The daily morning journal and courier., 1904-11-03
RIG OCEAN SHIPS.

Thomas Andrews. naval architect and consulting engineer for Harland & Wolff, Belfast, builders of the Baltic, who came over here to watch the per formance of the big ship, said before sailing back that it was not too much to expect the S50-foot the 95O-foot, or even the 1000 foot ship within few years.
 The question, lie said, is not one of shipbuilding, but of harbor and chan nel facilities. The Mersey was almost put to the limit of her resources with the S0o-foot ship. because there was comparatively little space to turn. The .naneuver is tieklish one, as a false move or too much steam at the wrong. second might ruin the ship. The only drawback to the ship of 1000 feet was the limited wharf facilities in New York and the danger of turning at Liverpool. He said the White Star line would sooner think of stopping the en- largement of it's boats than giving up Liverpool as terminal.
 Mr. Andrew Is only Ss years old but, has had control If the countless de- tails involving the construction of the Oceanic, Celtic, Cedric and Baltic. He told the American Syron and Shipping that the Oceanic was his favorite, and really the most luxurious vessel on the Atlanic, representing everything need ed in the way of comfort and safety, although not as showy as some other vessels She had, he said all the speed Atlantic travellers required. being less than a sevem-day boat. He also said the Adriatic, the mate of the Baltic, would have rectified the mistakes made lin the building of the latter.
 "The Baltic" continued MT. Andrews burns about 235 tons of coal day. I know one greyhound that consumes nearly 750 tons a day. The limit for speed Is reached unless the lines are willing to run ships on a losing basis "The Baltic has 14,O00 horse power, but the Adriatic will have 15,000 horse power. or speed of 171s knots. half a knot more than the Baltic, which will bring the Adriatic into New York on a Wednesday. The extra power will be imparted from five additional single ended boilers. The Adriatic will make her first appearance in New York wa ters next spring.
 II doubt if the 25-knot boats con tracted for by the Cunard line will re- ceive the expected patronage. It is an awful hardship to travel on a fast steamer. The vibration is not due tc machinery, but to the policy of driving the ship through mountainous waves, regardless of structural consequences.
 ssThe Atlantic comber has strength of 250 tons, A craft repeatedly struck on the starboard bow by 250 tons be fore she has had time to recover from the force of the preceding wave has too much to withstand. The. maehin- |ery gets the blame for the vibration when it is really the pounding into a new wave while the ship is shaking like leaf and trying to recover from the wave gone by. The minimum vi bration in the Baltic is due to the movements of the screws and can nev- Ter be obviated.
 "The great breadth of the Baltic al the bows and her enormous displace. nlent serve as a sort of automatic check upon the machinery when a big wave hits her forward.
 Captain Lindsay of the Celtic has never had to slow in heavy sea. The Celtic does 1t Of her own accord. That Is where the value of moderate speed machinery comes in. The vibration oi the Baltic is caused by her screws re rolving at an increased rate of speed when her head falls into the hollow oi 8 wave and the propellers catch water of no great solidity. The screws never turn wholly clear because the ship sel. dom rolls or pitches sufficiently to lift them out of water.
 "The days of the fast ship are num- bered. The Hamburg American line is going in for ships of the Baltic type The marine turbine is greatly overes. timated. It is not nearly so great a save in weight and space as supposed It is not the coal saver that is claimed for it. With high rate of speed the turbine will save fuel over the recipro. eating engine, but at moderate pace there is a great waste of steam. ."-Nev York World.
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