Maritime History of the Great Lakes

Marine Record (Cleveland, OH), June 20, 1895, p. 7

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ees eS qmany points of A NEW LIFE-SAVING DEVICE, (ILLUSTRATED.) The inventor of the life-saving device herewith illus- trated is Eugene J. Kreig, of Marquette, Mich., and it has been pronounced by experts as one of the most re- 1@ble life preservers ever placed on the market. The patent belt consists of two circles of rubber, each containing two air chambers and each chamber when inflated holding its supply of air independently of the others, The two air chamber circles are joined to- gether by strong flat rubber tubes of sufficient length to permit the air chambers to pass around the shoulders and waist, being held in place by suspending straps and cross braces. Immediately in front and projecting up- wards are two rubber tubes with mouth pieces through which the air is forced into the different chambers. Thus the apparatus may be strapped on ready for use and worn without special inconvenience until needed, when a few strong breaths are all that is necessary to fill all the chambers and render the device buoyant enough to hold up the largest person. While the air may be passed from one chamber to another during in- flation, cleverly devised valves prevent its escaping backwards. One of the chambers is sufficient to buoy up a person in the water and any of the chambers may be destroyed without rendering the apparatus ineffec- tive. When not in use and free from air the life preser- ver can easily be packed ina small grip. The plans of the inventor allow for two sizes of his im- proved life preserver, which was patented June 7, 1892, a large and extra heavy size for life-saving stations and boats and a smaller size for private use, travelers, etc. The body is made of thick rubber and the valves and metal fittings of aluminum. ‘The invention is a clever one and doubtless very useful and possesses so excellence over the cork jacket and other life-preserving apparatus now in general use that it) would appear only an exhibi- | tion of its advantages before ' experts is necessary to secure its adoption by those whose vocation leads them much upon the waters of lake or sea. The belt is not an expensive one to manufacture and although patented, the in- ventor has not yet made arrangements for the man- ufacture of his excellent device, which, from all ac- counts of the many trials it has been subjected to seems to meet the requirements in a measure not yet attained by other devices used for similar purposes. rrr + > OO THREE NEW TORPEDO BOATS. The Navy Department has completed plans for three new torpedo boats, which are designed to be the largest and fleetest of their type yet undertaken in thiscountry. They will combine many of the important features of such boats as the Hornet, but will have an arrangement of engines which shall protect the vessel from being disabled by a shot through from side to side. The de- signs contemplate vessels of two knots greater speed than the Ericsson, the latest addition to the navy, and fifteen feet longer. Their steaming radius will far sur- pass that of the Cushing, and the three boats now build- ing at Baltimore, and will be equal to that of the best of the English-built boats. The act under which the boats are to be constructed provided that each, when completed, was to cost, exclus- ive of armament, not more than $175,000. As Govern- mental superintendence, preparations of the designs, and the installation of the ordnance outfit must be in- # cluded within that limit, the bidding basis will no doubt fall somewhere near $150,000. The dimensions of the boats are: Length on load-water line, 170 feet; ex- treme beam, 17 feet; mean draught, 5% feet; displace- ment, 180 tons; indicated horse power, 3,200, and speed, 26 knots. The horse power of the vessels is enormous THE MARINE RECORD. considering their size,and far exceeds that of many ocean-going steamers. All parts of the boat must be of domestic manufacture, and bids will be invited under two classes. ‘The first class will embrace bids upon the department’s plarts, while the second class will embody boats to be con- structed in accordance with the designs of the bidder, the essential requirements of the Government’s design being, however, assured. The craft will be built of steel and other metal, or of alloy, whichever the con- tractor, with the department’s approval, may deem most suitable. Steam at a pressure of 250 pounds to the square inch will be supplied by three water-tube boilers, two of which will be placed in a water-tight compartment for- ward of the engines, with a common fire room between them, while the other boiler will be placed in a separate water-tight compartment abaft the engine space. ‘The normal coal supply will be twelve tons, with a bunker capacity, however, of sixty tons. No premiums will be offered for increased speed, but should the. speed fall below the required 26 knots, and yet be above 25 knots, the penalty will be at the rate of $10,000 a knot below 26 knots. Should the speed fall be- low 25 knots the boat may be rejected, or. at the discre- cretion of the Secretary of the Navy, accepted, at a re- duced price. A PATENTED LIFE BELT. The act providing for the construction of these boats makes them subject tothe bids of contractors on the Pa- cific slope, the Mississippi River, and the Gulf of Mexico only, unless the bids show that they cannot be built in these sections at a fair cost, in which case the Secretary is at liberty either to build them at any one of the navy yards, or ask for bids from any of the well-known firms. All three boats must be completed and delivered to the Government within fifteen months from the date of the contract. The boats will accommodate four commis- sioned officers, four machinists, and sixteen seamen. er a ame LIST OF MARITIME DISASTERS. The administration of the Bureau Veritas has just published the list of maritime disasters, reported during the month of April, 1895, concerning all flags. From particulars furnished by Capt. F. D. Herriman, man- ager of the lake department of the Bureau Veritas, we find the following statistical returns: Sailing vessels reported lost.—8 American, 14 British, 3 Danish, 3 Dutch, 4 French, 9 German, 1 Italian, 15 Norwegian, 2 Russian, 2 Swedish, 1 Turkish, Total, 62. In this number are included 11 vessels reported miss- ing. Steamers reported lost.—_1 American, 4 British, 1 Danish, 1 French, 1 German, 1 Hawaian, 2 Norwegian, 1 Swedish, total, 12. Causes of losses: Sailing vessels.— Stranding 19, collision 4, fire 3, foundered 1, abandoned 16, con- demned 8, missing 11, total 62. Steamers.—Stranding 5, collision 4, fire 1, foundered 1, condemned 1, total 12. Vessels surveyed and classed by Bureau Veritas from April 21 up till May 20, 1895: Sailing vessels 232, steam- ers 117, total 349. A COLIMA EPISODE, ae As an incident of the recent foundering of the Pacific coast steamer, it is related that the three blasts on the steam whistle of the Colima given by Capt. Taylor just before his vessel foundered, had a singular significance — for his grief-stricken wife. To her it is more thana farewell salute to others— it is ‘‘a very last good-by ”’ to herself. i : Capt. and Mrs. Taylor were an unusually devoted couple. Having no children they lived for each other. The only thing that interfered with their happi- ness was his going to sea. Like most of the wives of the Pacific Mail Co.’s masters, Mrs. Taylor seldom went down to the dock to see her husband off on a voyage. When the time came for him to leave on his last voyage, Mrs. Taylor had a singular feeling about letting him go. At last, unable to have him take leave of her at their hotel, she said she would go down to the dock. The captain tried to dissuade her, saying it would not be pleasant for them to part before strangers. In spite of his reassurances, she could not bear .the idea of having him go. The captain had never seen her exhibit sucha dread of their parting and was puzzled at it. At last he suggested that she should give up going down to the dock and should go out to Point Lobos and wave a farewell to him. He said she could watch for him there and he would watch for her from the vessel’s deck. Then to cheer her. up he said he would give a parting sig- nal. “T’ll be sure to blow you three whistles, dear,” he said as he was kissing her good-by, “and that will be my fare- well. The three whistles will be my very last good-by.”’ Mrs. Taylor went out to Point Lobos as arranged. She saw the Colima steam out the Golden Gate, heard the three good-by whistles, and watched the vessel until it was a mere speck on the horizon. Then she went home with a heavy heart. When Mrs. Taylor first re- ceived news of the wreck of the Colima she was hopeful that the captain had been saved. But directly she read in the paper of the last three whistle signal he had given i while standing at his post of duty she broke down. Later in the day she telephoned to the Pacific Mail office asking if the newspaper accounts of that last sig- nal were true. When told they were she gaye up all hope and became utterly prostrated. She takes that last three-blast signal as a message from the captain to herself as his ‘‘ very last good-by.”’ —_ rr + re THE PROTECTION OF WIRE ROPES, The lubricant used for a wire rope must penetrate be- tween all the wires covering each with a thin flim. As a preservative, it must prevent rust and be free from acids. Asa protection, it should turn water and other liquids, and form more or less of a cushion to prevent abrasion. A lubricant specially made to meet all the trying conditions to which wire ropes are subjected con- sists of tart summer oil, and mica axle grease, in such proportions as will meet the special conditions under which the ropes areto be used. The tar and oil must be free from acid. This combination thoroughly penetrates between the wires, prevents rust, and fills the cable, so that it has the appearance of a bar ofiron. It sheds water successfully and does not strip off. Old cables which have been treated with this, when taken apart, show every wire bright and clean, the heart or hemp core being also in prime condition. Linseed oil, on the contrary, frequently hardens around the core, so that it rots and breaks down, destroying the cushion, which the hemp center ought to provide. As soon as the rope has been well filled with this compound the addition of a very little from time to time keeps it in a good condi- tion, so that it is economical besides. The best manner of applying it is by means of a drip, which pours it on in a fine steam while the rope isin use, care being taken to put it on very slowly.

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