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iS THE MARINE RECORD. i ee ee eeeeeeeeeeeeeeeeeeeeeeeeeeeyyyyyyyyy——y>—»>>»E>E=EEE———— EE" TOWING FACILITIES. Geo; W. Eldridge writes in the Boston Journal as follows: “Permit me to express myself on a subject of vital im- portance to the maritime public. “For years I have constructed charts and aids to navi- gation, and am theréfore interested in everything that pertains to maritime affairs, especially in the things that relate to the safety of those who traverse the ocean, and the lives and property imperiled thereby. “During the last four months I have kept a careful record of the many breakdowns of steamships at sea. Since December no less than 20 steamers have been dis- able in mid ocean—principally by the breaking of their shafts—when on their various routes between American and European ports, the following being a correct list: Anchoria, Cotehele, Corona, Diamant, Cambrian, Lake Winnipeg, Grand Lake, Durham City, Geestemunde, In- dralema, Wilkommen, Tampico, Algoa, Astrala, Sunniva, Hazelmoor, Delaware, Orthia and Valleda. This list prob- ably exceeds anything of the kind during the same length of time since the inauguration of steam for the propulsion of ships. By reading the various accounts relative to these disabled ships, I learn that they reached port in tow of some friendly ship; but I have been profoundly im- pressed with the inadequate means employed or at com- mand for successful towing by the ordinary steamship. In many instances they failed to hold and handle the disabled crafts after they had succeeded in getting a hawser to them. In connection with this point I will instance the case of the Cambrian. This ship was first taken in tow by the steamship Vala, but subsequently parted her hawser. Next the Vala and Assyrian combined their powers to assist the Cambyian into port, and again the two were unable to accomplish the desired end and again the disabled ship was at the mercy of wind and wave, Finally she reached port in tow of the fourth ship, the Capenor. “Now, it appears to me that in this case the means em- ployed were totally inadequate to meet the existing emer- gency, that is evident, for if they had been, the first ship would have brought the Cambrian to port. To contro- vert this opinion, those in charge of the Vala would un- doubtedly assert that the state of the wind and waves was against them, and, thereby, they lost or parted from their tow. “Again there are difficulties and great danger attending the work of © getting tow lines or hawsers from the tow- ing to the disabled ship. Towing hawsers of steel are now used to a considerable extent, but the use and handling of them are often attended with great danger. This is proven by a case that occurred only a few days ago. The steamship Templemore broke down in mid-ocean and a sister ship, the Ulstermore, attempted to tow her. The tow line in this case was a steel rope. “Tt parted, and by its recoil upon the Templemore the captain and one sailor were instantly killed, besides break- ing the legs of the first officer and several seamen. “Tt is well known by mariners that while a steel hawser has great strength, is compact and somewhat more easily handled than a manila hawser, yet the metal rope lacks the elasticity of manilla, and if it parts under-a heavy strain the recoil is like a thunderbolt, sweeping everything be- fore it. Recently I have given this matter of break-downs at sea much thought, and have tried to devise some im- proved method whereby the towing of ships at sea can be done with greater surety and safety than by the ordin- ary means now employed. “It appears to me that here is a field for invention, a fortune for some bright mechanical mind that shall devise a means or method or machine whereby the towing hawser can be attached to one or both ships, so that a proper amount of elasticity “or give in a sea way’—to use a nautical expréssion—shall always occur. a “I trust that this communication through the columns of the Journal may be the means of setting some practical mariners, when they shall become helpless upon the rolling brain at work to solve the problem whereby. steamships can render more efficient aid to their unfortunate fellow deep. i The keel of the battleship Wisconsin has been laid at uae Union Iron Works, San Francisco. The contract pricy 15 apout $3,000,000. There are two other warships of th. same size being constructed in Eastern shipyards, the Alabama and Virginia. The specific features and gen- eral dimensions of the vessels are: Length of load water - line, 368 feet; beam, extreme, 72 feet 2-5 inches; freeboard, forward, 13 feet 6 inches; normal displacement, 11,825 tons; main draft for the normal displacement 23 feet 6 inches; I. H. P. 10,000; estimated speed, in knots per hour, 16; normal coal supply, 800 tons; total bunker sup- ply, 1,200 tons. PROPOSALS. U. S. Engineer Office, 185 Euclid ave- nue, Cleveland, O., April 5, 1897. Sealed proposals for reinforcing, with stone, the jetties at entrance to Port Clinton Harbor, O., will be received here until 2 o’clock P. M., standard time, May ¥%, 1897, and then publicly opened. Information fur- nished on application to Jared A, Smith, Col., Engineers. U. S. Engineer’s Office, Telephone Building, Detroit, Mich., April 17, 1897. Sealed proposals for dredging Black river, at Port Huron, Mich.; Bar at mouth of Black river, Mich.; Belle river, at Marine City, Mich., and Clinton river, Mich.;- will be received here until 12 o’clock noon, standard time, May 7, 1897, and then pub- licly opened. Apply here for information. ~ G. J. Lydecker, Lt. Col., Engineers. Queen City Hydraulic Steerer. THE BEST AND MOST POWERFUL STEERER FOR TUGS, STEAMERS, ETC. vt vt om MANUFACTURED BY Queen City Engineering Co, Write for Prices and References. Can be forged at cherry red heat. TOBIN BRONZE (‘Trade-Mark Registered.) oe Tensile strength, one inch cold drawn rod, upward of 78,000 lbs. per square inch. Torsional Strength equal to the best machinery steel. Round, Square and Hexagon Bars for Bolt Forg- ings, Pump Piston Rods, Yacht Shaftings, etc. ; Plates for Pump Linings and Condenser Tube Sheets, Centerboards, Fin Keels and Non-corrosive in sea water. 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