The morning call., 1894-11-13

the same yards over twenty years ago for
the American Steamship Company. She is
considerably bigger than the Paris or New
York, and of the steamships now afoat is
second in size only 10 the Campania and
the Lucania.
The Paris and the New York register
each 10,500 tons, and perhaps an approxi-
mate idea OF the size of the new ships may
be obtained by saying that each of them
registers 500 tons larger, but the idea OBJ
tanned is entirely inadequate to represent
the imposing appearance of the new ships.
They are each more than one-tenth of a
mile long. and as the ST. Louis stood in the
stocks, twelve men, standing upon each
others heads, would not reach from the
ground TO the main deck.
The dimensions of the new ship are as
follows: Length over all, 554 feet; length
on lOad-water line, $50 feet; extreme
beam. 63 feet; depth of hold, % feet;
draught of water. 26 feet; gross register,
II. 600 tens
Tile Paris measures only 526 feet on the
load-water line. and, as already stated,
registers only 10, 500 TONS In appearance
the new ships will differ entirely from the
Paris and the New York, inasmuch as
they have straight instead of clipper stems
aud carry two tunnels and two instead of
three masts. The masts, being more for
ornament than for use, will be ordinary
pole masts. with fOre-and-aft, or schooner
rig.
The chief departure from the principles
EN- bodied in the building of the Paris and
New York is that the bulls Of the new
vessels are built out in horizontal web
TO a steel frame having both bosses cast 10
one piece. weighing about $4,000 pounds.
The after deadwood is cut away, and the
keel sloped so that the shoe meets the boss
frame at the after end. This popularity
of construction gives decidedly fishlike
appearance to the after ends Of the two
vessels.
The Paris and the New York were the
first ocean steamships ever built with twin
screws. although the twin-screw principle
was embodied by the late Captain Erics-
son in a towboat built in England about
1885, and the use of srut' for the support
of the outboard shaft bearings was deemed
sufficient by their builders. Although
these two vessels have really revolution
lied travel and are to-day doing even Better
service than when they first appeared. ex-
perisnce has demonstrated that advantages
of strength and stability are securable by
building out the null to support the shaft
bearings, and ii was accordingly done fer
the first time in the Campania and Lu-
cania. This feature of the construction is,
therefore, not original with the Cramps,
but there are other and equally important
features of the construction altogether
original.
The hulls Of these two ships are built
entirely of steel. and they are American
from the Keelson to the truck. In the
language Of Charles ii. Cramp, mo for
eign materials enter into their construc-
tion. They are of American model and
design. of American material and they
are being built by American skill and
muscle. The existing tariff law, section 8,
gives the privilege of importing free of
duty all pilates, tees. beams, angles. wire
rope and composition metals that might
be needed in their construction; but did
not take advantage OF il. On the con-
trary. we placed every order with Ameri-
can rolling-mills, forges and foundries."
The plating Is of three-quaIter-inch steel,
and the frames and beams are, in the Ian
guage of marine architecture. channel
shaped.
The hull is provided with double
| bottom, having a space of 81 inches be-
| tween platings. This space can be util-
lied for water ballast, but is intended