A FORTY-KNOT SHIP.

Timaru Herald, Volume XLIII, Issue 3738, 24 September 1886, Page 3

A FORTY-KNOT SHIP.

— ♦ Professor R. 11. Thurston, m a paper on " Tlio Limit of Speed m Ocean Travel," rcmnrl: j :— " It may bo considered us not at all improbable that thoso of us who live (o the next century may see tlio Atlantic crossed m le3s than four dajs." To accomplish such a result, vessels must bo built capable of attaining twice the speed of tlio fastest stenmere now plying between Enropo and America. The great Cunarders, the Umbrin and Etruria, can make m a smooth sea about 20 knots, or 21 miles an hour. The ill-fated Oregon was scarcely inferior, and tho America and the Aurania aro of but littlo less speed. Therefore, a ship equal to tho work eipectoi by Professor Thurston must steam at tho rato of 40 knots, or about 47 miles an hour. So doing, sho would cross tho Atlantic m 80 hours, or less than 3J days. Tho Oregon was 600 ft long, 51ft breadth of beam, and 7500 tons measurement. The Etruria is 520 ft long, 57ft beam, and 8000 tons burden. The leviathan suggested by Profcasor Thuraton ns tho ship to cross m 80 hours he makes 800 ft Ion", 80ft beam, of 25ft draft, and 38,000 tons burden. To make the speed of the Oregon, su "h a vessel, under a rule of naval architecture, would requiro 35,000 horse-power, as against 12,000 m tlio smaller steamer. The law is that to double that speed, or raise it to 40 knots, eight times tho power needed for 20 knot j would be required ; but, inasmuch ns tho law of reaiatanco becomes much more favourable at these higher rates of speed, Professor Thurston fixes the limit of tho probable power required at 25,0 0 horee-power. The weight of tho steam machinery for tho new ship ho estimates at 7500 tons, or tho total tonnage of tho Oregon, and tho consumption of coal at 175 tons an hour, 3200 tons a day, or 10,500 tons for t!'e voyage. Tho weight of fuel and machinery would, therefore, bo 18,000 tons. Allowing 12,000 tons— or, according to tho present construction, about one-third of tho total displacement — for tho weight of the hull, 8000 tons would ho left for passengers, crow and cargo. Of coureo, many problems would have to be solved m tho construction of tho machinery for a ship so enormous, but experience indicates that they would bo conquered if there was a domnnd for tho vessel. Tho engineer and tho shipbuilder will be equal to the work when they are called upon to perform it. '1 hero is, however, an important economic obstacle. To-day, as Professor Thurston Bays, the fastest ships do not pay expenses, and thero will bo uo ineeutivo to increase the epeod so long as that is the case ; but " when moro passengers and more precious freight can bo found to pay for the farter ships, faster slups will bo built." Ho estimates that the cost of running his ship would not bo less than 75,000d018 for each voyago, to pay which sum the passago money of 500 passengers at an average of loOdols a head woidd bo required. Then tho profit could bo raado on the freight und mails carried. Would the saving of three or four days' time induce sufficient travel at such rates as to mako it worth whilo to go to tho enormous oxpense of building and running the vessel ? Just at present it is hardly doubtful that the steamship companies would give a ncgativo answer to that quostion. Moreover, the example of tho Great Eastern will act as a deterrent m lavishing mouey on monster ship?. — Iron.