CORK RING LIFE BUOYS.

General. To be made of high-grade material, of good workmanship, and be free from defects and blemishes which may affect the serviceability or appearance of the buoy.

Quality of Cork.-To be made of first-class, solid, buoyant cork, free from serious imperfections and outside bark.

Construction of Body.-The cork body shall be made up in three layers, four pieces to each layer, and each piece of cork to form one-quarter of a layer. Each layer shall be so mitered as to secure a maximum shift of butts. The layers and the joints to be securely glued together with a satisfactory waterproof glue.

Plan. The cork body to be turned to the shape shown on plan incorporated in and forming part of these specifications, and be sandpapered to a smooth finish; to be reinforced with soft pine dowels, inch square, driven from the lateral surfaces, and so spaced as to securely fasten the layers of cork together and not to interfere with each other. Pins to be driven into body of buoy after buoy has been turned on lathe. Canvas Covering.-To be covered with No. 6 flax canvas and to have four straps of double thickness of the same material 2 inches wide to hold a life line in place.

Life Line.-Life line to be made of 15-thread manila rope; to encircle the buoy and be secured to same by means of the four straps.

Sizes and Dimensions.-To be furnished in two sizes, as specified. The larger size to be about 30 inches outside diameter and to have not less than 48 dowel pins, 4 inches long; the

smaller size to be about 18 inches outside diameter and to have not less than 8 dowel pins about 2 inches long. Weight of large size, complete, not to exceed 15 pounds; of the small size, not to exceed 3 pounds. Both sizes to be unpainted.

COLOMÉS PATENT LEAK STOPPER.

This apparatus is composed of a steel rod, threaded on a part of its length, at the end of which is pivoted an iron bar with one end slightly heavier than the other, so that when the rod is held in a horizontal position, the heaviest end of the bar will drop down and stand in a vertical position, forming a strong. back; to this bar is fastened an oval-shaped piece of sheet iron, each side of which is covered with thick felt. A conical-shaped bag, filled with cellulose, with a hole through the center, slides over the threaded rod, and a large washer is provided, which goes on back of the bag, followed by a hand nut which engages the thread on the rod, forcing the washer hard against the bag.

These leak stoppers are made in three sizes, No. 1 being designed for holes from 1 to 3 inches, No. 2 from 3 to 6 inches, and No. 3 from 6 to 10 inches; and are supplied to ships in hard-wood cases, each case containing one each of the three sizes, which comprises a set.

INSTRUCTIONS FOR USING COLOMES LEAK STOPPER.

When a leak has been located, a stopper should be selected corresponding approximately in size to that of the hole. Then holding the rod with the lighter end of the bar inboard, so that the bar and oval plate lie alongside the rod, the bar and rod are forced through, keeping the rod as near as possible to the center of the hole, the operator standing to one side to avoid the rush of water.

As soon as the bar passes far enough through, the heavier end will drop down, placing the bar across the hole outside.

The pressure against the oval piece of plate will force the bar against the side of the vessel across the opening, and resting on the plating around the hole, affords points of support, while the felt-covered plate greatly reduces the leak, making easier the next operation, which is to slip the bag, washer and nut on to the rod, and screw down the nut till the bag of cellulose is compressed against the hole. The cellulose bag being an elastic mass, conforms easily to irregularities around the edges of the hole, and the cellulose will increase greatly in volume when wet, both of which have a tendency to close the hole and lessen the leak.

The inventor of this device claims that long, jagged holes, such as rents in the outside plating, may be stopped by inserting a number of the leak stoppers side by side, which seems reasonable, provided the opening is not too wide for the bar or strongback to reach across on the outside.

STEERING ENGINES AND APPLIANCES.

Many of the latest capital ships, including battleships, battle-cruisers and scouts are fitted for steering with electrohydraulic gear, which consists of the following equipment:

Main Hydraulic Cylinders.-Two main hydraulic plungers, each working in a pair of opposed hydraulic cylinders, have connecting rods going to the rudder crosshead. Oil is used as the working fluid, and when it is pumped into the forward port and aft starboard cylinder the rudder is moved to the right, and when pumped to the other two cylinders the rudder is moved to the left.

Hydraulic Pumps.-The oil is pumped from one side to the other of the main cylinders by two variable stroke pumps, each consisting of the A end or pump end of a size 50, type K, Waterbury hydraulic speed gear. The two pumps, which work together, are directly connected by flexible couplings to the

ends of the shaft of a 75-horsepower motor. A duplicate motor and its two pumps are provided as a reserve set, but only one motor runs at a time. A pair of three-way valves are provided in the connecting piping, so that either set may be connected to the cylinders as desired, and so that either set or both may be cut off.

The amount of oil pumped and the direction of its flow is dependent on the amount and direction of movement of the control shafts of the pair of main pumps in use. When the control shafts are in their neutral position no oil is pumped and there is no movement of the main plungers. In all cases when the control shafts are turned to their maximum position the pumps have their full stroke and pump their full capacity of oil and the maximum speed of rudder movement is obtained; and when the control shafts are turned to any other position the amount of oil pumped and the consequent rudder speed is proportional to the amount that the control shafts have been turned from their neutral position.

Piping. The main hydraulic piping connecting the pumps to the cylinders is arranged so that the pair of pumps in use pump together in parallel, and one side is connected to the forward port and aft starboard cylinders, and the other side to the forward starboard and aft port cylinders.

Shut-off valves are provided at each cylinder so that the pair on either plunger may be cut out for repairs and the gear operated by the remaining pair.

By-pass connections are provided around each plunger so that when cut out as above the contained oil will not lock the movement.

Drain cocks are provided so that the cylinders cut out may be drained and repacked without shutting down the steering gear.