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"August, 1909 A strong tide makes through the nar- rows. Lhe Yosemite was _ notoriously hard to steer and was at the time of the accident undoubtedly proceeding too close to shore. It is claimed by Capt. Edwards, who, with two quartermasters, was in the pilot house at the time of grounding, that the big side-wheeler was catight in a severe tide rip, took a sudden sheer to starboard and could not be straightened on her course before she_ struck. The Yosemite was a_ side-wheel steamer, equipped with the old-fashioned walking beam. She was built in 1862; THE MarRINE REVIEW was 269 ft..in length by 35 ft. beam, and registered 1,319 tons. At one cime she flew the British flag under the own- ership of the Canadian Pacific rail- way, which operated her as a passenger steamer between Victoria and Vancou- ver. She has had a checkered career and was built at San Francisco for ser- vice on the Sacramento river. For the past year she has been operated as an excursion steamer on Puget Sound by C. D. Hillman, .a real estate operator. Persons who have examined the hull state that it will not pay to raise and repair the vessel. Steel Artillery Tenders Built on the | Pacific Coast | WO steel artillery tenders for the United States government, quartermaster's department, have been recently completed at the ship yard of the Willamette two vessels are very much like well built steel tugs, with the exception that the cab:n accommodations are a little more commodious than those found on the ordinary commercial tug. LAUNCHING OF THE ARTILLERY TENDER, Capt. JAMES ForNANCE. Iron & Steel Works, Portland, Ore. The boats are exact duplicates and are to be used as tenders to the various forts defending the Pacific coast. In appearance and design these The pilot house and texas containing accommodations for the navigating of- ficers, are mounted on the hurricane deck, while the main cabins are built directly on the main deck which is "of the Zoo left open forward for carrying bulky cargo. Aft on the main deck are heavy towing bitts substantially 'built into the framing of the hull, The vessels are constructed of steel throughout. The hulls are 98 ft. in length, 22 ft. beam and 14 ft. in depth. The engines are tandem compound with high pressure cylinders 13 in. in diameter, low pressure cylinders 26 in. in d'ameter and a common stroke of 18 in. Steam is generated in one Scotch marine boiler 10 ft, 6 in. in diameter, carrying a working pressure of 150 pounds per square inch. The furnaces are arranged to burn coal. The boats have a des'gned speed of 10% miles per hour. Each boat is fitted with special, extra heavy davits for planting submarine mines. The photographs show the hull of one of the vessels, the Capt. James Fornance, while under construction and again while being launched... The line drawing indicates the general ar- rangement of the vessels. - Twelve of these boats were built, ten for 'tthe Atlantic coast and two for the Pacific coast. PLIMSOLL MARK FOR AMERI- CAN VESSELS. Official notice has 'been given that United States vessels trading in parts United Kingdom must be marked with the load line according to British regulations after Oct. 1 next. TUG GRAYLING PROBABLY LOST. All hope for the safety of the little tug Grayling which essayed to make the voyage from Puget Sound to Pan- ama has been abandoned. The Gray- ling. is a. small, tug: $8.5 12 in Jengeth and 13.8 ft. beam, registering 28 tons gross and 19 net. She left Seattle for Panama May 27, and has not been reported since she spoke the steamship Mexican south of Cape Blanco early in June. She had provisions for 45 days and 35 tons of coal; at the date of this writing she has been out 61 days. She should have made port in 25 days. The Grayling was boarded up fore and aft and made as seaworthy as possible by John B. Mitchell, Seattle. An illustrated article describing the work done in preparing the Grayling for the sea was published in the June issue of THe Marine Review, page 152. The little tug was in command of Capt. A. A. Moore. The crew consist- ed of Charles W. Tuttle, mate; Peter McQuade, chief engineer ; C. H. Shubbe,