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LUG —VAMALN DITTO Ys 0% yy Ge woh yy ait WOO w ee YE AL ty ip BME, Whi Le ‘ Ni a ' Wa VOL. XIX. NO. 40, CLEVELAND—OCTOBER 1, 1896—CHICAGO. $2 PER YEAR. 10c. SINGLE COPY _ SUBMARINE TELEGRAPHING WITHOUT A WIRE. A young boatswain of the Danish navy, P. Sorensen, has constructed a telegraphic apparatus by which it is possible, without any direct line from land, to communi- cate with a ship at a certain anchor ground. An elec- tric battery is placed on the shore; one pole is in con- ract with the water or moist earth, while the current from the other pole, through a telegraph key and a revolving interrupter is conducted to a cable, which is laid out tothe anchor ground and placed round the latter _ in acoil with a diameter of 1,000 to 1,200 feet. On board the ship, which is situated at the anchorage ground or a little outside the coil; there is a smal] - solenoid with which the telephone is connected. When you give any communication from land through the tele" graph key, a bell sounds on board the ship. They go to the telephone and get the intelligence you give, by means of longer or shorter signals, based, for instance, on Morse’s alphabet. The apparatus may also be con- structed in such a way that they will be able to answer you from the ship. Nay, the inventor thinks he will succeed in getting so far that you can simply speak to one another. as in a common telephone. Mr. Sorensen carried on his experiments for two years before he reached a satisfactory result. Now he has been permit- ted to establish such a telegraph between the lifeboat at Tyboron and the anchorage ground of the steamship Vestkysten, so that people on land may always be in communication with the ship. The Danish governinent, however, wanting to be fully satisfied that the ship may always know when you com- mence telegraphing from land, has given orders to con- struct the apparatus in such a way that an electric arc lamp is automatically lighted on the shore opposite to the shore anchorage ground at the same time as you commence telegraphing. It is tobe raised automatically, ‘too, to the top of a pole and throw its light over the ship. ‘5 Two vessels at sea will be able to telegraph to one _another when they both have a solenoid on board. The distance in which they will be able to do so depends on the length of the wire and power of the electric current. a Flag signals between men-of-war in time of war may be ER LY SPT PE een EE boats. easily discovered by an enemy—it is now not necessary to use them. Other nations have in vain spent large sums of money to reach the result which has now been attained by this energetic and clever boatswain, who is essentialley a self- taught man, and therefore deserves great credit among scientific electrical experts. rr es cc EFFICIENCY OF ONE POUND OF COAL. The value of one pound of coal at different epochs of steamship evolution, as given by Mr. A. J. McGinnis, president of the Liverpool Engineering Society, has been as follows: In 1840, a pound of coal propelled a displacement weight of .578 ton 8 knots; but the earning weight was only one-tenth of this, 90 per cent of the dis- placement representing the hull, machinery and fuel. In 1850, with iron vessels and screw propeller, a dis- placement weight of .6 tons was propelled 9 knots by a pound of coal; but the proportion of cargo had risen to 27 per cent or .16 ton. In 1860, with high boiler pres. sure and the surface condenser, .82 ton displacement was propelled 10 knots and the cargo was 33 per cent or .27 ton. In 1870, after the compound engine had come into use, 1.8 tons displacement was propelled 10 knots, and here the cargo formed 50 per cent of the whole, being .9 ton. In 1885 there were two classes of freight One of these, the ‘‘tramp,’’ propelled 3.4 tons displacement 81¢ knots, with 60 per cent, or two tons of cargo; at the same time the enormous cargo steamers of the North Atlantic were driving a displacement of 3.14 tons 12 knots, with 55 per cent or 1.7 tons of cargo. On the modern express passenger steamers, the cargo weight is down to .09 ton per pound of coal. TE FD a AN ISLAND DOMINION. A wealthy Frenchman named M. Menier, has pur- chased the island of Anticosti at the entrance to the Gulf of St. Lawrence. Two attempts have been made within the last twenty- five years to colonize this island—the first by Colonel Forsyth, an Englishman, which involved himself and many of his friends in financial ruin; the second by Dr. Stockwell, another Englishman, which was also a bad speculation and terminated in the sale of the island re- cently to M. Ménier, who intends to hold it as a game reserve and to stock it with animals for the chase and also fur-bearing animals; in fact, to make it a hunter’s paradise. At the same time, M. Menier has an eye to business and intends to colonize the island and turn to account the large forest of good timber which a survey he caused to-be make has brought to light on the north- ern side of the island. Itis said that'M. Menier has a taste for founding colonies, as he has already two which pay a fair interest on his investment. ‘These colonies are in South America and Algeria. ; The island of Anticosti has been used for years as a fishing place by the cod fishermen from Gaspe Basin, Douglastown, and other places on the north shore of the Gulf of St. Lawrence. These people have now been forbidden to fish on the island, unless they are willing to pay fees to M. Menier, which are large enough to be practically prohibitory. In addition to this, M. Menier has ordered out of the 3-mile limit a Nova Scotia fishing schooner, upon the ground that he bought the 3-mile limit with the island. OEE De RADICAL MEASURES. Word comes from the head of the lakes that as a re- sult of the sinking of the twin-screw passenger steamer North Land, the Northern Steamship Co., her owners, have discharged every member of the engineer’s staff, from the chief down to the sixth assistant. There is con- siderable comment being made about this sweeping edict from the management, as the men say that they were not responsible in the least for the sinking of the vessel. It is stated from the company’s offices that a valve cap was left open, but just how it was done or why isa mystery not yetcleared up. Grosscarelessness at the very least, was alleged by the officals of the com- pany, and to make certain of striking the offender, they have discharged every engineer on the ship, although at the time of the occurrence the men were laid off for the winter and were living at a Duluth hotel. — rr ee a FOUNDERED ON LAKE ERIE. ‘The sinall steamer Harry Cottell, bound up with coal, foundered at Bar Point at noon Tuesday. The steamer Gettysburg took the crew off the boat and trausferréd them to the Kearsarge, which landed them at Amherst- burg. The steamer lies a half mile east of the channel and is out of the way of passing vessels. The Cottell was owned by Alexander Anderson, of Marine City, and was insured for $1,500 with the Detroit Fire and Marine Insurance Company. a The Cottell foundered so quickly that the “crew, con- sisting of five men and one woman, barely escaped with their lives. They lost all their clothing, and the United States consul at Amherstburg purchased an outfit for them. ‘The steamer lies in 20 feet of water. ‘the dead weight LARGE ATLANTIC TONNAGE. There has just left the stocks at Belfast, Ireland, and successfully launched this month, asteamer for the Ham- burg-American Line, which will be the largest vessel in the world, and with one exception the largest ever built. The largest steamers now in service between American and Kuropean ports are those of the White Star and Hamburg-American Lines. They can carry between 7,000 and 8,000 tons of cargo. ‘The measure- ments of the new steamer, which will be known as the Pennsylvania, are 586 feet length, 62 feet beam and 42 feet depth. Her displacement will be 30,000 tons, and carrying capacity is estimated between 13,000 and 14,000 tons or about 20,000 tons weight and measurement. The Pennsylvania will be equipped with quadruple-expansion engines, and the combined horse-power will be 7,000 tons. The new craft is expected to develop aspeed of from 14 to 15 knots.an hour. In addition to large freight capacity she will carry 350 cabin and 1,000 steerage passengers. A similar steamer is being built in Germany. The only craft larger than the Pennsylyania ever floated was the famous Great Eastern, built in 1858 at Milwall-on-the-Thames. ‘The dimensions of the Great Eastern were: Length, 691 feet; beam, 83 feet; depth, 42 feet. She was registered as being of 31,160 tons dis- placement, with a dead weight capacity of 18,915 tons. > + ae APPRECIATED IN THE EAST. It has been a dull year for New England shipyards, but in some other sections of the country the new re- port of the Burean of Navigation shows that the indus- try has had a reasonably successful season, in spite of the severe depression which fell upon it with the first income of the Cleveland administration. Taking the country at large, the total productions of American shipyards for the year ending June 30, 1895, was 709 véssels, with an aggregate tonnage of 204,000, against 682 vessels of 133,000 tons constructed in the year preceding. This handsome increase is due chiefly to active building on the Great Lakes for the wheat, coal and ore trade, which of late years has assumed im- mense proportions, As most of this carrying is between one American port and another, it is a protected indus- try, foreigners being absolutely debarred by our laws from participation in it. American skill and ingenuity have, therefore, had a fair field on the lakes, and the result has been the creation of a vast modern freighting fleet on those unsalted, seas, which probably has‘ no equal in the world in the speed, cheapness and all- around efficiency of its service. Itis a striking indication of the rapid abandonment of wood as a shipbuilding material that more than one- half—to be exact, 106,900 tons—of the 204,000 tons of shipping built in the United States last year was of steel construction. Not only steamers, but tugs and barges are now very largely built of steel, and the next natural step will be its application in the heavy sailing freighters in our coastwise trade. Some of the later four-masted schooners are of upward of 1,500 net ton- nage and about 250 feet long. The rigidity of frame, which the use of steel gives, is a valuable quality in ves- sels of these great dimensions.—Boston Journal. rr ms oO ee NOTICE TO MARINERS. Notice is hereby given that the Waugoshance Sixteen- Foot Shoal second-class can buoy has been dragged out of position. It is reported to be about 1,000 yards to the east of its former position. The buoy will be re- placed as soon as possible. Respectfully, Compr. J. H. Dayton, U. S.'N., e Inspector Ninth Light-House District. *