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with the pumps and also with the ship's winches and capstan. Owing to the heavy list we were compelled to use long wedge shaped timbers to give the boilers an even. base. This work took 30 days, and while it was being done the cargo was taken out of the holds, and under Capt. Gibbs' direc- tions was shipped to Seattle and sold for the benefit of all concerned. "In order to make room for the suc- tions the divers had to remove cargo from the lower holds. The foot valves to all the pumps had to be encased in large crates, bound with galvanized wire, in order to keep the flour and salt sacks from plugging, as the holds were full of water. All the time these preparations were going on cargo was being worked day and night, and under the circumstances it was a nasty job, as the stench was pretty bad. "When the pumps were all connected the divers were sent down, and it was found that practically all of the dam- age was under No. 2 hold. The reef of rocks upon which the vessel rested was uneven and jagged, and were pushed up inside the ship at this point. We put clutches on the end of long. poles and gave them to the divers, so that they could poke waste and oakum as close.to the damage as possible. This was carried on night and day also, and each diver had an electric light strapped to his arm, the wires used being heavily insulated. Imagine the difficulties, under which these divers worked when I tell you that they had to lie flat on their stomachs and pass waste and oakum to the dam- age, Theté was a 20-ft. rise and fall of tide and the water kept taking the material away almost as fast as the divers put it in. To obviate this as much as poésible a-port hole was cut "on each side of the ship, and a door made of heavy leather .and fastened by ring bolts fitted. When the water was rushing out of the ship as the tide went out much of it went out through these ports, relieving the strain on the > injured part. When the tide would rise these doors would be pulled shut. 'After keeping the divers at this work until they made good headway we shifted to the bulkheads. This neces- sitated handling all cargo lying close to the bulkheads. This we moved and stored it up to the weather side, mak- ing a cribbing for it. We took one bulkhead at a time from the after part of the ship forward.. When we got all the bulkheads tight from the forward end of the engine room bulkhead aft, we pumped out the after end, and raised it about nine feet. This helped us to get at the damage under No 2 hold, and gave a lot of information from, etc. "TAE Marine REVIEW as to where the water was coming We decided that we must put out more cargo and get at the damaged parts from the inside. "Taking the cargo out from the bot- tom of the hold was a slow and tedi- ous job. The bottom of No. 2 hold was pushed up five feet, and as this is the biggest hold in the ship the flour' was squeezed up so tight we could hardly move it. It took some days to remove this, but when we did get it out the divers were sent down and placed cement over the damage. The cracks in the plating in No. 1 hold were filled in with dried spruce wedges. When everything was in readiness we started in pumping at 4 o'clock in the morning and between 8 and 9 that night had her afloat. We made fast to the, Salvor 'and started for Juneau. After reaching that port we shifted cargo from port' to starboard. This exposed the port bilge and the margin plates. It was found that the tank tops were badly fractured. The frame for quite a distance was drawn away from the, margin plates. The No. 2 bulkhead was also drawn away from the shell plating. "We cemented the port bilge throughout the entire length of No. 2 hold. A cofferdam of solid cement was built to about four feet over the most badly fractured part. This was shored up the "entire three. decks. This made her ready for the trip down and in that shape reached the dock at Esquimalt, (70 : "Tt was a hard job and we took a long chance, but everything came out all right, and I am mighty glad we are home. There were many disagreeable things to contend with, but they are to be expected at such a place and at that time of "year. . One' of "our = greatest : troubles was to get fresh water. When | the weather was good we were com- pelled to row metallic life boats sev- eral miles to a creek, fill them and start right back again. When the weather 'was bad we had 'to take the Salvor to Funter's bay, 18 miles away to load up with water. When the weather was good things went along smoothly, but. when we got a long stretch of south- east gales it was anything but glori- ous." Among marine men, who are familiar ~ with the conditions, the salving of the Mariechen was among the best pieces of work ever done on the Pacific coast. The Salvor is fully equipped for the work, and in fact is a self-contained vessel, having aboard everything re- quired for such work. She shows the effects of the trip, but with a little paint and a few minor repairs will be as good as new in a shot time. 17 BATTLESHIP LAUNCHED BY ELECTRICITY. The launching of the new British battleship Agamemnon which took place on June 23 at Dalmuir, Scotland, was marked by the use of ingenious new mechanism. ' According to Engin- eering the particular berth upon which the Agamemnon was built was special- ly prepared for the laying down of a vessel of the largest and heaviest type, great care having been taken in the piling of the area. Nearly 1,000 pitch- pine dogs, each 4o ft. long and 12 in. square, were driven vertically into the ground, with cross-ties on their tops, the total quantity of timber used in the preparation of the berth amounting to about 80,000 cubic feet. The declivity of the keel-blocks was about 7-16 in. per foot, the standing- ways being laid at a declivity of % in, per ft. with a camber Of 12) in. im their whole length of nearly 7oo. ft. The distance between the ways was 26. ft. 6 in. center to center, and the breadth of the sliding-ways was 5 ft. g in. The sliding-ways extended from about 50 ft. from the stem to about 50 ft. from the stern, the pressure per square foot on the standing-ways be- ing about two tons. In accordance with the most recent practice in His Majesty's ships, the frames in way of the propeller-shafts are not bossed out in the Agamemnon and_ special ar- rangements and cross-ties were fitted to take the after pdoppets under the vessel at the after end of the ways. The poppets at the fore end were spec-, ially designed and strengthened to take the great downward pressure which comes into play at that part, when the stern of the vessel, being water-borne, begins to rise. For this purpose four heavy girth-plates, each about 3 feet wide, and formed of two plates each % in.' thick, were carried under the keel and up on each side of the vessel, and connected at their heads to a heavy continuous stringer, likewise formed of two % in. plates. ' Strongly attached to the continuous stringers, and at right angles to the hull of the ship, were fitted continuous _ shelf- plates, with strong vertical brackets at about 2 ft. intervals on their' upper sides, riveted to the shelf-plates and the continuous stringers to take the heavy vertical timbers. forming the fore poppets. The girthing-plates and stringers were not attached to the shell or framing of the ship, but the spaces between them and the shell were filled in with hard wood to give a fair surface, and the cradle thus formed was held firmly in position by means of wire hawsers attached to eye- plates on the brackets, and carried up