HBM Iron-Clad Monarch

R. B. M. IBON路CLAD "MONABCR."

By R. H. THURSTON. Eligilleer U S .N., A ssistallt P rof. N at. Phil., U. S. N. A., MeJ1Iber of/he Institute.

F rom the Journal of the Franklin Institute.

Re-Printed for Bureau of

Steam Engineering, U. S. Navy Department.

,

~yc journal of tye {ranlilin j[nstitute Ed ited by WILLIAM H. WAHL, Ph .D.

.LlissisZerJ, by th e CDm/Jn iU ee on J?n bZicaZion.

This Journal is devoted to Oi viI and Mechanical Engineering and Physical Science, and regu1arly contains original investigations upon matters important and interesting to the Engineering and Scientific professions; it is besides, abundantly illu strated with plates and wood cuts.

It is now in its forty-sixth year of publication, and has become a standard work of reference.

It is published in

monthly numbers of seventy-two pages each, forming two volumes per year.

Matter for publication should be addressed to the Editor.

Business letters to the Actuary of the Franklin Institute.

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USN , Eng ,... . . . , Asst. P rof. .member of the Institute.

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From Our .Journal of the Franklin Institut R p. d '. e. e- nnte for B ureau oj SUam Eng~nee1'~ng, U. S. Navy Department•

graceful tribute of respe~t recently paid by two great na. tlons to the memory of a great phIlanthropist is incidentally coupled with an admonition that the government of the United States can. not allow to pass unheeded. .

The vessel chosen by the British government to send to this country is regarded as one of the mast powerful and effective of their iron-clad ships. Of high speed, powerfully armed, and only vulnerable to the very heaviest guns we have mounted afloat, the Monarch is a fair representative of the most advanced British naval engineering practice.

A careful inspection of that vessel shows that the British :naval authorities have well improved the time during which a false economy has completely checked the growth of our own navy; and it indicates as well, how rapidly engineering science is modifying the methods and the machinery of naval warfare.

I t seems every year more probable that the increasing power of guns carried on vessels of war, the consequent increased Weight: of armor r endered necessary together with the high speed detnanded , 1...:.1.. and its inevitable accompaniment of heavy and bulky mscllWery, will sooner or later compel the division of the tassels of every naT! into three classes of ships-exclusive of torpedo ve$ e ~D' for general service in time of peace, the others for ,ise 11 1 0 war.

The first class may con iet of uba ~ored yeSSEfJ.J. fair speed under steam, arme with a fe 't ...~...... carrying full sail power.

The econd 01a8 may be armored, carry· g igbt b tt . THE

eadily

gi

t

2

werc intclHlctl t.o 1w Gaknhllcrl ex pre~~sly to destroy the uommcrCC of an enen: y . ., .

The third class may consist of ShIpS CUrl'ylllg tlle hCaVIC:3t possi. ble armor and armamcnt, with strongly built bows, thc most power. ful machinery that can bc given them, of large coal carrying capo.. city, and unencumbered by sails, everything being made secondary to the one object of obtaining victory in contending with the most powerful of possible opponents. Such vessels could never g,o to sea singly, but would cruise in couples or in squadrons. It seems hardly doubtful that attempts to combine the qualities of all classes in a single vessel as has hitherto been done, win be necessarily given up, although the classification indicated will certainly teud largely to restrict naval operations.

The jIonarch was built in Chatham Dockyur<l, England, from de路 signs furnished by E. J. Reed, Chief Constructor of ~he British ~avy, under the direction of the Board of Admiralty.

The system of construction adopted, is intended to combine the special ad vantages of the" turret system" with fair sailing p0wer, and the result is most creditable to the designer, although it is still his opinion that the broadside system g ives best results where the vessel is to be rigged.

We give a view of the jIona?'ch on the opposite plate, which is engraved from a photograph taken while the ship was at Anna路 polis, Md. The Hull of the jIonarch is of iron, and is built on what is called

by Mr. Reed the" combined longitudinal and bracket plate system."

Its length is 330 feet, beam 57; feet, and depth about 36 feet. rrhe mean draft is 24t feet, measured tonnage 5102, and displacement 8100 tons. The iron is all of good quality, having a tenacity of over 50,000 pounds per square inch, and an extensibility of nearly one-fifth. A double bottom extends under the whole space occupied by engines and boilers, and up as high as the lower edge of the armor, the bow retreats as it rises above water, and below the surface it has the form shown in Fig. 1, and is well strength路 ened to serve as a ram; the stern overhang i~ brought down to the water line and armored in order to protect the rudder路 head.

The vessel is ship.rigged, carrying about 21 square feet of canvas to each square foot of midship section ' baivina a larae uaO'reaate b 'b 00 0 but small proportionate spread of sail. .

The standing rigging is of wire rope, and as the greater portion elas::> of our

UWllllUVY

3 is in line of fire, it is arranged so that kn k ' . , '. oc Ing open convementl an anged catches allows of Its beIng trieed t f h Y . up ou 0 t e way. The lower masts are of Hon, constructed as show' . b . , â&#x20AC;˘ â&#x20AC;˘ n In sectIOn y FIg. 2. . d .!'

Tl)e maIn an loremasts are 40 Inches In d'lame t er, 90 an d 88 feet ' .

Ingh, made of M *-lnch plate ~ ' and the mizzen rna S t'IS 36'me h es d'lameter of :J- plate; the masts are strengthened by vert'wa I ang Ie 'Irons and by cross-stays as shown in Fig. 2, at intervals of 6 feet. All ntber spars arc of wood. . The outside plating of the hu]] varies in thickness from 1i inch l~ the gar board strakes to } ~ and i- on the lightest portion of the sIde. . The armor plating is 7 inches thick along the water line and 6 mches on exposed portions of the hull that are included between t,vo armored athwart ship's bulkheads which enclose the bases of t.he turret and the" funne1."

The other parts of the hull are unarmored except that casemates are raised forward to protect two guns pointing ahead, mounted nnder the. forecastle ana. aft also, to protect a single gun firing directly astern. Fig. 1 exhibits the distribution of the armor.

The armor is backed by 12 inches of teak, and supported by the inner Ii inch iron skin plating, in two thicknesses of ! inch each.

The inner skin is stiffened, behind the armor, by the ship's frames, 10 inches deep and 2 feet apart, and also by longitudinal frames riveted to the skin outside, and imbedded in the backing but not in contact with the armor plating. In Fig. 3, A represents the armor plate, B the b:wking, c the vertical inside frames and D the longitudinals.

The athwartship bulkheads have 5-inch nrmor, backed with 10 inches of teak and a supporting inner skin.

The form of armor bolt used is seen in :Fig. 4, A is the armor plate, B the inner skin, c the bolt 2t inches in diameter, x is a rubber \-vasher confined by an iron cup washer and its follower x yl ; a check nut D is generally used but it is not absolutely necessary.

Fjg. 5 represents a section of the Monarch near the turrets, and exhibits tbe peculiarities of construction of' the hull. A A are sections of the longitudinal frames upon which the strength of the structure so largely depends; tbe two nearest the keel stop at the ends of the double bottom, the others extend from stem to stern: 13 B are the bracket plates, which, in this system, are substituted in the. dOll ble bottom for transverse frames, C C nre the transverse connecting :mgle irons and D the keel plate.

. d bl b ttom is made water · tight, and is divided into COl'll.

Thls ou eo . . 'd d . 'k th hull itself· It IS also pro V! e wIth partments 1l e e , b means for tying each of its compartments as may e necessary fill P l " to trim the ship; its greatest va ue C~~SlStS In the safety acrainst loss of the vessel from InJ ury to the outer the bow ~f an enemy, by torpedoes or by striking a rock.

Heavy stringer plates are wor~ed on eac.h deck, and the spar holly"of21-inch iron, wIth a covermg · W d ee k IS f . of .wood. Above bottom IS adopted. A d uble th e o , the ordinary transverse. rammg b wing bulkhead E E lends additional secur~ty y st~engthening the hull -and resisting shot capable of penetratmg th~ SIde armor.

In Fig. 5 H is the 7·inch a:m~r at the water ..hne! K K the 6.inch armor, 00 the backing with ItS Imbedded longitudmal frames, and p p the vertical frames above the double bottom.

The hull is divided transversely by several water.tight bulkheads.

One of these bulkheads is placed near the bow, in order that, should the bow be strained or torn open by a collision, the ship may still float safeJv, another is built at the screw shaft stuffing-box near the stern, two enclose the engine room, two others enclose' the boiler space, and another divides it equally, others enclose the magazine and the holds. All openings in these bulkheads have water.tight sliding iron doors fitted.

There is no external keel, its absence being pretty nearly com. pensated, perhaps, by the" bilge keels" shown at F F in cross.section. A" balanced rudder," similar to those so long used in our own navy is fitted, and its weight is taken on a set of conical rollers at the rudder-head. ~

Double chain riveting is employed in butts and laps throughout the hull, The weight of the hull without armor is given at 3674 tons, and the weights carried at 4632 tons. The load draught is 22! feet forward, and 26t feet aft.

The fittings below deck are generally very neat, but not at all extrav.agant. We noticed that although gas pipes are led about the. ShIP, and ~pparatus for making gas is fitted, they are not used, whlle steam p~pes for warming the quarters of officers and crew,a f;h more desIrabl~ convenience,-were not to be found. e accommodatlOns for the five hundred aua twenty offi<.:el' and men of the Mo ,. l 1 11 . nate i are p ea.sant roomy t;olllfol'table and we ventIlated Air d t · 11 ' , .

11C S are e( from ~111 thl' rooms to the bollow

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i

by a don ot ba~V.lr......

The COlt 0/ th8 hull wa not far horn M\iAihllIUU!ti The Turnt.! of the Monarch are 26i feet in maRle" , PJ81_ _• a-inch iron, baoked with 10 iaches of teak and an innelt l~ skiD; they are strengthened by girders in the same J;Da n....._ .·_ side armor of the hull.

On the side in which the ports are cut, the outer plating· inches thick; these plates are 19 feet long.

The turrets rest upon 32 conical rollers, bearing on a eU~ bed-piece fitted upon the main deck; they rise through the u~r deck to a sufficient height to allow the line of fire of tbeir g~ .toclear that deck, and arc only armored where exposed above 11he upper deck. .

The turrets are turned either by hand power or by a pair Of .,.. gines of about 10 inches diameter of cylinder, and 1i illcheS''' of piston. It is claimed by the officers ot the ship that the tUXI. may be turned completely around in slightly mor.e than a \ltalf minute. The pilot house or "conning tower," as it is called~ i, separate from the turrets, and immediately forward the £\'DJoileI,.arrangement vastly less convenient in action than that adop~ . our Monitors. It has no sight.holes, but a reflecting mirrot . .y be used above its open top, to obtain a view of the enellJ(Y ; et wise the head must be raised above the protecting shield.

The guns are carried 4 feet above the level of the s~'l~Mf~ 16 feet above the water. The bulwarks are hinged, and iG • are let down out of the way of the guns.

The Armament of the Monarch.. oonsists of seY611 glUl inch rifles in each turr~t, two Vl I ·inoh rifl ,. . . . . mate firing ahead or on either boW, "nd QQe after casemate poi ting as~rD.

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ing 600 pounds

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6 being restrj ct ed in lateral training by the :oreca3tl~ a~d ot~(;r obbtructions - the forward turret has been t,ra l11cd to W Ithm 19 of the line over {he bow, while the after t. urret gllllS tra in wit.hin '11') of no

line runnin cr aft, with tbe k ee1.

The VII~nch guns wei gh 6~ t ons each, and, with t hei r regular ebarge of22 pounds of English IJ. G. R. po wder, throw a shot weighing 115 pounds, with an initial v elocity of 1425 feet er second, and an "energy" of 1650 foot-tons, this cnergy becoming reduced at 1000 yards to 1140 foot-tons. rrh ey arc capablc of penetrating nearly 9 inches of iron::<All of these guns are of the regular vV 001 wich pattern, consisting of an inner tube of "Firth steel," reinforced by two iron cylinders t'f bands shrunk onc over the other.

The XII-inch guns are rifled with 9 groov es, making one revolution in 50 fcet¡, the shot from the VII-inch rifles turn once in 20! feet. The XII-inch guns have a preponderance of 6 cwt., and the VII-inch guns of 3 cwt. They all exhibit excellent workmanship.

The ports in the turrets are cut very small, and, in consequence, a very novel method of obtaining elevation and depression of the turret guns is resorted to. The carriages of the guns are of iron, very similar in form to those used in our service_ The compressors are made like those which were years ago fitted to heavy guns in our Monitors by Captain Ericsson, consisting of a set of timbers lying under the carriage, parallel with the slides of the gun, which are simultaneous1y clamped by a single m otion of the compressing gear, the friction b etween the b eams and the jaws of the c1amps resisting the recoil.

The device for elevatin g and depressing the g uns, referred to above, consists of an arrangement of screws and hydraulic cylinders by which the gun is raised bodily in its carriage to obtain depression, or dropped to ob tain elevation. It r equires five or seven minutes to raise the gUll from the ex treme o r 15° elevation to the other extreme of 7° depression. 'I'hi s arran oCY'e ment is said , by the gunner, to work well, but, visiting the ship at Portland, we noticed that it was then stated that the by c1 ranli c cy Jind cT'~ were fr ozen t~p.

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tIll' , Ll' ' 1110 depl'e::5iol1 of' 7°, and the ~ or u'J added by t} \ · ' [' 1 1 .

1 10 II tlll~ () t \ R IIp W lCll t.he gUllS ar~ run out, a shot may be .maele ~n . t.l'll~ , the ,:'a lc.l', at. lcs::l tkml0 yards from thc ship'.:l siele, a most 1ll1portalli pOint. 11 !411('11 a \'C's:-Jc1 is to contenrl with Jow-decked \\Tltl!

~[()nitor~.

Shot racks are ~tted all around the main deck, and tramways In'erhead from ,vlnch are suspended the cradles in which the shot arc carried, lead to the turrets; trucks are also furnished on whicll t he shot can be wheeled across the deck.

The Eng£nes are of the "back acting" or "return 'connecting rod" type, steam jacketed, and, with surface condensation, built

by Messrs. Humphreys, Tennant & Co. They have cylinders of 120 inches diameter, ~1 feet 6 inches stroke of piston; their "nominal horse-power" is 1100, and they have worked up to more than 8100 indicated horse-power. .

The main val yes are the common double ported slide, balancell by a ring on the back; theyafe worked by a link motion. The balance ring moves with the valve, the ,";earing surface being upon the valve chest cover.

The expansion valve-a gridiron valve driven by an independent eccentric-is rendered adjustable by a half link.

The steam chest cover and cylinder covers are steam jacketed. rrhe main links are of the solid or "sector bar" pattern, and give perfect satisfaction. .

Each pi~ton has four piston rods, two above and two below the shaft, and the air and circulating pumps :1re each worked by a rod from the main pist0n, thus necessitating s£x stuffing boxes in each inboard cylinder head.

The outboard cylinder heads are also fitted with stuffing boxes to accommodate 20-ineh half trucks which it has been found necessary to add in con seq uence of the fact that the great ?istons. ~an~ot support their own weigut-8 tons each-without senously.lDJunn.g the cylinder. This multiplicity of openings into the cylmders IS certainlv :1 Jefect in the design of the engines. The crossheac1 lS 01

Htted with "slipper guides." . rrhe frame of the cngincs looks light but strong, and IS well designed. .1 'rhe surface condensers are ::l.l'r:1nged, as is vcry usual ill Enghs 1 . . . 1 b I i ' h d' tel' G.reet loner water outengmc3, WIth yert1O[I. tu cs 'J-lUC lame , 1 ' 0' . . • " 1 t· 16500 square feet of condeus :-11<10 and steam wlthm; t ley con am, '

8 iUlY surface 0 ,

equal to a.bout 18路1 square feet of surface to eaeh foot of boiler grate surface, or equal to about 路i the heating surface. The vacuum obtained during a run down Chesapeake Bay was 27~ inches, without using the jet injection which is also fitted.

The main links are moved by a neat little pair of reversing engines mounted on the platform over the large engines; reversing occupies about 15 seconds.

All the work is well done; very little, however, is highly finished.

The engines drive a two-bladed Griffith screw of 23! feet diameter, and 26 feet 4 inches mean pitch, expanding 5 feet. Its apparent slip is about 9 per cent., and it works with very little shake; it does not lift.

A "separator" is attached to the steam pipe near the engines.

Water pipes are led to all the journals and the crank路 pins are usually kept running wet.

The crank-shaft journals are 3! and 4i feet long, and usually run without water, unless at full speed; the lubricant is Rangoon oil.

The cranks carry heavy counterbalances, and at 40 revolutions, the highest number made under our observatian, the engines turn their centres very smoothly.

The Boilers are of the horizontal tubular kind, and have 20,900 sq uare feet of heating surface, 3600 feet of superheating surface, and 900 feet of grate surface, or 27'2 square feet of total heating surface to the square foot of grate.

The boiler tubes are 2! inches by 8 feet, the superheating tubes are 4 inches diameter by 21 feet long. The dampers are so arranged that the gases may be sent either through the superheaters or to the smoke pipe direct. The" funnel" is oval in section, with a cross area of about 125 square feet, or one-seventh the grate surface.

The superheating surface is said to be ample, and the draft, which at full power is urged by blowers forcing air into the boiler room, is all that is desired. The coal bunkers are behind and at either end of the boilers, and the coal is transported without difficulty in large buckets, carrying 400 pounds each, which are suspended from a carriage running on an overhead tramway.

The ashes are thrown overboard by a steam jet which acts like the steam jet pump which is sometimes fitted on board steam vessels as a bilge pump; it is said to work well.

The engines and boilers occupy a length in the ship of 135 feet, and a breadth of 45 feet. The following are their weights: 0>

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8181

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19

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14

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01 ISpnre articles & gear.

22 ~

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[Water in hoilers ..... 159

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45

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The total of all weights in the Engineer's Department, exclusive of 600 tons of coal, and inclusive of bunkers, floor plates and fittings, is 1136 tobs.

The engines and boilers and all their appendages were built, placed in the ship, and the cost of steam trials defrayed by the contractors for the sum of £66,500-an extremely low price when compared with the expense of building machinery in this country, b ut not so surprising when it is known that the best class of mechanics are paid but seven or eight shillings per day, in England, and the cost of stock is pretty closely proportioned to the prices paid for labor.

A n excellent stearn steering apparatus, a powerful capstan engine and a number of steam pumps of large size are also fitted in the ship.

The P erfo rmance of the Monarch is satisfactory under sailor steam. When under sail she carries 20° weather helm with the screw dragging, but with the propeller disconnected it reduces to 7°. Though carry ing but two-thirds of the amount of sail that is usually gi ven men of war, she has made 11 knots under sail alone.

The jIonarch is a remarkably steady ship, dry in the heaviest weather, yet pitchi ng very little; her maximum roll is stated at 21 °.

The guns were wor k ed without serious inconvenience during a gale in the Bay of B iscay, when no one of the half dozen broadside ironclads in company could fire a gun.

Dnder steam, and on the measured mile, with a displacement of 8070 tOllS, midship section 1208 square feet, and mean draft of 23 feet 1 inch, a speed of 14'937 kn.ots on an average horse-p~wer 7843-maximurn 8139-was attallled, the steam pressure bemg 31"2 pounde, revo1utiollS 63'61-maximum 65- and coal consumptfGn about 2,7, pOUJlds per horsc-power per hour. The formula " V3 ~1" "Va D%" . gave a co-efficient of 513'4, and - 1n gave 171.

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10 On a Sl'X hour's trz'al the results were as follows :-Speec1, 14,715 knots; I. II. P:, 7470; steam pressure, 30·58; revolutions, 62·67 ; coal per II. P. per hour, 2·789; co-efficients of performance, 515.3 and 171·6.

These co-efficients are low, but that fact is not discreditable to the designer, as it was considered advisable to sacrifice something in this respect, in order to obtain a cheaper and "handier" ship, ::mcl the lines were therefore made rather full.

The J1Iona?·ch can steam 125 hours at 12k knots; 210 hours at 11 knots, or 475 hours at 8 knots nearly, running distances of 1560, 2310 and 3800 knots before consuming her 600 tons of coaL Acting as as ram, the JJlonm·ch has an "energy" of 33,415 foottons at 12i knots, 25,200 foot-tons at 11 knots, and 13,040 foottons at 8 knots, or a destructive power, at those speeds, equal to 5k: 4 or 2 \V oolwich 600 pounders simultaneously discharged against the same spot.

The .Jiagnetism of the JfonaTch has now become permanent in amount and distribution, with a rnaxi?num deviation of the standard compass of 10° 30', and the course Inay be laid with all the certainty that could exist in any wooden ship.

In conclusion, although we may agree with the designer of the 1I1fJnarch, who, after the designs had been issued, and the ship laid do\vn, stated his conviction that "no satisfactorily designed turret sbi p with rigging has yet been built or even laid down," and th~ugh we may go even further, and assert that, very probably, none ever will be designed, it n1ust be admitted that the jfonarch is a very effective and powerful fighting machine.

Her speed is greater than that of any arn10red vessel in the world, whh the exception of one or two broadside ships recently built in England; her armor, though not impenetrable, will yet enable her. to fight a considerable time in an action in which she Inay choose her own position, without probably receiving vital injury; her guns have the greatest penetrating power of any yet l1lounted on shipboard and they can be workeu in any weather, while their height above water gives them advantages, in other respects, that should not be underestimated. fIe l' power as a ranl is inlll1enSe, and her construction is such as will enable her, with tolerable safety, t? make use o~ that power. Her spread of sail, though comparatIvely small, WIll enable her to circnmnavigate the globe if required, independent of steam.

11 Un the other haud, the ship is large, costly to build and. expen-

,,;;ive to keep afloat; she is not impenetrable to the heavy cruns of , d b tne present ay, to say nothing of those next year, or of the next decade; she is seriously restricted in lateral ranO'e o of 0cruns , carries cOlnpal'atively little coal, and is liable to become conlpletely disabled by the fouling of the screw by rigging shot away in action, a danger shared, of course, by all masted vessels.

In our harbors, her great length and depth would be fatal disadvantages.

The Mona?'ch is not regarded by Mr. Reed as the most powerful of the British iron clads. The Heif'cules-a broadside ship of 10 guns-is of about the same speed, and is more heavil.y plated, although armed with guns 7 tons lighter, and several other ships are nearly as powerful. ~-\'ltogether, the British navy contains over thirty broadside, arlnored ships, with plating from 4t to 9 inches thick, and nine turreted iron-clads, of which several are true "Monitors" with, in SOI11e cases, 12-inch side arnlor and 15-inch turrets, solid plates being invariably used.

The British navy is yearly increased by the addition of 20,000 tons of vessels, and hereafter it is proposed to add each year 12,000 tons of armored ships . .A.lthough we may to-day be in a condition to hold our own and to defend our seaboard, in case of a conflict with the most powerful of foreign navies, it is to be remmnbered that we are making no advance, even if we are not rapidly losing what navy we have, while abroad, the necessary increase of navies, and the changes that naval engineering are rapidly bringing about are not disregarded.

The navy estimates of ÂŁ9,250,000-equivalent in purchasing power to nearly $100,000,000 in the United States, have been recently presented in the British Parliament, and will be probably voted almost without debate, while the estimates of our navy department-about one-fourth the latter anlonnt-are, in the House of Representatives, cut down one-third. lJ. 0. Naval Academy, :March 10, 1870.

A SCHOOL Of MECHANICAL ENGINEERING, In Hoboken, N. J. FOUNDED BY THE LATE EDWIN A. STEVENS, ESQ •

• This College will open its fi rst term on the Twentie"th of September.

FACUI . . TY. HENRY MORTON, Ph. D., PRESIDENT. A. M. MAYER, Ph.D., Professor of Physics.

Late of the Lehigh University, Bethlehem, Pa.

R. H . THURSTON, C. E., IT. S. N. Engineers.

Lieut. Col. H. A. HASCALL, Professor of Mathematics.

Late of U. S. Military Academy, West Point, N. Y.

C. W. McCORD, A. M., Professor of Mechanical Drawing.

A. R. LEEDS, A. M., Professor of Chemistry.

C. F. KR<EH, A. M., Professor of Languages.

REV. EDWAI~D WALL,"A. M., Professor of Belles Lettres.

Tho course of the Stevens Institute is of four years duratiun, and covers all that appertains to the profession of a Mechanical Engineer. By means of Workshops provided with the best machin9ry, and Physical Laboratories whose appointments are without an equal, together with the finest Cabinets of Instruments, every opportunity for the acquisition of thorough and practical knowledge is afforded.

REQUIREMENTS FOR ADMISSION. Candidates for admission to the first year of the course should not be less than 16 years of age, and must be prepared to pass a satisfa0tory examination in arithmetic, alg-cbra, (as far as quadratic equations) and the first four books of geometry as given in Davles' Legendre.

They mllst also have attained some competent knowledge of the French and Germ an languages, or in lieu thereof, a corresponding proficiency in Latin and Greek wi1l be accepted as an equivalent. .

Candidates for admission to the higher classes must be prepared to pass. a satIsfactory examination in all the studies previously pursued by the classes WhICh they propose to en ter. .

A dvanced students and men of science desiring to avail themselves of the apphances of the laboratories of the Stevens Institute, to carryon special investigations, may make arrangements to thalt end with the President.

TERMS. The F ees for each year are $75 for residents of the State of New Jersey, but for those not so r esident at the time of their attendance on the £Ichool, the yearly fees will be $ 150. This distinction is embodied in the bequest of Mr. Stevens.

For further particulars, apply to the President, H. MORTON, Hoboken, N. J .