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thor has to thank hie ol ole of the illustrations, and his tory engineer, J. Harrison, for ance in perfecting the method of K CARGO. CARRYING VES- oe SEE is the construction of vessels Gieving argo in bulk, such as coal, grain and the onditions, the following : The filling of ake place automatically without any con- iderable stowing work, making the ves- 'sel. self- -trimming. Any gaps left un- 'filled or developing from the settling or C 7 C et hi ev el lp -- . Le A/-TB 3 ee ee ee ee jolting together of the cargo must be such that they can fill automatically from structure by the movement of the vessel at sea, without interfering with the sta- bility of the vessel. The stability of the vessel must be good; that is to say, the rolling period must not be too short, and the vessel must be capable of holding such water ballast as will ensure the pro- peller being completely submerged when the vessel is light. It has been suggested to comply with the above-mentioned requirements by con- structing the side walls of the holds with an angle of inclination 'to the horizontal plane, corresponding to the angle of rake or slope of the cargo, and by securing the water ballast through special ballast tanks on or below the deck, in addition to the customary double bottom. Accord- ing to the system of measurement adopt- ed by most nations for determining the He Wreaks, for preparing paces described in this paper. ship owners prescribe, among other cargo spaces must, as far as possible, the material in the hatches and super- | tonnage of sea-poing vessels, only the bal- last space inclosed by the double walls of the hull is free of tax, while the remain- ing ballast spaces, such as deck tanks and side tanks, are reckoned in the measure- ment for tonnage and are, therefore, not exempt in the assessment of dock, har- . bor, canal and other dues, charges for towage, etc. With the object of providing a fc oht vessel which comes up to standard re- quirements, and which, moreover, com- -bines a maximum of bulk capacity and tonnage with a minimum of taxable or assessable space, a vessel, shown diagram- matically in the accompanying drawings, has been invented by Otto Mehrtens, of Kiel, Germany. Fig. 1 is a cross section of the vessel, taken in a plane near one of the hatches, Fig. 2 being a cross section taken through or adjacent to the bridge. The vessel is provided with a double hull, A B, which _is continued not only throughout the bot- tom, but extends up to the harbor deck C on both sides. The space between the walls A and B is adapted to receive water ballast and is divided by means of longi- tudinal partitions D into compartments which may communicate with one an-. other in any suitable manner. The har- bor deck is surmounted by a seaproof superstructure E, extending throughout the length of the vessel and having its side walls e extending upwardly directly from the inner wall B of the hull and at an angle of inclination to the horizontal plane, approximately corresponding to the rake or slope of the cargo. The side walls of the hold are free from projec- tions or irregularities, so as to be per- fectly smooth. On the superstructure are arranged hatches F, Fig. 1; and the cus- tomary projecting parts such as the smokestack G, and the bridge H, Fig. 2. A vessel constructed according to this invention complies with the standard re- quirements, .the self-trimming property being obtained through the arrangement of the superstructure and hatches, as also through the inclined side walls of the superstructure and the hold, while the regulation of the stability and draught is attained through the introduction of a sufficient amount of water ballast into the double hull which extends up to the harbor deck. Since the entire water bal- last is placed in the double hull extending up to the harbor deck, the entire ballast space is free of assessment, according to the international system of tonnage meas- urement for sea-going vessels. Besides the advantages of a low meas- urement, others accrue from the presence of the seaproof superstructure. Accord- ing to the practice followed by classifica- tion companies (surveyors), a smaller freeboard--the perpendicular distance be- tween the draught line and the edge of the sheer plank, amidships--is allowed in ves- structure, ~ vessels 'of splendid 'sels having a continuous seaproof super- structure than in vessels without such a | A greater draught of the ves- -- 'sel is, therefore, permitted, and a larger loading capacity of the vessel obtained. The practice of these companies, further-_ more, as far as the strength of material-- plating and the like--is concerned, per- -mits of the vessel béing lighter when it has a continuous seaproof superstructure. The firmness of the hull, it is claimed, is increased and the danger of leakage decreased by having the double hull con- tinued clear up to the harbor deck, and, by placing the water ballast in the con- tinuous double hull a better protection of the hull is obtained than is the case in having separate water ballast tanks. STEAMSHIP BONDS. The Security Trust Co. -of Detroit is specializing on steamship bonds, and is acting as trustee for a number issues of this security. Steamship bonds are an investment allowed the savings banks of the state of Michigan, and the issues therefor. come periodically under the inspec- tion of the bank inspectors of the state. The Security Trust Co. intends to develop this feature of its business and for that purpose has somewhat strengthened and simplified as well the form of mortgage upon which these bonds are issued. The company is at present offering an especially at- tractive issue at such figures to net: the investors 5% per cent. These bonds are on the steamer Howard M. Hanna Jr., recently built at the Cleve- land yard of the American Ship Build- Mme Co: for the Hanna rans Co. The Hanna is 500-ft. long, 54 ft. beam, with a gross carrying capacity of 8,500 tons. The attractiveness of this issue to the investor lies in the personnel Orihe Tanna Transit €o. Capt. W: C. Richardson is the president of the company and the Hanna will be man- aged in his office. Howard M. Hanna Jr., vice: president, is: associated with M. A. Hanna & Coe Among the di- rectors are Ni? David Z.. Norton, of Oglehay, Norton &-Co; Mr. J. H. Sheadle, secretary of the Cleveland- Clifts Iron Co,; and Mr. C. C. Bolton, formerly of M. A. Hanna & Co. Other issues include the steamers Rufus P. Ranney and Caldera. The passenger service between Cleve- land and Put-in-Bay will open June 14. On Tuesdays, Thursdays, Saturdays and Sundays the steamer will leave Put-in-bay at 5 o'clock, giving passengers four hours and fifteen minutes at the bay. On Mon- days, Wednesday and Fridays the steam- er will leave Put-in-bay at 4 o'clock.