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NOVEMBER, 1884 AN INTERESTING item in the Marine Record, then the name of MaRINE REVIEW and a weekly, 42 years ago, mentions the trial trip of the then new Cunarder Umpria. This trial took place on the Clyde, Oct. 4, 1884. The new vessel, the account stated, steamed 80 miles at a speed of 21 knots. The account went on to say that the UmBriA was the largest vessel afloat with the exception of the Great EASTERN. She was 520 feet long; 57 feet 3 inches in beam, and 41 feet deep, and in the words of the old account, “She measured over 8000 tons.” The UMsrRIA was built in the Fairfield yard at Govan. * * * [* THE light of present-day naval architecture with the Majestic ap- proaching 1000 feet in length and over 100 feet in beam, the Umbria now seems but a small craft. We are told that the electric light was used and that she had accommodations for 720 first class passengers with no steer- age accommodations. The propeller was made of manganese bronze and it was said that the qualities of man- ganese bronze combined with the de- velopment in practice of the true pro- portions of the screw propeller were computed to add upward of a knot to the perfarmance possible with the old fashioned’ cast iron blades. It was said that the vessel could carry coal for 16 days steaming at 18 knots. The Umbria sailed from Liverpool for New York on her maiden voyage Nov. 1, 1884. NOVEMBER, 1896 i THE Nov. 5, 1896, number of MARINE REVIEW is found a very interesting record of the trials of the 400-foot lake freighter SENATOR. The SENATOR was built by the Detroit Dry Dock Co. and was fitted with the How- den system of hot draft. % * * HE trial showed a consumption of 1.66 pounds of coal per herse- power per hour. The SENATOR had al- ready made seven trips before this From the Old Log Book Shiny Items About the Great Lakes, Atlantic, Pacific and Gulf Coasts and Inland Rivers from MARINE REVIEW —E—eeeeeee————————————————————— OT trial data was obtained. She was in the ore trade from Ashland to Ohio ports, going up light each time. The following facts on her performance are interesting: The cost of fuel per round trip was $811.08, this amount representing 154 tons at an average price of $2.02 per ton. Her’ average speed, loaded and light, was 12% miles an hour. * * * HIRTY years ago the MARINE REVIEW pointed out that although our own navy had investigated and laid aside the question of oil for fuel, the German authorities were about to equip several of their vessels with appliances for using oil; also that the British admiralty was conducting ex- periments along this line on an ex- tensive scale. * * * HIS is an indication of a fact well known—that in many ways we are a conservative people when it comes to departure from accepted practice. However, once started, the develop- ment is apt to be rapid, as witness electric propulsion in American ships of war. NOVEMBER, 1906 / COMPLETELY illustrated article was published twenty years ago on the OGDENSBURG, a car ferry and passenger steamer for the Canadian Pacific Railroad and Transfer Co. In the light of present day practice it is interesting to observe by comparison the advances which have been made in this type of craft. For instance, elec- tricity generated by diesel engines and applied to propulsion motors is no longer novel for this type of vessel. * * * OME very interesting photographs of the Cunard liner MAURETANIA were published in the MARINE REVIEW twenty years ago. Incidentally, some startlingly out-of-date looking automo- biles were illustrated in conjunction with this vessel’s turbine casings to give a comparative idea of their size. * * * ECENT talk in British shipping circles about the placing of an order for a new transatlantic liner of tremendous size also hints at the pos- 64 Files of 10, 20, 30 and 42 Years Ago sibility of the Cunard line replacing with a modern ship the same famous Mauretania described in the article mentioned above and which has served the traveling public with speed, com- fort and safety for so many years. Twenty years in the life of a ship is a long time and the advance made in the arrangement and fittings of pub- lic rooms and passenger quarters make a vessel of this age comparatively obsolete. In speed this vessel has never been eclipsed and the chances are that not much if any greater speed will be called for in any new vessel projected. NOVEMBER, 1916 HIPBUILDING was the slogan of the day ten years ago. Foreign shipping men unable to get orders through in their own country came to the United States and placed orders in American yards. On Sept. 21, 1906, the NIELS NIELSON was launched from the yards of the Skinner-Eddy Corp. at Seattle. Two days later the American steamship CAUTO was launched at the Seattle Construction Dry Dock Co. for the New York & Cuba Mail Steamship Co. The NIELS NIELSEN, a vessel of 8800 tons dead- weight, with a length of 423.9 feet, was the largest merchant vessel con- structed up to that time on Puget sound. The same yard had under or- der at the time ten additional steam- ers for foreign and American owners. * * * H OW difficult it was to grasp at that time the ephemeral nature of shipbuilding in the United States! Today, ten years after this boom, the ordering of a ship is a rare and un- usual occurrence. * * * E LEARN from Marine Review ten years ago that a small bronze tablet was put up bearing this inscrip- tion: “Boston Light built at this place by the Province of Massachusetts was first lighted Sept. 14, 1716, Old Style destroyed 1776 and rebuilt 1783.” In small letters on the tablet it was re- corded that it was placed there by the United States Lighthouse _ service, Sept. 25, 1916, to commemorate the two hundredth anniversary.