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The American Steamship Company
294
J~ditorlal.
escape-orifice for superfluous water. The instrument in its configuration resembles a Giffard's injector. But the water enters at the point where the steam enters in that instrument, and the steam enters where the water enters; so that this instrument is the converse of the injeerer. 5. H. o. T h e A m e r i c a n S t e a m s h i p C o m p a n y . - - F r o m the report pro= • sented at the first annual meeting of the stockholders of the company, held at the rooms of the Board of Trade, Philadelphia, it appears that a contract has been entered into with the Messrs. Cramp, Philadelphia, for the construction of four first-class iron propellers, all t o be alike in model and machinery, and the material to be used in their construction to be, as far as practicable, of American manufacture. Each vessel is to be of 3,016 tons (old measurement), 355 feet i n length, 43 feet beam, and furnished with compound, vertical, directacting, surface-condensing, propelling engines. They are to b e arranged to carry 76 first-class and 854 steerage passengers, and t h e total cost of the four is co be $2,080,000. St is expected the first o f these vessels will be launched in June next, and the last in January, 1873. T h e D e t r o i t R i v e r T u n n e L - - T h e following account of the p r e sent condition of this work has been made public: The shaft on the Detroit side of the river was cotnmenced early i n December, 1871, and finished in January, 1872, when bed-rock w a s reached at the depth of 108 feet below surface of river. The w h o l e depth of masonry is 114 feet. The lower twenty-five feet of this h a s a diameter of nine feet, with 12-inch walls. The drainage tunnel o r drift starts from the lower portion of shaft, 8 feet. above the r o c k . The drainage drift has been excavated under the river to a point 1 3 0 feet from the shah, a daily average of over five feet. The g r o u n d through which it passes is a very hard clay, which must be dug- u p with picks. A layer of large boulders was met with in this s t r a t u m , Some of which had to be removed by blasting, rendering the p r o g r e s s of the work slow. Should this layer fortunately dip beneath the l e v e l of the drift, the progress of the work would be at once doubled. The hardness of the clay affords ample security for the work, p e r : tions of this drift having stood for a week without support, and w i t h : out exhibiting any signs of sinking. The lining, which is generally built within a day or two after e x c a . ration, is an 8-inch circle of the hardest bricks, previouslytestedL. and laid in hydraulic c e m e n t .
J~ditorlal.
escape-orifice for superfluous water. The instrument in its configuration resembles a Giffard's injector. But the water enters at the point where the steam enters in that instrument, and the steam enters where the water enters; so that this instrument is the converse of the injeerer. 5. H. o. T h e A m e r i c a n S t e a m s h i p C o m p a n y . - - F r o m the report pro= • sented at the first annual meeting of the stockholders of the company, held at the rooms of the Board of Trade, Philadelphia, it appears that a contract has been entered into with the Messrs. Cramp, Philadelphia, for the construction of four first-class iron propellers, all t o be alike in model and machinery, and the material to be used in their construction to be, as far as practicable, of American manufacture. Each vessel is to be of 3,016 tons (old measurement), 355 feet i n length, 43 feet beam, and furnished with compound, vertical, directacting, surface-condensing, propelling engines. They are to b e arranged to carry 76 first-class and 854 steerage passengers, and t h e total cost of the four is co be $2,080,000. St is expected the first o f these vessels will be launched in June next, and the last in January, 1873. T h e D e t r o i t R i v e r T u n n e L - - T h e following account of the p r e sent condition of this work has been made public: The shaft on the Detroit side of the river was cotnmenced early i n December, 1871, and finished in January, 1872, when bed-rock w a s reached at the depth of 108 feet below surface of river. The w h o l e depth of masonry is 114 feet. The lower twenty-five feet of this h a s a diameter of nine feet, with 12-inch walls. The drainage tunnel o r drift starts from the lower portion of shaft, 8 feet. above the r o c k . The drainage drift has been excavated under the river to a point 1 3 0 feet from the shah, a daily average of over five feet. The g r o u n d through which it passes is a very hard clay, which must be dug- u p with picks. A layer of large boulders was met with in this s t r a t u m , Some of which had to be removed by blasting, rendering the p r o g r e s s of the work slow. Should this layer fortunately dip beneath the l e v e l of the drift, the progress of the work would be at once doubled. The hardness of the clay affords ample security for the work, p e r : tions of this drift having stood for a week without support, and w i t h : out exhibiting any signs of sinking. The lining, which is generally built within a day or two after e x c a . ration, is an 8-inch circle of the hardest bricks, previouslytestedL. and laid in hydraulic c e m e n t .