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-has two dampers. THE MARINE RECORD. 7 NEW INVENTIONS. Mr. Horace See, No. 1 Broadway, New York, has ob- tained three patents recently. One of these is for a water-tube boiler. ‘The tubes are arranged in two sets, one on each side of the furnace, and extend from the base boxes to the steam chambers, which connect with steam drums. The hot gases of combustion from the ' grate pass across and between the two sets of water tubes around the steam drum into a double flue which The boiler is so arranged that if necessary One-half can be operated while the other is being laid off for repairs. '- The second of his patents is on a system of ‘‘Con- - struction of Roadway for Vessels,’’ (No. 563,074). The claim is for the combination, in a floating structure, of metal supporting-beams A; bulkheads thereon; hollow metal coamings, each consisting of a vertical plate C, a ‘flanged upper plate F, and a back plate G, and open on ‘their under side, and projecting inwardly between said - bulkheads; plates J, resting on said beams; means for rigidly connecting the’ outermost plates J to said coam- ing plates C; a metal flooring beneath said coaming. Within this trough-like structure is a pavement of as- phalt, concrete, or equivalent material, extending from ‘coaming to coaming. ‘Mr. See’s third patent (No. 563,075) is on a system of ferry-boat construction. The claim is as follows: “1. The combination in the hull of a vessel of support- _ ing beams, metal plates thereon, retaining walls or ’ bars O, intermediate partitions, a body of asphalt, con- crete, or equivalent material resting on said plates and filling the spaces between said walls and partitions, and a layer of tiles above said asphalt and said partitions, and extending between said walls. ' 2. The combination, in the hull of a vessel, of deck- beams B and supporting brackets therefor within said hull, guard-beams EF extending athwartship beyond said hull, brackets G and struts H supporting said beams E, metal plates N resting on said beams B and KE, anda flooring of non-metallic fire-proof material on said plates N. Mr. Frank A. Mershon, of Sparrow’s Point, Md., has obtained a patent (No. 563,048) on a system of construc- - tion of boats whereby the hull or bodyof a vessel is provided with the curved lines of an ordinary vessel without the necessity of the employment of bent work. ‘The vessel comprises a keel and keelson, an upper car- line curved inwardly and downwardly, a bilge-carline also curved outwardly and curved downwardly to a greater degree than the upper carline, an upper series “of flat, unbent transverse panels lapped upon and secured to the upper carline and the bilge-carline, anda lower series of flat, unbent transverse panels secured to the bilge-carline and the keelson, the panels of the lower series breaking joints with those of the upper series. A new propeller shaft bearing has been invented by William M. Campbell, of Chelsea, Mass. (Patent No. 563,134). The claim is for the combination, with the sternpost A, of a vessel having an enlarged, internally- ‘threaded socketed hub with a shoulder at the rear end of said socket and a contracted opening arranged cen- trally of tke socketed hub and extending entirely through the latter, of a two-part shaft-bearing exter- nally screw-threaded to fit the threaded socketed hub, ‘longitudinal ribs or projections on one of said bearings which fit in corresponding grooves or recesses in the abutting bearing, said bearing being also provided on its interior with alternate annular grooves and projec- tions and transverse orifices arranged through the pro- jections of the lower part of the bearing for the passage of a lubricant, bolts passed through the flanged parts of said bearings and entering the hub, the propeller shaft passing through said bearing and contracted opening _ in the hub and provided with alternate annular grooves» and projections to engage the corresponding grooves and projections of the bearings, and a _ propeller mounted upon the end of said shaft. Patent No. 563,174 covers a boat-detaching and recoy- ering apparatus, invented by Edgar C. Hillyer, of New- port News, Va. It consists of a suspending rope or cable, and a protecting tube disposed endwise of the small boat, through which the rope passes freely, being secured at each end by a releasable davit clamp, and means for positively releasing either clamp when the rope is under strain; also of automatic take-ups for the suspending rope. The clamp comprises a casing or main body portion having a swinging jaw mounted therein, a co-operative sliding jaw, stepped at its under end, and means for releasing the sliding jaw. $$$ LAYING OUT A GASKET FOR A MANHOLE. Manholes are generally elliptical in shape and vary from 15x12 to 13x11 inches. Determine the dimen- sions of the gasket from the manhole: Then takea piece of stiff cardboard of sufficient size and proceed as in the figure. Draw AB equal to the smaller dimension, and find O, the middle point of AB. Draw COD perpen- dicular to AB and make CO = OD, and CD equal to the larger dimension. Then complete the rectangle PENT. Draw AD, and from FE drop a perpendicular to AD, cut- ting AB at L and CO at F. Set your dividers to the it VV ma = j 1D pcm i length FD and describe an arcabout F. Take CRequal to FD and describe another arc. Now set your dividers to LA and describe an arc about O as a center. Then take BS equal to AL, and describe an arc about S as a center. This will give you nearly all of the ellipse and willleave only the dotted lines to be drawn by hand. Proceed in the same way to find the outer ellipse (not shown in the figure) and then cut the figure out witha sharp knife and use it for atemplate. When cutting the rubber for the gasket have the knife wet.—Power. rr + i 0 ie A RECORD ON BOILER BUILDING. The facilities of the Roberts Safety Water Tube Boiler Co. have been so greatly enlarged that they have just completed a 150 h. p. Roberts boiler for the steam yacht Sultana, on an order from the Erie Basin Dry Dock Co., in eight working days fromthe time they received the order. This boiler is built in their best style, the ma- terial has all been inspected, and the boiler will pass in- spection for 250 pounds of steam. ‘Two weeks’ time was allowed by the contract, butthe owner was very anxious to have his yacht in commission on July 4th, and the Roberts Boiler Co. decided that they would beat the record on boiler building, and have undoubtedly done so. Notwithstanding the lateness of the season, they are running full time and have been working nights and Sundays lately. BUILDING OF RACING SHELLS. Among the many interesting industries coming under the scope of naval architecture none deserves more at- tention and is less known or recognized than the build- ing of racing shells and riggings. From acrude art it has developed into a science, inviting the attention of the physician, the physiologist, and the enlightened coach, The very fact that shell rowing is given the greatest prominence in sports among European and American universities, and is practically the only sport kept up by graduates in after life, especially in England, goes to prove the esteem in which this noble exercise isheld. But while the art of shell rowing extends the world over, the science of it remains for the general public as well as for the oarsmen themselves, a dark mystery. Sev- eral reasons account for this. Englishmen have been for centuries the recognized leaders par excellence in all kinds of maritime sports among Europeans. They have had the brawn and the brain and developed the art of rowing up to a certain standard, closely followed by their Continental competitors. Working with equal weapons they were only occasionally beaten by supe- rior brawn, never by brain, as their opponents clung as religiously as they did themselves, to existing methods and apparatus. Our American colleges, especially the leading ones, have been pronounced Anglophiles for decades back, and we find them ingloriously aping where they should lead. ‘The question naturally asked is, could they lead, and in reply let us only refer to our professional oars- men, who at all times have been successful in interna- tional contests and redeemed the recurring defeats of our amateurs. Our professionals cannot afford tobe . Anglophiles; they go into rowing for their living, and recognizing the fact that physical superiority may be on the other side, they look to advantages which may be derived from mechanical devices. The idea patent with our university coaches that a thing must be good because it is used in England, had no bearing with our professionals. To them we owe, for instance, the intro- duction of the swivel rowlock now used by all profes- sionals on both sides, and by all colleges and clubs on thisside, while Oxford and Cambridge and others in England still cling to the old-time thole-pins, a fact which prompted the coach at Harvard only this spring to recommend their readoption there! Thanks to the opposition, preventing such a retrogression to be committed. There is no disguising the fact that physically the Englishmen have a better pick among their gentlemen amateurs than we have. The clubs competing at Henley have among their participants men who are graduate college men and who have kept - up the exercise for years since, while our college boys are comparatively green men, some in their first sea- son and always more or less affected by the change of climate. Where seconds count, the odds are against them even with superior mechanical devices. Still, ad- mitting the physical disadvantages and noticing the great race Cornell rowed last year, there must be con- siderable merit in these devices to make them row as they did. And yet prominent coaches will make them- selves notorious by> advocating a return to antiquated English devices and give as the only reason that the Englishmen do so. But if such is the advice of coaches what can be expected of the crew? If their manhood asserts itself and they are audacious enough to question the incon- gruities of their coaches, they are simply put out of the boat; they must be nothing but mere machines and are only expected to execute mechanically, motions as they are told, by all men in unison—no individuality—just like galley slaves, and the press will commend, will laud their fine appearance, the Cook, the English, the Yale, etc., stroke and will make the crew proud to exist. And if by chance or otherwise such a crew wins, from among them will arise one or more candidates to coach- ship as those in power have risen. Now nothing to the initiated is more ridiculous and senseless than the talk about this or that stroke, which only has the purpose of drawing the attention of the public to the pretention of the coaches in order to sustain them in their methods and positions. In dwelling on these methods and the physical deportment of the crew, the general public is so blinded as to lose sight of mechanical matters vastly (CONTINUED ON PAGE 10.)