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12 THE MARINE RECORD. SEPTEMBER 28, 1899. Almy’s Patent Sectional WATER TUBE BOILERS, NOW USED IN 21 Passenger Boats from 70 to 160 ft. long. 61 Steam Yachts from 50 to 180 ft. long. U. S. TORPEDO BOAT «STILETTO.”’ Numerous freight and fishing steamers, launches and stationary boilers are giving most excellent results. ALMY WATER TUBE BOILER CoO., 178-184 Allens Ave., near Rhodes St., PROVIDENCE, R. IL. Pintsch Gas Lighted Buoys. Adopted by the English, German, French, Russian, Italian, and United States Light-House Departments for channel and harbor lighting. Over 800 gas buoys and gas beacons in service. Burn Continuously from 80 to 365 days and nights without atten- tion, and can be seen a distance of six miles. Controlled by THE SAFETY GAR HEATING AND LIGHTING Co, $60 Broadway, New York City. WATER-TIGHT DOORS. (ILLUSTRATED. ) THERE are eight inches more rainfall annually on the south shore of Lake Superior than on the north shore, and three ADMIRAL MELVILLE’S OPINION. Admiral Melville made some interesting remarks before a Water-tight doors in bulkheads, their structure, efficiency inches more in the cases of Erie and Ontario. Thereisalso gathering of engineering experts at the Union League Club, and methods of handling, has occupied the attention of a greater precipitation on the eastern shore of Lakes Huron Philadelphia, recently. The Admiral said, according toa shipbuilders, owners and underwriters in a greater or less and Michigan than on the western. degree for a period of several decades and yet nothing totally reliable and satisfactory has ever been brought forward. In this connec- tion a Cleveland firm seems to have solved the problem with what is called the ‘‘ Long- Arm’ system. Heretofore there has been no attempt to manufacture doors for ships; doors have been built, and built of as many designs and sizes as there have been notions and fancies among those who build and sail ships. In view of modern methods and progress in similar matters this seems to be much be- hind the age. From the commencement of shipbuilding in metal especial attention has been laid upon the importance of water-tight compart- ments to insure stability and flotation in case of skin-puncture. The use of a compartment system has been insisted upon from the very start; under- writers, classification societies, shippers and the traveling public have become more and far more exacting in the matter of bulkheads as the use of ships and the risk of skin- puncture advance. Recurring disasters from collisions (inclu ding the most terrible mishaps known to modern navigation) have enforced severe re- quirements, involving relatively enormous expense in this feature of first-class ships. But only within the last four or five years has attention been effectively called to the preservation of these expensive compartment systems, and to the utter fatuity of confiding in so-called ‘‘water-tight bulkheads’’ con- taining ordinary doors which render such water-tightness impossible. The illustrations herewith shown, gives a view of the vertical and horizontally worked water-tight doors as tested and endorsed by the United States Navy and supplied by the Long Arm System Co., Garfield Building, Cleveland, O. —-+- 9-2 ———______—— VESSELS CLASSED. Vessels classed and rated by the American Bureau of Shipping, New York, in the ‘‘Rec- ord of American and ForeignShipping :’’ Screw, El Norte, owned by the Southern Pa- cific Co.; screw, Aransas; tern, Samuel Dilla- way; tern, Morris W. Child; half brig yacht, Alcha; schooner, Frank A. Palmer; schoon- er, Independent; barg, C. R. R. of N. J. No. 14; bark, Charles B. Kenney; British bark, Lizzie Curry; British bark, Bessie Mark- ham. (Shut and Locked.) THE ’'LONG-ARM"’ VERTICAL SLIDING DOOR, U. S. s. CHICAGO TYPE, 6 INCHLTIGHTENERS report in the New York Tribune : “The ships Kearsarge and Kentucky are rated at 18 knots. The expectation of the future from ships of the combined battle- ship and cruiser characteristics mentioned is an increase of speed to 20 knots and more. Some of the modern British ships of this class are claiming 19 knots. I am confident in our new ships of doing even better than that. We have two big ships ordered by Congress, but the contracts are not yet let. We have fifty-two vessels, from torpedo boats up to battleships, all of the latest designs and unsurpassed in the world for efficiency and speed. It is doubtful whether any more of the heavy class will be constructed. The designs of the future tend to higher speed and about 15,000 tons dis-placement. ~ The French have ships going as high as 22 or 23 knots an hour. They have lighter batteries and lighter armor. That is the policy of naval construction for the future. “We are also tending toward tubular boilers, permitting of higher pressure of steam, greater grades of expansion, giving us greater economy of fuel. Yet thisis not an unmitigated gain, because it requires a higher grade of intelligence in supervision and in making repairs. “The great problem of the future is to have men who can properly direct and manipulate these great fighting machines. The whole ship’s company, officers and men, must now be educated and trained mechan- icians—to, use a terse French word—and electricians. “The official reports of the war with Spain show most satisfactory results. There was not a ‘skyrocket’ engine or ship—that is, one which starts with a spurt and drops like a stick. _ All were durable and reliable. It is remarkable, but nothing gave out, and even repairs were down toa minimum, not exceeding the proper care of the same class of ships in time of peace. A few torpedo boats were struck and needed repairs, but their performances were splendid, “T often think what a mistake Senator Sumner made in defeating the annexation of San Domingo. Samana Bay is the greatest harbor in the world. It is far superior to anything we secured in the Spanish war. General Grant always looked a long way ahead. St. Thomas was cheap. That was another place we should have taken. I believe in Monroe doctrine. We can take care ,of everything on? this fside of the water.’’