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Indicator Cards From the Uganda's Engines. These cards were taken from engines built by the Frontier. Iron Works, Detroit, for the steamer Uganda while shé was on Lake Superior May 19, loaded. 'The steam at the time was 155 pounds, vacuum 25 inches, revolutions 86, cut-off, high- pressure 23 inches. 'The cylinders are 20, 32 and 54 inches by 42 inches. 'The total indicated horse power is 1,204.76. They show a high duty on that cut-off. The engines are fitted with a Dean Bros. (Indianapolis) independent condenser, which maintains a high vacuum under all loads and gives a hot wéll temperature of r1o degrees, the feed water being 198 degrees. The Uganda logged 1234 miles per hour, loaded, at 80 revolu- tions, and at 88 revolutions made 12.9 miles. H.P Spring 30- MEP 54 IHP 414 16 1 P Spring 40. M.E.P. 28.4 1HP 459 : LP Spring lO a ve rece |HP 3747 Prospects For Engineers on the Pacific Coast. In a letter to the Review W. L. Webster, at one time engineer of the big lake steamer Chemung but now located at Portland, Ore., says: "For a num- ber of reasons I would not advise lake engineers to come to the coast in search of employment in their business. To begin with, shipping as well as work in machine shops is very quiet at present, although it is the general opinion that improvement will come soon. A large number of boats in this vicinity are laid up and altogether Portland is not the place to come to. There is more than a sufficient number of engineers for river boats here already,and the rate of wages is not equal to that of boats in the east carrying an equal number of passengers. Wages on the river are from $65 to $100 a month, with hours short in some cases and very long in others. Engineers on boats that run the year around do fairly well and those going to sea are also well paid. On ocean boats wages range from $150 to $180 according to the size of the steamer, the latter rate being paid only ina few instances, but the number of these ocean boats coming into Portland at present is very small. Probably not more than ten of them are running regularly to this port at present. Engineers seeking positions ashore are, on the other hand, very liable to be suited, al- though wages are not of the best and they will not fall into work immediately upon arrival here. If they can refer employers to reliable people in the east and can afford to wait a short time they are about certain to get a situation and will have no trouble in working into a good place in time. An employe of any kind in this part of the country is given very fair treatment. He is not turned down for trifling causes if his services are any way near what is right. With the vast amount of timber here the demand for engineers in saw mills will increase continually. New electrical plants and large mills will also in- crease the demand for the better class of engineers, but as I said before there is little to tempt lake engineers to give up good positions and come out here with the expectation of making a fortune. Only ocean-going steamers haye any more help in the engine department than is found on the lakes. At some future time I will try to give you an idea of conditions ruling in San Fran- cisco and the prospects for engineers at that port." MARINE REVIEW. | is with and sank the schooner. Judges Wallace and Lacombe of the United States circuitcourt of appeals, second circuit, sustained the districl court recently in a case of sailing vessels meeting, regarding which the court made the folowing summary: "A brig and a schooner. approached each other on a clear night, the brig sailing free on a course W. % N., and the schooner close-hauled on an E. by N. course. On conflicting evidence it was found that the schooner held her course, continually exhibiting to the brig her green light, and that the red light of the brig was seen on the schooner's star- board bow some time before the collision. The brig collided It was the duty of. the brig, sail- ing free, it was held, to have avoided the schooner sailing close- hauled, and for her failure to do so the brig was in fault. The. mere fact of a vessel's sinking by reason of a collision is not sufficient to warrant a finding that she and her cargo are a total loss; and where it appears probable that they may be raised without much expense, and the vessel repaired, owners are not allowed to insist upon damages, as for a total loss, when they have not employed reasonable measures to mitigate the' loss. But when a vessel worth $3,800 was sunk in deep water, as in this case, and was afterward raised ata cost of $1,900, and re- pairs were put upon her to the extent of $6,800, the wrongdoer is liable for only the value of the ship, cargo, freight and personal effects on board before the collision. E . It is the duty of seamen to remain by the wreck of a vessel so long as their personal safety will permit, and save as much as possible from the vessel; and when they have done so the fragments of the vessel and the outfit saved constitute a fund: pledged for payment of their wages, superior to the claim of the -salvers--Judge Dyer of the United States district court, Wis- consin. Where two tows are approaching each other in a narrow channel in such wise that by continuing on they will meet at a point where it is difficult and dangerous for them to pass, it is the duty of the tow going against the current or tide to stop before reaching such difficult point, and wait for the other tow to go by her.--United States District Judge Brown, New York. In General. Capt. Watts of Windsor accepted $7,000 and the wreck of the tug Saginaw as it lies for the full insurance of $8,000. 'The hull is being raised and will probably be rebuilt. In the City of Paris Howden's system of forced draught has been fitted. This system consists in supplying warm air to the fires at a pressure of about 1% inches of water. _Howden's spiral retarders are also used in the tubes. These have the ef- fect of delaying the passage of the heated gases whereby the latter impart their heat to the tubes. 'The consumption of coal per day is about 310 tons. 'The only steamer on the lakes with this appliance is the Pioneer, recently launched by the Detroit Dry Dock Company. P. Stanch of Chicago has recently patented in this country and in Great Britain a screw propeller for steamboats, which has for its objects the overcoming of the loss of energy, due to the lateral displacement of water. The cutting sides of the blades is flat, and offers the minimum of resistance, the edge lying in the plane of revolution. The opposite side is concave, termin- ating in a curved tip, the curvature being sufficient to bring the edge and tip in the same direction as the shaft, which carries the blades. The effect upon the water is to force it in a straight line back from the boat so that the entire reaction is communi- cated to the vessel exactly in the direction of her forward move- ment. This form of blade being inoperative when reversed, a second series is placed upon the shaft; immediately forward and in the opposite position, for the purpose of backing the vessel. Send 50 cents in stamps to the MARINE REVIEW for ten phototypes and gravures of lake steamers neatly bound.