The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

= POWER FOR SHIPYARD MACHINERY. In the early days of iron shipbuilding the machine tools of hipyards were comparatively few and simple, mostly borrowed from boiler-shop practice. Since then shipyard machinery has been greatly specialized, and re-construction of plant has become necessary from time to time, in order to meet changed conditions. At first steam power alone was ed. Now hydraulic, electrical and pneumatic power are sed as allies to, or substitutes for, steam power. Hydraulic power, as arule, finds its most general use in cranes and other lifting appliances, as well as in powerful presses used for flagging, ‘‘joggling,’’ punching out lighten- ng holes, and other heavy work. It is also used for riveting ork that can be brought to the machines, and to a limited extent for portable riveters. Electrical power is being extensively used in some of the yest equipped shipyards, apparently with satisfactory results. t is probable that the system will be much more extensively mployed before long. For large machines with separate motors, and for groups of smaller machines, electric driving s much to recommend it. For operations that have to be erformed 27 sz¢w, portable electric machines are found most seful. As examples, reference may be made to electric drills, planers for wood decks, cutters for large holes in plat- ing on sides or decks, caulkers, and riveters. In some cases, especially in eleborately fitted warships, it is found ad- antageous to establish on board temporary machine shops, hich can be most conveniently driven by electric power Many operations are thus rapidly and economically per- formed which would otherwise necessitate the transport of fittings to and from shopsin the yards. Portable electric ight plants for use on board ships while building are now generally recognized to be advantageous and economical. The arrangements made for lighting are readily extended to include driving the machines above mentioned. Pneumatic power has not been much used in shipbuilding. - thas found employment, however, for such operations as caulking and riveting.—Sir William H. White in Cassier’s Magazine for December. rrr a rr : ON BOILERS. Ina paper read on November 17 before the society of Naval Architects and Marine Engineers, on ‘Causes for the adoption of water-tube boilers in the U.S. Navy,’ Geo. W. Melville, Engineer-in-Chief, on going quite fully into subject, stated that while for many reasons the use of the ater-tube boiler was imperative in naval service, still, for rdinary merchant and yacht service, he would not recom- end its substitution for those of the cylindrical type, chiefly because of reasons apparent in the following sum- mary of its merits and faults: : ADVANTAGES, Less weight of water. Quicker steamers. _ Quicker response to change in amount of steam required. Greater freedom of expansion. Higher cruising speed. More perfect circulation. _ Adaptability to high pressure. ‘Smaller steam pipes and fittings. Greater ease of repair. Greater ease of installatiou. _ Greater elasticity of design. Less danger from explosion. ; DISADVANTAGES. Greater danger from failure of tubes. _ Better feed arrangements necessary. Greater skill required in management. Units too small. Greater grate surface and heating surface required. Less reserve in form of water in boiler. Large number of parts. _ Tubes difficult of access. Large number of joints. More danger of priming. So far as tried the boilers have invariably been easy of Operation, though I have found more skill required to ob- nthe best results from these boilers than would have been necessary if cylindrical boilers had been used. Parti- ar attention has been given, in all cases, to the feed ar- Tangements. Some points made in conclusion were as follows : have always opposed the use of boilers containing screw oints i in contact with the fire, and have attempted to secure oilers having no cast metal in the pressure parts. Cast steel i is not yet good enough to put between 300 lbs. of steam and our firemen. I believe in straight tube boilers as being Sier of examination and repair than bent tube boilers, and large tube boilers for the same reason, and because the THE MARINE RECORD. tubes are thicker and have more margin for corrosion. I believe in boilers having as few joints as possible. Water- tube boilers must have freedom of expansion of the various parts, and the simpler the boiler the better. The ratio of grate surface to fire surface occupied for the complete boiler plant must be as large as possible. The units should be large, the grates short and not too wide, The passage of gases through the tubes should be sufficiently long to en sure economy. These gases should be well mixed before en- tering the spacss between the tubes for the same reason and to prevent smoke. The circulation of the water in the boiler must be free. or or or LAKE FREIGHTS. The lake freight market is now taking the aspect that it should do at this time of the year and freights are going up in line with the service and risks involved in fall navigation. The Duluth wheat rate is up to 3% cents with brokers and owners holding for a % cent in advance, though rather mis- leading quotations have been sent out from Duluth in re- gard to the grain situation. Fort William figures are 5 cents on wheat for delivery and 6% cents for transportation and winter holdings at Buffalo. Chicago now offers 2 cents on corn with moderate chartering and rates likely to ad- vance. After the first of December the insurance rates on grain will be advanced, and, of course, the shippers wish to get as much grain down ihe lakes before the raise as pos- sible. As the largest demand for tonnage will be between this and the first of December, it is thought that the highest rates will be paid during that time. Counting on this, the statement is made that in all probability the rate for the re- mainder of the season will be established prior to December 1. After this there will, of course be a few cargoes at ad- vanced rates and special charters, but these cannot be figured in the ordinary freight rates for the closing days of the season. The increase of 3 cents is offered from Duluth for winter storage at Buffalo, making the rate 4% cents. Iron ore is paying $1.25 from the head of the lakes, and Io cents better for Tonawanda, also for small handy boats to Ohio ports. Marquette $1 and Escanaba go cents. A figure of $1.50 was offered on three cargoes for loading a week ahead at Two Harbors. The. coal rates are steady at 50 cents to the head of the lakes, 75 cents Chicago—Milwaukee, 65 cents Escanaba, with varying figures to side or minor ports, as for instance She- boygan, Manitowoc 70 cents. Shippers realize that their time for shipping coal to Lake Superior is short, and they also know that the supply of coal at Duluth is wonderfully low, hence this is forcing them to rush all the coal there thay can be secured, but the supply by rail is spasmodic and they can’t get all that they would like to. In Owen Sound $1.50 was paid on a cargothis week, being the best rate of the season. or ior or A NEW LIFE SAVING DEVICE. A life-saving collar, invented by a citizen of Ghent, is de- scribed in a letter to the State Department from Consul Le Bert. The apparatus has been tested and its value proved. It is thus described by Mr. Le Bert: “From my observation, I should judge it to be far super- ior to either the life buoy or cork jacket. The body is sub- merged, with the head and neck only exposed, which pre- vents exposure and chilling. It is impossible to capsize; the arms are left perfectly free, and, what appears to be the most important, its adjustment is instantaneous. It isso simple that a child seven years of age can put it on without assist- ance. It can readily be adjusted while one is in the water. “The invention consists of a cork collar having an exter- ior diameter of 16% inches, and an interior diameter of about 5 inches. oD OS, LETTERS AT DETROIT MARINE POST OFFICE. NOVEMBER 22d, 1899. Brunswick, Geo., str. D. Mowatt, Miss Frankee. Houghton. McLeod, D. 1,., str. Clinton. Dunn, Lewis, str. Progress. McSimes, Neil, str. Outh- Dayton, Geo. waite. Earnest, Mrs. Regan, John. Frederick, John Shirping, Lizzie, str. Drake. Sherman, Wilbur, str. Drake. Tiving, Frank. Thompson, Capt. Chas. Gynas, Philip. Garvin, Wm. Haze, Ed., Bge. Rawson. Leonard, Ll. 2, Str. North Winter, Tom, str. Masaba. West. Wessell, Louis, 3,str. Parnell. Lavely, Luke. Wilds, Jno.,str.Badger State. Leonard, Edward. Markey, Fred., str. I. W. Stephenson. F. B. DICKERSON, P. M. 1 NOTES. THE Appeal Court of England holds that’a reporter = no- copyright of the report of speeches giving not only ideas, citer eo hg but words by which the ideas, are expressed. Alowercourt _ 3 decided that The London Times had copyright in reports of speeches. The Times will take the case to the House of Lords. THE action which is being coun by the owners of the steamer Paris against the Commercial Union Insurance Com- pany, to recover £255,000 damages ($1,275,000 constructive total loss), in the respect of the stranding of that steamer on the Manacles, will be heard at the forthcoming Liverpool assizes, which takes place towards the end of the present — month. THE War Department has been informed of an improve- ment in'the megaphone, invented by an Englishman, and now being tested in the British coast forts. It isa simple parabolic reflector with a flexible speaking tube pointed at the focus of the reflector. Speaking into the tube, the sound waves are reflected in practically a direct line and caught by a similar reflector with an ear piece located at some distant point. How far is not yet known. A NEw self-recording anemoscope has been devised in England which records the direction of the wind on an open scale, has been in use at Southport for more than a year, and works very satisfactorily. The vane, whichis an exceedingly light, large, but double-bladed one, is sensitive evenin light airs, and is steady in the strongest gales. this anemoscope were very clear and of an interesting char- acter, and showed the instrument to be a valuable companion to the Dines pressure-tube anemontieter. THE Engineer reasons that the increase in the German navy has been viewed in rather exaggerated perspective; 1916 is a long way ahead, and to increase the present nine- teen battleships to thirty-eight in that period is not quite what it seems, because unless replacing is also contemplated the present nineteen will be quite obsolete before the year 1916. Nor is the cost, $15,000,000 to $20,000,000 a year, any- thing formidable. Further, we have read before of the ‘‘two grand divisions, each having eighteen battleships with flag- ship, each division consisting of two squadrons of eight ships, with one in reserve,’’ and cannot refrain from a sus- picion that there is a certain amount of rechauffe in the matter. A NEw instrument has been designed by Mr. Cowper-Coles, of London, for readily locating the direction on sound and for projecting sound long distances. It consists of a reflector mounted on an arm which can be readily turned on its center and depressed or elevated by the operator. When itis desired to ascertain the exact direction from which a sound emanated the apparatus is turned on its axis, and as soon as the reflector is opposite the source of the soundit is heard much more intensified in the receiver. Two instruments are used to eatry on the conversation between two distant points or ships. The sound waves are thrown from one reflector to the other, the sound being focused in one instrument in the receiver when the operator speaks into the flexible tube, while the operator working the other instrument places the tube attachment to the receiver to his ear. In former issues we have stated that in our opinion any further increase of speed, and even the present record speeds of the trans-Atlantic service, with its increased cost due to such excessive speeds, could only be made commercially payable by separating the high-priced first-class passenger service from the mass of the cheaper passenger and goods traffic. We see that the Hamburg-American Co. are about to test this theory by providing a yacht 4oo feet long, fitted for carrying first-class passengers only. The new essay is, however, we believe, to be made only in trips to Norway, the Mediterranean, and the Orient; and, if successful, the owners propose to build other vessels on the same lines, and with even faster speeds than that of the present vessel, which it is said is not to exceed 16 knots. The accommoda- tion for passengers is proposed to be on a most fastidious scale of luxury. Each passenger is to have a separate state- room to himself, and, for those who are willing to pay, complete suites of chambers with separate bathrooms are to be provided. As those who desire especially high-speed traveling accompanied with every obtainable comfort and luxury, and who are well able and willing to pay high prices for such accommodation, are on the increase year by year, we are strongly of opinion that such a venture will pay provided the first-class passenger vessels are of sufficient tonnage to be safe and comfortable.—The Marine Engineer, London. The records from ~