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3 , MARINE REVIEW. a Campania and Lucania. - The following from the Engineer of London would indicate - that engineers of Great Britain as well as their brethren in other parts of the world are not inclined to enthusiasm over the per- formance of the costly Cunard liners Campania and Lucania : 'These vessels have already been sufficiently long on their station for a fairly correct notion to be formed on their average performance, and superiority over all other competitors. In the first place, it will be noticed that the gain in speed though ap- parrently trifling on paper, say of one knot, has only been se- cured by a very great increase in size and power, and that this increase has been strictly in accordance with Froude's law of similitude. In popular language Froude's law may be stated thus: 'One per cent. increase of speed over a given voyage-- Queenstown to New York--requires 2 per cent. increase in length, 6 per cent. increase in displacement, and 7 percent. in- crease in horse power and daily consumption of fuel; though only 6 per cent. increase of fuel for the whole voyage.' --Thusifan enlargd Paris is required to cross at 21 knots, an increase of 5 per cent. over the 20 knots of the present Paris, 560 feet long, of 10,000 tons displacement, and 20,000 horse power, means that the en- larged vessel must be 10 per cent. longer, or 616 feet long. She must have 30 per cent. more displacement, or displace 13,- ooo tons, and have 35 percent. more power, or 27,000 horse power; and here we have as near as possible the dimensions of the Campania and Lucania. The bunker capacity must be raised proportionately to the displacement, or from 2,500 tons to nearly 3,000 tons, but the coal shoveled daily must be raised from 300 to over 4ootons. A high pressure, too, must be car- ried, 10 percent. greater ifthe engines are to scale, but the boilers will have to be increased in size and number beyond the increase in geometrical scale, or the performance on trial will be a disappointment. "But it will be urged that we are under-estimating the speed _of the vessel, as the record of the westward voyage is now near- ly 5 days 6 hours, which on a course of 2,772 miles from Queens- town to Sandy Hook, works out to a speed of exactly 22 knots. It is the fact, however, though generally suppressed, that these 5 days 6 hours, or 126 hours, are false hours--short weight hours, although longer--because five hours have been deducted for difference of longitude. Adding these five hours, 131 true hours have been occupied on the voyage, and the true speed through the water sinks to 2,772-2-131, or 21.18 knots. A 21- knot vessel will occupy 132 true hours and 127 false hours, deduct- ing five hours for difference of longitude, although four anda half is all that is allowable between Queenstown and Sandy Hook, so that the speed is jockeyed in this manner up to 21.83 knots. The "clockers" of the record passages never add the five hours' longitude difference on the return eastward passage when the vessel is running against the sun, but allow themselves the 'turn of the market.' For this reason the times of the east- ward passages are a better speed record, though here the advan- tage of a wind, which is generally favorable, is to be reckoned with. If ever Dr. Lardner's scheme of an express Atlantic ser- vice between Galway and Halifax should be revived, the reduc- tion of the distance to about 2,000 miles, still with the same longitude difference of nearly five hours, would emphasize this apparent increase of speed and lead to rather astonishing results of sustained sea speed." The New Goodrich Boat. Capt. J. W. Gillman, superintendent of the Goodrich Trans- portation Company, saysin a letter to the REvirEw: "It is the intention of this company to build a boat after the style of the steamer Indiana or Virginia--single screw and probably 30 or 40 feet longer than the Indiana. 'The contract will be let some time this spring at either Detroit or Cleveland. The probability is that the boat will be of steel." River Boats for Guatemala. E. J. Howard, builder of river steamers at Jeffersonville, Ind., is at work on a steamer and barges for service in Guatemala. Thesteamer is of the stern wheel type , is 90 feet long, 20 feet beam and 4 feet hold. She will have two high pressure engines, 10 inches diameter and 4 feet stroke, and two boilers, 16 feet long and 40 inches diameter. She will have a deck over the machinery, but no cabin until she reaches Central America. The barges are 80 feet long, 18 feet beam and 3} feet hold, decked over. The boats will be sent di- rect from the mouth of the Mississippi to some point in Yucatan and then fol- low the coasting route. Steam Pressure in Water Tube Boilers. _ The report that adverse action had been taken by the supervising inspect- ors of steam vessels in regard to pressures allowable on water tube boilers is without foundation. Gen. Dumont says that no action was contemplated or 'taken on this subject other than as determined by the hydrostatic pressure ap- plied, which is double the steam pressure. Except in cases where large steam drums of riveted plates are used, boilers will be allowed steam pressure of two- thirds the hydrostatic pressure, on certification that the pipes or tubing have been properly tested previous to construction of boiler. Trade Notes, The Roberts Safety Water Tube Boiler Company reports business brisk. The company's works is running full time with the usual complement of men. This is one concern that is not complaining on account of hard times. Mr. Johnston of Crawley & Johnston, Cincinnati, O., builders of steering gear, measured the Geo. H. Dyer at Buffalo recently, for one of their new gears, The one that was put in the J. B. Lyon last year is giving satisfaction. It is estimated that the loss on the very large part of the ship building plant of the Bath Iron Works, Bath, Me., which was destroyed by fire last week, will be more than $100,000. There is talk of the company building a new works at Norwich, Conn. . One lake steamer, the passenger steamer City of Lowell, a steamer for the Portsmouth and Isle of Shoals line, steamer Pokanoke and the New York tug boat W. H. Bentley have all been furnished recently with life boat, life pre- server or raft outfits by Thos. Drein & Son, Wilmington, Del. Davis & Son, Kingston, Ont., are engaged in the construction of twelve pleasure yachts of lengths varying from 22 to 43 feet and have already com- pleted the building of four such vessels this season. All these yachts are to be propelled by the Sintz oil gas engine, of which Davis & Son are the Canadian agents. i Horace See of No: 1 Broadway, New York, has just issued a circular con- taining the names of fifty merchant vessels, vessels of war and steam yachts on which his hydro-pneumatic ash ejector has been adopted. The two big ships of the White Star line, Civic and Gothic, several of the Morgan line boats and the latest steamer built for Long Island sound service, are fitted with this de- vice, which was described in a recent issue of the REVIEW. Doty Bros. & Co., Toronto, are placing new compound engines in the steam tugs Queen and Armstrong now undergoing repairs at Wiarton, Ont., and the work of lengthening the steamer City of Midland, now being done at Collingwood, Ont., is nearly completed. This firm is building the compound engine for a tug being built for Mr. H. McGinnis, at Collingwood, Ont., and they are also building Finlayson water tube marine boilers for a new steamer now being erected in Collingwood. Miscellaneous Mention. It is reported that the steamers Ohio, B. W. Blanchard and John Pridgeon will run the coming season between Duluth and Ogdensburg in a new line. C. W. Elphicke of Chicago is thus quoted on the subject of an Inland Lloyd's Register for next season: "I amnot in favor of issuing a vessel register the coming spring. Wecan getalong with an old book by marking down valuations from 20 to 25 per cent. There will certainly be that much depreciation in vessel property since a year ago, and underwriters must avoid making it to the advantage of any one to lose their boats, either through accident or design. The valuations must be nearer the true value than they have been." Yarrow & Co., the British ship builders who constructed the torpedo boat destroyer Havock, first of the new type of war vessel, of which the English government is building about thirty, are about to put a second boat in commission that will show increased speed. The second boat is called the Hornet, and she is fitted with Yarrow water tube boilers instead of the ordinary locomotive type of torpedo boat boiler. On a recent trial with half power, only four boilers out of eight being in use, the Hornet attained a speed of 23 knots.