Richmond dispatch. [volume] (Richmond, Va.) 1884-1903, 1894-11-11

compArtmented, they may b. struck 81
the fastening edgs Of bulkhead, and th<
two compartments adjacent to tho bulk
head b. thus at The same time com
pletely flooded. Many q ship has been
divided BY buikheads In such . way that
II one compartment were flooded. the ship
would b perfectly seaworthy, but IN
case tho ship should be struck on . buik-
head dividing two compartments. potn
would b flooded. and she would inevitar
bly, sink.
In the case OF the e. Louis and her
twin, the st. Paul, the new American
Limo ships. however. the SUBDIVISION u
such that the ship would remain perfectly
seaworthy with any two. or even three
compartments. flooded. This unbroken
subdivision Of the ships has an Incidental
advantage also in making them hreproof.
as fire would be conhned to ono compart'
mcnt.
Though these precautions greatly re-
duce the chance that II VIII ever DC
necessary TO remove everybody from tne
ships, complete boat accommodations are
provided for every coul on board. The
means of rapidly lowering every boat
have also received special attention.
In order TO reduce greatly the risk
of accidents resulting from the breaking
down Of machinery, the new American
vessels are fitted with two sets OF en-
eines, each get driving a separate screw.
The engines nre In two separate compare
ments. divided by a water-tight bulk
head, and the boilers are In separate COM
partments, completely cut or from each
other, 70 that these vessels might be in
collision by being struck on the bulk
head, and could have a breakdown In
their machinery. such as may occur In
any ordinary ship. and still be navigab'e
and thoroughly safe and seaworthy.
TWO SETS.
They are also very much better able to
avoid collision by having two Gets OF
machinery. one Of which could be readily
reversed while the other was going ahead.
thus turning the ship very quickly.
1t Is not an uncommon thing for some
OF the fastest vessels to make a quick
passage across the Atlantic, and then to
have TO wait for high tide for several
hours outside the harborbar. either at New
York or Liverpool. In order to avoid such
q necessity, the ST. Louis and st. Paul
have been designed for a light draught.
Proper immersion for their screws Will
be obtained by the use Of water ballast
in the double bottoms. which have been
fitted throughout their length. On the
passage over and before reaching the
bar this water ballast will be pumped
out, and the vessels draught greatly
lessened. They are also a double precau-
ton against injury by grounding. II ID
anticipated that these vessels will never
have to wait outside the bar at New
York.
Steam will be generated for the pro-
polling machinery OF these ships by forceo
draught. whereby together with the new
and bold application Of Quadruple expan-
sion to such colossal engines. the space
and weight occupied by the machinery
have been considerably reduced.
The displacement at twenty-six feet
draught will be nearly 1900 tons OF salt
water.
The steamers will be equipped with two
quadruple expansion, vertical, sx-cylinder
engines on four cranks. driving twin
screws with a working pressure OF 200
pounds OF steam. supplied by ten boilers.
1t is calculated that the engines will de-
velop about 10000 collective horsepower.
No prediction as to speed can be made.
but as the contract between the United
States POST ONCE Department and the In
ternatlonal Navigation Company requires
that tho ships shall be capable In ordinary
weather of a sea speed of twenty knots,
II may be considered certain that they
will make that speed at least
To navigate each Of the ships and 10
meet the needs Of their passengers. the
following normal complement OF officers.
seamen, engine-room and fire-room hands
and attendants has been fixed upon: Cap
tain, /: officers 6; seamen, 4S; fremen,
100: engineers and machinists. 60: oilers.
30: stewards and cooks. Ia; stewardesses.
49, chefs de cuisine. 2; mall clerks, 2;
doctor. /; purser. /; printer. i. Total, 3Sl.