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4 ESTABLISHED 1878. VOL. XXII, No. 33 CLEVELAND---AUGUST 16, 1900---CHICAGO. $2.00 Per Year. 5c. Single Copy LAKE CARRIERS’ ASSOCIATION. Toconsider and take action upon all general questions relating to the navigation and carrying business of the Great Lakes, maintain necessary shipping offices and in general to protect the common int#rests of Lake Car- riers, and improve the character of the service rendered to the public. PRESIDENT. W. C. FARRINGTON, Buffalo. 1ST VICE-PRESIDENT Capt. J. G. KEITH, Chicago. SECRETARY. CHARLES H. KEEP, Buffalo. TREASURER. GEORGE P. McKay, Cleveland. COUNSEL. HARVEY D. GoULDER, Cleveland. EXECUTIVE AND FINANCE COMMITTEE. A JAMES CoRRIGAN, Chairman, Cleveland. COMMITTEE ON LEGISLATION. G1Bson I. Doucras, Chairman, Buffalo, COMMITTEE ON AIDS TO NAVIGATION. GEORGE P. McKay, Chairman, Cleveland. AMENDMENTS TO NAVIGATION LAWS. Every applicant for license as either master, mate, pilot, or engineer under the provisions of this title shall make and subscribe to an oath or affirmation, before one of the inspec- tors referred to in this title, to the truth of all the state- ments set forth in his application for such license. Any person who shall make or subscribe to any oath or affirmation authorized in this title and knowing the same to be false shaJl be deemed quilty of perjury. Every licensed master, mate, pilot, or engineer who shall change, by addition, interpolation, or erasure of any kind any certificate or license issued by auy inspectors referred to in this title shall, for every such offense, upon convic- tion, be punished by a fine of not more than five hundred dollars or by imprisonment at hard labor for a term not ex- ceeding three years. In every case of collision in which it is practi- cable so to do, the master shall, immediately after the oc- currence, cause a statement thereof, and of the circumstan- ces under which the same occurred, to be entered in the offi- cial log book. Such entry shall be made in the manner pre- scribed in section forty two hundred and ninety-one, and failure to make such entry shall subject the offender to the penalties prescribed by section forty-two hundred and nine- ty-two. The master of any vessel of the United States bound from any port therein to any foreign port, or from any foreign port to any port of the United States, shall, before clear- ance, receive on board and securely convey all such mails as the Post Office Department, or any diplomatic, or consu- lar officer of the United States abroad, shall offer ; and he shall promptly deliver the same, on arriving at the port of destination, to the proper officer, for which he shall receive two cents for every letter so delivered ; and upon the entry of every such vessel returning from any foreign port, the master thereof shall make oath that he has promptly deliv- ered all the mail placed on board said vessels before clear- ance fromthe United States; and if he shall fail to make such oath the vessel shall not be entitled to the privileges of a vessel of the United States. —_—_—$—$$— $$ NEVER before has such a stupendous collection of machin- ery been assembled as that which is now being exhibited at - the Paris Exhibition, where isto be seen, in full size mach- inery models, and drawings, the world’s best and latest prac- tice in every deparment of engineering—civil, mechanical, electrical. ° THE RECONSTRUCTION OF THE PARIS. Mr H. Platt Stratton, of the American Bureau of Shipping, who went abroad recently to approve of the plans for the reconstruction of the American Line steamship Paris, to be hereafter known as the Philadelphia, which is now in the hands of shipbuilders Harland & Wolff, Belfast, Ireland, states that work on that vessel is progressing finely, and that when completed she will be one of the best boats in the trans-Atlantic express steamer trade. She is receiving an entire new bottom, and will have new engines and new boilers. Her power will be greater than before her strand- ing, and she is expected to eclipse in all ways her former records. She will carry but two funnels instead of three, but otherwise her exterior appearance will be practically the same. ‘The engines will be of the quadruple-expansion type, with cylinders as follows: High pressure, 38% in.; first intermediate, 54 in.; second intermediate, 76 in., and low pressure, 106 in., by a common stroke of 5 ft. The maximum working pressure from the boilers will be 206 lbs., at which pressure the average number of revolutions will be 90 per minute. There will be six double-ended and four single- ended return tubular boilers, all 15 ft. 8 in. in diameter, the double-ended being 19 ft 6 in. long and the single-ended Io ft. Gin. long. Collectively they will have 1,129 sq. ft. of grate, and 39,618 sq. ft. of heating surface. The bottom of the ship is to be all new, including new keelson, new keel, new tank top, and new flooring. The stern, under water, is to be rebuilt, so that the shafts of the twin screws will be encased within the hull instead of being hung on struts as formerly. The American Bureau of Shipping, which is classing this vessel, received the order to classify and supervise the con- struction of all of the new American Line steamships now building, amounting to 72,000 tons. oo oS THE DOMINION OF IRON AND COAL. A very interesting address was delivered recently before the American Association for the Advancement of Science, at its meeting in New York, by the well-known statistician, Mr. Atkinson. His subject was ‘‘The Dominion of Iron and Coal— What it Stands For.’’ Summarizing the salient points of his paper, the Rochester Post-Express says: ‘‘He showed how all the great manufacturing nations of the world would eventually become dependent upon the United States. Only this country has a supply of these products that is adequate to meet not only the demands of the home market, but those of the foreign market. Already the scarcity of coal has be- gun to be felt in Europe, as we pointed out recently, and a scarcity of the ores from which Bessemer steel is made has been long impending. Mr. Atkinson showed that with the. abatement of the supply of both commodities in Europe, there would be an increased demand for them, and the prob- lem would be how to supply this demand. The industrial development of the world isso rapid that in ten years the supply of.iron in the United States, which is now 14,000,0co tons, will have to be doubled. Can this be done? Mr. At- kinson estimates that in 1910 the industries of the world will have to have 55,000,000 of.tons, and that half of it must come from the United States. But if we can furnish much more than we need for our own consumption, it is obvious that a tremendous boom in the iron industry is likely to come in the near future.’’ The claims made here are based on the facts and figures, and they contain the promise of an unparalleled era of pros- perity for the United States. With wise statesmanship, this country should reach a commanding industrial position among the nations of the earth, early in the new century. THE NEW GERMAN LINER. The following particulars are given in the Glasgow Herald of the machinery and hull of the immense trans-Atlantic liner which the North German Lloyd are about to have built in Germany. She will be the largest powered ship yet built, whether for merchant or naval work, and there will ‘be four independent sets of engines, each ina separate compartment. They will be similar in dimensions, and the four cylinders, working on the quadruple-expansion system, will in each set be of the following dimensions: High-pressure, 37% in.; first intermediate, 49 1n.; second intermediate, 74 in.; and low-pressure, 112 in.; the stroke of the piston in all cases being 70 in. The division of the power through four engines has thus reduced the size of the low-pressure cylinder con- siderably, notwithstanding that there are four stages of ex- pansion, for in some of the ships now on the Atlantic this cylinder is 120 in. The engines are to run at 80 revolutiors, equal to a piston speed of 935 feet per minute. With s‘eam at 210 lbs. per square inch, the engines are to indicate 36,000 horse-power, which, it is expected, will give easily 23% knots on the Atlantic when the ship is fully loaded. This is 3,0co i. h. p. more than in the Kaiser Wilhelm der Grosse, of which, so far as hull is concerned, this new ship isa direct development; ard is 8,000 i. h. p., or 30 per cent. more than in the Oceanic, which the new ship will equal in size, the increase being the result of the desire to get 2% miles added to the speed per hour attained by the White Star liner. The boilers are to be of the cylindrical Scotch type, 12 of them double-ended and seven of them single- ended, and thus there will be 124 furnaces in all, there being in all 3,0co square feet of grate surface, so that each square foot is expected to give 12i. h. p.—quite a reasonable de- mand to make on the furnaces. The power necessary for the desired speed was determined by model experiments in the North German Lloyd Company’s tank at Bremerhaven. . The vessel is to be 706% ft. over all, with a beam of 72 ft., and the draught, when loaded, will be 28% ft. Sheis thus a ‘‘beamier’’ ship than the Oceanic, for she is only 2% ft. longer, yet 4 ft. broader. This will reduce her draught for agiven displacement, and may increase her speed for her power. The new ship will not be on her station till 1903. or CONTRACTS FOR NEW TONNAGE. A deal in which over $1,000,000 is involved was closed this week, by J. C. Gilchrist, the well-known Cleveland vessel owner, and Robert L. Ireland, vice president of the Ameri- can Ship Building Co. Aside from the transaction, in which the big combinations are interested, it is one of the largest ship building deals ever closed on the lakes. The contract which Mr. Gilchrist awarded to the American Ship Building Co , is for five large steel steamers each to have a carrying capacity of 5,000 gross tons of ore at cost of about $235,000 which will make the cost of the five steamers $1,145,000. The new boats are to be completed and ready for business by the opening of navigation next season. About 10,000 tons of material will be used in their construction. Work on the vessels will be started as soon as the material is received. It has not been definitely settled at which of the shipyards the steamers will be built, but the most of the work will be done at Cleveland and Lorain, The steamers will be up-to-date in every particular, and they will be among the finest equipped on the lakes. Mr. Gilchrist owns a large fleet of wooden vessels and he is one of the most successful vessel managers on the lakes. Other parties are figuring on building vessels and some more contracts will probably be closed during the next few weeks. Plans for a large car ferry steamer for the Flint & Pere Mar- quette Railway Co., have been prepared and a duplicate of the Pere Marquette may be built this winter.