapableof judging

is
a

than 1100,are -accommodated

partly in the foreship, according to their work. 30 candle-power placed in the centreof a room of differenceswith any degree of accuracy. In
is

The spaciousness and comfortprovidedfor the crew of givendimensionsaffords very little guide as to other branchesof physics,wheredelicateandexact
contrastin a pleasantway with the arrangements the light effectsin different parts of the room in measurement needed,the scalesand standards

is
madeon older ships, and contribute much to the which installed. The indirect lighting by are trustworthy, and generally possible to
is
it

is
it
contentmentof the crew. reflectionfrom walls,ceilings,and otherobjects,has magnifysmall amountstill they becomeeasilyper
almost invariablybeen neglected. It doubtful ceptible. In light measurementno suchaids are
is

whatmeaningthe public usuallyattach to estima practicable. A flameor othersourceof light not

is
EmruoraasANDran Roma Funrr Rssssv|:.—Ncticetions of candle-power. Oftentimes, apparently, constant and reproducible in the sense that a
isgiventoemployers of menbelonging to theimmediatethe impression createdthat the effectivelight is metremeasureor a poundweight is, and mustbe
is

it
class,Royal FleetReserve,thatmenof thisclasswill be the sameas that from an equal numberof separate
requiredto train on boardHis Majesty’sshipsfrom candlesscatteredaboutthe room. admitted “that the agreement attainable in
Monday,July 13,toSaturday,August8,inclusive. measurementof light and illumination or the
Another directionin which permittedto see accuracyobtainablein their calculations,cannotbe
is
it

Tun: Rsnsaarsnr Eascraic M|.'r.u.wncrca1. Fun signs of improvement in the increase of the expectedto equal that of many other branchesof
is

NAOE.—Tl18 electricfurnacefor iron and steelof Ivar luminousefficiencyof illuminants, though there engineering.” Why, then, we would ask, does
is

Rennerfelt,of Halstahammar, Sweden,is providedwith still largeroom for further advance. The efficiency
threeelectrodes.Two of theseare mountedhorizontalattainedin thebesttechnicalpractice exceedingly the author persist in working out results to
is

in thesameplaneandline,abovethecharge;thethirdis the thousandthpart of foot candle? Most prac

a
“ waste” frequently amountsto more
verticalandendsin thegapbetween the twoothers; the low. The tical menwill admit that, whatever photometer

is
formertwo areof the samepolarity. Thearrangement than 95per cent., and thereforeas the illumination used, impossibleto distinguish betweenlight
is
it

is suchthat the two-phase currentof any frequency, or increasesthe “waste” increasesin an alarming of 20 and 21 candle-power. Indeed, the author
continuous current,produce a compound arein theshape manner. Taking as standard the invertedgas admitswith perfect frankness that “ readingsmay
a

of a V or of an arrow,whichis deflected downuponthe mantle, the luminous efliciencyof the tungsten

very well vary or per cent. either way from the
6
5

metal. Theelectrodes themselves donotcomein contact

with eitherthemetalor the slag. The furnaceformsa filamentelectric lamp about ten timesas great, mean.”
is

cylinderwitha horizontal axis,aboutwhich it canbetilted. while the efliciencyof the flamearc still greater. If onehas to regret that numerical resultsstill
is

Theinnerwallactsas a reflector.Thefirstof thesefur Progressin this directiondependsapparentlyupon leavemuchto be desired, must be admittedthat
it

nacesWastriedby its originatorin 19l2 ; by lastwinter increasingthe temperatureof the light source,and the problemof correct lighting and the methods
sevenof themwerein useat Halstahammar, and orders
hadbeenreceivedfromothercountries.Someof these ingeniousattempts have been made to pump into of researchhaveimprovedenormously.This par is
furnaces takecharges of 600kg.ofiron,copper,glass,&c. the burner air which had beenpreviouslyheated ticularly shownin the chaptersdevotedto illumina
by the flame. This, however, direction from tion calcu‘ations,that constitute the real valueof
is
a

THE YanaowConvacascuur HOMI.—ThiBinstitution, which the author doesnot contemplatethe subject. the treatise. The importanceof the derivationof
whichdoessuchan excellentwork for the professionalHe does not enter into the competitivemeritsof the meansphericalcandle-powerfrom polarcurves
andeducated middleclasses wherefundsareexceedingly
limited, has just issuedits eighteenthannualreport. particularilluminants. His object is to exhibit the of intensity; the discussionof the integral of the
Froma perusalof this.it is obviousthat the highstan principles underlying artificial illumination and Rousseau curve; the practical modifications of
dardof the Homeand its workis wellmaintained, and the methodsof measurement,whateverilluminant Russell, Kenelly and Bloch, all handled in com
pie

that it continuesto be a boon to a classof employed. Only in final chapter does he prehensivemanner, tend to raisethe general pro
is

who are so badlyprovidedfor in the matterof nefi touchuponthe characterand propertiesof different blem of artificial illumination to ahigher plane
cent institutions. Apart from the aboveinstitution, sourcesof light.
than previouslyoccupied. If theauthorshouldbe
it

thereseemsto be nothingfor childrenwhoseparents

are of highersocialstatusthan the artisanclass, The modern and more satisfactory method of successfulin convincingresponsibleauthoritiesof
a

and yet are possessed of only very small means, approaching the problemof illumination through the comparativeeasewith which the “polar curve"
is

or
where heavy medicalexpensesrender impossiblethe conceptionof the “ flux of light,” not perhaps of any lighting source can be derived with suffi
it

for them to carry out the doctor’sinstructionsin very happy expression to define the entire cient accuracyfor practical purposes,he will have
a

sendingthe child awayto completeits recoveryafter luminous output from light source. Whatever
accomplishedmuch. Overlightingas underlighting
it a

illness. In formerissueswe gaveinformationon the

of which formed nomenclaturebe used, easilyperceivedthat the are equallyobjectionableto the scientificengineer.
is

Home,theCommittee of Management
is

by members of the Institutionof Civil Engineers; illumination will be uniformly distributed only He should aim at equalityof distribution, keeping
is
it

situatedat Broadstairs.Boysarereceivedbetween the from point source and that as the areaof the the maximumand minimumof illumination within
a

agesof four and twelve,and girls betweentheagesof illuminant becomes more asymmetrical or the a rangewhich experienceshows to be satisfactory
four and fourteen;but in caseswherespecialtreatmentlight interrupted by supports or screensmore for comfortablevision. The numerous examples
is

requiredtheseagesare extendedby two years. A

is

nominalsumof 5s.a weekonly charged. Preferenceor less opaque,zonesof varying brightnesswill be given,both for indoorandoutdoorlighting,indicate
is

at all times givento childrenof engineers, althoughcreated. Such effectshavebeentoooftenneglected, very practical methodsthat shouldbe of consider
is

theworkof theHome notconfined solelytosuch. The and problems have been treated on the simple able assistanceto the novice.
is

necessary qualifications foradmissionarethatthechildren rule that light varied inversely as the squareof The author doesnot overlook the aestheticside
berefinedandof superioreducation;theymustbe in the distance. It has alwaysbeenknown that the of lighting Besidesthe efliciencyof light trans
bad health,or havesuffereda recentillness;andtheir
parentsmustbe of onl verysmallmeans.Full candle-power varied according to the direction in mission and diffusion, artistic design has to be
Secretary,6 Holborn which the sourcewasviewed,but no practicalim considered. Globes and shades, which are obvi
,

articularsareobtainable from
e
t

iaduct,London,E.C. portancewasattachedto the fact, and what now ously inefiicient from purely utilitarian point of
is

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 -1-—-v--'1 ~—'~i “"t_.-:'i-—-a1

ENGINEERING, JUNE 12, 1914.

THE HAMBURG-AMERIKA LINER “IMPERATOR;” GEN

CONSTRUCTED BY THE VULCAN-WERKE HAMBURG UND STETTIN 1

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 PLATE CIV,

.RAL ARRANGEMENT OF PROPELLING MACHINERY.

YTIENGESELLSCHAFT, ENGINEERS AND SHIPBUILDERS, HAMBURG.

:e Page 797.)

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THE HAMBURG-AMERIKA LINER “IMPERATOR;” LOW-PRESSURE AHEAD TURBINE WITH LIFTING-GEAR.
CONSTRUCTED BY THE VUIJCAN-WERKE HAMBURG UND STETTIN ACTIENGESELISCHAFT, ENGINEERS AND SHIPBUILDER8, HAMBURG.
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(For Dewription,see Page797.)

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