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'6 | MARINE REVIEW. MARINE REVIEW. . DEVOTED TO THE LAKE MARINE AND KINDRED INTERESTS. Published every Thursday at No. 516 Perry-Payne building, Cleveland, O. Chicago office, (branch), No. 726 Phoenix building. SUBSCRIPTION--$z2.00 per year in advance. Single copies 1ocents each. Convenient binders sent, post paid, 75 cents. Advertising rates on appli- cation. The books of the United States treasury department contain the names of 3,761 vessels, of 1,261,067.22 gross tons register in the lake trade. The lakes have more steam vessels of 1,000 to 2,500 tons than the com- bined ownership of this class of vessels in all other sections of the country. The number of steam vessels of 1,000 to 2,500 tons on the lakes on June 30, 1893, was 318 and their aggregate gross tonnage 525,778.57; in all other parts of the country the number of this class of vessels was,on the same date, 211 and their gross tonnage 314,016.65. The classification of the entire lake fleet on June 30, 1893, was as follows: Gross. Class. Number. Tonnage. SUGAMI VESSELS irc Si scscesccsstetecvesceuelesscescs 1731 828,702.29 Sailing vessels..............006 Gb seeh ete ong 1,205 317,789.37 CENA DOATS fecses eee ccce chien cemeoneustodtasensieoe' 743 76,843 57 Bar peSietenccascesssdevtts kes csceroscesevicevesceseeets 2 37,731.99 ROCA iess sa Kenscenatecessccasvesceyseveses 3,761 1,261,067.22 The gross registered tonnage of vessels built on the lakes during the past five years, according to the reports of the United States com- missioner of navigation, is as follows: Number. Net Tonnage. TS OO oe cceccccoescccencssccscsssememcneseaseeres 225 107,080.30 MOQO senctccrsvis se tesswattcecemen etn ese notes 218 108,515.00 © TSO siisics's cence code das ove eetmonteeecutecetees asc 204 111,856.45 WOO 2c s scien sicigs o'e vv o.0'cis o MASE OER ER RRS EES 169 45,168.98 TOG As sees co ans i's oi cnne tvs catwetonceseenee tee 175 99,271.24 MD OtAL. <conssseresctenasecoooteeeee 991 471,891.97 ST. MARY'S FALLS AND SUEZ CANAL TRAFFIC. St. Mary's Falls Canal. 1892. 1891. 1890. 1892. 1891. 1890. Suez Canal. No. vessel passages 12,580] 10,191) 10,557 3,559 4,207 3,389 Ton'ge, net regist'd|10,647,203/8,400,685|8,454,435||7,712,028)8,698,777|6,89C,014 Days of navigation. 223 225 228 365 365 365 Entered at Cleveland Post Office as Second-class Mail Matter. IN THE handling of cargoes of all kinds, excepting soft coal, the machinery used on the lakes will undoubtedly compare favor- ably with best equipment of docks anywhere else in the world. Three-thousand-ton ships are loaded with hard coal or iron ore from pockets in high docks in two to five hours, and in the case of ore such cargoes are taken out inasingle day. Grain 1s loaded and unloaded even more rapidly, but the bituminous coal, of which about 3 000,000 tons h. s been shipped from Ohio ports in each of the past three years, is so soft that, although numer- ous attempts have been made to provide some means of dump- ing cars into the holds of vessels, none have proved successful. It is probable, however, that the coming season will see a change in this regard. Several machines for dumping cars direct into the hold of a vessel are now receiving the attention of manufac- turers, and among them is one made by the McMyler Manufac- turing Company of Cleveland. Pickands, Mather & Co. are in- terested in this type of machine, and one of them is now being put up at Ashtabula. They are not making great claims for the new device, but rapid work is undoubtedly expected from it. With improvement of the kind contemplated in this machine there will be little room left for any radical changes for some time to come in the matter of handling cargoes on the lake. Wi1rTH a few unimportant corrections the stereotyped report of the formation of a company to build a ship-canal from Georgian bay to Lake Ontario is again being printed in lake papers. This time the report is based on the claim that appli- cation for a charter has been made tothe Ontario legislature. The Hurontario canal project, as it is called, has many advan- tages and it may some day be taken up by the Canadian govern- ment, but as a business enterprise to be undertaken by private capital it is not worthy of consideration. No great amount of figuring is necessary to show that the financial question involved is an absolute hindrance to the scheme. Ir is to be hoped that Representative Blanchard of Louisi- ana will be appointed by Governor Foster of that state to fill in the United States senate the unexpired term of Mr. White, who has just been made an associate justice of the United States su- preme court. He is talked of forthe place. As chairman of the river and harbor committee in the last two congresses, Mr. Blanchard has shown a knowledge of the needs of shipping, and the committee's recommendations have been fair to all sections of the country. An appointment to the senate would undoubt- edly result in his retention in that body for several years to come. From the manner in which the press dispatches have laid stress on the advantage of twin screws in the steamer Paris after the accident to the rudder several days ago, the average reader of newspapers might be led to believe that the big American Line ship might as well be equipped with a single engine anda single screw, were it not for the possibility of meeting with acci- dents that would necessitate the assistance of two screws in steering. Asa matter of fact, it is out of the question to think of the great power of a ship like the Paris being confined to one screw. THERE is a grand opportunity on the lakes for some wealthy vessel owner to have his name perpetuated by a charity similar to the "Snug Harbor" of New York. A large proportion of the leases on the farm property with which Robert Richard Randall founded the New York institution many years ago will expire next month. The present rentals from the property, which is now in the heart of the city, exceed $300,000 a year, and the renewals of leases will be for such increased amounts that the income ot the home will probably be doubled. In General. New York papers are talking of a steam yacht regatta for the summer, the trophy to be a $10,000 cup. An electric crane recently constructed at the Homestead Steel Works, Homestead, Pa., is capable of carrying a load of 150 tons. W. A. Dobson contributes to the Cosmopolitan (New York), for February, an elegantly illustrated article on the Designing and Building of War Steamers. Work has been started on the lengthening of Mr. J. H. Wade's yacht Wadena of Cleveland at the Erie Basin, New York. The yacht was 147 feet on the water line and 165 feet over all. These dimensions will be increased 11 feet. Among the vessels to which official numbers, signal letters, etc., were assigned last week by the bureau of navigation is the Dirigo, the first steel sailing vessel built in Maine. 'The gross tonnage of this vessel is 3,004.80 and the net 2,855.79. Her di- mensions are: Length 312 feet, beam 45.15 feet depth 25.6 feet. The Sewalls, builders of the Dirigo, will put down another vessel of similar design. It is stated that the stability board recently appointed to remedy the defective metacentric conditions of some of our new gunboats will be made permanent, and that one of their next duties will be to examine the U.S. S. Philadelphia on her re- turn from Honolulu, as she has the reputation of being one of the most "cranky" ships in the navy and carries 300 tons more ballast than ships of her draft should require. The scientific principle that a ship must displace a weight of water equal to her own weight was established ages ago. This principle was made use of by British ship builders of the seventeenth century, and then dropped out of fashion. Probab- ly many have seen shipbuilding practiced in the rough and ready way--a model made, adjusted to suit the eye and taste of the de- Signer; no calculation made for displacement to the intended load line, or some rude approximation by experiment with the model, or the use of coefficients. Such rules of thumb are su- perseded now by exact calculations made from drawings of ships.--W. H. White.