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ee ee ees "a 1899.] =a Se NEW PACIFIC MAIL SHIPS. SHORT DESORIPTION OF TWO BIG STEAMERS, THE LARGEST EVER BUILT IN AMERICA, TO BE CONSTRUOTED AT NEWPORT NEWS FOR PACIFIC SERVIOR. The Review presents herewith the first plan of the new Pacific Mail steamers as yet published. These two steamers will not only be the largest vessels of any kind ever constructed in America, but will be the largest vessels to fly the American flag in any service at any time. The keel of the first of the vessels was laid only a few weeks since at the works of the Newport News Ship Building & Dry Dock Co., Newport News, Va. It is understood, of course, that Mr. Collis P. Huntington, principal owner of the Newport News works, is also the leading spirit in the Pacific Mail Steamship Co. Each of the new steamers will be 575 feet over all, 550 feet between perpendiculars, 63 feet molded beam and 40 feet depth. The displacement on a draught of 27 feet will be 18,400 tons, and the gross tonnage (meas- urement) 12,000 tons. Each vessel will have accommodations for 150 first- cabin and 1,200 steerage passengers. These steamers are to be fitted each with two quadruple expansion engines of 18,000 indicated horse power. Cylinders will be of 35, 50, 70 and 100 inches diameter and 66 inches stroke of piston. The cylinders and sequence of cranks are arranged to give minimum vibration and the machinery is expected to give the vessels a speed of 18 knots. Steam will be supplied from six double and two single-ended boilers, all cylindrical Scotch type and each of 16 feet diameter, and built for a work- ing steam pressure of 200 pounds. In addition there will be one donkey boiler of 11 feet 6 inches in diameter, also built for 200 pounds pressure. MARINE REVIEW. of the' 13 DRAINS ON WATER SUPPLY--ERIE CANAL POPULAR AGAIN. Buffalo, Nov. 28.--I ran across a bit of heresy somewhere lately that ought to be nailed at once for what it is apparently worth. I thought I saw it in the Review, but afterwards failed to locate it there. It was an item written by some friend, whether he knows it or not, of the people who are trying to divert the waters of the lakes by means of systems of drainage and manufacturing and thus add to the burdens of the naviga- tor, who is just beginning to feel the results of the efforts to deepen the inter-lake passages and is now no longer regularly "hung up" on Grosse point or some other shallow spot that used to keep every lake captain awake nights the season through. Captains of long experience and good nerves have often told me that the well-known sound of their vessel scraping its keel on some obstruc- tion would at any time make the cold sweat start out on them like the quills. This is not classic language, but it is of the kind needed to head off the quibblers who are telling us, as the article I refer to did, that some- thing else than the drawing off of the water from the lakes by private schemers is responsible for the lowering of the levels. The article was sure that there was a new channed in St. Clair river, very deep, which was taking the water off and that there were likely other causes of the same sort that were, or would be, accountable for the absence of the water wanted by the vessels; therefore let the private enterprises alone to take what they wanted. They were of no consequence to navigation. This is the worst of heresy, of course, though it has been used quite effectively, apparently, or the inroads already permitted by the government on the water supply would have been stopped before they began. It is safe to say that anything which carries off the water of a lake must reduce its level and that is the entire case. Vessel men estimate that every inch ve TES i ' : amy A Tee { t : : ae ee TOES MOE TE OE ee OUTBOARD PLAN OF PACIFICO MAIL STEAMERS BUILDING AT NEWPORT NEWS--THE LARGEST VESSELS EVER CONSTRUOTED IN AMERIOA. All main boilers are fitted with hot, forced draft supplied by thirteen Stur- tevant steam fans. The bunker capacity of each vessel will be 2,500 tons. The contract was placed early in 1899, but the great rush of work at the Newport News yard delayed the beginning of work on the vessels. Un- less unforeseen obstacles are encountered delivery will be made some time the latter part of next year. RUSSIA'S MERCHANT MARINE. A most important measure that is expected to revolutionize the sea trade between Russian ports will go into effect on Jan. 1 next. The Rus- sian coast trade has heretofore been free to the ships of all nations, but beginning next year no foreign vessels, excepting one small class, may en- gage in the trade between Russian ports. The far-reaching nature of this law will be understood when we consider that many thousands of miles separate the eastern from the western ports of Russia. Under this law. for example, shipments may be made between St. Petersburg and Odessa in the west and Talien-wan, China, and Vladivostock in the east only in Russian bottoms. The exception to the law permits foreign vessels to transport salt from the ports of the Black Sea and Sea of Azov to the Baltic ports. _ About four-fifths of this trade has heretofore been in the hands of for- eign shipping and due notice was given of the great change to be made in the carrying trade by the promulgation of the new measure in May, 1897, two years and seven months before the date fixed for its enforcement. The purpose of the law is to stimulate the growth of the Empire's commercial - marine. The commission appointed in 1897 to investigate the question of Russia's ocean-carrying: trade reported that the Empire was losing about $37,000,000 a year in freights paid to foreign vessels because of the inad- equacy of Russia's shipping. The government pays an annual subsidy to the Black Sea Steamship Co., but has not favored similar payments to Other lines. It believes, however, that the measure it has adopted will im- part a large impetus to the Russian shipping interest, and while develop- ing the home coasting trade will give the Russian merchant marine the training it needs for wider activity in the international markets. __At probably no time in the history of lake navigation has a year passed with less loss of life or property than has occurred during the season now drawing toa close. The underwriters are not out of the woods, as heer ance on a large part of the fleet will not expire for several days yet an there will undoubtedly be some extensions of insurance that may be fot- lowed by losses, but with the advanced rates secured last spring and with the season now practically at an end, congratulations are certainly in order in insurance circles. Large quantities of cannon balls and shells that were manufactured for use in the civil war and have been stored for years in the Brooklyn navy yard have been purchased by the Penn Iron Works Co. of Chester, Pa. of draught is worth about 45 tons to a 400-foot vessel. Sometimes this ee is all the way between a good profit and loss that cannot be made good. j What would not the Canadians give for a foot more of draught than their canals will afford when they are finished? As they stand now they are pretty nearly useless. The traffic has so nearly ceased on the Welland- St. Lawrence route that it is of no account in the general calculation, and with the canals all 14 feet deep the advantage is not of much account. Buffalo does not need to regard it. In fact some things have developed - within a few days that indicate that the diversion created by the Canadian canals, as agitated by the Conners syndicate, will be turned to the direct benefit of the Buffalo route, for it has stirred up the back counties, not only in Albany but in Washington as well, and Erie canal sentiment is to be had for the asking at every cross road. Then the canal itself has taken a hand at vindicating itself this fall. When the grain began to pour in some weeks ago after its usual fall fashion, and it was found that the car supply was unusually short, all the timid vessel men said there would be the biggest grain blockade here that the lakes had ever seen. Then the grain somehow managed to get away from the roads and was turned over to the canal and at once the blockade. such as it was, began to disappear. The baby canal fleet at once showed its flexibility, something that is always out of the question in the car service. There are very few canal boats left but every one of them steered for Buffalo, and they carried off half a million bushels of grain in a day, instead of the half a dozen boat loads that was the rule when the roads were in possession of the situation. Well, the canal is popular with us again. It has done something, feeble as it has been allowed to become, and it is going to be built up and placed on a par with other carrying routes, and the commerce of New York, which the roads have been throw- ing away, will be saved. JOHN CHAMBERLIN. An excellent idea of the cost of maintenance of the naval establish- ment of the United States:may be gained from the recently issued report of Rear Admiral A. S. Kenny, paymaster general of the navy and chief of the bureau of supplies and accounts. The total credits of the navy de- partment, including the balance from the last fiscal year, were $141,617,251 and total debits $73,145,992, leaving a balance of appropriations on June 30, 1899, of $68,471,259. The amount drawn from the treasury was $64,- 194,255, including $6,754,974 for repairs to ships at home and abroad. The cost of maintaining ships in commission, including the pay of officers and men, incidental expenses and material was $13,983,174. The navy department has invited bids for the purchase of the collier Scipio and the old naval tug Rocket. The Scipio, the appraised value of which is $25,000, was built in Scotland in 1882 and is not entitled to Amer- ican registry. The Rocket was purchased by the government in 1863 and her appraised value is $600.