| | | | | | | |
| | |/1 @ 44 \| | | | |
Aller | --- | --- ||1 @ 70 || 72 | 22,630 | 799 | 150 |
| | |\1 @ 100 /| | | | |
| | | | | | | |
| | |/1 @ 62 \| | | | |
Ems | --- | --- |\2 @ 86 /| 60 | 19,700 | 780 | 100 |
----------------+-----+------+-------------+------+--------+-------+--------+

¹Mean speed of a voyage across the Atlantic Ocean.

The author next considered the strains to which a ship is exposed, and
stated that he had before him the calculations for three of the
largest vessels, two of them of iron and the other of steel; and he
found, in the case of the iron, the maximum tension on the gunwale
during the greatest hogging strains likely to be endured at sea would
not exceed about six tons per square inch, while in the case of the
steel ship it is only about 6½ tons. These strains are well within the
limits of safety, and a comparison of the scantlings of these with the
others justifies the assertion as to their general safety from a
structural point of view. The sections of these three ships are shown
in Figs. 1, 2, and 3, with their principal scantlings. It will be seen
from these sections that the three ships differ materially in their
mode of construction. In the case of Fig. 1, which represents the City
of Rome, the largest of the three, it will be seen that the main
framing of the vessel is entirely transverse, with very heavy keelsons
in the bottom, and large partial bulkheads or web frames, and the
outside plating arranged on what is termed the edge to edge principle,
with a great portion of it double. In the next section, Fig. 2, the
Servia, which is built of steel, on the other hand, the bottom is