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22 MARINE REVIEW. cubic feet of air per minute. The velocity of air passing into air cleansing and cooling device attached to fan was 1,000 feet per minute; discharge velocity in hospital, nearest available place to fan, 940 feet per minute; in lower hall troop deck, the farthest point from fan, 950 feet; area in hos- pital, 28.25 square inches; lower deck, 16.00 square inches. Two tests were made in reduction of temperature of air by means of air cleansing and cooling device and humidity regulator. Both times the air on deck was 80 degrees and the water used 59 and a fraction and 60 degrees, respec- tively. The air as delivered after passing through air cleansing and cooling device was at 61 and 62 degrees respectively. Referring to these tests, Mr. McCreery says: "This shows only what we have often before proven, that we can reduce the temperature of air to within 2 degrees of water obtainable for such purposes, and at the same time cleanse it from all dust and dirt. We have also proved that we can deliver air to all parts of a ship or building practically at a uniform velocity. The plans for the cooling, heating, cleansing and ventilating, and the manner of distributing the air, are our own, and nearly all of the essential parts are patented and manufactured by us. Tests made in all parts of ships ventilated by us, with either incast, exhaust or closet system, have shown the same results. We have also installed our system in United States transport Logan, the same as in the Thomas. We claim for our devices superiority over others in that we deliver more air, clearer and better air throughout a ship, and that it is better distributed and under better control, with less power, than in any other system. All machinery, material and workmanship are of the best. We invite the closest inspection by managers of steamship lines carrying passengers or fruits and vege- tables. We have nineteen patents covering different devices. A large number of them relate to air cleansing and cooling devices, which are made in different ways. Then we have patents on adjustable elbows with cut-off attachments, shutters, gates, etc., and also on method claims for distribut- ing air at varying angles. With our contemplated enlarged facilities we are in hopes of being able to fill promptly all contracts in the future." Joseph McCreery & Son, Toledo, O., is the firm controlling and man- ufacturing the devices involved in this system. QUICK WORK WiTH MILLIONS. John W. Gates told a party of friends how he happened to get back into active business after he had cleared up a big fortune from the sale of 'is Federal Steel and other interests and had made up his mind to retire. The story was not told in a boasting spirit, but the recital was nevertheless one of live interest as illustrating the whirlwind methods employed in or- ganizing a gigantic enterprise and getting it under way. Mr. Gates and Col. Elwood had realized a "bunch of millions" out of Federal Steel, and the former had laid his plans for a trip around the world with his wife. Taving gone so far as to invite a party of friends to accompany them and fix the date of departure. One day while sitting in his office in Chicago chatting with Col. Elwood he was called up on the long-distance telephone system by an acquaintance in Pittsburg, advising him that the owners of a big wire milling company had fallen out among themselves and would sell. "If you want to make a trade bring on $1,000,000 and I think you can get the property," said the man at the other end of the wire. Inas- much as the mills were worth at least $2,000,000, the temptation was strong to buy them. The two millionaires who had just laid down business cares conciuded to take the property "for a flyer." The next evening they were in Pittsburg, and snugly reposing in Mr. Gates's cardcase was a certified check for $1,000,000. They had an all- night session with the owners of the wire mills, and at 5 o'clock in the morning they had the property and the former stockholders carried off the big check. The party repaired to the Duquesne Club for refreshments. There they met the proprietor of a big wire mill up the state, and to him the story of the night was told. "If you fellows have money to burn you'd better buy my mills," he said banteringly. "What will you take for them?" responded Mr. Gates. "Nine hundred thousand dollars," was the answer. "It's a go," said Mr. Gates, quick as lightning, and a deal involving nearly $1,000,000 was closed in less than sixty seconds. The two Chicago men then communed briefly and Col. Elwood remarked: "John, if we are going into the wire business we must have a base of supplies. Better see if we can't buy the Cleveland Rolling Mill Co.'s works." Taking the first train out of Pittsburg they proceeded as fast as steam could take them to tre Forest City. That evening they broke in on Wm. Chisholm with the blunt statement that they had come to buy his property, which included rolling mills, steamships, iron mines, etc. "But I don't want to sell," he protested. "Still," he said, hesitatingly, "I would like to hear your proposition. What are you prepared to offer?" "Five million dollars cash," was the reply. And then 'Mr. Gates -added: "Five million dollars is a big bunch of money. Better think it Over." "T want more money," expostulated the Cleveland man. "We will give you $5,000,000 and not a dollar more." The gentlemen met later in the evening and before midnight the trade was closed, the old owners stepping out and the new stepping in. The "cleaning up" yielded $2,540,000 in cash, so that the property really cost Gates and Elwood $2,550,000. It was worth from $7,000,000 to $8,000,000 without the cash. The next morning the Cincinnati Enquirer had the story of the Pittsburg deal, and the telegraph brought an offer of some valuable wire plants in and near that city. 'Mr. Gates repaired at once to Cincinnati and Col. Elwood hastened east to negotiate for valuable plants in Massachusetts. Forty-eight hours later they met in New York and on comparing notes found they had invested $12,000,000 of their cash in wire plants. All that happened during the week between Christmas and New Year, less than eleven months ago. _ "It looks as though we were in the business," said Mr. Gates. "A fair nucleus," responded Col. Elwood. "Let us go home." They cannon- balled to Chicago and in less than another week arrangements were prac- tically consummated for the giant consolidation known as the American Steel & Wire Co.--capital, $90,000,000. Jan. 18, or a little over three -) [December 7, weeks from the date of that long-distance telephone conversation between Chicago and Pittsburg, the constituent properties were duly turned in and the Steel & Wire stock was distributed according to arrangement. This, in brief, is the inside history of one of the "lightningest : deals for its mag- nitude ever negotiated. It was a Napoleonic campaign from start to finish. It is not recorded that either Mr.-Gates or Col. Elwood lost money on the transaction. Mr. Gates called off that trip around the world.--Chicago Post. TRADE NOYES. Stationary engineers and steam users of the great lakes region will be pleased to learn that Mr. Frederick B. Slocum, well known to the pump trade, has again opened an office in Detroit at room 69 Newberry build- ing, where he is handling the A. A. Griffing Iron Co.'s Bundy steam spe- ~ cialties. The United States light-house board has accepted the bid of the Leb- anon Chain Works, Lebanon, Pa., of $46,044.25 for the supply of chain for light vessels. The bid was not the lowest submitted but the reputation o! the chain turned out at the Lebanon Works was such as to secure the contract for them. The American Blower Co. of Detroit, Mich., has just issued a hand- some catalogue of their heating and ventilating apparatus. The American company is well known to ship owners, having provided a large number of blowers for steamers of both the great Jakes and the coasts that are fitted with forced draft. The Columbia desk calendar, which has been regularly issued for the lest fifteen years by the' Pope Manufacturing Co., Hartford, Conn., makers of Columbia bicycles, is now being distributed. The company will send the calendar to any address upon receipt of five 2-cent stamps. It is designed to furnish the user with a convenient memorandum pad, ar- ranged according to days of the year, and is unique among publications of its kind. The same Dixon that makes pencils makes crucibles, and the same Dixon that makes paint makes stove polish. The industry known by the name Joseph Dixon Crucible Co. is unique and immense. Its duplicate does not exist on earth. It makes everything of which graphite (some- times called plumbago and sometimes black lead) is an ingredient, in- cluding all kinds of crucibles, pencils, stove polish, paint, flake graphite. electric resistance rods and a hundred other different things. Mathews & Co. of Bascom, O., designers and builders of high-grad > pleasure boats, say in a letter to Messrs. Cole & Kuhls, foot of Twenty. fourth street, Brooklyn: ""We have found your elastic seam composition and seam paint a combination that should be used on all first-class boats. It has given entire satisfaction in our work. We notice that the cement does not harden and cause open joints as is usually the case with putty and other substances that we have used. We can recommend this ma- terial to all boat builders as being a necessity." A circular letter signed by the Chicago Pneumatic Tool Co. and the Standard Pneumatic Tool Co., both of Chicago, issued under date of Nov. 2), is as follows: "We wish to notify all our customers and the 'trade in general that in the patent litigation entered into between the Chicago Pneumatic Tool Co., Joseph Boyer, the Standard Pneumatic Tool Co. and the Chouteau Manufacturing Co., all suits have been dismissed by the advice of their respective attorneys, they recognizing that the Boyer and Chouteau patents cover the fundamental principles of all pneumatic ham- mers, without the combined use of which no successful pneumatic hammer can be made. Recognizing the value of their respective claims, they have purchased licenses from each other covering their present style of ham- mers. We consider this action necessary for the protection of users of our respective tools." Electrical journals express the opinion that the prospects of apply- ing electricity to the propulsion of canal boats have been especially bright of late. Experiments are again being made on the Erie canal, and in Germany official approved of the use of electricity on the canals has recently been announced. It is understood that tests for the Dortmund-Ems canal, which have been pushed so vigorously by the emperor himself, have re- sulted in the adoption of a system employing a hauling electric locomo- tive on a light track, the inner and outer rails of which form the circuit. The results have been so satisfactory that the government has under con- eee the question of equipping in this way all the canals under its control. __In the Firth of Forth, Scotland, there was held recently an oil fuel trial of the tank steamer Syrian, built by the Grangemouth Dock Yard Co. for the carriage of petroleum in bulk for the eastern trade. The coal trials were very successful and the trial with oil fuel was even more so, the speed attained being 1114 knots, or fully a knot more than with coal. The number of revolutions was seven to eight more per minute and the horse power 200 more than on the coal trial. The consumption of oil at the trial was fund to be 25 per cent less per horse power than the con- sumption of coal. Capt. Moses Humphrey, who took the steel steamer Porto Rico from the Craig ship building works at Toledo to New York city, is enthusiastic over the new Soulanges canal, which is the principal work of the St. Law- rence system, The entire distance of 14 miles of the new waterway was made by the Porto Rico in 3 hours 15 minutes, three locks with a drop of 22% feet each being passed in 48 minutes. Every lock is worked by elec- trical power, and the captain says that not a single minute is wasted in getting vessels up or down. Naval authorities at Washington have had their attention called to the fact that the opening of the enlarged St. Lawrence canals will make the great lakes accessible to 140 modern war vessels of the British navy-- in other words to all such vessels measuring 265 feet in length or less,