Year: 1879

a r.


Wooden fore and aft H. Iron frames in sections ms
p 2 Wooden Wooden outside skin. len length gai; ,.m.


These two materials are iron and wood. Az may
be by attention to the above references to parts
of the structure the whole with the exception
Of the keel, is to be Of iron, The keel kcelsons.
stringers, strakes, water ways. wales parking and
decks to consist Of wood. Thus the fore and aft
strength will be entirely furnished by material
that far less susceptible to changes Of temperature
than any kind of metal The advantages of the plan
will be found to be precisely explained in the
language of the inventor. especially in regard to
points in which it differs from all others that have
been tested.


IL have taken great interest" said Mr. Wizard, Gin
the articles which have been published in the HERALD
in relation to steamships They have evidently
been written by some one with very fair technical
knowledge of shipbuilding; but observe that he
has entirely omitted the consideration Of what
to me the most important facts. have made what
deem q very valuable discovery affecting the ones
ton to what is the best material for the construc
tion of ships do not desire that my individuality
should come prominently forward in this statement.
but merely to give information to the public which
may result believe it WILL in completely restoring
the shpbuding interests Of this country 1t is here
that are found the best materials in the world for





England well as here in adopting iron generally
In the place of wood and my impression is that the
ship of tho future will be built in this country"


IRON SHIPS VERSUS WOODEN SHIPS.


do you not think, then, that iron ships
ueaworthy as those of wood?'


''Let me cite facts in relation to the lives of
iron ships In article which published in the
HERALD some time in October. 1873 it was men,
toned think, that of nine iron vessels which had
sailed from Quebec during a single month not one
had ever been heard from afterward. Their names
and destinations were given, and it was stated
that nearly all of them were loaded with grain.
1t has been my practice for nearly twenty
years to collect in scrspbooks all the pub
lished facts that could find regarding shipbud-
ing. at time had "A list of forty-three iron
steamers which were registered at Lloyds and which
departed from English ports. all in year, never
to be heard of again. In book written by
Mr.. Piimsol, member OF the British Parlia-
ment nave ,ran seen stsam Inst h OF Msntyons
single shipping company in England and comprising
their whole icct out OF which nine, according to my
that there is doubt of their having been lost with
all on board. Mr.. Plmsoll. in his agitation OF the
question OF steamship inspection before Parliament,
attributed these cxrelessness OF inspec-
tion which permitted the vessels to .go to with
excessive burdens and otherwise In unseaworthy
condition. 1t Is my opinion, however, that they
rather due to those mechanical reasons which shall
presently explain TO you. In discussion before the
United Service institution of London aew years ago,
Captain Sullivan stated, think that about seventy
iron steamers had been employed transports dur
ing the Crmean war; and gave u comparison of their
lite and service with those of an equal number of
wooden ships, declaring his belief in the superiority
OF the latter over the former.


EXPANSION AND CONTRACTION or IRON.


After my theory in regard to steamship construc-
tion had hrst assumed In my mind definite shape
visited the Victoria Bridge at Montreal saw there
abridge the greatest OF which is an iron
tube 45O feet long ono END of which rollers.
ture is for that there Is no danger OF
its causing the overthrow of the piers or such
an enormous mass of iron, obedient to the differing
temperature, would expand and contract with great
force. During the time that remained there was
occupied in observing its effect daily and nightly
moment of the night the variation In the length of
the span was about six inches: An ut.
and replaced little pieces Of rail or frogs
upon the track. 80 as TO keep 1t continuous for
tile passage of trains. In the early morning. when
stood ut the end OF tho span looking through tho
tube. the shining the right hand side caused
ton About nine or ten o'clock the curve had
greatly increased. the tube sometimes being detected
some six seven inches from it's regular alignment.
the tube would be archea in the middle. In tie
afternoon the curve would gradually shift to the


FATAL RrvEr HOLES.


at should be remembered that this tube was i'm
merscd in only one element, nearly uniform In tenn
pcraturc--namely, the air In view OF my theory
conceived this effect to be the result OF the sun
shining upon the top OF the tube at the same time
that the bottom was cold yet OF temperature not
quite 30 low as the water flowing beneath It, Now.
Thought ]. If the tube were lowered 80 that
one-half OF its section were immersed in
the water. the curvature, under the influence
OF the suns rays, would naturally be still greater
II. however. the whole length OF the tube were
homogeneous In material and OF equal strength tho
strains upon tho structure would not be very much
greater upon being immersed than they would be I
previous 10 immersion. Although the curvature
would be increased tho permanent elasticity OF the
metal Ut the median line between the lines of on
provide for the tension Of the tube and when takon
out OF the water or sunk until entirely immersed IL
would recover its previous alignment But IL 1t be
promised that all of tho structure in made mn OF
small shoots Of iron fastened together by rvets IL
will be apparent that 10 would possess much less of
strength and elasticity than the solid tube As
iron steamships are now constructed the pcrfora-
tions through which the rvcts inserted take away
hftyscvcn one-hunredths OF their original stron 9TH
one side OF the ship would resemble very much
sheet Of postage stamps. All of tho extension con.