Maritime History of the Great Lakes

Marine Record (Cleveland, OH), June 27, 1895, p. 3

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iv $2.00 PER YEAR. ESTABLISHED 1878. 10c. SINGLE COPY. VOL. XVIII. CLEVELAND, OH/O, JUNE 27, 1895. NO. 26 Lake Carriers’ ASSOCIATION. To consider and take action upon all general questions relating to the navigation and carrying business of the Great Lakes, maintain necessary shipping offices and in general to protect the common interest of Lake Car- riers, and im: rove the character of the service rendered to the public. PRESIDENT. WILLIAM LIVINGSTONE, - Detroit, Mich. SECRETARY. CHARLES H. Keep, - 3 - Buffalo, N, Y. TREASURER, GrorGE P. McKay, - - Cleveland, O. COUNSEL. Harvey D. GouLpEr, - Cleveland, O. VICE PRESIDENTS. J. C. Gricurist, Cleveland. Tuos. CRANAGE, Bay City. A. A, PARKER, Detroit. W. S. BRAINARD, Toledo. S, D. CALDWELL, Buffalo. E. D. Carrer, Ente. Witty M. Ecan, Chicago. J.C. RicKETSON, Milwaukee. F, N. LASALLE, Duluth. F. J. Firtu, Philadelphia. EXECUTIVE AND FINANCE COMMITTEE, H. M. Hanna,, Cleveland, Ohio. D.C. Whitney, Detroit, Mich H. H. Brown, Cleveland, Ohio. W. P. Henry, Buffalo, N. Y. ames Corrigan, Cleveland, Ohio. 5 J. H. Brown, Buffa o, N. Y. i A. Hawzood, Cleveland, Ohio. avid Vance, Milwaukee, Wis. Cleveland, Ohio. Cleveland, Ohio. Cleveland, Ohio. Detroit, Mich. R. P. Fitzgerald, John G. Keith, J. S. Dunham, Milwaukee, Wis. Chicago, Ill. Chicago, Iil. Thomas Wilson, M. A. Bradley, . C. Gilchrist, M. Peck, COMMITTEE ON AIDS TO NAVIGATION: W. C. Richardson, Cleveland. Ohio. W.M. Egan, Chicago, IIl. George P. McKay, Cleveland, Ohio. Frank Owen, Ogdensburg, N. Y. H. G. Dalton, Cleveland, Ohio. A. W. Colton, Toledo, Ohio. Bi. L. Pennington, Cleveland, Ohio. James Davidson, Bay City, Mich. Thomas Wilson, Cleveland, Ohio. Alvin Neal, Port Huron, Mich, John W Moore, Cleveland, Ohio. M. M. Drake, Buffalo, N. Y. W.S. Mack, Cleveland, Ohio. W. Bullard, Buffalo, N. Y. David C. Carter, Detroit, Mich, : COMMITTEE ON LEGISLATION: S. D. Caldwell, Buffalo, N. Y. ones Corrigan, Cleveland, Ohio. James Ash, Buffalo, N. Y, m, Livingstone, Detroit, Mich. —. T Evans, Buffalo, N. ¥. James Millen, Detroit, Mich, P. P. Miller, Buffalo, N. Y, Jesse Spaulding, Chicago, Ill. John Gordon, Buffalo, N. Y. C. A. Eddy, Bay City, Mich. W. Bullard, Buffalo, N. Y. Alex. McDougall, Duluth, Minn. Edward Smith, Buffalo, N. Y. Philadelphia, Pa. F. J, Firth, H-M. Hanna, Cleveland, Ohio THE U. S. MONITORS. It is stated that when the history of the monitors in the United States navy shall come to be told it will lay bare a strange record. Some of the uncompleted or're- cently completed monitors were begun over a quarter of a century ago, and the fleet of monitors just ordered from the James River, near Richmond, has been lying there rusting these twenty years. They are of the sin- gle-turret type. They are all single screw steamers of 340 horse-power, and each carries two guns. The Ajax, Canonicus, Mahopac, Manhattan and Wyandotte are 2,100 tons each, while the Catskill, Jason, Lehigh, Mon- tauk, Nahant, Nantucket, Passaic and Comanche are of 1,875 tons each. Only two out of the six remaining at Richmond are to be prapared for sea, and it is said that of the four that have not been ordered immediately from the James, some will probably be sold as scrap iron. The history of the old double-turret monitors, several of which have lately been completed, is somewhat like that of their single-turret sister ships. The largest of these great iron-clads is the Puritan. She is of 6,060 tons and of 3,700 horse-power, and she carries ten guns. She is a double barbette turret monitor, and so are the Monadnock and Amphitrite. They and the Terror, a double-turret monitor, are each of 3,900 tons and 1,600 horse-power. The Monadnock carries six guns and the other twocarry four gunseach. Allof the donble-tur- ret monitors are twin screw propellers. The whole fleet has been considered the mystery of the navy for many years, and the completion of several of these ships has disappointed the expectation of everybody that knows their history. Their cost was enormous, and there have been great changes in their plan of con- struction. One of them lay for years at a shipyard at Wilmington, Del., until the shipbuilders put in a claim of many thousands of dollars for dockage. It used to be said that the double-turret monitors, if completed, would never be seaworthy, though, through change of con- struction, this prophesy has been disappointed. EEE OO NEW POINT CONCERNING CONTRACTS. A question which arises now and then in regard to bidders on government contracts has been decided by a ruling of the attorney-general in the case of a New York firm who were the lowest bidders on an invitation of the chief of the bureau of yards and docks for pro- posals for reconstructing certain buildings at the Brooklyn navy yard. ‘Their proposal was accepted, but the firm in question declined to enter into the requisite formal contract on the ground that they had madea mistake in transcribing the estimates upon which their bid was based. ‘They therefore requested the bureau to award the contract to the next lowest bidder and charge the difference to their account. Circumstances of this kind having frequently occurred in various buredus of the navy department, Judge Advocate General Lemly asked the attorney-general whether the contractors had aright, under the circumstances, to withdraw their bid on account of the mistake they made in preparing their estimates. The attorney general in reply said: “Tam clearly of the opinion that they have not such right. The mistake was not a mutual one, and it was due to negligence on their part.”’ 0 oa LAUNCH OF A REVENUE CUTTER. The revenue cutter William Windom was successfully launched from the yards of the Dubuque Iron Works: Dubuque, Ia., on Saturday. The William Windom is pronounced by the officials in charge of her construction to be one of the most thoro- ughly complete government boats ever built at any yard, on the lakes or coast, and much credit is due to the enterprising builders on the upper reaches of the Mississippi for their successful competition in bidding for the work as well as the excellent workman- ship shown in the hull. The Iowa Iron Works con- tracted to build the boat for $98,500. The following are the principal dimensions: Length, 170 feet 8 inches over all, beam, 27 feet 14 inches; depth of hold, 14 feet. The material used in the construction is steel of the best quality, every piece of which has been subjected to the crucial test provided by the department.: The engi- nes are what are known as the twin-screw inverted, of the triple-expansion type, two sets. The dimensions of the cylinder are 1134, 16%, and 26% inches bore by 24 inches stroke. These engines are about 800 horse- power. The boiler is of the Scotch marine type, 12 feet in diameter, 16 feet Jong, and built for firing at both ends. The draft of the cutter when fully equipped, will be seven feet. She will be fitted with two masts and provided with sails. The cutter is expected to make a speed of fifteen knots an hour. The armament will consist of a 16-pounder and two one-pound rapid, firing guns. The small arms will consist of thirty new .and improved Jorgensen rifles, such as are furnished the navy, and an equal number of cutlasses and revolvers. : The same builders launched the Ericsson about a year ago. . LEED ee FINE MARINE ENGINES, The: European critics who inspected the new Ameri- can Transatlantic Liner, the St. Louis, on her first ar- rival at an English port, seemed to be particularly im- pressed by the great power and fine finish of her en- gines. These engines are quadruple expansion, of 20,000 horse-power. Heretofore vessels of great speed and power had to be content with the triple expansion engine. ‘The quadruple principle has never before been applied to such large engines as those of the St. Louis, so the eyes of the scientific and mechanical world are especially fixed upon this portion of the new liner’s machinery. ‘Their cylinders are respectively 36 inches, 50 inches, 71 inches and 100 inches in diameter. Steam is supplied from six steel double-end boilers 20 feet long . and 15 feet 7% inches in diameter. They are heated by 39 furnaces, with 830 square feet of grate and a heating surface of about 30,000 square feet. The piston stroke is about 60 inches. The length of this vessel over all is 55+ feet 2 inches; length on load water line, 535 feet 8 inches; extreme beam, 63 feet; depth of the hold, 42 feet. Her hull alone contains 6,000 tons of steel. The draught of wa- ter is 26 feet and her gross register 11,000 tons. ‘The Cramps claim that by the arrangement of bulkheads and air-tight compartments in the vessel she is almost unsinkable. If in a collision the bulkheads are dam- aged, three compartments might be completely flooded and yet the vessel would be seaworthy. The same ar- rangement insures against fire, as a blaze may be con- fined to any one compartment. rr 0 ae + re NEW TONNAGE. The Bureau of Navigation, Treasury Department, as- signed official numbers to the following lake built ton- nage during the two weeks ending June 15: : Steam—Azaled 75 gross tons, Detroit; Cheemann 8 tons, Buffalo; John A. Stabel 40 tons, Buffalo; Rappa- hannock 2,381 tons, Port Huron; Cecelia B. 12 tons, Marquette; John Owens, 130 tons, Buffalo; Silver Spray 39 tons, Marquette. Sail—Miriam 9 tons, Erie. Unrigged—Tycoon 287 tons, Port Huron;; Mikado 287 tdns, Port Huron. *

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