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CARGO STEAMERS FOR LAKE AND OCEAN SERVICE. WRITTEN BY W. E. REDWAY, NAVAL ARCHITECT, BUF- 4 FALO, FOR THE MARINE RECORD. _ Looking backward for some forty years, from 1850 to - 1860 to that period in American maritime history during which the great contest was fought out between the Cunards of Britain and the Collins’s of the United States, for supremacy in the passenger trade of the North Atlantic; and when those magnificent sailing _ ships, which carried the American flag to almost every important seaport in the known world, were adding so much to the wealth and prestige of her peop'e; tracing, during the civil war and twenty years following, the gradual and almost complete extinction of her mer- chant marine (during which latter period all the ener- gies of her people were so devoted to the internal recon- _ struction of their nation, upon the foundations laid dur- _ ing that momentous struggle, that her maritime inter- _ ests were either practically left in abeyance or prevented _ by unwise legislation from attaining that development _ which the growth of their commerce required), until the . present time when, if ‘‘ coming events cast their shad- ows before,’? the American nation is again about to enter the lists as a competitor in the ocean traffic of the world, it will be interesting to note whether, in the new program, the orthodox ocean tramp is to have pre-emi- _ mence as a freight carrier, or whether the progressive characteristics of the people, discarding prejudice, will cause a more suitable type of vessel to be adopted. The improvement in passenger steamers during this period has been enormous. The Collins boats of 1850 to 1858, viz.: the Arctic, Baltic, Atlantic and Pacific, were of 3,000 tons and 800 H.’ P., making the trip across the Atlantic in 11 days 1 hour; while the Saint Paul and Saint Louis of to-day are of 20,0001. H. P., making the trip in just one-half of the time. An equal improvement has taken place with regard to their comfort and accommodation as compared with the former boats, -| ; While, however, so much has been accomplished in the development of passenger steamers, it seems somewhat curious that the cargo boat or ocean tramp of to-day has been improved so little as compared with the designs of twenty years ago. It is true that the marine engineer, with his compound and triple-expansion engines, has kept in the van of im- provement, and has reduced the coal consumption some 40 or 50 per cent. during that period, but the ‘“‘tramp” does not appear to “‘ move on”’ much faster than of yore, although she does travel at a less proportionate expense. Whether this small result is due to the more favorable opportunities afforded the engineer, by reason of the large field existing in the technicalities of his profes- sion, or to the want of adequate appreciation by the naval architect of the results likely to be obtained by a radical change of form in his model, the fact remains that the modern cargo steamer is still practically noth- ing more than a square tank with its corners rounded off, having a coefficient of fineness of .80 and often .85. If fullness of form only were the great desideratum, then the fashionable cargo ship of today would be re- garded asthe ‘‘ne plus ultra’”’ of naval design, but if strength, speed, seaworthiness and economical construc- tion are factors in the problem, then it is far from what _ it should be, and naval architects must shoulder the re- sponsibility or bestir themselves to produce results with the cargo steamer which will bear some fair and reason- able comparison, as regards improvement, with her graceful and elegant sister, the passenger boat. Capitalists are naturally conservative, prone rather to embark in undertakings wherein a moderate return is certain, than to venture into the realm of experiment where the alluring brightness of possible results is oftentimes obscured by circumstances unforeseen and consequently unprovided for; hence, probably, one reason for the paucity of attempts at any radical changes. _ That a large field exists wherein the earning power, in proportion to capital invested, of cargo steamers may be increased, there can be no doubt; that the direction in which this must be looked for is in that of form rather than equipment or general construction, is equally certain ; for in all matters of detail the modern system of architecture leaves but little to be desired, so far as present requirements go. Fortunately for the future of shipbuilding, there are id THE MARINE RECORD. SSS aaa Se eeneeereerers ree not wanting some capitalists who, realizing the great advantages likely to be secured by an improvement in the design of cargo vessels, are willing to encourage progress in that direction by backing their opinion with their money, and the result has been the construction of a fleet of vessels in the United States known as “‘whale- backs,’’ which have achieved a considerable measure of sticcess upon the Great Lakes. The distinctive features of these whalebacks are ab- scence of bulwark and top-hamper, no sheer, rounded gunwales all fore and aft, flush decks, and bows shaped like a “hog’s nose,” instead of the ordi-ary straight stem. Turtle backs on bow and stern are common enough, and flush deck steamers of the spar deck type, without bulwarks, are far from unusual, but the peculiar formation of this bow marks the vessels referred to as a distinct departure in form from orthodox practice. The advantages claimed for these vessels are, that they are exceedingly staunch, have large capacity and deadweight ability, roll easily, are faster than other cargo boats of equivalent size and power, have small consumption of fuel, and that their stem is of,a form to produce the least possible destruction in the event of collision. Whatever advantage may be claimed for the ‘“‘hog’s nose’’ bows by their enthusiastic projectors, they will scarcely satisfy the educated eye of the naval architect that they represent the most perfect known form of naval design, or that the long-looked for ‘‘ form of least resistance ’’ has been discovered in them. A long overhanging structure, subject to the stress of the weight of anchors and chains in a heavy head sea, does not appear to be a desirable arrangement, e=pe- cially when light. Further, an unprotected fore-end, which has to bore through every wave it meets, and consequently allows the upper deck to become constantly swept by the sea, can add nothing to the speed, capa- bility or comfort of a steamer, and experience has recently proved this assumption with the C. W. Wet- more on the Pacific coast. The problem to be solved is to carry the largest cargo at cheapest rate, fastest speed and with safety at a lim- ited draft of water. The whaleback solution is by means of an almost sub- merged steel tube with pointed ends, and it must be ad- mitted that the experiment has been boldly conceived and executed. But neither submarine nor semi-subma- rine navigation has yet become any more a commercial reality than has aerial navigation, for while both are theoretically possible, neither has yet nor is likely in the immediate future to become sufficiently practicable to command universal adoption. Neither freight nor passenger vessels will ever become general which have not at least sufficient surplus buoy- ancy to keep their heads above water. Capt. Alex. McDougall, of Duluth, Minn., has pointed out and been enabled to follow a new departure in ma- rine construction with his whalebacks, and has taught the shipping community some valuable lessons thereby. For the application of the principles involved therein he is entitled to the credit and profit due to the importance of his work, but finality has not been reached in naval architecture any more than in any other science. [CONTINUED NEXT WEEK. ] See, NS ee A COLLINGWOOD LAUNCH. They don’t slide them off or down as slick at Colling- wood, Ont., as they might do, the following being the second falling over, part ofit in the course of launch- ing, that we have chronicled within the past year or two. In this instance the account is taken from their own local paper: ‘‘Mr. Robert Morrill prepared to launch the tug which he built at the head of the Huron- tario street slip. Everything was ready and the signal was given to knock the blocks out. The new boat be- gan to slide towards the element, but, unfortunately the ways broke and the tug fell over. The tugs Saucy Jim and W. J. Aikens made a number of attempts to pull off the new boat. The ceremony of christening was per- formed by little Miss Jaques, daughter of Capt. C. Jaques. ‘The vessel will hereafter be known by the name of Signal. The steamer was built to the order of Parry Sound parties, to take the place of the steamer Magnettawan, which was lost last July near Byng In- let. Her dimensions are—Length of keel, 92 feet; breadth, 16 feet; and depth, 734 feet. The machinery of the Magnettawan will be used in the new keel. 7 THE COMMERCE OF BUFFALO. The following comparative tables compiled this week by custom-house officials at Buffalo will give a fair in- dication of the importance of the éommerce of that large port. Np Flour and grain receipts by lake for the month of October: 1896. 1895, 1894. Total bushels......... 27,522,826 20,077,590 15,031,104 From the opening of navigation to November 1: 1896, 1895. 1894, Flour, barrels........ 7,373,266 6,392,700 8,956,510 Wheat, bushels...... 44,570,193 29,013,500 41,613,030 Corn, bushels......... 38,723,688 31,961,780 23,549,200 Oats, bushels......... 35,044,923 19,372,050 13,033,890 Barley, bushels...... 10,319,614 3,808,140 4,883,570 Rye, bushels........., 3,797,634 430,840 360,810 Total bushels...... 132,456,052 84,586,310 83,440,500 Aggregate receipts of flour and grain by lake for the month of October : Flour, Grain, Grain, incl. bbls. bu. flour, bu. ESOG assess snes 1,586,353 27, 522.826 35,454,591 ABOS Fo csccccecs paaasit sees 1,377,670 20,077,590 26,965,940 1894. ocscsecasses sseseccate 1,855,650 15,031,104 24,309,354 $893.02, Ae Acs 1,583,815 25,528,390 33,222,465 From the opening of navigation to November 1: Flour, Grain, Grain, incl. bbls. bu. flour, bu. USOGiwetecerecsreaceeseess 7,373,266 132,456,052 169,322.382 18958 vesdes dant isees 6,392,700 84,586,310 116,549,810 1894. 8,956,510 83,440,500 128,223,050 B93 5.5 ceveeicsece sates sane 7,953,441 117,717,795 157,845,000 Lake shipments for the month of October: 1896. 1895, 1894. Coal, tons ...........006 378,977 486,144 389,378 From the opening of navigation to November 1: 1896. 1895. 1894, Coal, tons...........06 1,953,058 1,962,325 1,953,355 Lumber and shingle receipts and shipments from the opening of navigation to November 1: Receipts by lake: 1896. 1895. 1894. Lumber, feet..........168,578,894 187,320,590 173,987,620 Shingles, number... 90,180,264 75,056,500 96,867,450 Freights—Rates on last shipments in October : 1896. 1895. 1894, Cts. Cts. Cts. Lake, coal, ton, Buf- falo to Chicago and Duluth......... 30 20 90 30 60 30 Lake, corn, Chicago, and wheat, Duluth to Buffalo............ 23% 3 234 6 Ie 23% Canal, wheat and ‘ corn, Buffalo to New York....... woe 3K 31 216 24% 831,284 The table being compiled from custom-house records is, of course, beyond question and may be considered as officialin its accuracy of detail throughout. A SEA LAWYER’S COMPLAINT. Lattended the U.S. District Court on Friday last, when engineer Ragan, of the steamer K. W. Oglebay, was on trial after being arrested by Marshal Kane, Thursday, on complaint of a fireman named Regall, who said that Egan had struck him when the steamer was on Lake Huron, and racing with the steamer Owego. The fire- man also stated that the boilers of the Oglebay were carrying 210 pounds of steam, whereas she was only allowed 170 pounds. The engineer was examined, as were several witnesses, one of whom was a fireman who testified that it was he and not the engineer who struck Regall. Upon this evidence the engineer was discharged. The fireman asked to have the steamboat inspectors go aboard the Oglebay and examine her safety valves, to see if they had been tampered with, Hagan, who bears a good record, says that some time ago sixteen firemen came aboard his boat andtried to get the fireman on board his boat to quit work. He drove them off the boat that time with arevolver, and he thinks this is a scheme of retaliation. However this may be, I never heard anyone with more talk to the minute than fireman Regall. The prosecuting attorney had him contradict his evidence almost on every other word, and, in fact, when left alone to tell his story he simply confounded confusion, to”say the least. Anyone hearing the evi- dence could not do otherwise than as commissioner Fair- field did, and that was to discharge the engineer from custody and to exonerate him from all suspicion even, of assaulting a workman in the exercise of his duty.