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THE MARINE RECORD. 7 A PNEUMATIC GRAIN TRANSFER ELEVATOR. ~What’is known as Mr. Duckham’s system of pneumatic lifting and conveying grain fully meets all requirements, as the flexible pipes through which the grain is lifted can be led in any direction, either vertical or*horizontal, and at any angle, so that by merely moving the pipes to and for a barge may be completely cleared without requiring any labor beyond the men who are in atténdance to raise, lower or swing the pipes. ‘In 1894 a company was formed for the purpose of pur- chasing these pneumatic elevators, and working them on the Danube. Through the courtesy of the “American Elevator and Grain Trade,” to whom we are indebted for the cut and descriptive matter, we herewith illustrate the'first of these elevators, which is called the ‘“Principele Carol.” ‘The vessel is built entirely of steel, and is 130 feet long by 22 feet beam by 11 feet deep. The machinery consists of two multitubular marine type boilers, 9 feet 6 inches diameter by 10 feet long, and each boiler has two furnaces of 2 feet 4 1-2 inches diameter. The pneumatic engines are of the horizontal type, having a high pressure cylinder 22 inches diameter and a low pressure of 42 inches diameter. The stroke is 4 feet. There are four air cylin- ders, each 38 inches in diameter, and the engine will de- velop 470 indicated horse power. The air is exhausted by the pneumatic engine from two large steel tanks or receivers placed at 30 feet centers amidships of the vessel, and carried on steel towers, as shown. The extreme height of these structufes is 61 feet above the water level, and is sufficient to allow of the grain running by gravity through the shoots into ‘the largest ocean vessel. The suction pipes through which the grain is lifted from the barges into the receivers, ‘can be attached 2 ae ft OPPS PDH Sw oS aw 10) strong & Co., England. This is the first seagoing iron- clad owned by the Norsemen, who in the old days swept the seas with their Viking ships. This modern vessel was christened ‘‘Harold Haarfager,” after the first king of Norway, by Mme. Stang, who is herself a descendant in the thirty-third generation from King Harold. The iron- clad is heavily armed and has a conning tower and two torpedo tubes, and the armor belt ig from four to seven inhces thick. The builders have an order for a second ironclad for the Norwegians. OO $100,000,000 MORE FOR THE BRITISH NAVY. The British navy-building programme for the coming year has just been announced. The total cost of the navy for the coming year is estimated at £21,838,000, as com- pared with £21,823,000 for the previous year. The pro- gramme includes four battleships, three third-class cruis- ers, two sloops, four twin-screw gunboats, two torpedo- boat destroyers. The design of the battleships is not yet settled. The cruisers will be 2,135 tons displacement, and will carry eight 4-inch and eight 3-pounder quick-firing guns. The battleships aré to be completed in the year 1899-1900; the cruisers in 1898-99. Three of the battleships, all three cruisers, and the two sloops are to be built in the Royal dockyards; one battleship and the remaining smaller vessels will be built by contract. The propelling ma- chinery and boilers for all the vessels, except for two third-class cruisers and one of the sloops, will be ordered from private firms. Thus the total number of vessels of all classes under construction during the year will be 108. Their aggregate displacement will be about 380,000 tons, and the aggregate indicated horse power about 800,- ooo. It is anticipated that in the next financial year 66 of a mL A PNEUMATIC GRAIN TRANSFER ELEVATOR. on either the port or starboard side. The grain when lift- ed falls to the bottom of the receivers, and the air is sep- arated and drawn off from the top. The grain passes from the receivers through suitable ports into turn-over boxes, which are entirely automatic in their action. These boxes are divided into two air-tight sections, and oscillate on pivots, so that one side is being filled with grain as the other is discharging its load, the weight of the grain on one side or the other giving the necessary see-saw move- ment to the apparatus. The grain then falls onto iron trays resisting on pivots fore and aft, so that it can be de- livered down the incline given to the trays on whichever side may be desired. The exhaust air, after leaving the pneumatic cylinders, is delivered into quieting chambers placed at the extreme ends of the boat, and thence escapes without noise into the atmosphere. The elevator will transfer 140 tons per hour at a very low cost, the captain, with four deck hands, an engineer, and fireman, forming the crew. The pipes and shoots are manipulated by cranes attached to the towers,-and they can be swung inboard when not in use. The grain is greatly improved by the aerating action of the air in the pipes, and this also has an extremely beneficial action by absorbing the moisture; the process acts as a preventive to any tendency to heating which freshly garnered grain might otherwise develop during its acean voyage. These machines are made in sizes of from 10 tons capacity to 200 tons per hour, and are not only used for ordinary grain, but also for rice, and for the conveyance and storage of malt in breweries.” tO oe oe NORWAY’S FIRST IRONCLAD. An ironclad for the Norwegian government was launch- ed lately from the shipbuilding yard of Sir William Arm- these vessels will be completed for service, including 50 torpedo boat destroyers. It can well be understood that an annual expenditure of $100,000,000 by the British Government is a very import- ant contribution to the activity in iron and steel and en- gineering establishments.—The Iron Trade Review. a SS A NEW LAKE LINE. It is now decided that in the near future the Baltimore and Ohio Railroad will have a lake and rail line from Chicago to the East. The company has made arrange- ments for two boats which will run from Milwaukee to Fairport. The company has already constructed large docks and the cargoes will be transferred to the rail route. The time for the lake line to go into operation is not as yet accurately settled upon, but the probabilities are that it will be in full operation soon after the opening of the season. The railroad company, it is reported has chartered the steamers Parks Foster and the Ira H. Owen from J. B. Clough, of Elyria. The gross tonnage of the boats is 1,729 and 1,753 tons respectively. oe oe or The south yard of the Milwaukee Dry Dock Co. is 355 ft. on keel blocks, west yard is 312 ft. and there is a rudder. pit in each dock to unship rudders; also electric lights on both docks. The officers of the company are, John Fitzgerald, president; Fred C. Starke, vice presi- dent, and W. E. Fitzgerald, secretary and treasurer. Thie directors.are, John Fitzgerald, Fred .C. Starke, John Mer- rill, C..H.-Starke, A. M. Joys, Geo. C. Markham and W. A. Starke NOTICE TO MARINERS. REGULATIONS FOR PREVENTING COLLISIONS AND FOR DISTRESS SIGNALS. ¢ His excellency the Governor General in Council has passed an order in council promulgating new regulations masters of Canadian vessels are required to make them- of the Revised Statutes of Canada, and all owners and dian waters, which will come into effect on the 1st of July next, replacing the existina second section of chapter 79. for preventing collisions and for distress signals in Cana- selves conversant with the new regulations which wil have the force of the law from the date mentioned. Chapter 7o, R. S. C., with the amendments in question, has been print- ed, and copies can be had on application to all collectors of customs in Canada. All copies of previous regulations should be destroyed. 3 F. GOURDEAU, Deputy Ministers of Marine and Fisheries, ' Department of Marine and Fisheries, Ottawa, Canada, 17th March, 1807. Lighthouse Establishment, Office of the Lighthouse Inspector, Ninth Dist., ~ Chicago, Ill., March 29, 1897. Notice is hereby given that about May rst, 1897, gas buoys will be established at the following points in Lake Michigan: Gravelly Island Shoal: At the same point and as a sub- stitute for the black second-class can buoy, whish. has fore marked this danger in Poverty Island Passage. Poverty Island Passage: At the same point and as a substitute for the red second-class nun buoy which has heretofore marked this danger in Poverty Island Passage. Lansing Shoal: At the same point and as a substitute for the red second-class nun buoy which has heretofore marked this danger north of the Beaver Island group, Northern Lake Michigan. eee Fisherman’s Shoal, to the eastward of Washington Is: land, Northern Lake Michigan. af A gas buoy will be established on the eastern side of this danger. The exact location will be given after the buoy has ben placed. : By order of the Lighthouse Board. Respectfully J. H. DAYTON, Commander U. S. N., Inspr. L. H. Dist. ‘Office of U. S. Lighthouse Inspector, Tenth Dist., Buffalo, N. Y., March 23, 1897: Gas Buoy, Inner End of Straight Channel, Maumee Bay, O.—Notice is hereby given that on the opening -of navigation, 1897, a gas buoy, showing a fixed white light, will be placed to mark the southeast side of the inner en- trance to the Strait Channel in Maumee Bay, O., in the position heretofore occupied by spar buoy No. 29 of that channel. All mariners, and especially those having ves- sels or rafts in tow, are cautioned to avoid fouling this buoy. CHARLES V. GRIDLEY, Commander, U. S. N.; Inspector roth L. H. Dist: OO OO SUIT FOR DAMAGES. Capt. Martin O’Toole has filed a bill in the Wayne Circuit Court against Timothy Hurley and John Miner, administrator of the estate of John Hurley, who was drowned in June, 1892, asking for an accounting and the appointment of an examiner by the court to examine and report upon such account. The captain states that in January, 1881, he and J. & T. Hurley became the joint owners of the steamer Empire, the firm purchasing three- quarters of $7,500, and he paying $1,875 for his one-quarter interest. He says that he was the master and general manager of the vessel in the seven years from 1881 to 1887, inclusive, during which time they jointly owned the steamer, which was engaged in towing and carrying freight. In the -winter of 1887 the Empire was sold for $12,000 cash, and the money paid to J. and T. Hurley. Capt. O’Toole avers that ever since then he has often tried, but always in vain, to get a settlement with the firm and that, though he turned over his accounts to the Hur- leys at the erid of every year, he believes the defendants owe him $10,000 for his share of the earnings and balance due him from the sale of the steamer, out of which he got $2,000 on account. oe or Col. Wm. Ludlow, U. S. A., has been detached from the 3d Lighthouse District and has succeeded Col. G. L. Gillespie in charge of harbor work at New York :Maj. D. P. Heap,-U. S. A., succeeds Col. Ludlow as Light- house Engineer at Tompkinsville. wo Are