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MARINE REVIEW. New Ship-Canal Commission. Likenesses of the new commission of engineers, appointed recently by President McKinley to continue investigation of the subject of a deep waterway from the Great Lakes to the Atlantic seaboard, are presented in the accompanying group. This commission, which consists of Major Cc. W. Raymond of the army engineer corps, Alfred Noble of Chicago and Geo. Y. Wisner of Detroit, will pursue investigations begun by a similar commission about a year ago. They will have the advantage of a large appropriation, $150,000, provided in the last sundry civil bill for expenses attending their work. It is expected that the first meeting of MAJOR ©, W. RAYMOND. ALFRED NOBLE, ab. Y. WISNER. the commission will be held in Philadelphia shortly. Major Raymond, the army officer on the commission, is quoted as saying that the work will be pushed with a view to reporting at the next session of congress. The Lakes Furnishing Men for the Navy. Officials of the navy department will undoubtedly be well pleased with the experiment of enlisting men from lake cities for general service in the navy. The recruits are said to be of an excellent class. In a note to the Review from Chicago, Lieut. Commander John M. Hawley, who is in charge of this work, says: "At Duluth thirty-one men were secured, and they were sent to the receiving ship Vermont at the navy yard, New York, this as a result of eight days' enlisting. The office in Chicago was opened Monday after- noon, Aug. 2, and the record for the first week is fifty accepted and about the same number rejected for phyhical disabilities. The class of men thus far secured is excellent. Only seamen, ordinary seamen, machinists and a few apprentices are enlisted. The first draft of Chicago recruits left for New York on the 8th inst., in charge of Acting Boatswain Brayton. The men will be sent east in batches of fifty. The office in Chicago will remain open about three weeks and then be shifted to either Milwaukee or Detroit." Seamen in the navy get $24 a month, and must be between twenty-one and thirty-five years of age; ordinary seamen, $19, and from eighteen to thirty years; shipwrights, $25, and from twenty-one to thirty-five years; . machinists of first-class, $55, and from twenty-one to thirty-five years; of second-class, $40, and same age; coppersmiths, $50, and from twenty-one to thirty-five years. Chief machinists get $70 a month, and chief car- penters' mates $50. In addition to this they get rations, medical attend- ance, and, in fact, everything except clothes. When a men enlists it is for a term of three years. Whenever he re-enlists he gets $1 additional to rate of pay and three months' bounty. For instance, if a man draws $50 a month and re-enlists, he will get $51 a month and a bounty of $150. Every. man, too, has a chance of promotion if he deserves it. Machinists who have had experience at sea with marine engines may be enlisted in the first class, those with no experience as second class. Arguments for Improved Fog Signals. Newspapers of the lakes will not be at fault if the United States light- house board fails to take action with a view to reducing the time beween the beginning of a fog and the blowing of signals at fog signal stations on the lakes where machinery is not of improved kind. All of the papers are directing attention to the danger of accident from delay in beginning the operation of these signals after a fog sets in. The Detroit Free Press cites as a case in point the accident to the wooden steamer Neshoto, which was stranded on Kewenaw point, Lake Superior, some time ago. e Neshoto was bound to Duluth with 2,000 tons of coal. The fog fame on suddenly, blown down by an easterly wind. The aim of the master was to clear Manitou island and the point by a safe margin, but € did not wish to run a long way out into the lake to do it. He did Clear the island just after the fog came down, and supposed he had a 800d stretch of water between himself and the point, when the big steamer Sttuck the rocks. The shock was a fearful one. The rocks were half round boulders. The big boat, urged on by her speed of eleven miles ai hour and by her heavy cargo, surged and grated onward until, when ef finally stopped, her 7-foot mark was showing at the bow, and her stern ae in 26 feet of water. Then she took a list to port and went over se fet. The strain on the strong wooden hull was a hard one, but aoe ae days of lightering, jacketing, pumping, jacking and pulling, the bed et Favorite finally released her. But the loss was in the neighbor- Od of $40,000, including the wrecking bill. Excursion to Chau i G daga lake via : tauqua lake and Lily Dale on Cassadag the Nickel Plate road, isi: 13. See agents for time of trains and rates. 258 Take the 'anu ion vi d, Aug. 16, to : al excursion via the Nickel Plate road, Aug. 10, Niagara Fallsand Toronto. Secure sleeping car space early. 248, Aug. 15 i Fear of a Grain Blockade at Buffalo. _A great deal of delay is already encountered at Buffalo in unloading grain, There are two elevators at that point outside of the association, namely, the Raymond elevator and the Export elevator, and it is supposed that they are handling grain at less than association rates. Many vessels are chartered to unload at these elevators, and when it is stipulated in the bills of lading that the cargoes are to be unloaded at the Raymond or the Export, as the case may be, it follows as a matter of course that the vessels are to be unloaded at those elevators, but they are also bound to take their turn unloading, and, as very frequently cargoes arrive faster than the elevators named in the bills of lading can handle them, delays are unavoidable. _ . Where there are no particular elevators named in the bill of lading, it is almost invariably the case that the cargoes are split up into several different consignments. In that case each consignee has a right to dictate where he shall have the cargo delivered. In fact, he has the same right with a portion of the cargo as he would have if the entire cargo was for him. The result is that the vessel may receive prompt unloading with one, two or three different consignments, and be badly delayed in getting rid of the balance. To the vessel owner this custom of having a great number of consignments in one cargo is a growing evil. Ten years ago it was only occasionally that there were more than one consignment in a cargo, but now a cargo confined to one consignment is rare, and it is becoming more and more the custom to split the cargoes up into small lots. Very often cargoes are loaded and sold in transit in large or small quantities for shipment over different roads, and it not infrequently hap- pens that there is no disposition of the cargo made until after the arrival of the vessel at Buffalo. It would be no greater hardship to the vessel owner if he were compelled to peddle cargoes of coal and iron ore out in the same manner. Another disadvantage of split cargoes is the diffi- culty of tracing shortages in such cases. Buffalo is receiving grain now about as fast as it can comfortably take care of it, and if the expectation of a large movement of grain by lake during the fall is realized, a blockade worse than that of the fall of 1891 will very probably be the result. A Millionaire's Yacht. _ One of the most elaborate yachts owned by American millionaires is the Mayflower, designed by G. L. Watson for Ogden Goelet of New York, and built at the yard of the Clydebank Engineering & Ship Building Co., Ltd. She is a vessel of 1,780 tons gross and 1,009 tons net measure- ment. Her length is 275 feet on the water line, 320 feet over all, beam - 36 feet 6 inches, and depth 30 feet to the bridge deck. The hull is divided into nine water-tight compartments, so arranged that it would float though two compartments were full of water. The arrangement of decks is some- what peculiar. There is a short forecastle, separated from a long bridge amidships by a well, but the side plating is carried in an uninterrupted line aft nearly to the end of the bridge. Here it is lowered 4 feet on a line with the main deck bulwarks, and is carried at this level to the overhang. The interior finishings and furnishings are unusually mag- nificent, and everything pertaining to the comforts of a modern home are provided in the vessel. There are two triple-expansion engines of the four-cylinder four-crank type.. Dimensions of cylinders are 22%, 38 and two of 40 inches, with 27 inches stroke. Piston valves are used on the high pressure and inter- mediate cylinders and patent slide valves are fitted to the low-pressure ~ cylinders. All are balanced. The valve gear is of the Stephenson link pattern controlled by a combined steam and hydraulic engine. The frames are open front with steel stanchions, the back frames carrying the condensers. Very complete auxiliary apparatus is fitted, including evaporators, feed water filters, auxiliary condenser, feed, bilge, sanitary and fresh water pumps: The electrical installation is in duplicate and gives current to about 700 lamps. Steam is generated at 160 pounds pressure in two large single-ended boilers, each fitted with four furnaces. GDENrGo #T'S YACHT MAYFLOWER. On her trial trip the Mayflower developed 4,600 horse power and obtained a maximum speed of 16.75 knots. Her coal capacity is 530 tons, with which she can steam 2,000 knots at full speed, and 6,000 knots at 12 knots speed. The illustration is from Marine Engineering and is a reproduc- tion of a drawing made by Geo. L. Coffin. The Marine Review has prepared in neat oak frames cards containing the schedule of time required to be run between certain points in the St. Mary's river under the speed limit of seven miles an hour. When hung in a pilot house, distance and time may be readily noted from these cards, as the type is large. They will be sent by express to any address at $1 each, or may be had upon application at 409 Perry-Payne building, Cleveland, for 65 cents each. The Review has excellent photographs of lake ships.