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THE MARINE RECORD. 7 a FRED W. MARTIN, NAVAL ARCHITECT. The portrait and cuts shown on this page are those of one of the leading yacht designers on.the lakes. He also builds small craft up to fifty feet (steam or sailing yachts) and furnishes keels, stems and sterns worked to shape in the wood, and builds all kinds in “knockdowns” for ship- ment to any part of the world. For the past fifteen years Mr. Martin has handled the board and superintended many of the most prominent boat concerns in the United States. Mr. Martin’s first tuition in drawing was obtained under an Italian professor in the Collegiate Institute of Kings- ton, Canada, where he was placed at an early age. His first experience in yachting was also gained in that fine har- bor, where in those days thirty or forty feet ten-tonners would start in a fleet from the old-fashioned “anchor start;” but his love for the water soon found him as ‘“‘boy” aboard one of the Carruthers & Green fleet, bound for Chicago, where he engaged with the veteran boat builder, Thomas Bagley, where he served a rigid apprenticeship; for although Mr. Martin had some little knowledge of boat building, the variety of work done in this shop in those days would appall a modern “factory” boat-builder, from the lightest shell and racing gig, or barge, to a canoe and whitehall boat, up to a yawl boat or large sail, or steam yacht, not forgetting surf boats, metallic life-boats, govern- ment transport boats for western ports, life-saving boats, etc., etc., no two of which were even alike or any endeavor made to duplicate or catalogue them. During ’82 he was offered and accepted charge of the R. J. Douglass (then Powell & Douglass) boat works, of Waukegan, IIl., from ’82 till ’86. After a brief period in Chicago, where the first catalogue in America showing working drawings and lines were issued, was appointed de- signer with J. H. Rushton, Canton, N. Y., where he was ~ one year; from there he went to the St. Lawrence River Skiff, Canoe and Steam Launch Company, at Clayton, N. Y., as designer, where he made their reputation for fast canoes and. small craft and left after three years to fill the position of designer and superintendent of the Racine Hardware Manufacturing Co., where he built the first sailing craft from Racine (except those used by fishermen there and built by themselves) and also many steam, gas and vapor yachts, and 25 of the electric launches used at the World’s Fair at Chicago, when after a period of three years with them he organized the Racine Boat Manufac- turing Company, with others, where some of the fastest craft on the lakes were built, but with an increase in the capital stock of this concern he left to organize another company, which he did in the spring of ’95, under the name of the Racine Yacht and Boat Works, at Racine Junction, but the inconvenience of a location a mile from the water was against this concern, and after a struggle of two years to bring it to the front he severed his connection (but retained his stock) to devote his entire time to his profession, which he has carried on in a small way inde- pendently for years, and with the increasing demand for parts of boats by amateur builders has added the other de- partments to his business above mentioned. Mr. Martin is also the author of the “Album of Design,” a work that has become very popular with naval architects, SAIL PLAN OF YAWL. yacht builders and owners, and which is about to reach a second edition, the first 1,000 copies having been sold. ‘HOGGING AND SAGGING.’”’ Some interesting figures are reported in the Shipping World as being obtained at Barrow, England, on the occa- sion of the launch of the cruiser Niobe, a vessel 435 feet in length, and whose launching weight was 6,300 tons. When fully afloat it was found that the vessel had hogged i. e., drooped at the ends, three-fourths of an inch, an amount which, measured as it was on a length of over 300 feet, cannot but be regarded as satisfactory. The sagging was measured by cutting the deck of the boat platform and the top-side shell plating right down to the upper deck sheer strake and observing the opening and closing of the FRED. W. MARTIN, RACINE, WIS. gap as the vessel went down the ways, the measurements being made by the simplest self-recording apparatus.. The readings showed that when the stern was waterborne the vessel sagged, the opening in the deck closing to the ex- tent of about two inches. The gap then opened to the ex- out of line, being largely, however restricted to shipment for distant loading. The requirements of the timber ports appear to be pretty well provided for, whilst offerings of suitable tonnage have been libéral, although owners do not show any indication so far of accepting lower figures, The eastern market for sail tonnage has been rather quiet du- ring the past week. Rates, however, continue firm. (ee i WORKING IRON AND STEEL. lion-making is a kind of cookery on a huge scale, writes R. B. Bowker in Harper’s Magazine. The earthly impurties must be “roasted” or melted out from iron ore: the necessary carbon must then be properly mixed in from the fuel, or the unnecessary carbon burned out. This is the process of manufacture. A wrought iron bar or plate is always obtained from a puddle ball, an aggregation of grains of iron in a pasty, semi-fused condition, inter- spersed with a greater or less amount of cinder or slag. Under the powerful action of the rolls the grains are weld- ed together, and a large part of the cinder is squeezed out, but enough remains interposed between the iron granules to prevent them from welding thoroughly and forming a homogeneous mass. The welded lumps elongate under the process of rolling, and the resulting bar resembles a bunch of iron fibres or sinews with minute particles of slag interspersed here and there. Such iron varies in resistance according to whether the power is applied with or against the fibre. Steel is the result of a fusing process. It may be crucible, Bessemer, or open-hearth steel, but in all cases it has been cost from a thoroughly melted and fluid state into an ingot mould, where it solidifies and is ready for subsequent treatment, such as hammering or rolling. The slag being rather lighter than the steel, it rises to the top of the melted bath, and does not mingle with the metal, which remains clean and unobstructed, and, after being cast in the mould, cools into a crystalline homogeneous mass in which no amount of rolling can develop a fibre. Thus steel possesses a structure more regular and compact than wrought-iron. Its resistance to strains and stresses is more equal in all directions, and its adaptability to structural use is vastly increased. ior or Capt. and Mrs. Homer Durand entertained the members of the Toledo Shipmasters’ Association last Friday even- ii Steer) ee PROFILE OF 70-FOOT STEAMER. tent of 21 inches from the normal, when it again closed and opened, finally settling when the vessel was fully water-borne with an opening 15 inches from the original position, due to the amount of hog, as previously stated. The Niobe’s launching time, from the first movement until afloat, was 58 seconds. oOo or EASTERN FREIGHT REPORT. In the current weekly freight report issued by Messrs. Funch, Edye & Co., New York, they state that during the week under review there has been a perceptible and serious falling off in the inquiry for steamers to load grain, and, in consequence, owners have been obliged, in.some in- stances, to meet quite a reduction in rates. A steamer closed last week to load for Dunkirk was replaced at 3d. per quarter less than the original charter, and several large and prompt vessels are now seeking employment, without receiving any ready response on the part of shippers. Steamers of moderate size, suitable for full cargoes of grain are likewise no longer in urgent request, and, in sev- eral instances, shippers have been able to cancel their sales on terms satisfactory to themselves, rather than meet the rates demanded by owners. scarcity of fresh orders for full and part cargoes of grain, and such limits as come to hand appear to be altogether We find at present quite a ~ ing at their residence, 1739 Huron Street. It is needless to say that a pleasant time was enjoyed by all hands as the SAIL PLAN OF SCHOONER. captain and his wife are social favorites in Toledo marine circles.