davidaulloa/AmericanStories huggingface dataset:
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26
JHx1S at Ws>'loUc Types
coz roll ia these
ex[rexze' .sH92ec4s~lN-
ouk 4cApSkyz1z5

ton. there is no official cognizance or the
elemental factor of stability"
Correct" said the architect, and he
FASTENED to extenuate you must re-
member that when a builder or a steam
ship line has produced fast enncien'
craft they don't want to give away the
secret OF her construction to rival It's
n business secret involving reward 10
the successful builder to which he is en-
titled" 81,
And where does the public come M
II does not matter much what the ar
chitect answered. He may have sald 'ha'
the public would get theirs by putting
decent trust in the reputable builders
as heretofore, and remembering that
while most ocean casualties are legaiIy
classed as acts of God no successiui
comnany can afford to overdraw Prov
dental credit.
BE that as 1t may. stability Is big
question mark in the art and theory oi
navigation. 1t is a problem by no means
solved. after all the labors of science ana
mariners experience of thousands Oh
wears. 1t is a dark query put forward IN
cases of mysterious disappearance. where
ships go to sea and are never heard from
Nv eliminating all other likely causes. as
ice. derelets, ship collision and fire. we
are driven to an inescapable surmise'
There was the transatlantic liner Naronic'
which sailed into the unknown some years
ago. Only lifeboat was picked up. and
that told no tale. Ask the sea sharps
what became of her. They wag their
gray heads and reply:
she was crank
That is, she was unstable. and some
where on the broad Atlantic. whether I'M
der stress Of much or little weather. she
capsized and went TO join the ghosuy fleet
that rests on the ooze OF oceans bottom
The testimony in such cases is generally
negative, and necessarily so. But when a
ship is known by her behavior to be I'M
stable and she disappears and the other
likely causes are fairly eliminated, 1t is
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26
STABILITY AND BEAM.

The landsman wonders at the narrow |
ness of the transatlantic liner compared
to her length She is so narrow and so
high above the water tina he thinks she
may be nsta BILE. And IL he sees yes
sci rolling heavily, especially If he Is a
passenger. il seems TO him a dangerous
condition. These notions. OF course. arsj
superficial and incorrect 4 wide beamedl
ship may be unstable. while a narrow
/, beamed vessel may be absolutely stable. |
1t depends on the metacentric height. as !
described above Nor does certain
amount OF rolling indicate instability. |
\ ship may be so constructed or loaded |
that she is unstable when in a vertical
position and only finds her equilibrium
when rolling Is degrees from side to
, side Having reached the natural limit
| of her inclination on either side, shell
strongly resists the forces of wave and
wind that would send her further over.
| She swings like a pendulum in an arc Of
| 80 degrees or more and is quite safe in
| doing so.
| The stability OF vessel heelng over
! may Increase up to a certain point and
| then gradually or suddenly diminish to
! zero, which means capsizing. A flat-bot
| toned rowboat is stable until it reaches
a point of inclination. where it suddenly
! tops over: round-bottomed craft rolls
more and loses equilibrium more grad
| ually. The English warship, Captain, re-
| ferred to above as having capsized, was
safe at small angles of inclination, but
| her stability rapidly declined at IL de-
| grees and vanished around Is degrees.
! on the other hand. the Monarch. of sim
! liar type could withstand more than 30
degrees without capsizng. 4 high free
board or gunwales allow more inclination
| with safety.
Racing yachts and other completely
decked sailing craft. which have weight
ed keels, may lay over on their beam
ends at an angle OF 30 degrees or even
more and right themselves When tho
gunwales touch water the danger may
be not from instability but from the flow
Of water into the vessel 1t is stated
that the deck edge should not be awash
| at an angle less than 70 degrees, although
some small centreboard boats take water
at u or 10 degrees. Full rugged sailing
| ships usually wet their gunwales at 20
to % degrees. An American torpedo boat
destroyer which was caught in a storm
on the Atlantic about a year ago WAS
said to have heeled over so that her deck
was at right angles with the water, and
she came into port as il nothing had
happened. Naval Constructor Stocker,
who is supervising the building of war
craft at the Brooklyn navy yard, in
formed the writer that Uncle Sans new
battleships could be safely tipped from
50 to 80 degrees. The average transat-
lantic liner will stand for a slant of 9
degrees and recover her position. 1t n
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26
WIs.. D1SceM. Sko~5
AouI JZebzlzky:oc ships
zSIESU1ed.

the actions of waves are studied. Between
theory and practice the results obtained
are now pretty accurate. For example,
there was yacht built for King Edward
by Mr.. Luke, who designed the Maure-
tania and the Lusitania. Some naval or
ficers started to make certain changes in
the yacht. The architect said that such
changes would make the craft unstable.
This proved to be the case, for the re-
modelled yacht tipped over on her side
In the dock 1t was necessary to rebuild
her. with due regard to the designer :
admonitions.
IL should be noted that the stability OF
large vessels refers almost exclusively TO
the lateral motion OF rolling. The fore
and aft pitching OF a large ship Is negli-
gible being about per cent OF the side
wise motion.
ship may be built with sufficient
stability and yet may be imperiled by
improper navigation or bad loading OF
cargo. 1t is important that cargo should
be distributed with a fair evenness.
neither the light weights on the bottom
and the heavy on top, nor vice versa. II
lot Of heavy machinery is put above a
cargo Of cotton. for example, the centre
| of gravity may be raised above a safe
| point The height OF a cargo does not
matter. merely its weight distribution. A
provision against overlooking is made by
the lead line, indicated on the outside Of
| a ship by round circle with a cross.
The responsibility for the proper loading
OF a ship Is usually left with the port
captain or dock superintendent. These
officials are not always up to their jobs,
either through lack Of knowledge or
otherwise.
Many accidents are due to bad loading,
and II is said that almost every case OF a
ship being lost can be attributed to the
same cause. A badly loaded ship behaves
III az sea- Her cargo Is likely to shift and
become damaged. not to mention danger
and discomfort TO passengers. Mr. Gard
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26

the metacentre would be in the centre
of each cut surface. Hollow out haii
orange ard set the peel aiioat. IL ls eVl-
dent that the lower the centre of gravity
below the metacentre point the greater
the stability of the orange peel ship. The
same principle applies to the greatest
leviathans of the deep.
Sir william White used to illustrate
with a baby's cradle set ON rockers. in
which baby was quite safe despite all
rocking II its centre of gravity was Wei
below the metacentre, otherwise, DOWN
would come cradle. baby and all Inc
precise definition Of metacentre Is the
noin, where "A vertical line through a
ship's centre Of buoyancy In equilibrium
intersects vertical line drawn through
the new centre Of buoyancy when the
shin is slightly listed on one side or the
other. IL was thought by the early in
yestigators that vessel would be per-
fectly safe II she had metacentric
height Che distance or the metacentre
above the centre of gravity OF s Inches
and a righting lever OF inches when
inclined at an angle or 10 degrees. Inc
righting lever is the distance between
parallel lines passing through the centre
of gravity and the centre OF buoyancy
when the ship is heeled over.
The factor OF safety In metacentric
height has been increased in later years,
as the following table shows Battleships
and cruisers have "A metacentric height
Of ~, to 8 feet; small warcraft. to
feet. ocean liners. IL to 2 feet; cargo
steamships. to feet; sailing ships' 10
feet. II is claimed that recentiy-buiit
Atlantic liners have q metacentrio height
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26
IN DEEP WATER.

This innocent query was taken by the
writer to naval architect. who, when
he lad fully comprehended II. stared re-
proachfully at the interlocutor and an
Swered in the following vein:
My boy, you've got hold of something
that Is beyond your depth. 1t is beyond
the depth Of the public. If told you ana
the public all about IT. maybe you
wouldn't know any more afterward than
YOU did before The subject rs so abb
struse, complicated and tied up to the
higher mathematics that there are only
three or four men in this country who can
talk intelligently on it. 'Safact. Have
Cigarette and ask something easy
Isn't II fairly simple and worth
While question:" demanded the writer.
Isn't common layman. who takes a
chance as a passenger. entitled TO know
the answer
II you put it that way said the naval
architect with sudden kindness. "ln Try
10 enlighten you. | simply wanted 10
warn you that, like the fellow In the
Morse fable who tried to lift the cat and
found she was htched TO the earth. you
mad hold OF a large subject
After obtaining a quantity OF fairly I'M
oerstandable data, and declining with
thanks a lot of mathematical material
which looked like cross between
Nhinese laundry ticket and Greek ODE
the writer went to another naval archi-
tect and stumbled upon an astonishing
fact
Since the safety OF ships at sea-" pro.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26

reasonable to suppose that che capsized.
The roll of vessels OF all kinds fitting this
category is not short.
Apart from the extreme eventuality of
destruction, the stability Of ships Is
vital factor in speed. coal consumption,
passengers comfort and. in case OF war
vessels, effectiveness TO hurt AN enemy
A ship that could cross the Atlantic with
out rolling would break all records for
speed and fuel economy. She would never
have TO slow down or Law to in storm.
Her performance would discourage the
promoters of air craft as means OF
intercontinental travel And her passen-
gers, standing on decks as level as the
floors OF an Office building. would speak
of nal de fher as a far-off historical all
ment This is not an idle dream Of the
future. The gyroscope has realized II IN
actual experiment. But 1t will be some
time before the gyroscope will be com
monty used to insure what may be called
an artificial stability. and meanwhile we
must struggle along with old established
conditions and their notifications.
Before the era OF modern steamships
said William Gardner, a naval architect
who has an office at No. ] Broadway.
stability was not gained by scientific cal
culaton. Shipbuilders had cut and try
method. Sail carrying power determined
the stability Of vessel. and II one ship
could not carry enough sail the next ship
was made little wider or otherwise dif-
ferent. II was all empirical work. expert
ence mixed with few handouts Of tra-
ditlon. Up to 1880 most iron steamships
carried sails and were built on the try-out
plan. Some time before this the white
Star Line discovered that sails did not
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26
Al'zIIlaw G5ra1e>'., NSUal
Architect. ak W0,.k.
Old Devices to Check Rolling Such Water Tanks, Bgc
Keels and Moving Weights in the Hold, May Be
Superseded by the Cyoscopic Stabilizer.
Which, 1t Is Declared Will Keepa
Ship as Steady as Church.

ner recalled a case where he told tho
captain of tramp steamer leaving Eng
land for Brazil that his boat had the
quality of negative stability" because OF
bad loading. The stroh6 minded captain
would not heed the suggestion. he and
his boat went TO sea and were never
heard from again.
Some of the blame for improper load
ing may be put directly on commercial
ism" \ light cargo is slowed away, and
then at the last moment a lot Of heavy
stuff arrives For the sake Of the profit
IL is accepted. showed on top Of the light
material and becomes an element or
peril. Denny Brothers. a firm OF Scot
fish shipbullders. are credited with
precautionary system regarding loading
which should be generally followed. For
each ship constructed by them they fur
nish to the captain a complete chart on
the handling OF water ballast in rolling
and the proper method Of distributing
cargo in that particular vessel. There
is no dangerous guesswork where such a
chart is provided and adhered to.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26

help steamship 10 progress. but Simply
heeled her over. So the sails were gradu-
ally eliminated In 1870 the English man
o. war Captain an armored turret snip
was capsized and lost at sea. 1t was
known that she was unstable. Ten years
later two merchant steamers capslzed
right after launching. One of these was
the Daphne. which turned turtle In the
River CLYDE. The double catastrophe
brought home the fact that something
was wrong with the shpbnilders art ana
that bit-or-mlss methods would no longer
serve.
The naval architects OF several coun-
tries. especially England and France.
took up the problem Of stability, both in
A theoretical and an empirical manner.
Some Of the greatest mathematician.
such as Sir William White. Of England.
and Marcberrier. Fontine and Daymard,
OF France, worked out the theoretical side
of the problem and laid down certain
laws which are valid to-day. The naval
experts of both countries also made con-
tributions of value. 1t was discovered. or
rediscovered, that the stability or safety
OF a ship was determined by the height
OF the "metacentre" above the centre OF
gravity.
IL ship had the shape Of an orange.
the metacentre would be exactly In the
middle; II the orange were cut In two
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26

pounded the interviewer. depends on sta
bility-apart from fire. collision and acct
dent-can YOU give me table of the
standards of stability in use?"
No"
well, if you have the official figures Of
a ships construction, you can calculate
the stability"
I'VE have no official figures. Those fig
ures are known only To the builders and
owners"
do you mean to say that while boilers
and engines and lfesaving equipment and
other features of a steamship are subject
TO governmental regulation and inspec-
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26

~ATHER NEPTUNE had high OLD
- time with the transatlantic liners
l. i'm the first two weeks of the new
vcar. lie iuggled them as Jap artist
iugeles glass balls lie tossed. them
skyward and let them down almost far
enough TO scrape the oceans bottom
lie made them pitch fore and aft IKE
fractions broncos. He slapped them and
pounded them and made them jump Ike
cats taken with nightmare concerning
bulldogs He caused their mighty en-
gines to slow down and parts OF their
steel bodies to quake and Sroan ana
scream under the punishment. Ana
chiefly he tipped and rolled them down
down until the highest decks were only
a few feet above the maniac sea and
everything loose was smashed or carried
away and ;he most hardened travellers
tried TO remember how to say their
prayers.
one great vessel, the President Grant
had 20 put in TO Halifax 10 replenish
her coal bunkers. emptied in the playful
struggle with Father Neptune. She was
nineteen days in crossing from Ham
burg. The Carmania, whose captain re-
ported the worst voyage in forty years
experience. met a ful-nedged hurricane
in the late afternoon Of January .. She
heeled over TO starboard and kept heel
Ing until every upright passenger grabbed
for a hold or sat down or was hurled
against something or somebody. In the
bar the tragic spectacle was seen of
choicest liquors spilled from broken re-
ceptacles In the galley Monsieur le
Chef wept as he saw a cataract of soups
and an avalanche of meat dishes flowing
TO the scuppers.
Outside the ships bridge end usually
hfty feet or more above the sea, leaned
over for a long, Bernhardtesque oscula-
lion Of the briny. 1t looked like death
KISS TO the few lay observers who had
the disagreeable privilege Of witnessing
IT, The vessel seemed TO be lying on her
side at an angle OF % degrees. A tortur-
ing time she spent on that unholy, CUR
Cling. slavering buss of the deep ere she
recovered consciousness and slowly stag
Sered 20 the upright path. There was no
dinner for the passengers that night, and
they did not need any.
a question Of interest and importance.
presented at first "a one OF mere curios-
ity, was suggested by the reports or
Father Neptune's pranks. The question
49, how far do steamships usually roll
and how far over can they roll without
capsizing?
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26

exceeding feet and a Fighting lever OF
not less than - inches.
The new art of shipbuildins is to make
theoretical calculations and then check
them up eXperimentaiy, If possible, on an
old ship aud afterward upon the naAs-<g.s-
sell So-called nclining experiments are
made by moving weights pig iron on deck
and water In the holds. to determine the
ships centre of gravity after launching.
Sometimes these experiments are made
after loading a cargo. At Washington our
Navy Department has tank in which
models of battleships are tried out for
stability and other features and where
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1913-01-26
NzuzI Cozck~uckor Henry lIzI2la0zC
~ tie. Rcook2z>7 %SOH N1a

Father Neptune Has Been Pushing Transatlantic Liners
Almost to the Limit of Their Hurricane Resist
ance in the Last Few Weeks, but Scientific
Construction Has TRUMP hed Over
the Rage of Wind and Wave
Mexico weekly ledger., 1913-02-27

charmed with Mexico; We would be
glad to have her return for a more
extsndsd STAY.
The fine young son OF lar. and
Mrs. @. G. Clark is named Charles
Brown Clark.
The Twelve-of-Us Club met on Nor
day afternoon with MIts Frances GIN
The guests OF the afternoon wert
Mrs. Hannah, Misses Frances Mason
Mary Buckley, Victoria Brooks and
Elizabeth Price. After the games
the hostess served a delectable salad
course, followed by coffee and waf
ers.
Mr.. and Mrs. Ashby Bolts OF Santa
Fe gave an elegant MONDAY dinner
Tuesday in honor OF Mrs. sallie
Broaddus. Other guests we're Mrs.
Annie Crelgh. Misses Jane and Fan.
ME Bolts OF Santa Fe. Mr.. and Mrs.
T. @. Bolts. Mr.. and Mrs. Theodore
cauthorn OF Moline. and Miss France
Bolts of Mexico.
The Hardin College girls expect tS
give a minstrel about March 10th.
Miss Virginia Gray Of st. Charles
is the guest Of MIR. and Mrs. C. o.
MCGEE.
Mrs. Henry Precht returned Mon
day from a visit to her son in Han
nibal.
Mr.. and Mrs. Frank Sanford enter
tanned six tables at 500 on Thursday
evening. The occasion was to cele-
brate the gath anniversary OF the sar
ford nuptials. The dining room and
parlor were exquisitely decorated In
roses, narcissus and carnations. Az
ter a very appetizing salad course the
guests were invited to the dining
room where Mrs. Coons served cot
fee and bonbons.
Miss Clara Myers, who is detained
from school by illness, was surprised
Tuesday evening, by twenty-five Of
the High School girls, who invaded
her home with generous lunch bas-
kets and proceeded to feast and dis
seminate cheer till a late hour. The
girls were c~haperoned by Misses Gill,
Wallace. Frances and Ruth Mason.
DR.. Parrish, G. G. Daniel and ]. o.
Barrow, OF Vandalia, we're Mexico
visitors Wednesday. Mr.. Daniel has
just returned from a months visit
in Jennings. La.
Mr.. Tom Basket, a former Mex
leo boy. who now lives in St, Louis,
was here Friday visiting old friends.
From here he went TO Fulton to
visit.
Mrs. James Trimble, OF Kansas
City. has returned home after a visit
with her mother, Mrs, James Buck
ner. in this city.
Mexico weekly ledger., 1913-02-27
COUNTY NEWS.
!. q. p.odge e cntleanr Ill.

F. r. Minton, sales agent for the
Mexico Brick and Fire Clay Com.
pany, OF Chicago. sends two dollars
for the Mexico Weekly Ledger for
two years. Mfr. MInton wants TO
keep in touch with Mexico and Au-
drain county affairs.
L. J. Farrah and wife, who spent
the winter in California. write that
they will start home Thursday. Feb
ruary 20. They spent a pleasant
winter in the Golden State. but like
all others will be glad to get back
to Mexico. "They all come back"
Sam J.. BOVINE. Jr., had another
smashup Wednesday morning with
his spirited harness horse that came
near proving disastrous to him. says
the C~entralia Guard.
Mr.. Bovine. who is a deputy con-
stable, was driving past Mrs. H. N.
Ess' place on his road to erv some
3 pdpCTS, when uc mtb W. l.
Hodge in his automobile. The horse
became unruly and leaped over the
picket fence into Mrs. Ess' yard,
tearing down two panels Of the fence
with the buggy. He then bolted to-
ward the house and was headed on
a straight line for one OF the large
windows, when some one shouted to
him, making him turn, the buggy
dashing against the house and shat
tered the window, scattering bits Of
broken glass all over the One
OF the inmates Of the room was sit
ting in the window when the horse
came INTO the yard butran away from
the glass in time to avoid injury.
The horse kicked the buggy loose.
and ran across the yard and jumped
over the yard fence breaking a large
cedar post but coming Off without
a scratch. e
The buggy was SO badly demolish-
ed that it will not pay to try to re-
pair it. Mr.. Bovine left the buggy
when the horse started through the
front yard fence and was not injured.
Mexico weekly ledger., 1913-02-27

Rube Spottswood fell form a pile
Of implements in Ferris & Cauthorn's
ware room, Friday afternoon and suf-
fered a severe wrench in his back
and an injured hand. When Mr.. Spott
wood fell, a pillow fell on his hand,
injuring 1t severely. He is improv-
ing very well, this evening.
Mexico weekly ledger., 1913-02-27
e IN ST. LOUIS.

Garyc. the Greek. who mysterious
ly disappeared from the Mexico Fire
Brick& Clay Co., last week. has writ
ten from st. Louis. 1t seems he
went for a drink 81 water and when
he saw an open box car passing on
a fast freight couldn't resist the call
Of the 'Wanderlust'' and hoped
aboard, leaving his pay and clothes
here. g,
Mexico weekly ledger., 1913-02-27
WEDDINGS


MIR. and Mrs. Robert Russell
Arnold, sr, the engage
ment Of their daughter, Eliza
beth, to Or. Ivan A. Parry, Of
Seattle, Washington. Miss Arm
old ls one Of MexIeo's most
charming young ladies', who ls
very popular In seattie's
most exclusive social circles. Or.
Parry lie one Of seattle's rising
young physicians. The Led
ger joins friends Of both young
people in eongratuIatlnu the
fortunate young man.
John Horton, a hustling younl
farmer, who lives south OF this city
and Miss Nell Cannon were married
Wednesday evening at $3.50 o'cloci
at the home OF the brides parents
Mr.. and Mrs. I. N. Cannon. on N
Craig street, by the Rev. w. F. Dun
kle.
The bride is a charming young
lady and is quite popular in this city
She has many domestic accomplish
ments.
The groom is a promising young fs
mer-stockman, and is well liked b.
all who know him.
The Ledger joins many friends in
extending congratulations to this hap
py young couple.
Chas. Collins, his wife and a few
friends and relatives were the onl!
peronss who knew he married Mis-
Bertha Douglass, in st. Louis, las
June, until Tuesday when he brough'
here here to live. Mrs. Collins hal
been living in St. Louis, where sh'
had a splendid position as a stenogri
pher, since her marriage.
Miss Douglass formerly lived II
this county at Bneton City and it wa
while she was living there Mr.. Col
Inns started the courtship which ter
minated in their marriage.
The groom is the son Of Mr.. an
Mrs. A. Collins, who live abou
2 miles west of this city, and is
hustling young farmer.
The bride is a charming young Ia
dy with many accomplishments.
The young couple will make thei
home on Mr.. Collins farm. west Q
Mexico.