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3° MARINE REVIEW AND MARINE RECORD. CANADA AS A SHIP BUILDER. (From the Liverpool] Journal of Commerce.) Canada is ambitiously inclined toward having, even if she has to pay for it, a ship building industry. The fine vessels which used to be turned out of the St. Lawrence yards of the sea-bound pro- vinces were in their day ships of which any country might well be proud. Liverpool has harbored hundreds of these craft, and the "blue-noses" were ever welcome to the port, for they were splendid, well-kept ships, and their custom was eagerly sought after by the tradesmen of Liverpool, and was well worth having. Owing to the displacement of wood for the better and more dur- able steel in ship construction, the ring of the live-oak mallet has practically ceased in the once busy yards of the Nova Scotia main- land and Newfoundland. Fewer ships bearing the Canadian legend on their sterns are to be seen every year, and this will con- tinue until eventually the class of ship now so decorated will be a thing of the past. But before that time arrives Canada will have her steel ships ploughing the main and supplanting those now rapidly dying out. With the development of the iron and steel industry in the Dominion, the laying of keels, the bending of frames, and the riveting of ship plates will follow as a natural consequence, for the maritime provinces will continue to breed seamen and ship builders just as has been the case in the past and is at the present time. This is a period of transition, but it does not appear that it will be very long before the sounds of the ship yard will again be stirring the air in centers suitable for ship construction. It is expected almost daily that the Dominion gov- ernment will offer an increased bonus to the firm or company which will establish a competent ship building plant in the country. The amount already offered has not had the effect of inducing builders to lay down a plant, but the movement now afoot to increase the amount on offer to a sum which will en- able an enterprising concern to see its way to start will have the desired effect. Nova Scotia is keen on advancing the scheme, and the decision now rests with a government which certainly has the best interests of industrial Canada at heart, and which cannot be charged with niggardliness in forwarding the Dominion's wel- fare. The Dominion Iron & Steel Co. is undoubtedly in the best position to take the matter up, and negotiations will be com- menced with the company immediately it is decided to offer suf- ficient inducement. Nova Scotia would benefit immensely by the establishment of a large ship yard there, hence the evident anxiety of the local government to secure the assistance of the Ottawa government. The Columbia Engineering Works, Inc., Brooklyn, Mass., have taken up the manufacture of the Arthur Herschmann pat- ent steam wagons, building 3-ton and 6-ton capacity trucks, adapted for carrying coal and for general trucking purposes. [July 23 CHARACTERISTICS OF CHANNEL STEAMERS, Engineering of London, discussing the characteristics of Eng. lish channel steamers, Says: : "Channel steamers differ from ocean-going steamers chiefy in the following characteristics :--1. Speed in relation to size, 3 Shortness of sea voyage, and from these follow: 3. Frequency of entering and leaving port. 4. Importance of small net register tonnage. §. Small amount of coal carried, and consequent reduced importance of economy of fuel. 6. Most of the lines make pas. senger-carrying their. chief consideration. Speed is one of the measurable qualities in which ships compete. The ordinary pas. senger cannot measure comfort, seaworthiness, or seakindliness jn a ship; but he can measure how long it takes and how much jt costs, and if he can travel in the fastest ship for the same money as in a slower one, he thinks he has got something for nothing, This is largely why ship owners want the speed of their new ships to be greater than the old ones. Further, if it should hap- pen that there are competing lines running to the same place, the sporting instinct is aroused in passengers if competing vessels should happen to leave or enter port at the same time; and though there never is any racing between passenger boats, it is evident that the faster boat must be the greater favorite. The runs are short, and the steamers approach more nearly to war- ship conditions in the relation of speed to length than any other type, though they are not burdened as warships are with the conditions of cruising at low and varying speeds for long periods, or with the necessity for a large coal endurance. Speeds are high. in relation to the length, and the vessels are, therefore, among the most interesting problems in modern naval architecture. The de- velopment may be seen by tracing the changes in any one of the fleets. For instance, the London & South-Western Railway's fast- est vessel in 1889 was the Dora of 1,114 tons displacement. On 10.1 ft. molded draught her speed was 1614 knots: with engines In 1890 three which developed 2,250 I. H. P. on 109 revolutions. new vessels, the Frederica, Lydia and Stella, were built, for whick the owners issued tenders for vessels having speed with natural draft and 172 revolutions. type having four-cylinder, triple-expansion engines." The schooner Nellie Reddington, in tow of the Zillah, collided -- with the steamer Marshall F. Butters in Portage river this week. French Navy ' . : i English Royal Navy - : : Russian Imperial Navy - ~~ - s Japanese Imperial Navy SPs Austrian Imperial Navy -- - a e Italian Royal Navy - - . Chilian Navy - - : a Argentine Navy : és The " Messageries Maritimes" Company Chemins de fer de Ouest: E TELEGRAPHIC ADDRESS: <A BELLEVILLE WATER-TUBE BOILERS NOW IN USE (FEBRUARY, 1903) On Board Sea-going Vessels, NOT INCLUDING New In- Stallations Building or Erecting. (The French West fa plying between Dieppe and Metaven a oe ee Steamships Total Horse Power of Boilers in Use SCRE AR iD at WORKS: Ateliers et Chantiers de V'Ermitage, at Saint- Belleville, Saint-Denis-Sur-Seine. 276,460 H. P. » - 849,300 " 193,900... $22,700: 32,900: = 13,500.28 26,900. ~ : : - 13,000 " 87,600 " - 18,500 1,634,360 Sika ¥ 17 knots" 18 knots with forced draft, The vessels built obtained 19% knots on a six hours' trial for' 5,500 I. H. P. on 1,630 tons displacement, the engines running at The cost of each was about double that of the Dora. The later vessels have been of 19% and 20 knots speed, with 4,500 and 5,300 I. H. P., and with increased accommodation and weight-carrying. All these vessels have forced draft with closed stokeholds, the ratio of weight of machinery to indicated horse power being approximately 1 to 10, all except the Frederica Denis (Seine), France. .