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ag MARINE REVIEW. i are Sa "aoe 4 DEVOTED TO LAKE MARINE AND KINDRED INTERESTS. Published every Thursday at No. 409 Perry-Payne building, Cleveland, Ohlo, by John M. Mulrooney and F. M. Barton. * ~ Supscriprion--$#2.00 per year in advance. Single copies 10 cents each. Convenient binders sent, post paid, $1.00. Advertising rates on application. Entered at Cleveland Post Office as Second class Mail Matter. The books of the United States treasury department on June 30, 1896, contained the ee of 3,333 vessels, of 1,324,067.58 gross tons register in the lake trade. The number of steam vessels of 1,000 gross tons, and over that amount, on the lakes on © June 30, 1896, was 383 and their aggregate Bross tonnage 711,034.28; the number of vessels of this class owned in all other parts of the country on the same date was 315 and their tonnage 685,204.55, so that more than half of the best steamships in all the United States are owned on the lakes. 'The classification of the entire lake fleet on June 30, 1896, was as follows: Gross : Number Tonnage. Bteamn Wesee tas Necac ccectvss vor seuautuotassisceeieascouvbesa ae eee Sailing VeSSelS ANd DATLES...........cccceercccsccsssceeescnseee ; 127. CBT SID OR GREE Biscks es esis aoceniGns teneeesccestaswstetessescasas 416 45,109.47 PL OGLE Sco. sasercsees aetscateces cedede asganesstse 8,333 1,324,067.58 The gross registered tonnage of the vessels built on the lakes during the past six years, according to the reports of the United States commissioner of navigation, is as follows: Year ending June 30. 1891 111,856 45 *S e *s 1892... 968.98 as ae ss 1898... 99,271.24 :y ee oo 1894... 41,984.61 i pec ae BOD Stee cscces Sconces 36,352.70 i <9 ca 1896 108,782.38 IO Bates Mesa oy sa ere eto ae ot ce reseed a keseacs Chases' 444,216.36 ST. MARY'S FALLS AND SUEZ CANAL TRAFFIC. (From Oficial Reports of Canal Officers.) St.Mary's Falls Canals. Suez Canal. 1896* 1895* 1894 1896 | 1895 1894. Number of vessel passages 18,615 17,956 14,491! 38,409 8,404 3,852 Tonnage, net registered...... 17,219,418) 16,806,781) 13,110,366)| 8,560,284) 8,448,383] 8,039,175 Days of navigation...... ...... 232 231 34 365 365 234 | 365 *1895 and 1896 figures include traffic of Canadian canal at Sault Ste. Marie. An eastern engineer interested in cargo handling machinery came to the lakes to introduce a specialty and incidentally learn the possi- _ bilities of introducing his machinery. After looking over the different apparatus at Cleveland he concluded that as far as loading cargoes the lakes were equipped with machinery that was perfection. It has taken years to convince business men on the coast of the magnitude of lake commerce and the size of lake vessels, while a great many Englishmen treat it all asa joke. But the rapidity with which car- goes are handled will have to be drilled into men not familiar with the business. On the coast where it requires a week to load 5,000 tons of coal into a vessel they will hardly believe it is done on the lakes in ten hours. But when American foreign commerce commences to grow then coast dock owners will be compelled to come to the lakes for perfected machinery. One Cleveland concern now supplies the ship yards of the United States with cranes for handling material quickly. Unloading has taxed the inventors of machinery more than load- ing and the taking of 4,200 tons of ore from the hold of a vessel in 12 hours is an accomplishment equalled nowhere else in the world. Machinery to surpass even this speed is being planned or designed and the ship owners and dock owners of the world can come to the lakes if they want machinery to handle cargoes in the least possible time. ' A Detroit naval architect in commenting on lengthening steamers says that it all depends on the wave which is pulled up at the stern. In her first form this wave may be right under her stern post. In that case it gives her buoyancy at the stern, which counteracts the effect of the resistance of the water pushed up at the bow, besides which it allows sufficient water for her screw to play in. He is also auoted in the Detroit Free Press as follows: "The impression prevails among some people here that all screw boats can be successfully lengthened, but that all side-wheelers lengthened have been failures. This belief isdue to the fact that a certain well-known steamer, since being lengthened, has lost at least two miles an hour in speed; otherwise she cannot be complained of. But this is because her power is en- tirely too light for her enlarged hull, so it is claimed. The steel side- wheeler City of Chicago, was lengthened materially, and her model was also changed. She has been a better boat ever since."' _ Lake shipbuilders should co-operate with Congressman Smith of Michigan in his effort to abrogate the treaty with Great Britain that pre- vents the building of warships torpedo boats, ete., on the lakes. While Sey, ------ he was not successful in his efforts last year, it is expected that he wil] be re-appointed on the house committee of foreign affairs and will be in position to take the matter up again. He has had a conference with the new assistant secretary of state, and has succeeded in getting that gentleman interested in the matter sufficiently to lead him to promise that the matter of possibiltity of a new agreement between the coun- tries will be investigated with a view to making possible the building of all kinds of naval vessels on the lakes that are not too large to be taken through the canals to the coast. And permission to pass these vessels through the Canadian canals must be included in the new treaty or else it will be useless to build vessels here that cannot be taken away from the lakes. A Pacific coast paper asks how long it will be before America builds a steamship propelled by a turbine wheel? Unless present ar- rangements fall through it will not be longer than next season before a steamer on the Great Lakes will be propelled by a turbine engine, It is said that the principle of working steam over twice was first used on the old steamer Empire State, plying between Buffalo and San- dusky, as early as 1848. Boiler Steel. The United States government engineers have been receiving boiler plate for use in some of the gunboats of the navy on which the specifications are probably the most severe of any which are now issued. These specifications require in a plate 17-16 inches thick a tensile strength of 65,000 pounds and an elongation of 24 per cent. in longitudinal, and 22 percent. in transverse test pieces, and in a bending test the specimen is required to bend double to a U-shape, with a dis- tance of 1 7-16 inches between the arms. During some experiments made by the Carbon Steel Co., of Pitts- burg, plates were rolled which were 17-16 inches thick, 152 inches long, 114 1-2 inches wide, and weighed 7,200 pounds. Two of these plates were rolled and one of them sheared up and test pieces taken from different points. One piece gave a tensile strength of 65,200 pounds and an elongation of 25 per cent. in eight inches. Another trans- verse test piece bent over solid upon itself. From this it will be seen that this steel more than meets the government requirements in not only the tensile strength and elongation, but also in the bending test. The most remarkable pieces in this collection, however, were corkscrews or twist drills 1 7-16 by 5-8 inches and which were bent cold in order _ to show the ductility of the steel. A chemical analysis of the plate is as follows: Carbon, .31; Manganese, .35; Phosphorus, .029; Sul- phur, .023. A careful examination of the samples of the ordinary run of steel manufactured by the company fails to reveal any sign or failure of the metal, and the curves in the twisted pieces are apparently as regular as they would be if cut ona lathe, which would not be the ease if the metal was not uniform in texture.--American Manufacturer. The Oceanic's Stern Frame. The Darlington Forge Company are now engaged in preparing the stern frame and brackets for the new White Star liner from steel castings made by them, and which are largest of the kind ever pro- duced in this country. The stern frame is in one piece and as a cast- 'Ing weighs 41 tons, and when completely machined and ready for erection will weigh 35 tons. Its height is 53 ft. by 24 ft. 3 in. over the keel piece, the section of the post being 21 in. by 11in. Attached to this frame are the after brackets, a huge casting also in one piece, which will weigh 55 ions as it leaves the foundry, and 45 tons when machined and erected in position. The height of the flanged portion of the bracket--that which is attached to the frame of the ship--is 26 ft., whilst the width from centre to centre of the bosses is 23 ft., the bosses themselves being 4 ft, 3 in. in diameter, by 5 ft., 7 in. deep. The forward brackets, which are entirely built within the plating of the vessel, will weigh 30 tons when machined and erected.--Shippig World. The schooner Hercules, which was driven ashore during a storm in November, 1816, the gale having been so severe that all on board perished, was probably the first large wreck on Lake Michigan. The Hercules was one of several schooners that the government had chartered to garrison a new fort on the present site of Chicago, built in place of one that the Indians had destroyed four years before--at the time of the massacre. i