Morning herald. [volume] (New York [N.Y.]) 1837-1840, 1837-10-23


into two equal divisions II will not be necessary TO
dwell on the inefficiency Of such division. ANY
leak or break must inevitably cause the filling OF one
half the vessel The result would be- that either the
vessel would be in danger Of going down end fore
most, or would be in such position that could Aot
resist heavy Aa events, in that situation The
engine would be useless, as the boiler could not De
worked with the water driven TO one end.
Let next consider the effect of placing two such
bulkheads, and thus dividing the vessel into three
eqaa or UNEQUAL sections In some respects this
would be favorable arrangement as any TWO sec
tons would efiectually keep the vesse ailoat Inc
inconvenience of such DIVISION IS That IN case OF
vessel being foul of at the intersection OF either
partition two-thrds of the vessel being possibly filled
with water the centre of gravity would be thrown SO
much to the one end as 10 render the vessel unsafe IN
case of heavy sea.
Letus next consider the dividing the vessel into four
sections by three bulkheads. This arrangement would
answer all the ends of protection but an lnsurmount-
able objection here presents itself The machinery
would then be divided, as one of the partitions; the
centre would necessarily fall IN somew here De-
tween the engine and the boiler; and, considering the
connecting tubes, and other circumstances whchren-
der free union between the boiler and the engine de-
parments absolutely essential, this arrangement Is
out of the question
We come next TO the division of the vessel into five
sections by means Of four bakheads. This arrange
ment | consider wholly unexceptonable Besides,
this division falls SO well in with the BUSINESS OF the
several parts of the vesse 70 give at once prece
by the engine boiler and coal bunkers thus detachng
them entirely from all other parts OF the vessel Inc
sections Nos. and a, would be the lore ana aiter
holds or in case of passengers vessels the fore and
after cabins and the two remaining secaons, az me
bow and stern, need not be as high the main deck,
as the water never could rise within several feet ofthe
same.
Here, them we provide an effectual remedy against
the casualties attending on vessel coming into COLI
sion with another. ii may safely be said, that unless
the water break INTO the vessel in all its sections al
the same time, land which may be considered impos-
slble) there can be no danger OF submerson; and
experience has preved that very small addition OF
buoyancy would prevent vessel from sinking, after
it had been so immersed that the deck on level
with the surface of the Now, this improvement
i'm the construction of steamers is not brought Forward
as ingenious theory or matter OF unascertalned
efficiency merely submit, for genera information,
what, in practice, is adopted by the Dublin Company,
at this momen', in all their lately constructed steam
vessels give security to the public, and protect their
own property from casualty or loss.
The model presented here model was exhibited
furnished with partitions on the plan recommended
is illustrative of what may be seen in several OF the
vessels now at work, the Garryowen, the City of Linn
erick, the Athlone, and the Royal William, and also
in three other vessels recently built by the Com
pany, and now getting their engines on board-thc
Royal Adelaide, the Queen Victoria and the Duchess
Of Kent.
For the purpose of testing the efficiency of these
bulkheads and that might be enabled to assure the
members OF inc ASSOCdllOn Oh having StoOu
necessary proof and being practically as efficient as
they were satisfactory in theory this week caused
the plan to be expermentay tested In the new vessel,
the Royal Adelaide for the inspection OF the members
of the Association. first caused the vessel 10 be boz
red and the water to flow freely into section l. at the
bow end. When so filled that the water renamed at
the same level outside and inside the section, II de-
pressed the vessel six inches at the bow, raising the
stern about two inches. Having the water pumped
out then had the next bow section filled, mo. ~
This depressed the bow twelve inches, without per-
ceptibly raising the stern end The vessel was then
in the situation of one in which collision had taken
place. For accuracy sake, here state, that the bow
and sections each 10 feetong the two next
35 feet long each; and the centre or engine secon,
So feet, making in the whole l60 feet
The fact of buoyancy, then, not admitting of
doubt the whole question of efficiency turns on the
bilfy of making those bulkheads water tight
This then, has been tested in so satisfactory man
ner that do net hesitate TO affirm, that, had the
Apollo the vessel lately into and sunk by the Mo-
march, on the Thames or the Bristol packet the Al
bion lately run on the rocks in Jacks Sound, near
Milford, been appointed with those water tight IRON
partitions no risk oflife would have occurred and the
vessel would have remained afoat
With respect TO the additional weight and expense
of these IRON bulkheads, would observe that, COM
pared with their importance, and the security they af-
ford they are comparatively insignificant The bulk
heads on board the Royal William and the Abilene
cost 290l each vessel and the additional timber re-
CURED in the solid framing must be ulfing.
Having considered the protection afforded by these
water tight bulkheads, in of collision, will now
observe the other and perhaps not less important
advantage they afford, namely, protection against
fire. In this case, the circumstance OF any part Of
the vessel taking fire is followed by the same evil
in that Of the Eruption of water collision, namely,
Its irresistible transmission at through all parts
Of the vessel An instance Of this calamity occurred
recently to the steamer the Midway, on the river
Thames, where the only resource that remained TO
the numerous passengers, was the combining them
selyc 70 that part OF the deck most distant from the
fire. land fortunately, in that instance, most favora-
bic as to wind) until the vessel was run ashore. Now
the circumstances of these bulkheads being tight
they necessarily are is matter of the greatest INF
portance in preventing the spread Of flames, they
efecually prevent the introduction Of any draft or
current Of air 50 much to be dreaded in such cases
where the materials are so eombustibe. Again. in
extnguishing the fire in the section in which it org
nated the crew would be enabled TO work in compa-
rative security The fire being prevented spreading
laerally, can only make progress upwards towards
the deck and will be considerably retarded, if not
altogether checked by the absence Of all current Of
air rom either end Of the vessel. Indeed, il is ques
tionable whether the mere closing down the hatches
over the section, would not at once extinguish it.
Doctor Lardner has given his opinion, that, altho'
Morean's feathering paddle has been adopted in so
many Admiralty steamers ystconsdering their great
expense and liability to arrangement he still gives
preference 10 the old fixed paddle. The Dublin Com
pany have, however, adopted paddle, the suggestion
Of Mr.. Shaw the Company's Marine Superinten-
md hich hnqh oen tn al do