New-York tribune., 1895-02-11

ally be coming UP OF the water as the boat
pitched and her stern was tossed high small
craft would be even more subject TO this trouoie
than a big one. Accordingly. fear that the ma
chinery might give way at a critical moment
through the racing Of the engines. has STOOD IN
the wav OF the adoption OF steam for lifeboats until
very recently.
When the experiment finally tried 1t was
decided to apply the power not by screw put py
a let OF water, forced out OF the boat astern IN
this way the thrust could be exerted from point
on the hull. which. being about one-third OF the
hoat's length forward of the rudder, would at no
iuso nt be thrown up OF the Jet propulsion Is
not as effective a method OF using steam as paddles
or "A screw II would be waste OF energy, tnere-
fore 10 employ II in comparatively smooth water
or 10. long voyages II is not adapted to pleasure
craft naval launches nor ocean steamships But
for lfeboats which are seldom used except in
storm and then only FOR a short trip. the ability
to push ahead securely and resstlessly. even at
moderate pace more than compensates for the extra
coal and steam consumed. When human hfe Is at
stake governments and benevolent associations
which conduct service OF this class are Will
ING IN sacrifice economy for efficiency. The first
vessel OF this type ever constructed was the Duke
OF northumberland. completed scarcely more than
three years ago for the Royal lfeboat Institution
Rrl,ish) Some doubts entertained as to the
reau of the venture but subsequent. experience. IN
the course OF which she has been out twenty eight
time, and saved hfty-one lives. has disposed OF
them A second boat the city OF Glasgow. has
now been built on the same general model. but with
several improv vements on the original design.
The dimensions OF the two boats are follows
Ienath old one, 30 feet; nsw. So: beam. IA and l6
respectively: draugh when loaded. 3ia and 81: dis
placement 26 and 30 tons The Dukes engines deve-
oped 40 horsepower while the Glasgow's Will give
200 Both have Thorneycroft water-tube boilers. for
the rapid generation OF steam; and in both the
tets are forced outward by thirty-nch horizontal
au,ip -
nearly amIdships In addition. the Glasgow has two
powerful centrifugal pumps. which may be driven
directly from the crankshaf IL the turbine Is out OF
order The Duke delivered two Jets astern Zone on
each side OF the hulD and forward (when neces-
sary). But the Glasgow can also throw stream
iaterally both sides. thus having very em-
cient buffer when the boat is alongside ship co..
Ilson with which through the action OF the waves
might result disastrously. During her recent prem-
mary trials the City OF Glasgow turned compete
circle in minutes seconds without the use o' t'e
rudder. and with only one jet going asterh' Du'
with her steering gear In service and ooth jets sos
astern she turned circle In l minute % secohos'
Going ut full speed she stopped and started asterh
In 20 seconds This boat, by-the-way. Is divided
lengthwlse and crosswise into thirteen water"sn'
compartments. and should one or them DC s'o.e ~
IL would be practicable to connect the ce"'i""se'
pumps Herewith. 80 as TO utilize the ""o" '"' '"'
boats propulsion
ELECTRICITY on AN ELEVATED ROAD.
A NEW STYLE OF MOTo. CAR TO BE TRIED SOON
IN CHICAGO.
The intramural railway operated FOR lew
months only at the Worlds Fair OF 1885 anu
similar elevated road In Liverpool that was opened
about two years ago probably afford the best. II
not the only examples OF hauling trains with cleo
tric power applied through a motor on each car.
But the plan on which electricity is to be used for
heavy freight and passenger work In the BaltH
more tunnel few weeks hence calls for single
notcr TO each train. So does the system about to
he tried on the Metropolitan Elevated (West Slde)
road OF Chicago. The Baltimore engine. though.
Is a hauling or pushing machine. and nothing
more The Chicago enterprise, which involves