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10 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--$2.00 per year in advance. Single copies ro cents each. Convenient binders sent, post paid, 75 cents. Advertising rates on appli- cation. The books of the United States treasury departinent 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 tous 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. MS LEAITIVESSOLS tres settarunercecsanscscscsectessseces 1,731 828,702.29 Sailing-vessels....1.56.0.+.000 esate aaicapeieic 1,205 317,789.37 Gara O Aste taeie re. uecsssserticweseciecesecceessnene 743 76,843.57 BAGS CS suet sec scmacsstivsns sare dse en lsarescecssns 82 37,731-99 BNOUM ee seyecveresndrescsssacerasecoreagese 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. TOS cssseeese ce ceapesscarvwacsccsadceseswavuvat's 225 107,080.30 MO QO ster tea-stewee terbuedoruareserecsss ences 218 108,515.00 TSO Ter seenerecceceacccsewes cacsccocaplcgsseus 204 T11,856.45 TOO Qeemcencanaocae ste pavaeeresscsecvessseesoseer 169 45,168.98 USO Beerase ec nee ecwsceris ie orchiscaddoeosesccesee 175 99,271.24 ANOVA recess costs seeietcscvessecossses - 991 471,891.97 ST. MARY'S FALLS AND SUEZ CANAL TRAFFIC. St. Mary's Falls Canal. Suez Canal. 1893. 1892. 1891. 1893. 1892. 1891. No. vessel passages} 12,008 12,580] 10,191 3,341]. ~ 3,559 4,207 Ton'ge, net regist'd|9,849,754|10,647,203/8,400,685||7,659,068|7,712,028|8,698,777 Days of navigation.. 219 223 225 365 365 365 Entered at Cleveland Post Office as Second-class Mail Matter. ALTHOUGH it was expected that the rules for vessels passing in nar- row channels, as recommended by the Lake Carriers' Association and adopted in the form of a resolution by the United States board of super- vising inspectors, would be adhered to by vessels enrolled within the as- sociation, it would seem that the "flyers" are paying less attention to this matter than they did last season. Owners of tows are constantly in re- ceipt of complaints from the captains of their barges about big steamers passing them without any check in speed. A tow barge captain writing to his owner in Cleveland for a new tow line says: "It would make your hair stand on ends to see how we fetch up on a line after one of these big fellows has passed us, especially when coming down stream." It is all well enough for men in the fast freight steamers to try to make time, but they will do well to remember that their owners, by having the inspectors enact rules for passing in narrow channels, have given the sanction of law to such rules, and masters reported for violating them will be compelled to answer to the government authorities. IN A LETTER to the REVIEW, Geo. P. Blow, lieutenant U.S. N., in charge of the branch hydrographic office at Chicago, says: 'In none of the many articles written about the recent gale on Lake Michigan, have I seen any mention made of the use of oil or soapsuds for the purpose of smoothing the heavy seas, and thereby preserving the vessels and crews from destruction. Had such precautions been taken, I am convinced that many lives and much valuable property would have been saved. 'The use of oil for this purpose has become general at sea, butitis not so well known that soapsuds possess the same property." 'The pilot chart of the lakes, just issued by the hydrographic office, contains rules for the use of oil, and from the Chicago or Washington office an extended article on the use of soapsuds can be obtained. Any captain can make the experiment for himself at little expense. Noharm can be done by giving it a trial and many lives may be saved by its use. In 1898 the revenue of the Suez canal amounted to 76,579,992 francs and the expenses, including 5 per cent. interest, amounted to 36,963,455 francs, leaving a profit of about 40,000,000 francs. From this profit a dividend of 72 francs per share is available, which added to the 5 per cent ------. --_. interest, makes 97 francs per share. If this canal, doing a business con- siderably smaller than that of the St. Mary's Falls canal between Lakes Superior and Michigan, is able to pay 5 per cent. interest on bonded in- debtedness and return a large revenue Over and above such interest, it would seem that this country would be justified in undertaking a far greater first cost in providing an outlet to the seaboard for the commerce of the lakes. cd igen teen Tel See rey Mr. EUGENE T. CHAMBERLAIN, United States commissioner of nayi- gation, favors us with a very interesting communication on the subject of taxation of vessels, which appears elsewhere in this issue. Mr. Chamber- lain's investigations on this subject will goa great way towards proving to the state and municipal authorities that they have nothing to gain in exacting excessive taxes from vessel property. Rae ee ee Report's regarding the new United States cruiser Columbia's deep éea trial would seem to doubly entitle her to the name "Queen of the Seas." She is reported to have made 24 knots in an hour and 12% knots in half an hour under only natural draft. Trials of the Sharpshooter. In the recent trials of the Sharpshooter, British navy, fitted with eight Belleville boilers, the Belleville company assumed no responsibility for the I. H. P. of the engines, the condition being that, under natural draft the boilers should be capable of burning acertain quantity of coal per squafe foot of grate, and that evaporation per pound of coal should not fall below a certain figure. The combined grate and heating surface were respectively 269 and 7,696 square feet. Each set of boilers was tried separ- ately, on different days fora period of twelve hours, during which the mean rate of combustion was twenty-three pounds per square foot of -- grate, one-half pound more than stipulated. Then followed an evaporative test, lasting eight hours, resulting in a mean of 8.2 pounds of water per pound of coal. During all of these tests, as well as another of two of the boilers under forced draft, burning thirty pounds of coal per square foot of grate, the boilers worked satisfactorily, the only hitch occuring in one of the subsequent trials, where there was trouble with the automatic feed regulator, owing to failure of one of the attendants to connect the float. The Sharpshooter then made three runs at sea, the first of twenty- four hours duration, using six boilers, being for economy, burning less than ten pounds of coal per square foot of grate. The results were: 14.5 knots, and 1,282 I.H.P. on acoal expenditure of 1.96 pounds per I.H.P. The next trial was made with one set (four) of boilers, and lasted twelve hours, the rate of combustion for one-third of the time being about thirty- one pounds per square foot of grate, and for the remainder about twenty- five pounds. The results were: First four Eight succeed- hours. ing hours. SCEAMPDLCSS UCM a Ol ChStaprrrtersretcs sets stncesnatsetensscecenterscensnsecss 186. 182. AWE YOU NININ osccecrecodaooncc Fo REA e eh, TROT kisah a his Beda s RSD, oe BSNS 28.4 28.6 EVES GH OTS steer scan eee ce nen cen ye era coats toner ees 206.9 185.6 APA ocr pe meee, eae ata ot en ern Sea seeec th concen «Fane anes 1,497. 1,235. SOC die ease ee tie oct sa ae oa eee Sn Sy aa aie abe 15.2 14.0 COM ep Cree eee sce, i geae e See re niseaeen soc esas Dame a Tes asclewes Sawt sees 2.78 2.66 The last trial was made under similar conditions with the other set, the result being: SLCAMPPRESSUBEHMMED OURS etecec sees sce ner coere: sone ocnecctecrumenst 202. 170. Sieamypressunesateen iM eSemeecwrcc.scesaeetes sebaccines vstcscaceessese sree 139. 124. AVE (OUTIL eeepeniy recsacioneonanarcacere oneness Gar ose ote one rec eer 28. 28.1 FREV.OVUGLOM Sisters cece essa eee ete Savas w waives oie a Ree 180. 177.4 aT ion Johor ne cee ea RR EN oceans te Tests meee esies 1,421. 1,191. DOC Gey ssa tanle lec eek ee Sige as cad MeaeaGo take US 14.8 14. Coal per Tee Pesce rice h cae ck tae cee coe crave hese vende eee eee 2.93 2.78 Detroit's Local Pride. The city of Detroit can place more offerings at its own little altar of local pride than all other cities of the lakes put together. Its newspapers have been known to make as much fuss over a Chrysanthemum show as Chicago did with the world's fair. Here's asample of the town's pride froma steamboat standpoint: "Walter O. Ashley says the North West's running time from abreast of First'street until passing Sandwich point was 8% minutes. The Frank K. Kirby afterwards swung out from her dock and covered the same dis- tance in 8 minutes. Nor was she going at full speed when she straight- ened down as was the case with the North West. 'The opinion is freely expressed by mariners and experienced steamboat men that the City of Detroit can beat the big white steamer's time between Detroit and Cleve- land." Now Detroit has a ship building concern (the Detroit Dry Dock Com- pany), of which the city has reason to feel proud. the two side-wheel steamers referred to were built by the dry dock company, and they are good boats, but it is not probable that their builders are responsible for any statements that would attempt to class them with a steamer of 7,000 horse power. 'There has been a great deal of talk of 20-mile boats on the lakes, but it probably remains for the new Northern Line ship to show that speed in actual service. ey ahs a