Morning journal and courier., 1882-04-24
TONDAY MORNING. APRIL 24, 1889.
SournaI anu Courier.
EDITED AND PUBLISHED BY
 HARRINGTON & CO.,, No. 400 State Street, Courier Building
 JOHN B. oARRINeroN. EDWARD T. cARRIEGToH. JOHN B. DARLINGTON, JB
Monday Morning. April 24. 1882.

CAPTAIN LUNDBORG'S PLAN.
 Great progress has been made during the
 last ten years in increasing the speed of
 ocean steamships The Alaska recently
 crossed the Atlantic in about one hundred
 and seventy-four hours-an average speed of
 about sixteen knots an hour-and this, too,
 under unfavorable conditions for part of
 the voyage. The possibility of making a
 steamship even faster than the Alaska is an | interesting question. Some think it can be
 done, though it is generally believed that the 1 limit of high speed has been nearly if not 1 quite reached with the present model of hull.
 Captain c. G. Lundborg, Swedish naval | constructor, is one of those who believe that
 higher rate of speed for steamships can be
 attained and he has plan for vessel which l he thinks will be capable of making upwards | of twenty one knots an hour The dimen-
 sions of this proposed express steamer are: 1 Length, 45O feet greatest breadth, 6G feet;
 draught of water at load water line, g feet
 displacement, 10, 881 tons. The propellpg power is to consist of four compound en-
 zines, two on each propeller shafts of 1, 800
 indicated horse power each, being thus 5000
 horse power on each propeller, or in all 18,-
 900 indicated horse power. The ship will
 have accommodation for 600 first class and
 1000 second and third class passengers, and
 carry about $50 tons of mail matter and ex-
 press cargo, besides ?, 700 tons of coal. It is
 designed to be built Of steel, enormously
 strong, with double bottom and numerous
 watertight compartments, transverse and lon
 gitudinal, dividing the hull into cells and
 making her as uusinkable as possible The
 proportion of length to breadth, being less than seven to one, instead of ten or eleven to one, ,as in most steamships of the present day, will, it is claimed, add to the strength of construction. As seen above water the vessel will not present any unusual appearance, but the immersed body of the hull is greatly diff ferent from anything yet attempted in the way of shipbuilding. The main body of the hull making up the greatest part of the dis placement, is low down, with the greatest breadth of beam some fifteen or sixteen feet below the load water line, terminating astern in a horizontal sternpost, through which the propeller shafts extend. This form Of con. struction admits of great carrying capacity and ample space for the most powerful en- zines, with admirable lines and gives at the same time perfect support to the propeller shafts, which run all the way inside the hull of the ship, and are therefore not, as usual, reposlng on arms and brackets extending from the ships side into the water. As the enormous power needed to drive large steam CTS at very high speed through the water cannot be very well transmitted and used economically upon one single screw it will have to be divided and applied upon two pro- pellers.
 Captain Lundborg claims that the form of the hull below water will tend to keep the ship steady and make it less liable to pitch and roll than the vessels now in use. If he can shorten the voyage across the Atlantic as much as he claims to be able to and also mitigate to some extent the horrors of sea sickness his name will be blessed. It is said that his plan is to be practically tested, and the result of the test will be awaited with much interest.