FEB. 27, 1914.] ENGINEERING.

273

THE WHITE STAR LINER conduce to stability and seaworthineae. _At the pelling machinery, too, the same, two wing

is
~
U ,, same time, as in all successiveBelfast ships, the propellers being driven by reciprocatingengines,
BRITA-NNIG- teaching of experience has been fully utilised in which exhaustinto Parsonslow-pressureturbine,

a
IT is a significant fact that Lord Pirrie and the determiningthe structural details, as well as the revolving the centre screw. Messrs. Harland and
managementof the White Star Line should, as a] arrangement of the anger accommodation.Wolfl‘,perhapsmorethananyotherfirm, haveshown
result of their great experience,not only of ship- Indeed, in both these respects Messrs. Harland preferencefor this arrangement,notwithstand

a
building, but of the requirementsof the Atlantic and Wolfl' have at successiveepochs contributed ing the advances in direct turbine drive and in
passengerservice,decide,in building the Britannic, largely to the developmentof naval architecture gearedturbines. The horsepowerof suchcombina
to adopt dimensionsonly slightly in excessof those and marineengineering. The completedescription tion machinerybuilt or in courseof constructionby
of the precedingWhite Star liner Olympic. We do, of the 1-hi which weare enabledto publish, owing Messrs. Harland and Wolff 450,000,for ships for

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not proposeagainto enter into the questionof the tothe kin nessof Lord Pirrie and Messrs.Harland practically every service. In the first place, the
economy particularlyfavourable. This proved

is

is
by thecomparativeresultsof twoshipsof exactlythe
samedimensionsandlines, the onebeingfitted with
twinscrew quadruple-expansionengines, and the
other with triple-screw combination machinery.
PUB!IC EOOMG At half power the steam consumptionfor propul
‘ Li .;:;';.;. ~ '?’‘,‘''‘1'‘j\'< \ sion, including that for the air and circulating
pumps, worked out at 15lb. per indicated horse
DECK power per hour for the twin-screwship, and 14 lb.
QQAQT
>
‘.1t-5

1 for the combinationship; at full powerthe com

Open/Sid!» parative figures were 14 lb. and 1l§ lb. In the
PUII.IC ROOMS \a secondplace,there no needfor reversingturbines,

is
M
becauseall the manieuvring done by meansof

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Buliwarlo the wing propellers,the reciprocatingenginebeing
| PRbML4DE 0"‘ suitedfor asternas well as aheaddriving, and the
‘ F‘ I manoeuvring gearenablingthe turbine to be thrown
Willdarrs out of action, so that the steam passesfrom the
PISSENGERICCOM ‘ reciprocatingenginesdirect to the condensers. In
v>
this waythere availablefor astern drive the full

is
wk Blllwérk powerof the reciprocatingengines,which on each
as/0§£_0*_ shaft equals 16,000 horse-power. The turbine
engine, running at normal speed ahead, gives
18,000 shaft horse-power,so that the power for
ahead driving 32.000indicated horse-powerin

is
the two reciprocating engines and 18,000 shaft
In horse-power in the turbine.
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tau“ PARTICULARS OF THE SHIP.
o 5

In
Q
Before entering upon detailed descriptionof

a
the ship and her machinery,we maytabulatethe
dimensionsand other particulars "—
Z‘5
.

e Lengthoverall... about900ft.
_ In Breadth,extreme about94ft.
|

Depth,moulded 64ft. in.

3
TotalheightfromkeelIn navigating
bridge 104.. ..

6
Grosstonnage... ...about50,000tons
Loaddraught 34ft. in.

7
Displacemi nt at loaddraught over53,000tons
Indicated horsepower of reciprocat
ingenginesfor aheadand atom
ll

driving 32,000
Shaft horsepowerof turbine for
I

. v$_ 18,000
E

aheaddrive

Mail!‘ _.-_. Seas 21knots

‘t

"ID150 Numberof dicks

9
-» ~-BM.-.. Passenger accommodation :—
.

.44 ___'i‘
,|

" " First class 790

con.
1* 9

Second,, 836
5
1

Third ,, 953
2579
Crew 950
Total 3529

C()NS'I‘RI‘C'l‘l<)N OF HULL.

The half mid-ship section (Fig. on this pa

1)

e
BOILER serves as key to the construction of the hufi.
it a

The ship, will be seen, built with double

is

bottom, which carried up above the turn of the

is

bilge abovethis, again, a water-tightinner skin,

is
;

30 in. inside the outer shell, and extendin up the

sidesof the ship to a height of ft. in. vs the
6

load water-line,and, longitudinally, from the after

end of the machineryspaceto the forward end of
"1'7' Keel the boiler-room.
The doublebottomat thecentreline 63in. deep,
is

--'/ 2 for 3M0

increasedto 75 in. in the machineryspace. This
doublebottomanddoubleskin constructionwill not
Flo. only excludewater from the interior of the ship in
1.

HALF MID-SHIP Ssmion.

the event of the skin being fractured, but add
enormouslyto thestrengthof thestructure,because
desirabilityof further increasingthe dimensionsof and Wolff, will enable the student to discern the of the extent of stiffening membersbetweenthe
ships, nor into the subject of the most suitable advancesmade,and will also help to impress the double bottoms and between the double skin.
Atlantic Oceanspeed. ial conditions tend to general reader with the effort continuously made Somedetails of the scantlin are thereforejusti
e s
S

influencethe decisionon th thesequestions,but towards the great strength and completecomfort fied, in order to illustrate degreeof stren
h
t

on Plate XX I.,
2,

would seem that such preference has been in ocean travel which are the characteristicsof imparted by this system. Fig.
it

shown by the travelling public for the Olympic as the modernliner. showsthe constructionof the keel-plateand of the
has inducedthe buildersandownersto abidein the In respect of eed, again, the performanceof centre member of the double-bottomstructure.
s

new vessel practically by the dimensionsof this the Olympic has eenregardedas quite satisfac The flat keel-plate has a thickness of in., and
is 1 1

successfulshi . The Britannic hasthereforebeen tory, and consequentlyno attempt will be made belowthis flat slab 3in. thick and in. wide.
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built of mucli the samelength as the ()lympic— to excelthe 21 knots which that vessel can main The vertical plate in. thick, and connected
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namely, about 900 ft.—but the beam has been tain as a meanspeed on the ocean,irrespective of to the flat keel-plate and to the horizontal lates
increasedto about 94 ft., which will still further the weatherwhichmay prevail. The type of pro forming the inner bottom or tank top by eavy
 274 ENGINEERING. [F1-:n. 27, 1914.
angle bars. There are six correspondinglongitu proved eminentlysatisfactoryfor the construction one at the level of the bridge-deckaft, where,in
dinal membersbetweenthe centre keel-plateand of successiveleviathans. The crane equipment, earlierships, there wasusually a well. Fig. 11, on
the bilge, four of thesebeing intercostals,the fifth also describedin earlier volumesof Escmssamo, Plate XXV.. shows the cutting of deck-plating
the margin plate, with one other intercostal out is well shownin Fig. 10, on the same plate. and wherenecessaryby the oxy-acetyleneprocess.
side the latter in the wing-tank. The outer bottom still more strikingly in Fig. 8, on Plate XXIIL, There are sixteen transversebulkheads, five of
of the ship, which hasonly a very gentlerise to the which showsthe hull almostcompletelyplatedand these extending to the level of the bridge-deck,
bilge, is built of very thick plating, and the inner riveted. which is 75 ft. above the keel, and over 40 ft.
bottomor tank top is onlyslightly lessin thickness. The shell of the ship thus describedconstitutes abovethe deepestload-line. The othersarecarried
The longitudinalandtransverseverticalmembersof three sides of an immensebox girder, the frames to the up er deck, which is 56ft. abovethe keel
the doublebottomare generallyii in. thick. In all and shell-plates forming the two sides, and the and over 1 ft. above the load-line. Where the
casesthe dimensionsare increasedin the machinery doublebottomthe undersideof the so-calledgirder. vertical line of these bulkheads has had to be
space. The marginplate, the fifth longitudinal on The deck beamsand plating constitutetransverse broken to suit the deck arrangements,water-tight
eachside of the centreline, is 4ft. 6 in. deepand stiffeners, while additional strength is affordedby flats have been introduced along the horizontal
of 31-in.plating, which is also the case with the four lines of girders,extendingpracticallyfromhow line '1‘he_ arrangementof the bulkheadsis shown
intercostals betweenit and the wing-tank. The to stem, being connectedto the bottom flangeof on the longi udinal sectionof the ship, Fig. 17, on
framing in the tank at the bilgesis of heavyangle the transversebeamscarrying the decks." Vertical Plate XXVI. The bulkheads are of Q-in. plat
and reversebars. stiffnessagainis ensuredby meansof steelstanchions ing. They are stiffened by 20-in. H-bars, and by
The construction of the double skin is well 4 in. in diameter betweenthe decks, placed at 36-in. websin the lower part of the ship, and by
illustrated in the two photographsshown in Figs. intervalsof 9ft. in the fore-and-aft line, the dis bulb-anglesin the upper p'\rt. Where it has been
6 and 7, on Plate XXIII. The inner frames are tancesapart in the transverse_linebeing 18ft. The found impossible.in the interests of the working
6-in. channelsplaced at 3-ft. intervals, with heavy view, Fig. 6, on Plate XX [1., showsthe construc of the ship, to dispensewith doors in these bulk
brackets connecting them to the inner bottom. tion of the deck-beamsand longitudinal girders as heads,specialarrangementshavebeenmadefor the
There areweb-framesat frequentintervals(Fig. 6). well as the deck-plating. The deck-beamsare closing of these doors, either from the captain’s
At intervalsof 30 ft. there are transversedivisions generally9 in. channels; thelongitudinalgirdersare bridgeor at the door. The systemado ted is that
which are marked “ W.T.D." on Fig. 7 ; these 6 in. by 4 in. thick double angles. In Fig. 5 one found by Messrs. Harland and olfi' to be
are securedby 6-in. channelstays, while at certain line of permanentstanchionsis shownin place,the thoroughlysatisfactory. The door is held open by
frames bracket stays are fitted further to rein other deckbeamsbeingcarriedon temporarytimber meansof a clutch which is releasedby a solenoid
force the strength of the structure. In addition, props. The deck-beamsare securedto the heavy controlled from the bridge. This clutch mayalso
there is a horizontalwater-tight division half way channel-framesby bracket-knees30 in. deep. The beautomaticallyreleasedby a float in the eventof
up the doublewalls. To affordaccessto the spaces decksthroughoutare of heavysteelplateswith the water finding its way into the compartmentand
within this double wall manholedoors are fitted usual timber planking. rising to a certainlevel. On the bridge there will
to the inner wall, principally to admit of ainting Owing to the large openings for the machinery be fitted indicators showing each bulkhead door,
andinspectionof material,the doorsnormaly being room and the boiler-uptakes it was necessaryto and a pointer in the aperturecorrespondingtoeach
alwaysin place. The framingshownin Fig. 6 is that adopt different treatment in the transverse and door, so that the ca tain can see not only the
adopted throughout the ship, and extends to the longitudinal stiffeningof the ship at these points. position of the door, ut the actual closing of the
shelter-deck,a height of 66 ft. The outer frames In the caseof the machinery-roomhaving the two door, the pointer having a travel of about 6 in.
are 10-in. channels,spaced3 ft. apart, but at the reciprocating engines, two lines of girders were This pointer is actuated by electrical means, and
bow and stern angles and reverse-barsare sub fitted in the centreline of theship, one43 ft. above its position shows at all times the vertical position
stituted, and these are placed 27 in. and 24 in. the engine-roomfloor, and the other 22 ft. The of the bottom of the door in the bulkhead.
apart, the distancebeing reducedtowards the ends uppergirder is of theplatetype,with heavyflanges, The stern-framing is a vorv massivestructure,
of the ship. Above the doubleskin web-framesare whilethe lower girder is a double 15-in. channel provided by the Darlington Forge Company. In
introduced in addition to the channels,at about beam. These arecarriedat eachend on heavybuilt order to accommodate the wing shafts the framing
14-ft. intervals, while forwardand aft the distance up columns6 ft. wide, while intermediatecolumns, is bossed for a length of 80 ft. from the stern,
betweenthesewebsis about 10ft. 15 in. in diameter, are placed at 15ft. centres the construction internally being well shown in
The riveting of the hull is illustrated by Figs. 3 alongthe engine-room. Thesealsoare built up of the view, Fig. 12, on Plate XXV. There are two
and 4, on Plate XXII. The outer shell of the platesand angles,and are shownin the transverse spectaclecastings,which are incorporatedwith the
doublebottomwasriveted up entirely by hydraulic sectionof thereciprocating-engine room,Fig. 33,on framing, in addition to the ordinary bossed-out
ower, including the bilge-keel,which is shownin Plate XXVIII. Transverse girders, formed of framing. The after part of the spectaclecasting
ig. 3. This keel is composed of heavyplatesand double 15-in. channels,extendfrom the port to the is arrangedto accommodate the end bearingof the
angles,the depth being25 in.; it extendsoverabout starboardside of the engine-room,restingalso on wing propeller-shaft. Fig. 13, on Plate XXV.,
one half the length of the vesselamidships. The the intermediatecolumns, and, at their ends, on shows in the distance, on the left side, the boss
view also shows incidentally the great extent of heavybuilt-up columnson the port and starboard for the port-wing propeller-shaft,and in the fore
shoringrequired in the building of these modern sides. The cranesusedfor lifting the coversof the ground the boss for the centre propeller-shaft,
ships. The side plating of the hull was done by cylinders of the reciprocating engines, &c., are incorporatedin the main stern-frame. This latter
hand. Owing to the great thicknessof the shell carried on the bottom flangesof the fore-and-aft is constructed,as is usual, for a single-screwpro
plating joggling wasnot resortedto. The laps and girders. peller, with the aperture for the rotation of the
also the butts are generally quadruple-riveted The turbine-engineroom also had special treat pro eller.
(Fig. 3). The bridge-deckstringer for one-halfits ment, partly becausethe turbine is in the centre he stern-frame,shaft-brackets,and lower part
length and the shelter-deck stringer for three line of the ship and partly becauseit waspossible, of the rudder are of special-qualitycast steel, and
fourths of its length were hydraulically riveted. owing to the lesser heightof the turbines as com the rudder-sto.-kof hydiaulic-pressedingot steel,
- The bridge-decksheerstrakesandtwostrakesbelow paredwith reciprocatingengines, to continue the thetotal finishedweightamountingto 304tons. The
were hydraulically riveted, and Fig. 4 shows this up er deck over the turbine-room. This deck had stern-frame,which weighs 72 tons and measures
work in progress.There arealsodoublebutt-straps to e supported. There are heretwo girdersabout over all 67 ft. 6 in. high by 37ft. 5 in. fore andaft,
throughout the whole length of the bridge-deck 26ft. apart, which extend the full length of the is of a dishedsection,and is madein two pieces,a
sheer strake. The illustration, Fig. 4, alsoshows turbine-engineroom, and are eachsupportedat the scarph being arranged on the gudgeon-postand
the type of hydraulic riveters used in this work. centre of their length by a column 24 in. in dia anotherontheforward post belowthe turbine boss,
These weremanufacturedby Messrs. Fielding and meter. At the lower deck level, at about 33ft. with the scarphssecuredby 2-in. tumed and fitted
Platt. They are of the direct-acting type, with a from the centreline, a girder is fitted on both port rivets. A view of the stern-frameonrailwaytrucks
7-ft. gap, and exert a pressureof 40 tons, with a and starboard sides with 20 in. diameter sup for transportis shownin Fig. 15,on page276. The
working pressure of 8001b. per sq. in. A com porting columns. The lifting gear for the turbine mainaft brackets(Fig 16,onthe samepage)weigh
mendable feature is a quadrant hanger, which coverand rotor is supported on deep girders run 82 tons, and have bosses5ft. 2} in. in diameter
allows the machineto be slowed through nearly ning fore and aft and athwartship. These girders by6 ft. 3§ in. long, the centres of shafts being
a complete circle in the one plane, and througha are in turn carried on four strong forged-steel 41 ft. 4} in. apart. The brackets are castin two
right anglein the other ; this gives practicallyany columns attachedto the turbine-casing, the load partsandconnectedby strong flangesat the centre
conceivableposition required for riveting. The beingthus transmittedto the tank top. and securedby seventeen2 in. turned and fitted
quadrant hanger is built up of steel plates and In the boiler compartmentsthere are four lines bolts. The forwardbracketsweigh48tons,andhave
angles,rivetedtogether,andprovidedwith machine of cast-iron columns placed betweenthe boilers, bosses6ft. 2 in. in diameterand shaft centres of
cut rack and pinions for racking round through a which are installedin the athwartshipline. These 40ft. 9}in. Thesearealsomadein two piecesand
right angle. The turning gear fixed on the pivot columns are at 9-ft. centres in the longitudinal connectedin a similar mannerto thoseof the after
is operatedby worm and worm-wheeland ratchet line, and extend to the upper and middle decks. brackets. The armsconnectingthe shaft-bossesto
lever. The gear in both casesis worked by hand, In the caseof the two inner rows the columns are the centre part of the bracketsare in both cases
the leversbeing behind the machine,as it is seen splayedat the foot, in order to allow a passage-wayof a dishedsection. _
i-1

in Fig. 4. The machineis built for the closing betweenthe boilers,asshownin Fig. 1, onpage273. The rudder of the solid-blade type, with an
of the heaviestclass of riveting in ship-work, and The bridge-deck, illustrated in Fig. 10, on over-alllengthof 73 ft. in., andan extremewidth
2

is of massiveconstruction. The main body is of Plate XXIV., constitutesthe top memberof the of blade 15ft. in., the diameter<ofthe rudder
3

Siemenscaststeel,in one piece, and the cylinder box girder, to which we have likened the hull of head being 24§ in. The cast-steel blade portion
is boredand fitted with gun-metalliner throughout the ship, and this is specially strengthened. The formed of five segments,coupled together by
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its working length. The return stroke is made by stringer-platesare of increasedthicknessthrough strongbolt-flangesand securedbyabout 160turned
a constant-pressurepush-backram and cylinder. out, and the inner and outer stringersare hydrau and fitted bolts, varying in diameter from in. to
2

The ship completely framed is illustrated by lically riveted. The view, Fig. 10, shows the in. The upper part of the rudder
3§

forging
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Fig. 9, on Plate XXIV. This view also shows openingsfor the boiler-uptakeson the bridge-deck. which weighed,when finished, 33 tons, the total
the lattice standardsused at the forward end, A notable featureis the depth and strengthof the weight of the rudder being 102tons. The rudder
wherethe shi is some distancefrom the parallel coaming-platesfor the deck-houses. It may be carried by seven special bearing pintles, each
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uprights of t a berth structure, which has pre noted in connectionwith the decks that there are 11 in. in diameter. The rudder-stock illustrated
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viously teen described in ENGINEERING,and has three expansionjoints above the bridge-deckand in the view, Fig. 14, on Plate XXV., in the process
 FEB. 27, 1914.] ENGINEERING. 375
of beingturned on the lathe. The diameterof the davits are arrangedto put all the boatsovereither of the ship, communicatingthroughbulkheaddoors
rudder-stockis 24¢ in. In makingthe castingsfor side of the ship, thedavitehaving great outreach, from the variousstokeholds. This staircase con

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the stern brackets 400 tons of molten steel were and the system such that there abundance structed to provide intermediate landings at

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used, and the steel ingot from which the for ed of room for the approachand marshalling of pas lower, middle, and upper decks. There also

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a
rudder top part was made weighed75 tons. he sengersshould they require to use the boats. staircasefor the use of the stewards, which runs
unusualover-all dimensionsof the stern-frameand The promenade-deck,Fig. 20, on Plate XXVL, from the saloonto the boat-deck,with landingson
shaft-bracketsnecessitatedspecialarrangementsfor slightlylongerthan the boat-deck,and givenup the shelter, bridge, and promenade-decks. The

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their conveyanceto the yard of the builders, a to first-classpublicandstate-roomsand promenade stairs, of wrought iron, with cast-iron steps and

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special train (see Fig. 15, page 276), taking the for the same class. The second-classcompanion steel chequered-platelandings, and with steps
castingson a Sunday from Darlington to West way passesthrough this deck, without any doors fitted with rubber treads to prevent slipping,
Hartlepool ; practicallythe wholeof the lines were of exit on to it. new feature that for length weremadeby Messrs.Musgraveand Co., Limited,

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inonopolised. From Hartlepool the stern-frame, of 190ft. on both sidesthe ship plating carried Belfast. On this saloon-deckalso series of

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&c., were shippedto Belfast. up with large windows,so that shelteredprome first-class state-rooms, arranged on the tandem

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nade for first-class passengers provided with system,in order that ample light and ventilation

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ARRANGEMENT OF THE DECKS. full view of the seawithout the passengersbeing may be provided from port-holes to the inner

a
subjected to inclement weather. The deck-house rooms, which, again, have baths and w.c.'s
We have already stated in the tabulated par extendsalmost from end to end of this deck, and attached. Next comes the first-class entrance
ticulars that there are nine decks,in addition to at the forward end there are arranged large with large doors in the shell of the ship for

a
the orlop-deck and tank to . On six of these numberof state-rooms,mostof them suite-rooms. the admissionand exit of passengerswhen the
accommodationis provided or 2579 passengers, Abaft the first-class entrance the reading and vessel in port. Instead of thesedoorsopening

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including 790 first-class,830 second-class,and 955 writing-roomand the first-classlounge, the latter direct on to the reception-room,as often the

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third-class. Without being excessivelyluxurious, occupying58ft. of the length of the deck-house. case, vestibule provided with swing doors to

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the accommodationwill beconvenientand comfort Beyond this the first class smoking-room,with the reception-room,which, again, in communi

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able. There are 140single-berthroomsfor first-class verandacafé and palm court shaft it. Aft on cation with the first-class dining-saloon. The
a

passengers,and 96 double-berth rooms, and in this level there the roof of large deck-houseon reception-roomoccupies84 ft. of the length of the

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racticallyall caseseach room is arranged with a the poop, on which there accommodatedthe ship,andthedining-room112ft. Seatingaccommo
th-roomand w.c. attached,while by theadoption fourth group of lifeboats,with davits for lowering dation can be provided in the latter for 518 pas
of tandem roomsthe greatmajority of the cabins theseof designsimilar to thoseon the boat-deck. sengers,with tables arranged for separateparties
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have natural light and ventilation. There are The poop-deck,bridge-deck,and forecastledock, of almostany number. Beyond this is the pantry,
31 suite-roomson the bridge-deckand 40 on the of whichFigs. 2l and22,on Plate XXVI ., areplans, which takes up the full width of the ship for

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shelter-deck, in addition to a specially-arranged the next level,andthis continuousfrom how to length of 56 ft. Then comes the galley, fitted
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suite of roomson the bridge-deck,havinga sitting stern, with the exce tion of well abaft the fore with almost every conceivableelectric and other

a
room, two bed-rooms, bath-room and w.c., and castle,which 126 long. There are the usual mechanicalappliancesfor the cuisinedepartment,
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t.

an isolated deck promenade,48 ft. long, on the anchorandwarpingarrangementson the forecastle including potato-peelers,dough-mixer,ice-rocking
port side. In a corresponding position on the head, Fig. 22,and to theseweshall referlater when machine, knife-grinders, knife-cleaners.&c. Alt
starboard side there is anothersuite, with sitting dealingwith the navigatingappliances. The bridge of this the second-classpantry and the second

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room, two bed-rooms,servants’rooms, two bath deck and poop, Fig. 21, extend right aft, with class dining-saloon,the latter extending for 70 ft.
rooms and two w.o.'s, and, instead of the rome out any well, which departurefrom former of the length of the ship, and for the full width,
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nade,a verandaabout 24 ft. long. On the s elter practice. The central part of the deck-houseon with seating accommodationfor 346 passengers.
deck belowthereare four suites of rooms, equally this level carried right to the side of the Adjoining this a maids’ and valets’ saloon.
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capacious,but without the isolatedpromenadeand ship, there being first-class promenade for The remainder of this deck aft given up to

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veranda. ward only, and here also the side plating of the second-classstate-roomsarranged on the tandem
It maybe useful to give a brief descri tion of ship carried up with large windows in order to principle.
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the arrangementof the respectivedecks,0 eachof affordshelterto the passengers.The greaterpartof The upperdeck(Fig. 25, on Plate XXVII.) has
which lane are reproducedon Plates XXVI. and the deck-house given up to first-class state accommodationright forwardfor seamen,trimmers,
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XXVI . Fig. 18showsthe shade-deck. The boat rooms, and here again all the rooms have bath greasers,&c. Further aft there are, on the star
deck, which is about 60 ft. above the water-line roomsand \v.c. attached. In the after end there boardside, first-classroomson the tandemsystem,
and about 95 ft. fromthekeel, has a lengthof about a restaurantthe full width of the ship, with and on the port side the quarters for waiters,
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500 ft. amidships, and of it a plan is given in reception-roomadjacent to on the starboard stewards, &c., and for petty cfiicers. These com
it

Fig. 19, on Plate XXVI. At the forward end is side. This auxiliary to the ordinary dining-room municate with passagefor the conveyanceof

a
the navigating-bridge. On the roof of thecaptain’s greatly appreciated,as food served at any stores, &c. Near to the engine-roomcasing are
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bridgethereis placedastandardcompass.Adjacent time a. la rarte,and thus there somerelief from the engineers’ quarters, with their mess-room,
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to it are the quarters for the ofiicers,including a the irksome stringency of the ordinary routine pantry, &c., and with stairway leadingup to the

a
large sitting-room, which may serve either as a of life on board ship. On the port side there smoking-roomand promenadeon the boat-deck.
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dining-roomor smoke-room. Abaft of this is the separategalley, pantry, &c., for the restaurant. Aft there are more rooms for the second-class
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firstclasscompanion-way, alongwiththreeelevators, On this deck there also ladies’hair-dressing passengers.

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extending from this level right down through all saloon, barber's shop, and manicureestablish In the middledeck(Fig. 26) there accommoda

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the decksaccommodating the first-classpassengers. ment. The second-classsmoking-room arranged tion for firemen and third-class passengers,and
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In addition to this, there is aft a corresponding on this level about 200ft. from the stern of the on this deck there arranged swimming-bath,
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companion-wayfor first-classpassengers,while in a shi . Abaft the second-classcompanion-way 32 ft. long by 15ft. in width, and close to a the
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it

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separateintermediateposition is a fourth elevator, an elevator, and adjacent the second-classTurkish baths, electric baths, and every form of
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all of these being by Messrs. Waygood. On this smoking-room,with large spaceoutside for a pro accessoryof these. On this level there squash
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level also there is, on the starboard side, the menadefor second-classpassengers. On the poop racquet court, the areagivenup for this recreation
gymnasium, 46 ft. by 17 ft. The equipment there third-classsmoking-room,with an exten bein 30ft. by 20 ft. Amidships there are two
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arrangedfor in this gymnasiumincludes two elec sive promenadefor the third-classpassengers. th' -classdining-saloons,which occupytwo water
tric horses, a vibrator, a camel rider, a back The shelter-deck(Fig. 23) the first deckextend tight compartmentsfor the full width of the ship,
is

rubber, two hydraulic rowing-machines,two wrist ing right fore and aft, and thereforeformsthe top the lengthof the two separatesaloonsbeing100ft.,
it

machines,two racingcycles,and the usualSandow of the moulded structure of the ship. Under the and the seating accommodation,423. Abaft of
exercisers,punch-balls,weighing-machines, height forecastlehead the windlassandotheranchorgear, this are roomsfor second-class, and othersfor third
is

recorders, &c. There can be no uestion of the and part of the crew's accommodation. Abaft of class, passengers.
successof this recently introdu accessoryin this thereare companion-waysleadingto the third On the lower deck, of which half-plan given
is
a

modern ships, es cially since the practice has classaccommodationon the decksbelow, whichare in Fig. 2?, forwardare firemen'srooms, and abaft
beenintroduced0 allocatingspecialhoursfor men, sup lementalto the ordinary stairwaysin the fore theseseveralcompartmentscontainstate-roomsfor
women,and children. On the port side there is a casts and in the after end of the ship for the secondand third-classpassengers. Forward the
is

children's play-room of similar dimensionsto the accommodationof such passengers. For 450 ft. post-oflice,and aft the refrigeratingstores,while in
gymnasium. Theseroomsare immediatelyabaftthe abaft this the deck given up entirely to first-class the stern are moreroomsfor third-classpassengers.
is

first-classcompanion-way.A notableandcommend accommodation, thestate-roomsagainhavingeither On the orlop-deck(Fig. 28) forward there arethe
able convenienceis the engineers’ smoking-room a bath and w.c. attached,or shower-bathsand w.c. chain - locker, cargo- holds, baggage- rooms, mail
alongsidethe enginecasing,with a stairwayto the in connection with the rooms. Further aft there rooms (under the post-oflice),and in the extreme
engineers’quarters below, while spaceis markedofl the second-classlibrary and writing-room with after end of the ship storesand refrigeratedcargo
is

for an engineers’ romenade. An interestingdeve direct connection to the second-classentrance. holds. The lower orlop-deck shown in Fig. 29.
is

lopmentalso is t e arrangementof dogs’kennels. Around the deck-housethere a further second The tank-top or hold of the vessel(Fig. 30) for
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At the after end of the deck there is the second class promenade,while in the extreme aft there ward given up to cargo, and aft of the boiler
is

classentrance,passengersin this casehaving also are third-classpublic roomson the starboardside, and eugine-roomsthere arranged the electric
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the privilegeof promenadingat this high level. As with isolatedhospitalson the port side. Here also power-stationover the centre-shafttunnel.
the roofs to the public rooms on the level below third-class promenade. At the extreme end
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a

are on the clcrestorysystem,there is room for the of this deck placed the steering-gear, of the ELECTRIC INSTALLATION.
is

arrangementof deck-chairs in the centre of the quadrant type, by Messrs. Harland and Wolff, to
ship at a higher level than the promenadespace which referencewill be madelater. As can easilybe understood,the electric equip
on eachside. At three separatepositions on this The next level the saloon-deck . 24, on the ment in such ship a very important matter.
is

is
a

deck there are housed groups of lifeboats, with two-pagePlate XXVIL), havingthe ining-rooms Indeed, the generationand distribution of current
1'0

special davits for manipulating t-hem. these for the first and second-classpassengers. Right uals in extent that of many provincial towns,
we shall refer later, but here may be said that forwardaccommodationhas been provided for the w ile the variety of uses to which the current
it

is

the arrangementadopted has the great advantage firemen,and their quarters are reachedby spiral put, and the precautionarymeasuresadopted,are
a

that the boatsare concentratedin small space,the staircasefrom centralpassageright in the bottom far more important. The electric power-station
a
 276 ENGINEERING. [Fr:s. 27. 1914

THE WHITE STAR ATLANTIC MAIL STEAMER “

BRITANNIC.”
DESIGNED AND CONSTRUCTED BY MESSRS. HARLAND AND WOLFE, LIMITED, BELFAST.

AND Ruimsa-Posr on RAILWAY Taocxs.

Fm. 15. Tea Swans-l<‘sams

is abaft the main machineryspace in the centre

of the ship, and is arranged in two water-tight
com rtments; the walls, although far from the
shel -plating, as well as the floor and roof, are
capable of excluding water. In each of the two
compartmentsthere are two 400-kw. steam sets.
All four setsare alike, and have been supplied by
Messrs. W. H. Allen and Co., Limited, Bedford.
The steam-enginesare of the three-cylinder com
pound enclosedtype, with cylinders 17 in., 20 in.,
and 20 in. in diameter by 13 in. stroke, and these
drive at 325 revolutions per minute compound
wound dynamos, of the direct-current type, of
4000 amperes,with a ressureof 100volts. The
four sets work in paral el. Roughly, one machine
deals with the lighting of the ship, and two
with the demandsfor power and heating, while
oneis a stand-by. The switchboardis arrangedon
a gallery, and there are two distinct bus-bars,one
for power and one for lighting. In addition to
these thereis, as in manyof Messrs. Harland and
Wolff's recent ships, an emergencyplant, located
on the promenade-deck,and consisting, in this
case, of batteries with a capacity of over 4000
ampere-hoursat a ten-hourrate. Thesebatteriesare
always on the bus-bar,so that in any emergency,if
the main setsare shut down, all the lines distribut
ing currentthroughoutthe emergencycircuit would
remainin action. In addition to this all the boat
lowering appliances can be worked from the
batteries,as well as signals,the Marconi apparatus,
and the electric-whistlecontrol. In addition to
this battery systemthere is located on the saloon
deck, and therefore far above the load water-line,
an auxiliarypower plant, completein everyrespect, Fro. 16. One or run Swans BRACKETSAT run: DABLINGTONFoaorz.
with two 30-kw. Allen steam-drivensets, which
will be used for charging the accumulatorswhen each of the two electric-enginerooms a double-lare electrically controlled on the Willett-Bruce
current is being taken from them, as well as for inlet fan. For the ventilation of the stokeholds‘principle; the position of the rudder is indicated
running direct the emergencycircuit. These emer there are twelve fans, two in each boiler-room.‘ electrically on the bridge; the sounding-machine,
gencysets, too, will suflice for providing current These rangefrom 15to30 brakehorse-power.They by Messrs. Kelvin and White, is electrically
for use when the ship is in port, but their chief are situated at the middle-deck level, and are actuated,and electricity is also required for the
function is, of course,the charging of the accumu operated by pilot-control from the engine-room. submarinesignalling apparatus. The temperature
lators. There are also a largenumberof auxiliary electric of the hot fresh and salt-watersupply is controlled
The installation is on the single,-wiresystem. ally-driven machines throughout the ship. The by thermostat, and electrically-controlled valves
Low return wires are run from the bow to abaft turbine-casingand rotor-raisinggear is electrically maintain the temperature at a predetermined
the turbine-room. The mains from the switch worked. In connection with the sanitation there point. The clocks throughout the ship are elec
board in the central power-stationis carried up in are sixteen “ Stereophagus” pumps. In addition trically controlled from one of two master-clocks
two water-tighttrunks 7 ft. by 3 ft., with a central to the four first-class and one second-classpas on the captain’sbridge. Electricity isalso required
ventilationpassagebetweenthem, extending from senger elevatorsdriven by 6-horse-powermotors, for two loud-speaking telephones for navigating
the electric-engineroomto the boatrdeck. Connec there is a hoist for dealingwith mails betweenthe the ship, and for communicationwith the engine
tions are madeto master-boxeswhich are placedin post-ofliceand the mail-room,an elevator in con room, while a system of internal telephones is
the adjoining second-classcompanion-way. From nectionwith the oflicers’pantry, anotherconnected installed on a central exchange. These, too, may
these boxes branchwiring is led to distributing with therestaurant,and severalbetweenthe store be coupled up to the land circuits at South
boxes throughoutthe ship. Much of the current rooms and the main galley. All these elevators ampton or New York. There are, as already
is usedfor ventilating-fans,to supply warm or cold are by Messrs. Waygood. The electric heating indicated, electric baths in connection with the
air, according to the seasonof the year. To the throughout the ship, to be referred to later, Turkish baths, while the pneumaticconveyorsfor
arrangementof ventilation,however,referencewill involvesa largenumber of electric heatersin the handling messagesfrom the Marconi room to the
be made later, but here it maybe statedthat the first-classstate-rooms,all under the control of the inquiry office and purser‘s room are electrically
motors are operated from pilot-controls, brought passenger,while in the entrancesthere are radia controlled. Indeed, it would be almost impossible
togetherin central positions,soasto beeasilymani tors ranging in capacityfrom 3500watts to to exhaust the list of uses to which electricityis
6000'
pulated. Pilot-lampsat thecontrolling-stationindi watts. As will presently be explained, there are ; put, down to the manipulationof a clothes-pressing
cate not only whetherthe fans are running, but, six electriccranes.eachcapableof lifting 50 cwt. 1machineand electriciron and curling-tongs.
by reasonof the densityof the light, the speedat at a speed of 160 ft. per minute, and five cargo In this connection it may be said that the
whichtheyare beingrotated. In the reciprocating winches with a capacity of 3 tons. As already Marconi installation has beendesignedto transmit
engine room there are five large ventilating-fans, stated, the bulkhead doors are operated electric-\ over 2000miles under favourableconditions. The
in the turbine-room one double-inlet fan, and in ally from the captain’sbridge. The two whistlesI antenna.»are carried on the masts,which rise to a
 FEB. 27, 1914.]
THE WHITE STAR MAIL STEAMER “BRITANNIO."
DESIGNED AND OONSTRUCTED BY MESSRS. HARLAND
4,.‘ _
lllilflllli Ckfilllfi
4 _
FIG. 40. Arraa END or Tunums CASING.
height of 205ft. above the average load-line, so
that wires will be 25 ft. above the top of the
funnels, and therefore beyond reach of the hot 1!!ventilating @119
88898. the principle adopted has been to utilise large loops communicatingwith all lavatories, &c., in
ENGINEERING.
AND WOLFF, LTD, ssnmsr.
VENTILATION.
hbbibliblequartersOf 15116
ship. rising main there is a series of branch mainsor
=27
suction fans to draw away the foul air directly
from the sanitaryquarters,and also from all places
adjoining it, so that there is no possibility of the
polluted air finding its way into the state-roomsor
cabins. At the sametime coldfreshair is delivered
in summer,andwarm air in winter, into eachout
side state-room or passage. The supply of this
air is througha seriesof trunks laid alongthe sides
of the ship, with louvres, and some idea of the
extent of the systemmay be gainedfrom the fact
that 1500 such louvres have had to be provided.
In manyof the inner rooms, in order to assistthe
ventilation,suctiontrunks are fitted,in supplement
to the cold-air supply trunks. The main supply
trunks are in sections, and the fan connected
with each is placed on the boat-deck or above
it. There are 76 fans, either of the suction
or supply type. In winter the air supplied
by the fans to all outside rooms is passed over
steam- radiators or coils before entering each
section of the main trunk. The object in
dividing the trunks into sectionsis to ensurethat
no trunk passes through a water-tight bulkhead.
In addition to this main system every first-class
room hasan electric fan, under the control of the
passenger,for the circulation of air in the room,
and similar fans are installed in the public rooms.
In addition, electric heaters are provided exten
sively throughoutthe ship.
SANITATION.
The ususlpracticein arran 'ngthesanitaryinstal
lation in shipsis to conductt e dischargefrom each
set of lavatories independentlyto an outlet pi
in the hull of the ship, about the level of t e
water-line. This means an enormousnumber of
openingsin the sidesof the ship. In ships of the
size of the Britannic these might number about
350 on eachside. In order to avoid this multi
plicity of openingsall the dischargesin eachsepa
rate water-tight compartment are connected to
one main on each side of the vessel, which com
municateswith a catch-tank. From this latter
the contents are discharged overboard by an
electrically-driven pump, which is automatically
-startedor stop ed by a switch operated by a float
in the tank. he pumpsusedare of the “ Stereo
phagus” ty , with 4-in. suction and discharge
pipes,and e tanks are locatedin small recesses
leadingfrom the stokeholdsand engine-rooms,the
dischargein each case being just below the load
line. There is also a by-pass arranged so that
-shouldany pump be temporarilyout of repair, or
stop from any cause,therewill be suflicientheadin
the pipesto ensurethat the dischargewill continue
byreasonof the headin the pipes until such_time
as the pump can be put right.
The supply of sanitary water is under control
from the engine-room,by meansof a control-valve,
whichrenders unnecessaryinlargereservoiron the
boat-deck,where it is alwaysdesirable to econo
mise weight. In substitution of the force of
gravity affordedby such tank, it is arranged that
the sanitary pump in the engine-roomwill main
tain a pressure of about 55 lb. in the supply pipe
it all times. This ensuresa minimumpressureat
the boat-deckof at least5 lb. In order that this
supply shall be maintained and not exceeded,
there is fitted, with communicationto the supply
pipe nearthe pump, a control-valve of the piston
type, so that the rise and fall of pressure in the
piperaiscsor lowers the piston of the valve, and
thereby cuts off or admits steam to the sanitary
pumps.
The cold-watersupply for lavatory and similar
purposesis operatedin the same way. Drinking
wateris d through a Railton and Campbell
filter in t e engine-room,from which it passesinto
\ tank on the boat-deck, whenceit again passes
through Pasteur filters into another tank. Hot
waterfor cleansingpu is laid on to all the
lavatoriesand to all of the first-classstate-rooms.
In this casethe water s from the cold fresh
water tank on the t-deck without passin
througha Pasteurfilter, and by a main is conveyed
to a storage tank in each of the boiler-uptalres.
Thence it flows into the bottom of the heating
tank, which is placedbelow,andhereitis heatedby
a steam-coil, the temperaturebeing regulated by
thermostat. The water, rising with increaseof
temperature,passesinto a rising main,terminating
on the boat-deck with an overflow. From the
 278 ENGINEERING. [Fss. 27, 1914.

eachwater-tight compartmenton the deck immedi change-valvesfor diverting the exhauststeamfrom and the propeller-shaft281 in., with a 12-in. hole,
ately above the branch main. This latter is, of the reciprocatingenginesto the turbines or direct reducedat the after end by short lengthsof taper
course,suspendedunderthedeck. By thesemeans to the condensers. A sluice-valveis fitted in the to in. There portablecouplingto enablethe

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6

a
the water is hottest at the point of discharge,so eduction-pipesbetween the turbine and the two propeller-shaftto bewithdrawnoutboard. The wing
that there is not any needto run the water from condensersto enableeithercondensertobe shut off. propellershavethree manganese-bronze bladeson a
the tap until hot water is reached. As a conse The electric generating-station,as already stated, cast-steelboss,the diameterbeing 23 ft. in., and

9
quencethere is less wastagethan with a gravity occupiestwo compartments still further aft. the screwsare to run at 77 revolutions per minute
hot-watersupply. when the two engines are indicating collectively
THE RECIPROCATING ENGINES. 32,000horse-power. These wing propellers are at
THE GENERAL ARRANGEMENT OF THE 41ft. in. centres,but the reciprocatingenginesare

6
PROPELLING MACHINERY. The main reciprocating engines are illustrated only 32 ft. in. centres,the shaftsbeing splayed.

6
on Plates XXVIII. to XXXI. They are of the
The propelling machineryis arranged generally four-cylinder triple-expansion type, balancedon THE EXHAUST TURBINE.
as in the Olympic, and as we published complete the Yarrow-Schlick-Tweedysystem,with the low
drawings on the occasion of the launch of the pressurecylinders placed at the endsfor purposes The turbine driving the centre shaft of the

is
Olympic (seeEzmmnsamo, vol. xc., pages620and of balancing. The general systemof framing and Parsons exhausttype, to take steamfrom the two
6933, there is no need to repeat them. The bed-plateis well shown in Figs. 31 and 33. The reciprocatingenginesat pressureof about 10 lb.

a
arrangement, too, is shown on the plan of the diameters of the cylinders are 54 in., 84 in., absolute, exhausting into two condensers at
tank-top or hold, Fig. 30, on Plate XXVII. A 97 in., and 97 in., and the stroke 75 in. All the about 28 in. to 28{;in. vacuum,with 30-in. baro

a
brief descriptionwill suflice,specialattention being cylinders are fitted with piston-valves,whereasin meter. This. the largest marine exhaust turbine
directed to the changesintroduced. These, how the Olympic the low-pressurecylinders had flat yet made, illustrated on Plates XXXI. and

is
ever, are only in detail. There are six boiler slide-valveswith relief rings at the back. This XXXIIL, and on page 277. The over-all length
rooms. In No. 1 room, that nearestthe engines, change has been made becauseof the increasein of the turbine about 50 ft., the rotor bladed

is
there are five single-endedboilers,with their backs pressurein the low-pressurechest,as it is intended weighs 150 tons, while the total weight of the
to the engine-roombulkhead. In each of the to develop a higher powerand to exhaust into the turbine complete 490tons. It has beendesigned

is
rooms Nos 2 to 5 there are five double-ended turbine at a slightly increasedpreesure—about to develop about 18,000 shaft horse-powerwhen
boilers, athwartshipin one row, and in No. 6 room 10 lb. absolute, instead of 9 lb. under the same running at about 170revolutionsper minute. The
four boilers, as here the “ fining" of the lines of conditions. As shownin Fig. 32,the high-pressure rotor-drum of forged steel, in two pieces in the

is
the ship reducesthe width available. The boilers cylinder has one iston-valve,while there are two longitudinal line, and they were manufacturedby
in Nos. 1 and 2 are arranged with uptakes to on each of the ot ers. Fig. 34, on Plate XXIX., the special spinning process adopted at the Atlas
convey the gasesinto the third funnel from the is a sectionthroughthe high-pressurecylinder, and Works, Sheflield,of Messrs. John Brown and Co.,
bow ; those in Nos. 3 and 4 exhaust similarly into Fig. 35,on the sameplate,a sectionthrougha low Limited. The diameter 12 ft. in., and the

is

6
the second funnel, and Nos. 5 and 6 into the pressure cylinder; both give a clear idea of the length 14ft. 11- in. A good idea of afforded

is
it
forward funnel. The uptakes are fitted with ex arrangement. The sectionthroughtwo valves,with by the views, igs. 41 and 42, on Plate XXXL,
pansion joints over the boilers in the form of a the cross-headfor connection with the links. is when was being turned in the lathe. The end

it
sleeve,with holes for sliding-bolts. The funnels, shown in Fig. 36, on Plate XXX. The piston wheels are of cast steel and were shrunk in and
which rise to a height of 160ft. from the wing fur valves are fitted with Lockwood and Carlisle’s pinned in positionin the usualway. largestiffen

A
nacebsrs, are 25 ft. 6 in. by 19ft. 9 in. in external rings, which are also ado ted on all the cylinder ing wheelhasbeenfittedinternallyequidistant from
the

dimensions,the inner casing beingproportionedto pistonsexceptingthat of high-pressurecylinder, the end wheels(seeFig. 58, Plate XXXIIL). The
suit the number of furnaces in the groups of where the ordinary Ramsbottomrings are applied. spindles are 3ft. in diameter at the bearingsand
boilers respectively exhausting their gases into The valves are operated by Stephenson’s link ft. in. in the wheels, but there short,

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3

a
7
them. In the Britannic, Stone’sash-expellershave motion,and good idea of the size of the gear quick taper to 21} in. wherethe aft spindle joins

is
a

been fitted—one in each of the six boiler-rooms, affordedby the viewof the links, rod and eccentrics the tunnel-shaft. Through them 23-in. hole,

is
a
and, in addition, there are four ash-hoistsof the reproducedin Fig. 37, on Plate XXX. reduced to 11 in. at the tapered part (Fig. 58).
Railton and Campbell type. The coal-bunkersare All the moving parts are of forgedsteel, but the Bolted to the rotor-shaftat the forward end

is
a
arranged athwartship on each side of the trans connectingand piston-rods are of high- tension thrust-shaftwith 16 collars,the total thrust surface
versebulkheadsseparatingthe boiler-rooms. This steel. The diameterof the high-pressureand inter being 5000sq. in. The turbine casing of cast

is
minimisesthe amount of coal-trimming, and the mediate-pressure piston-rods 14 in., and thoseof iron, and was produced in the foundry at Messrs.
is

stoker gets fuel from a bunker-door oppositethe the low-pressure cylinders 11 in. The connect Harland and Wolff's works—one of the largestin
end of each boiler. There is also a bunker at ing-rod, which has length times the stroke, the country, and now equippedwith the important
2
a

the forwardend of No. 6 boiler-room. In addition illustrated by the view, Fig. 38, on Plate XXX. accessoryof well-equippedlaboratory. The casing
is

a
there is a fore-and-aft bunker at the lower-deck The body of the high-pressureand intermediate ribbed both circumferentiallyand longitudinally.
is

level alongeachsideof the ship. The ship is coaled pressurerod taperedfrom 13}in. in diameterat The views,Figs. 71 and 72,on page277,show ts
is

through special doorson the side of the ship, with the top to 15 in. at the bottom in the caseof the of the casing. The blading varies in lengtfiluas
;

communications to thefore-and-aftandthe athwart low-pressurerods the diameter in. less. The shown in Fig. 58, from 16 in. to 26§ in., and
is

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2

ship bunkers. top endbearingsare 1615 in. in diameterand 17}in. built up on the rosary system_insegments,with
The steam-pipingarrangement has had special long, in the caseof the high-pressureand interme two binding-strips for the shorter, and four for the
attention. There is a main pipe on the port and diate-pressureengines, while those of the low longer,blades. The wholeareaof the turbine rotor
starboardsides respectively,and each takes steam pressure engines are in. less in each case. at the forward end utilised to balancethe thrust
is
3

approximately from half of each row of boilers. The crank-pins in all cases are 27} in. in dia of the propeller, so that there no dummyfitted.

is
There are cross-connectionsbetween the mains in meter, the length in the case of the high and In the glands there are fitted 20 rows of radial
eachboiler-room,with stop-valvesso arrangedthat intermediate-pressureenginesbein 35 in., and in rings and four Ramsbottomrings. The bearings,
any sectionof the main, with the boilersconnected the low-pressureengines 24§ in. crank-shaft which havewatercirculationand forcedlubrication,
e

to it, can be cut out. Thus any of the boilers can in four ieces,and the diameter 27 in., with are of great length, being ft. by ft. in. at

9§
is
is

6
a

be shut down without affectingthe remainder of 9-in. hole ored through it. In each enginethere both ends. The tunnel shaft driven by the turbine
the steamsupply to the main. On the boiler-room are nine bearings, two for each crank-pin, while 20$ in. in diameter,with a 10-in. hole, and the
is

side of the bulkheaddividing the enginefrom the an additional bearing has been introduced in the propeller-shaft 22§ in., with a 10-in.hole,tapered
is

boiler-roomsa Cockburnpatentemergencyvalveis centreof the engine(Fig. 31). This in accord to in. at the after end. The propeller in this
s is

fitted, which can be closed in a few seconds. On ancewith Messrs. Harland and Wolfl” latest prac case four-bladed,solid,andof manganesebronze,
is

the engine-roomside of the same bulkhead there tice in large engines,in order further to “ steady” the diameterbeing 16 ft. in.
6

is for eachmain a steam-separator,which is auto the shaft. The over-all length of the engineis
maticallydrainedby means of traps. Above it is about 63 ft., and the bearings collectivelyhave a THE MANLEUVRING GEAR.
the main stop bulkhead valve, while on the reci length of 26ft. in. These bearings havecast
6§

procatingengineitself is the usualmain stop valve. steel bushes lined with white metal.and the shaft The manoeuvringgear almost exactly the
is

The twin reciprocating engines, of the four secured by cast-steel keeps. There water same as in the Olympic. The two steam leads
is
is

cylinder triple-expansiontype, are in one en ine service through the keeps,and, in addition to the from the boilers, already referred to, are con
room, with the usual feed, sanitary, and ilge oil service at the top, there are pipesthrough the nected at the bulkhead stop-valves with two
pumps and all auxiliaries associated with the flangesat the ends of the bottombushes. The oil shut-ofi' valves, so that either can be utilised
boiler feed, the refrigerating machinery and, on service by gravity. for supplying steam to either engine. The stop
is

the lower deck level, a workshop, having a large The thrust-shaft 26 ft. 11 in. long and 27 in. valves are of the equilibrium double-beat type,
is

lathe, shaping- machine,drilling - machine,grind in diameter,with 9-in. hole. There are, as shown operatedby hand-wheel from the centre of the
a

stone, emery wheel, &c., operated from a shaft in Fig. 39, on Plate XXX., fourteen collars, with engine-roomplatform. Reversing effectedby
is

driven by an electric motor. The principal central as well as end bearings—alsoa practice a Brown’s engine. The exhaust-pipe from the
a

difference,apart from theincreasedsizeof the main generally adopted in large engines by Messrs. low-pressurecylindersof each engine connected
is

enginesand the auxiliaries,is in the substitution Harland and Wold‘. The total surface on each to change-valve,whosefunction to direct the
J
is
a

of gravitationfilters, by Messrs. . H. Carruthers thrust-block 6860 sq. in. In this case,as well flow alternatively to the condensers direct, or
is

and Co., Limited, Glasgow,for pressurefilters, on as in all the pro eller-shaftbearings,forcedlubrica through the turbine. These valves are of the
the dischargeside of the feed-pumps. This neces tion fitted. his applies also to all the turbine piston type, with ring of special form. When
is

sitateda slight rearrangementin thepositionof the hearings. The oil forced by three umps-—onethe piston at its highest position, steam
is

is

main feed-pumpsand other auxiliaries. Again, of which stand-by—to tank hig up in the passes through the strainer to the turbine;
is

a
a

insteadof all three evaporatorsbeing on the star engine-roomcasing,gravity affording the pressure. when loweredthe ports are open to the condenser.
board side, one has beenplacedon the port side. The dischargefrom the bearings into drain-tanks, The piston suspendedto lever, the opposite
is
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The exhaust-turbinedriving the centre shaft is whencethe oil pumped through filters to the endsof whichare connectedto Brown’s hydraulic
is

located, as in the Olympic, in a separatecompart supply-tank. But to return to the shafting; the engine,as usedfor reversingreciprocatingengines.
ment ahaftthe reciprocatingengineroom.with the line shaft 26;}in. in diameter,with a 12-in. hole, This engine. too, associatedwith the turbine
is
is
 FEn.27,I9i4] ENGINEERING =19
governor-gear,as it is set to cut-ofl'the steam to the condenser is that long adopted by Messrs. ing surfsce which is allowed in this type I f liiter.
the turbine by meansof a Proell governor should Harland and Wolff. In line with the main inlet A strong point is madeof this, for it is maintained
the revolutions exceedby 20 per cent. the normal from the turbine extending the whole length of that unless the flow of water is very slow through
rate. The hydraulicenginethen causesthe piston the condenserare division-plates,which ensures a medium,it is impossible for the oil to be depo
of the change-valveto fall, opening the ports to uniform distribution of the steam,while the pear sited, and a slow velocity of flow of necessity
exhaustinto the condensersdirect. The exhaust shapeof the sectionincreasesthe tube area where entailsa large filtering surface. These filters are
pipes from the cylinders to the change-valveare the largestvolumeof steamis admitted. The tubes arrangedon the twin system, by which one-half
fitted with bellows-joints having two flattened,are of in. externaldiameter,and the pitch varies can be opened for examinationor cleansing,while
discs with s ial steel rings, and with flangesto from 1,4,;in. upwards. The total surfacein the two the other half temporarilydealswith the wholeof
take the pipes. The conical form of the discs condensersis 50,000sq. it. There is alsoa condenser the feed-water. There is thus no cessationin the
permits movementdue to expansionand contrac . for dealingwith the exhauststeamfor all auxiliary process of filtration. In addition to acting as a
tion. Similar joints are fitted to all pipes con engines,with 3600sq. ft. of coolingsurface. filter for grease,this design actsas an air-separator
nected with the condenser,as they ensure also The maincirculating umps—four in all—are of also, andenablesa greatpart of the dissolvedair to
air-tightness. Messrs. Harland and olfi's own manufacture. escape from the feed-water, and thus prevents
The eductionpipe from the turbine to the con They consist of a two-cylinder engine boiler troubles,to which the presenceof air in the
denseris fitted with a large sluice-valve,as shown working on cranks placed at 180 com(pound
eg., so as to feed-watergivesrise.
in Figs. 56and 57,on the two-pagePlate XXXIIL, reducevibration to a minimum. The pumpsthem The floattank, into which thesegravitationfilters
while details of the valveare reproducedon Plate selvesare of gun-metal,andthe inlet and discharge discharge,servesalso to control the hot-well pumps
XXXIL, Figs. 44 to 55. This valveenableseither branches are 29 in. in diameter. The auxiliary usedfor passingthe feed-waterinto, first, a heater
of the condensersconnectedto the turbine and. condensercirculating pumps are also by Messrs. utilisingtheexhauststeamfromtheelectricengines,
both reciprocating engines to be shut off for Harland and Wolfl'. and, second,into a contact heater placed high in
the engine-roomcasing,in order to get as greata
headas possible.
There are two pairs of single vertical hot-well
pumps, of Weir's make, each pair capable of
dealing with the whole of the feed-water—1'.e.,
700,000lb. per hour; but under ordinary condi
tions all four pum work at slow a ed. The
heaterusing
' the ex aust steamfrom t e electric
light en es is of the horizontal “ Uniflux " type,
also by essrs.Weir, and is ca ble of dealingwith
700,000lb. of feed-waterper our when sup lied
with 50,000 lb. of exhaust steam. The eir
direct - contact feed- water heater contains auto
matic control-gearand is also capable of dealing
with 700,000lb. of feed-waterper hour. There
is also a horizontal uniflux surface feed-water
heater to deal with 350,000lb. of feed-waterper
hour and condense16,080lb. of exhauststeamper
hour from the heating and cooking exhausts. A
monotypeair-pump,to maintaina vacuumof 10in.,
is fitted in connectionwith the heater. Thus the
feed-water is raised to a temperature of nearly
220 deg., and gravitatesfinally to the suction side
of the main-feed umps. The boiler-feedingsystem
generally is divided into three sections, with an
inde ndent main and auxiliary pipe for Nos. 1
and boiler-rooms,for Nos. 3 and4 rooms,and for
Nos. 5 and 6 rooms,in order to ensure a bette
distribution of the feed-water. There are four pairs
of Weir main feed-pum ; eachpair of thesepumps
is capableof dealingwith half of the entire feed
water.
For making u loss in the feed-watersupply,
&c., there are going supplied by the Liverpool
Engineering Company three of their well-known
evaporstors, of the Quiggins patent type, each
having a capacityof 60 tons per 24 hours. The
shells are of castiron, fitted with the usual mount
ings, also automaticfeed-waterregulator and coil
drain steam-separator, and independent du lex
FIG. 73. ONE or THE CoNusNslas IN Coviisi: or CoNs'riwc'rIoN.
evaporator feed-pump. The two distillers ta ing
steamfrom theseevaporatorsare of the “Climax"
repairs, the steampassingthen to one condenser. The four main air-pumps are of the Weir dual fresh-waterlow-pressuretype, by Messrs. Hocking
The featureof the valveis its enormoussize. The type, each dealing with 155,000lb. of condensed and Co., Limited, Liverpool, with a capacity of
total length is 19ft. 1 in., and the breadth 11ft. steamperhour,and designedto maintaina vacuum 5000gallonsper 24 hours.
9} in. The openingis 8 ft. 6 in. by 10 ft. 6 in., of 28 in. when working at not more than thirty
but the clear area is somewhatless than these doublestrokesper minute. The air-pumpsfor the THE BOILERS.
multiplied together, owing to the stifi'sning—stays auxiliary condenser are of the same type The
and valve-supports. The gate, it will be seen, is air-pumpsdischargeinto one or other of two feed In thesix boiler-rooms,arrangedasalreadystated,
in two parts owing to its great size, and it is water tanks, eachhavinga capacityof 2790gallons, thereare in all twenty-four double-endedand five
opened and closed by hand—gear.On the back and from thence the water passesinto gravitation single-endedboilers.. Drawingsof oneof the former
of the gateare two racks, into whichengagepinions filters of the well-known design manufacturedby arereproducedonthe two-pageplate, No. XXXIIL,
J
mounted on a cross-shaft having worm-wheels, Messrs. . H. Carruthersand Co., Limited. Glasgow. Figs. 61 to 70, while a view of several of the
which in turn engage with the spur-gearthat is These filters are illustrated by Figs. 74 to 76, boilers completedin the shops at Belfast is given
rotatedby hand. The sluice is built up of a cast on page280. are on List and Munn’s patent on Plate XXXI. (Fig. 43). Each of the double
body formed in sections, and the whole of the principle, and They wor purely by gravitation. There endedboilers is 21 ft. meanlength, and 15ft. 9 in.
massive structure was constructed by Messrs. are four wrought-stoel tanks in the ship, and meandiameter. The diameteris the sameas that
Harland and Wolff themselves. into these the water is discharged at a slight of the boilers of the Olympic, but the length is 1 ft.
pressure head. Within these tanks there are greater. There are at each end three fumaccs,
THE CONDENSER AND BOILER-FEED laced a number of cells standing upona double with Morison's fiues, the inside diameter bein
PLANT. ttom, and communicatingtherewith in such a 3 ft. 9 in., and the fire-barsare of the Railton and
way that water passing throughthe cells finds its Campbell rockingtype. The fumaces in eachend
Oneof thetwo maincondenserspartlyconstructed way into the receptacle formed by the double are oppositeto eachother, and lead into a common
is illustrated by Fig. 73, above. In this view bottom. The cells are covered with a suitable combustion-chamber.The details show the tubes,
the condenseris on its side, the two inlets for textile medium, so arranged that there are two stays,and riveting. The heatingsurfacein eachboiler
the circulating water, which are on the bottom strata through which the impure water within totals 5702sq. ft., and the gratearea 1308 sq. ft.
of the condenser,areseento the left of the illustra the tank must pass in its course to the double The five single-ended boilers are of the same
tion, with the platoswhich form the footingor stool bottom. The filtering material used has the pro diameterasthedouble-endedboilers,and 11ft. 9 in.
on which the condensersits. The steaminlet is to perty of arresting oil or greasewhile allowingthe mean length. The general construction, too, is
the top of the view,but will be to the left whenthe water itself to pass. By the removal of the top the same,but the shell-plates are in one length,
condenseris coupled up to the turbine, as shown coverof the tank the cagesforming the cells can with two platesin the circumference. The heating
in Figs. 56 and 57. The oblong openingis for the be readily withdrawn and clean ones substituted, surface in eachis 2822 sq. ft., and the grate area
exhaust connectionfrom the reciprocating engine though this is only necessaryat considerablein 65.4sq. ft.
through the change-valveof course. The form of tervalsof time, on accountof the enormousfilter Thus there are in all 159furnaces.3461sq. ft. of
 280 ENGINEERING. [Fan 27, 1914.

grate area,and 150,958sq ft. of heatingsurface— shaped casings. These are placed in an insulatedla moderatelength, and are thoroughly interlaced
a ratio of 1 to 43.6. ce at the orlop deck-levelover the machines. to ensure an equal distribution of cooling effect

THE PUMPING ARRANGEMENTS.
In the engine-roomthere is a large installation
s
n the same level three brine-pumpsare fitted, throughout.
the connections to these being interchangeable.
The brine-return tanks are placed at the lower APPLIANCES FOR NAVIGATING AND
deck-leveldirectly over the evaporators. WORKING THE SHIP.
One-half of the refrigerating installation of

is
of pumpsfor variousduties—sanitary,bilge,ballast, ample capacityto deal with the wholeof the duty Nowhere on the ship are the lessonsof experi
fire and generalservice.and all havebeenmadeby required, the other half beingreserves. The instal ence so fully applied as in the navigation and
Messrs. Harland and Wolff. They are all of the lation embodiesall the latest facilities for efiicient working of the vessel. The captain'sbridge 63 ft.

is
vertical duplex type. Five ballast-pumps have coldstorage.Theship's provision-roomsaresituated above the water-line, nearly 100ft. above the
11-in. steam cylinders and 12-in. pump cylinders aft on the lowerand orlop decks. Theseroomsare keel, and on the top of the “wheel-house” is a
adapted for a 15-in. stroke, the capacity being very extensive,and aredividedup into independent standardcompass,isolated from everythingwhich
250tons per hour at moderatespeed. The four cold chambersfor beef, mutton, ultry, game,and can magnetically affect it. Not only can the
sanitarypumps, of the same capacity,have 12-in. fish, vegetable-1, fruit, milk and utter, bacon and navigating ofiicer from the bridge receive com
steamand pumpcylindersfor a 15-in.stroke. The cheese,flowers, mineral waters,wine, spirits, and municationfrom the look-out forward and in the
three bilge-pumps,with a capacity of 150 tons, champagne. For the restaurant separate set crow's-nest,and issue orders to all parts of the

a
havesteamand pump cylinders 10in. in diameter, of cold chambers provided. Each chamber ship by telephone or telegraph, but by meansof

is
is
SYFIIDN
$
.:.-.‘ - :;1: ‘ANTI
' PIPE’ flYE—fL$S 0lITLET

i
I
l V/~

."
/I1Z

_ >—i .//, ,,
V

U
v.-,

for 12-in. stroke. There are in addition five

a

powerful fire and general service pumps. Three

pumps by Messrs. Weir serve for the forcedlubri
cation,one beingset asidefor the turbine bearings,
one for the reciprocating-engine'sthrust-blocks,
tunnel-shaftbearings,dz-c.whilethethird stand
is
a
,

by. Two of thesevertical forced-lubricationpumps

eachdeliver 6000gallonsof oil per hour at twenty
doublestrokes per minute, and one delivers 9200
gallons of oil per hour at twenty double strokes
per minute. Messrs. Weir also supplied single
a

direct-actingvertical fresh-water pump to deliver

2800gallonsof water per hour, and three vertical
fresh-waterpumps,eachcapableof delivering 5100
gallonsof water per hour at thirty double strokes
per minute.
There are two systemsof piping for pumpingout
the bilges. For normal conditionsthere main
is
a

leading fore and aft, with suctionsto wells let into

the doublebottom,to which the drainagefrom the
tank-top flows. For emergencyusethere a large
is

pipe extending right fore and aft, with a valve in

eachcompartmentwhich can be openedor closed
from deck well abovethe water-line. All ballast
a

and bilge-pumpsdraw from this system,and the

arrangement is_ such that water may be pumped
from any compartmenteven although there is
a

flooded compartmentbetween the pump and the

desiredpoint of suction.
REFRIGERATING PLANT.
A very completerefrigeratingplant
Free. 74 'ro 76. Lrsr arm Moss's Grnvrrr Farm-\Vu:sa FILTERS; Msssas. J. H. Casaurnsas
AND Co., Lmrrsn, GLASGOW.
kept at the correct temperatureto suit the com “ tell-tales " he hasdemonstrationthat the orders
modities stored. In addition to the provision have been executed. Thus the working of the
fitted on chambersthere a large insulated spacefor the main propelling enginesare indicatedon the bridge
is

is

the Britannic, consisting of two large horizontal carriageof perishablecargo. This space adjacent one of McNab’s indicators—by the McNab
is

duplex CO., machinesby Messrs. J. and E. Hall, to the provision-rooms. Arrangementsare made arine Appliance Company,London. The angle
Limited, of Dartford. These machines, one of throu hout the ship for coolingthe drinking water of the rudder electrically recorded. There
is
is

which illustrated by Fig. 77, on page281, are and a so for coolingthe number of larders in the an electric “sounding" machine,and by meansof
is

placedon the port side of the reciprocating-enginebars and pantriesin various parts of the ship in all electric submarine bells the proximity of light
room on the floor level. Each machinecombines three classesof accommodation.Therearealso two shi &c., indicated. The engine, steering
is
,

two completeunits, capableof being worked inde large ice-makingtanks fitted with special rocking an docking, telegraphs, by Messrs. J. W. Ray
pendently one from the other, so that in reality gear,electricallydriven, for the productionof clear and Co., Liverpool, serve similar functions. The
there are four refrigeratingunits provided. Each ice for tableuse. bulkhead doors can be closed from the bridge,
machine has two compressors,bored from solid The variousprovision-roomsand the cargo-room and there an indicator showing the position of
is

blocks of high-carbonsteel. Two completesets of are fitted with electrically-weldedgalvanisedbrine eachdoor. Pneumatic tubes are providedfor the
condensercoils are contained in the base of each grids. Each brine service in these spaceshas an receipt and despatchof messagesto the Marconi
machine. Each machine completewith its own independentbrine lead and return. This enables room,and thesealsoare fitted betweenthepurser's
is

surface condenser,air and feed-pumps,and brass- the engineerin chargeto seeat once any varia officeand the Marconi telegraph-oflice. These are
if

endedwater- pump. The evaporatorsconsist of tion occurs in the circulation through any par of the “Rebesi" type, made by Messrs. Reid
four completenests of coils contained in two [)-I tacularisection. The brine circuits are kept at Brothers, Engineers, Limited, London. The
 FEn.27,i914J ENGINEERING fir
tubesarerun alongsidebulkheads and underneath seconds. The patentautomaticdirection-indicator, gearis of the well-knowndesign of Messrs. Napier
docks between the two offices,and the telegram which indicatesthe first stroke of any changein the Brothers, Limited, Glasgow. The anchor gears
forms filled in by passengers,or the telegramsre direction of the running of engineson the separate (Fig. 22, on Plate XXVI.) consist of two cable
ceivedby the ship, are conveyedalong thesetubes third 'thwartship dial of all three bridge instru holdersmountedon the forecastleheadand driven
by air pressure. The time of transit is about ments,doesnot take eventhis time,andthe oflicers from the deck below by two 18-in.by-14in. double
5 seconds. The motivepower is derived from an on the bridge are practicallyaware of everything cylinder enginesthroughworm-gearing,theengines
electric motor direct coupled to a “Rebesi” done in completing the orders which they have being coupled in such a way that either or both
machine, which creates a continuous vacuum in transmitted. For the handlingof the ship Messrs. can be connected to one or other of the cable
the tubes. This machinery is placed in the lift Ray havefitted betweenthe forwardbridgeandthe holders. In addition to this gear there is a wire
motor room, immediatelyabovethe lift-shafts, and after docking-bridgefour 20-in. clear double-dial rope windlass for working the auxiliary 15-ton
an air main is run from this room to the Marconi all-brassinstrumentsandone flange-backhelm-indi anchorwhich is fitted on the shelter-deckforward
room to upply the tubes. An exhaust main is cator. Two of theseinstrumentsenableany possible of the engines,and driven by them through bevel
also fittef'h'om the lift-he.-idto one of the smoke order to be given to the engine-roomto control the and worm gearing. This wire-ropewindlasshas a
stacks. “Up” and “down " tubes are provided, engines via the bridge; the others enablea com groovedbarrel 7 ft. 8 in. in diameterby 8 ft. 7 in.
so that messagescan travel both ways simul plete set of docking and steering orders to be long, and is capableof taking 175fathomsof 10-in.
taneously,and beyond the insertion of the carrier transmitted and replied to between fore and aft. steel-wire rope. The brake-gear of the cable
in the tube, the action is entirely automatic. These instruments are connected by the same holders and wire-rope drum is of Napier's patent
Directly a carrier is inserted in a tube it is taken system of 6-in. ball-bearing pulleys; delta-metal differential self-holding type, the special virtue of
awayby the air and is dischargedautomatically on chain of a heavydescriptionis usedinstead of the which is that it is the load which governsthe gri ,
to the desk at the distant end. The apparatus usualcoppersash-chain. so that once the brake is put in gear, it can go
which accomplishesthis is constructed so that the The steering control of the ship is effected safelyleft alone,no matter how bad the weather
air current is taken around a by -pass, thus through the well-known telemotorgear of Messrs. may get, as the greaterthe strain on the cablethe
obviating any interruption of the air supply, while Brown Brothers and Co., Limited, of Edinburgh. tighter the latter is held.
the carrier is guidedthrougha door and thus out The installation consists of a standard mounted The forward warping-gearconsists of four cap

‘7

Flu. 77. Sn or Two DUPLIX CO, REFBIGERATINGMscnmss; Massas. J . AND E. HALL, Lmrran, D/uvrroan.

of the tube. The wholeof the plant is simpleand on the flying-bridge,mechanicallyconnectedto the stans on the forecastle headfltwo of which are
unlikely to get out of order, and only It horse telemotortransmitterin the wheel-house,but pro driven from the deck below by separate18-in. by
poweris requiredto work the whole installation. vided with a disconnectingclutch to permit of this 14-in. double-cylinder engines through spur and
The Marconi installation can transmit under gearbeingdisconnectedwhen steering direct from bevel-wheelgearing. The other two are connected
normal conditions over a distanceof about 2000 the wheel-house. The transmitter is of very mas to the windlassengines by bevel earing. There
miles, so that the vessel on the Atlantic voyage sive design. and the pipes connectingit to the is also an additional capstanon t e shelter-deck
mayalwaysbein connectionwith either the British motor cylinders in the steering-gear house aft aft of the windlass-engines,connectedto them by
or American shorestations. The mastscarry the are of specially large bore to permit of an easy bevel gearing. The aft warping-gearconsistsof
antennae,205ft. abovethe water-line. flow of the fluid. The telemotorcylinders in the four capstansfitted on the shelter-deck,and driven
The three telegraphs from the bridge to the steering-engine housearein duplicate,and provided from the deck below by four separate18-in. by
J
engine-room,madeby Messrs. . W. Ray and Co., with a readymeans of changing over from one to 14-in. double-cylinder engines through spur and
Liverpool, are of their triple-dial all-brass reply the other. bevel gear, with an additional capstan on the
and automatic reply transmitters, the clear lass The steering-engines,situatedaft on the shelter upper deck connecteddirect through bevel-gearing
of each dial measuring 20 in. in diameter. we deck (Fig. 23. on Plate XXVL), are of Messrs. to the port enginefurthest aft. The gearsthrough
of these are connectedto two 24-in. engine-room Harland and Wolfi"s design and manufacture. A out are so designedas to ensurean ample margin
indicators; the third is connected to two extra spring-quadranton the rudder-stockengageswith of strength, and are the result of Messrs. ;\'apier's
engine-roomindicatorsthrough an entirelydifferent a wheeland pinion driven by either of two power experience,extending over half a century. Cast
route. The latter three instrumentstogetherform ful three-cylinderengines,one on eachside. There steelis usedwhereverpossible,and the worm-wheel
an entirely separate emergencycontrol should the is thus alwaysa stand-byengine. The quadrant is rims are of gun-metal. All the gear-wheelsare
ordinary telegraphsbe damaged. All the principal designedsoas to minimiseshocksdue to heavyseas, machinecut ; this has beenthe firm’spractice for
moving ortions of the gearhave an enclosedtype and the spur and bevelgear is of caststeel. Such the last thirty years.
of ball- caring centre. and all the sheavesin the has a complete record of immunity from There will besix electriccranesof 50-cwt.capacity,
leadsare fitted with Ray's patentphosphor-bronzegear reakdownin the manylarge Belfast shipsto which for dealing with cargo, machinery and baggage.
ball-bearing pulleys, 6 in. in diameter,the result it has beenfitted. Thesewere supplied by Messrs. Stothert and Pitt,
beingthat, althoughthere are no fewerthan 312of The Britannic is to carryfive anchors—onell-ten Limited, Bath, and. in addition, there are derricks
these sheavesfitted at the variousbends,the fric and one 9-ton boweranchorof the “ Dreadnought" on the foremastwith electrically-drivenwinchesfor
tion is so reduced that the leverscan be ut over stockless type, a 16-ton Hall's patent stockless dealingwith loads of three tons. One of theseis
from full speed ahead, say, to full spee astern anchor,a “ stream”anchorof 20 cwt., and a kedge usedfor shippingand unshipping motor-cars,which
by the easyeffortof two fingers on the lever, and anchorof 10cwt. Thesearearrangedfor 330fathoms are accommodated in a special compartmentin the
the time occupied in moving over the complete of 3§ in. stud-link chain cable made by Messrs. forward hold. Four of the six cranesare capable
range of orders need not be any more than two , Hingley, of Dudley. The windlass and warping of lifting their full load of 50 cwt. at an outreachof
 282 ElQ(}lPJEIElQlblG= [Fss.27,1914.
29ft. 6 in., and the remainingtwo at 27 ft. 9 in. side of the ship, at a greatoutreachwhere such is Britannia yesterdaycorrespondedcloselyto those
Each craneis fittedwith lifting and slewingmotions necessary. Two of the largestboatsare propelled adoptedin previousships of greatsize floatedfrom
operatedby separatemotors,and the speedof lift by motors; forty-four othersare 34 ft. long, 10 ft. the Queen's Island Yard of Messrs. Harland and
ing is 160ft. per minute,slewingbeing performed beam,and 4 ft. 4Q in. deep,while the remaining Wolff. The standingwayswereabout800ft. long,
at the rate of 500ft. per minuteat the hook. The two are 26 ft. long, 6 ft. 6 in. beam,and 2 ft. 9 in. and the sliding ways about 700 ft., the former
lifting gear, which is arranged on Stotliert and deep. The first noteworthyfeatureof the arrange being6 ft. 9 in. wide, and the latter 6 ft. 3 in. The

{-2
Pitt's free-barrel system, with its patentedinter ment of the boats is the great spaceavailablefor declivity forward was in., and aft in. per foot.

Q
locks betweencoil clutch, brake, and controller, marshalling passengerson the deck adjacent to In the concretefoundationof the immenseberth
is drivenby a singlereductionof worm-gear. The the boats(seeFig. 19,on Plate XXVI.) ; thesecond structurein which theselargeships are built, there
barrel is grooved to suit the rope (which is fitted is the suitability of the lowering-gear. are beddedeye-boltsand bearingsto take tie-rods
with a ball-bearing swivelling cargo hook) and The systemof davits usedhas beendesignedby and stays, in order to prevent longitudinal or
provided with a powerful foot-brake, also an Messrs. Harland and Wolff, and we reproduce in lateral movementof the standingways.
auxiliary brake which can be instantaneously Figs. 78 and 79, below, side and end elevations As to the cradle, the forward poppets, which
by the driver in caseof emergency. The from the patent specification,as, although these varied up to 2l ft. in height, were housed in a
applied
s ewingmotion is also operatedby worm-gearing, may not be accurateso far as the details of the structure built of plates and anglessecuredto the
driving a pinion engagingwith the slewing-ring Britannic’sinstallationis concerned,they showthe bowplating. and bound together underthe keel of
attachedto the bed-plate. A mechanicalbrake is generalprinciple of the systemin use. The davits the ship. The taller of the stern poppets had a
fitted and interlocked with the controller to pre are of lattice-girder construction. and of much heightof 11ft. in., and these were easily fitted

6
vent current being applied when the brake is on. greater height than those generally used,even in into the shapeof the ship without brackets. The
When slowing,the superstructurerevolveson a live large ships, and each pair is designed to move midship part of the cradle Well shown in the

is
ringof steelrollersbetweenthetopandbottompaths simultaneouslythroughaconsiderableangleon each engravings,Fig. 81, on page283. The ship over
of steel. The horizontalthrust is taken by rollers side of the verticalline, beingmountedlike shear hung the cradleaft to the extentof about 80 ft.,
bearing on a path turned on the post. All the legs on horizontalpivots sufficientlyfar apart to let andforwardabout50 ft. Notwithstandingthegreat
gearinghasmachine-cutteeth, and the worm-gears the 34-ft. boatspassbetweenthem. Thus it is pos weight of the ship, the averagepressure on the
revolve in oil-bath gear-cases,with glandsto pre sible to lower the boatsat any point closeto or at wayswasonly about tons per sq. ft.

3
ventleakageof oil. The wormsare case-hardened greatdistancefrom the ship—an advantagewhenl Hydraulic triggers were used for releasingthe
a

and groundtrue ; worm-shaftsare fitted with ball the ship heeledover at considerableangle. At ship, practice which has been in use by Messrs.
is

a
Fig. 1.9.

sg:'_;._'-1'-‘::‘..=_::' is-=
FIGS. 78 AND 79. LIFEBOAT Dsvrrs.

thrust bearings,and worm-wheelshave phosphor the sametime the boatsmay be arrangednot only Harland and Wolff for manyyears. In eachsliding
'

bronzetoothedrings. The cranesbeingfitted near two or three above each other, but in several way therewererecessesin which werefitted a cast
to the passengeraccommodation, the greatestcare tiers athwart the deck. In the Britannic there steelshoe,againstthe backof which thereabutted
has beentaken to ensurenoiselessoperation,worm will be at each of the four boat-stationssix tiers, the end of heavyforging—~the trigger—-whichwas
a

gearbeingadoptedasfar aspossiblefor this purpose. with two boats on each tier, and with these pivotedon a fulcrum-pin on large casting,which
The superstructureconsistsof a steel plate and shearleg davits on each side of the ship. Ar took the placeof the standingways at suchpoints, a
Y

angle-mastof box section, with attachmentsto rangements are made so that, necessary, beingof the same section. The lower end of this
if

receivethe jib-feet and tie-ropes. The baseof the the boats stowed on the port or_starboard may forgingor triggerabuttedagainstthe headof ram

a
mast is attachedto a circular girder forming the be traversed across the deck and operated by working in horizontal hydraulic cylinder, 15in.
a

top roller-path,and carriesa platform on which are the davits on the starboardor port side—i.e., by in diameterwith 14-in.stroke. The cylinder was
arrangedthe machineryof the lifting and slewing the davits on the side of the ship oppositethat on put underpressurepreparatoryto the knocking out
motions. A platformfor the driver is fitted with which they are normally housed. Thus all hosts of the bilge and keel-blocks,and the rams main
protecting hand-rails. When the crane is not in may be loweredon either side of the ship. There tainedthe forgingsor triggersin a verticalposition,
usethe jibs and ties are loweredto the deck-level extendsfrom a point on the stem of each davit thuspreventingmovementof the sliding ways. In
and securely lashed in place. The post around link of lattice construction,the other end of order to provide against any leakagein the pipes,
a

-which the crane revolvesis securedto a massive which securedto nut mountedon horizontal-a hand-pumpwasfitted. When the time arrived
is

casting bolted to the deck, which carries also the worm-screw. This latter, at its outer end, has ;for the launching of the ship—which at Belfast
T, a

curb-ring and bottomroller-path. The post is ex bevel-wheelwhich gears with another bevel-wheel was,as usual, indicatedby the firing of a rocket,
tendedbelowthis deck-leveland carried in a foot on horizontal shaft driven, through counter to appriseall harbour craft of the event-—thevalve
a

step on the deck below. The motorsweresupplied shaft, by an electricmotor, utilised also for raising ‘was 0 ned, and released the water from the
by Messrs. LaurenceScott and Co., and are totally or lowering the boats. This latter effected hydrau cylinder, permitting the mm to recede.
ic
is

enclosed, series-woundfor electric current at 100 by ropes, which pass over pulleys on the top of The trigger fell from the vertical to the horizontal
volts. The lifting motor is capable of developing the davits and at their base, passing thence to position, so that the sliding waysof the ship were
40 brake horse-power,and the slewing motor 5 drumswhich are rotated through gearing from a~free to move.
'

brake horse-powers A controller with resistancescountershaftdriven by the electric motor. The Four 100-ton hydraulic jacks were fitted on
is fitted to eachmotor,the controllers beingof the drum fixedto sleeveon the shaft. This sleeve each of the standing ways at the forward end,
is

a a

enclosedtype for protectionfrom the weather. has fixed to bracket carrying worm gearing thrust-distributingcastingsbeingfitted againstthe
it

Current is taken to ring-collectorson the post, with worm-wheelkeyed to the shaft. By turn sliding ways,while at the rear end of the hydraulic
a

thence through a main switch, fuses,&c., to the ing the worm the sleevecan be rotatedrelatively jacks there was a cast-iron strong back, held in
controllersand motors. All parts of the craneare to the shaft. The objectof this arrangement to position by rods attachedto eight cast-steelanchor
is

covered in as far as possible for protection from allow rope to be let out from or wound up on the ing blocks embeddedin the concretefoundations
.

the weather, the machinery being housed in a drum, to enablethe boat to be loweredon an even‘of the berth. Thesetension-rodswere connected
circular steel casing on deck, with an opening for keel in spiteof the ship beingdown by the heador through seriesof yokes to equalisethe pressure
a

accessto the interior. stern. The davits and gearingwill be suitably coming upon them. The jacks were designedto
casedin or coveredto prevent frost, snow or ice work at pressure of tons per sq. in. by
2
a

LIFEBOATS AND LOWERING GEAR. renderingtheminoperative. intensifiers acting in conjunction with the yard
hydraulic mains. These jacks were fitted as a
Of lifeboat: forty-eightwill be carried,arranged THE LAUNCH OF THE “BRITANNIO/' precautionarymeasure,in order to give the ship
in four grou s, with heavyboat-loweringdavitsat an impulse in the event of her not moving when
eachside to owertheboatsin eachgroup on either The arrangementsmade for the launch of the released.
Fi=.B.27,i9i4.]
THE WHITE STAR MAIL STEAMER “BRITANNIC.”
DESIGNED AND consraucrsn BY MESSR8. HA RLAND AND WOLFF, L’! I), BELFAST.
Fro. 80. VIEW or THE Srsas or rm: Vassar. on Wave.
Fro. 81. View or L.wrzciiiNo-Wavs.
ENGINEERING. 283
As thereis a fair amountof room in the harbour
for the run of the ship after being launched-—
2350ft. with a depth of 50 ft.—the drags,instead
of being placed on each side of the berth, as is
morefrequently the case,were, at Belfast, laid in
the river. The dragsconsistedof three anchorsand
one massof chain on each side of the ship. These
latter, which were located nearest the end of the
standingways,weighed80 tons, while the anchors,
which wereequally spaced, ranged from 8 tons to
51;
tons in weight. Wire ropes were securedto
eye- lates riveted to the shell of the ship when
on ways. The length of each wire rope was
e
t
so arrangedthat all checks came into play when
the bow of the vesselhadtravelled short distance
a
from the end of the standingways.
The launch was carried out in calm but wet
weather, and was in every way successful. The
pressure on the hydraulic ram 0f the trigger
arrangementattained maximumof 560tons, and
a
on this being releasedthe ship moved at once;
the hydraulic starting-jacks were not required.
The time which expired from the beginning of
movement until the vessel was afloat was 81
seconds, the maximum speed attained being
9§
knots. The stern di was 31 ft., and the stem
dip 17ft. The draug of the vesselwhen afloat
t
was 15 ft. in. forward and 25 ft. in. aft, which
4§
7
correspondsto displacementweightof 24,800tons.
a
The vessel was afterwards berthed for completion
at deep-waterwharf belonging to the harbour
a
authorities, and there the 200-ton floating crane
belonging to Messrs. Harland and Wolfl' will be
placed between the ship and the wharf when
required for shipping the machinery, rafts being
constructedto kee the ship the requireddistance
from the wharf at forwardand after ends. In
e
t
conclusion, we should state that most of the
hotographs reproduced in our engravings have
on taken by Mr. R. Welch, photographer, of
Belfast.
INSTITUTION or Prraotliuir TECHNOLOOI-STS.—Th0 inau
ral meetingof this Institution will take placeon
3,
uesday,March at p.m., at the Royal Societyof
8
Arts, John-street,Adelphi,Sir BovertonRedwood,Bart.,
presiding.Fouraddresses will begiven:—I. Introductory
2.
remarks the President. "Geometryof theAnti
b
Inclines,” Sir T. H. Holland.
3.
“The Educational
y
Aimsof the Institute,” Mr. E. H. Cunningham-Gray.
b
4. “Petroleum Technoogy as a Profession,"by Sir
BavertcnRedwood.
Tiii-:MAB8AOHUSI'IT'SINSTITUTEor TI(‘HNOLO0Y.—A
rominentNewYork department store,R. H. Macyand
go
hascontributedlar ely for an investigation to be
,
conducted theMasmegusetrfis InstituteofTechnology,
b
theobject0 theinvestigation beingthedetermination of
Lhflgeneraleconomic laws underlyingthe operationof
thedeliveryserviceof a large retail department store.
Thestudywill be conductedby the Technology's Eleo
trical ResearchDivision, and the observations will be
madeuponthedeliverysystemof the Macy store. In
New York, the goodspurchased at 35th-street aredis
tributed,without chargeto the customer,everywhere
between Stamford,Conn.,and Seabriht, N.J., or over
anareanearlyequalto about one-thirdgof Massachusetts.
To providefor quick deliveriesthroughoutsuch large
area,therehasgrownup systemof operating a
depotsin
a
theseveraldeliveryzones. Packages are transferred in
largevansfromthe storeto thede (its,whencetheyare
distributedto thecustomers.In e caseof the Many
t
Com any,thissystemmeanstheemployment of a proxi
mate 400vehicles,includinghorse,electrican gaso
y
linewagons, withtheattendant smallarmyof men. The
totalexpense of thecompany’s deliverysystemi upwards
s
of milliondollarsa year.
a
Co.\"rasci's.—Messrs. Bowingand 00., Limited, 9§,
Union-court,Old Broadstreet,E.C., informus thatthe
list of orderswhich theyhavereceivedduringthe past
Decemberand Januaryincludesa completewood-pulp
plant for the Ksrafuto PulpMilL Japan,capableof an
outputof 20tonsof sulphitepulpper da . This plant
practicallya duplicateof onerecently ippedfor the
is
OdoniariPul -Mill,Ja n. Water-turbineordersinclude
oneforah of 16ft. or Sheffield,
andonefora headof
83ft.forJapan,besides severalsmallunitsup to 65horse
power,andordersfor ten " Victoria” turbo-umps.—The
Under-feed Stoker Com an Limited, in orm us that
,
they have recently orders for twenty-nineof
their variousstokersfor this country,theColonies,and
abrcad.—Measrs. Clarke, Cha man and Co., Limited,
VictoriaWorks,Gateshead-om yne,statethattheyhave
in hand,andhaverecentlybooked,importantordersfor
W_oodeson_parent water-tube boilersfor theAdmiralty,
privateBritishfirms,andfor export,mostof thembeing
repeatorders.—Messrs.Charles Churchill and Co.,
Limited, to 15,Leonard-street, Finsburv. E.C., inform
9
usthattheNorth BritishDieselEngine\Vorks,Limited,
throughMessrs.DoerwaldtBrothers,haveawardedthem
‘
the contractfor the entire plant of their cylindrical
grinding-machines in open competitionwith makers
throughout theworld.
 THE WHITE STAR ATLANTIC MAIL STEAMER “BRITANNIC.”

DESIGNED AND CONSTRUCTED BY MESSRS. HARLAND AND VVOLFF, LIMITED, BELFAST.

~
(For Description,see Page273.)
1
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F10. H\'1m.w1.1cR1\'r.'rmc or Susan Swluxn. F10. Tim Sauxrsn-Dzcs, wrrn TRAI\'8\'l§R8BBuns, LONGITUDINALGmnsns, AND Conmms.
XX '11

(To Face Page274.)

PLATEI XXIII. ENGINEERING, FEBRUARY 27, 1914.

THE WHITE STAR ATLANTIC MAIL STEAMER “BRITANNIC.”

DESIGNED AND CONSTRUCTED BY MESSRS. HARLAND AND VVOLFF, LIMITED, BELFAST.

(For Description,seePage 273.)

Fm. 6. THE FRAMING AT THE DOUBLESHELL or Smr. Fla. 7. Tm; CELLULARCONSTRUCTION

or THE
DOUBLESHELL or SHIP.

F M 8. THE H ULL F ULLY P LAp1

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ENGINEERING,
A-_
FEBRUARY 27, 1914.

.$_r-m
.® una. ._.-Du >.:-an.~.;oO.=u=<m.m dfim .2 >32? zo z.EQ-uc.:mm :.,:m:a .zo_.$.i-awzoo
PLATE XXIV.
 THE WHITE STAR ATLANTIC MAIL STEAMER “BRITANNIC.”
EI\LV'I<I

DESIGNED AND CONSTRUCTED BY MESSRS. HARLAND AND WOLFF, LIMITED, BELFAST.

(For Deacripfion,see Page273.)

'AXX

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(To FamePage275.)
 ifii
ENGINEERING, FEBRUARY 27, 1914. PLATE XXIX.

OF

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BRITANNIC

(For Description,ace Page278.)

HARLAND
“

MESSRS.
STEAMER

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RECIPROCATING

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PLATE ' ‘XXX; ENGINEERING, Fmmm 27, 19151.

THE WHITE STAR ATLANTIC NIAIL STEAMER “BRITANNIC;"

DETAILS OF RECIPROCATING ENGIN ES.
DESIGNED AND CONSTRUCTED BY MESSRS. HARLAND AND WOLFF, LIMITED, BELFAST.

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F10.'_‘36. SECTIONTunouca Low-PmzssumcCY1.1Nm:nVALVE-CHEST.

F10. 39. Vnaw or Tunusr-Bnocxs.

 \
WHITE STAR ATLANTIC MAIL STEAMER “BRITANNIC;” DETAILS OF PROPELLING MACHINERY.

DESIGNED AND CONBTRUUPED BY M-ESSR8. HAR-LAND AND VVOLFF, LIMITED, BELFAST.

(For Description.see Page278.)

‘ONIHHHNIDNH
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35
ENGINEERING, FEBRUARY 27, 1914
4-—

THE WHITE STAR ATLANTIC MAIL STEAMER “BRIT1

DESIGNED AND CONSTRUCTED BY MESSRS

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