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THE MARINE RECORD. Truscott VAPOR MARINE MOTORS. HIGH GRADE PLEASURE CRAFT. ' TRUSCOTT BOAT MFG. CO. ST. JOSEPH, MICH. SEND 6 STAMPS FOR CATALOG. lighting. Pintsch Gas Lighted Buoys. Adopted by the English, German, French, Russian, Italian and United States Light-House Departments for channel and harbor Over 1,000 gas buoys and gas beacons in service. Burn Continuously from 80 to 365 days and nights without attention, and can be seen a distance of six miles). .%.6. i. Controlled by THE SAFETY CAR HEATING AND LIGHTING CO. 160 Broadway, New York City. NOVEMBER I, I900, BAINES BROS. PROVISION MERCHANTS £8 SHIPPERS OF LARD, SAUSAGE,ETC VESSEL 4845 ELK STREET MARKET sce suppres JBUFIFALO.INI 9 —-=seem ae Cleveland Telephone, Glen. 87 F. CHAS. R. DITTRICK, SUBMARINE DIVER “7 21 Everton Street, Day or Night Calls GLENVILLE, 0. — Answered Promptly. THE —=~ LIQUID (ict COMPASS 4 Made in seven sizes by JOHN BLISS & CG; 128 Front Street, New York, is finely finished © sensitive, accurate and durable. Moves quickly and is extremely steady. pass ever made in this or any country. For sale by ship chandlers generally. : Is the best Liquid Com: NAVAL ARCHITECTURE AND MARINE ENGINEERING. Ten new courses, seven in naval architecture and three in marine engineering, have been arranged by the engineering department of the University of Michigan, five of the courses being given each semester. The subjects taken up in the course in naval architecture are as follows: Ship calcula- tions, strength of ships, stability of ships, resistance and propulsion of ships, design of ships, practical ship building. The course in ship calculations is introductory in char- acter. Itincludes a large number of subjects such as the following: . Methods of laying off, and the various lines used in fairing a vessel; rules for determining plane areas bounded by curves, with proofs of the same; application to ship work; determination of volume of displacement, cen- ters of buoyancy and metacentres; use of planimeter and intergrator; methods of plotting results of calculations; standardizing results; change of trim due to moving weights on board; change of trim due to flooding a compartment; determination of size, of compartment that can be flooded with safety at any part of the vessel; experimental determin- ation of centre at gravity; calculation of capacity of holds, bunkers, etc., and the effect on stability and trim due to cargoes of varying density; rules for tonnage and freeboard; launching calculations; steering and action of rudder. Under the subject strength of ships, attention will be given to the application of curves and shearing forces and bending moments to ships; determination ‘of curves of bouyancy, weight, shearing forces and bending moments for ships floating in still water, and in waves, upright and inclined, effect of taking into account wave pressures; tensile, compressive and shearing stresses in vessels; local stresses due to discontinuity of structure; stresses due to docking, transverse strength, effect of pitching and heaving; strength of riveted joints and relation of pitch and diameter of rivets and thickness of plate; types of vessels; classification; societies’ rules. The work in stability of ships will deal with the various kinds of equilibrium; initial stability; investigation of for- mulas for stability; stability curves; influence of type of vessel, freeboard, etc., on stability; cross curves of stability and methods of determining same effect of free water in the hold; stability in a damaged condition; dynamical stabil- ity; effect of wind pressure; surfaces of buoyancy and flota- tion considered geometrically; rolling of ships, resisted and unresisted, in still water and in waves; methods of reducing rolling, The course treating of the resistance and propulsion of ships opens witha consideration of the early theories of this subject, then takes up the following topics: Wave making, eddy making, and surface friction resistance; stream line theory; Fronde’s experiments; experiments’ with models; law of comparison of ship and model; effect of form and length upon resistance; progressive trial trips and data obtained; ratio of effective horse-power to indicated horse-power; coefficients of performance; results of trial trips applied to determination of indicated horse-power for a new vessel; waves created by ships; trochoidal theory of waves; propulsion by sails; centre of effort; wind pressure; power to carry sail; efficiency of propellers, jet, paddle, and screw; determination of size of propeller for a given ship; law of comparison of propellers. The course in the design of ships deals with dimensions and form; effect of variation of dimensions on strength, stability, etc.; determination of dimensions to secure a cer- tain speed, cargo capacity; method of obtaining the lines of a vessel; estimates and calculations of weights of hull and machinery; general arrangement of various types; structural arrangements; determination of indicated horse-power. Practical shipbuilding includes arrangements of ship- yards; methods of work; preparation of working plans, in- cluding midship section, framing, bulkheads, deck and inner-bottom plans, expansion of shell plating, casings, houses, etc.; ordering material from plans; pumping, piping and ventilation plans; classification; societies’ rules. The three courses in marine engineering comprise a dis- cussion of type of engines and boilers; determination of sizes for a given set of conditions; arrangement of boilers; forced and natural draught and their effect on design; sizes and ratio of cylinders; stroke; piston speed; weight, and space occupied by machinery. Four of the ten courses offered are drawing courses. These willinclude: Laying off and fairing aset of lines from given offsets; calculations of displacement, centres of buoyancy, etc., and ploting results; construction of capacity curves; calculation of change of trim and curves connected therewith; of launching; of strength and determination of curves of weight, buoyancy, shearing forces and bending moments; calculations of stresses; of curves of stability. Later, the student will be asked to work out a design for a vessel to fulfill given conditions, as, for instance, a fast passenger or cargo steamer, cruiser, battleship, torpedo boat, or steam yacht, and will prepare the lines, general ar- rangement, midship section, and all calculation connected with them, and if time permit, a complete set of working plans together with an order form and specification. ———$ quo ee EASTERN FREIGHT REPORT. Messrs. Funch, Edye & Co., New York, in their weekly report of the condition of the Eastern freight market, state as follows: Under free offering of tonnage at gradually weakening figures, a heavy list of fixtures for grain has been perfected. The enquiry is evidently not yet exhausted, but charterers, in spite of the decline already established, continue pressing for still lower figures. The demand for Cork for orders has been very light, the overwhelming bulk of fixtures being of large carriers for picked ports, mainly for latter part of No- vember and December loading, when large supplies of maize are expected to reach the seaboard, but some enquiry for January and even later loading has been filled as well. With all urgent demand for tonnage from cotton ports and for timber momentarily eliminated and shippers of coal to Eu- rope withdrawing from the market, there is unfortunately, but little business to fall back on in default of grain. We can, therefore, only hope that, if the reports of large sales of coal, having previously been effected, be verified, charterers for this commodity will soon consider the level of our freight market sufficiently reduced to warrant liberal shipments on their part. Sail tonnage continues scarce and rates in most directions remain firm, Case oil freights to the East, however, form an exception since, in consequence of the unexprctedly. low charter of a steamer to Hong Kong, charterers have lowered rates for sailing vessels about 2 cents percase. Whether owners will submit to this decline remains to be seen, but the momentary effect has been to unsettle busines and to prevent further engagements. at OO OO “JT THOUGHT it was about time for somebody té start a vew magazine,’’ remarked a famous American authot, when he was told of the new monthly to be launched October 20, by Doubleday, Page & Co., of New York. The fact is, though, that the ‘‘World’s Work,”’ as its name indicates, is radically ' different from the ephemeral ventures so plentiful of late years. It is founded on an idea and one that must appkal to every man or woman who works, while the men behind it were for years editing and managing in various capacities several of the most successful magazines of the day. Now they are to see if they cannot make as good a magazine for themselves as they have helped in the past to make for other people. ‘‘The World’s Work”’ isa first-hand magazine of human progress, dealing with the vital questions of contem- poraneous interest in a thoughtful yet frank and incisive way. Itconsiders conditions not theories, facts not fancies, believing that our own time and country are good to live in, and that ‘‘the best is yet to be.’’ It isa necessary magazine for men who do things. It is illustrated by pictures larger than those usually published in our magazines. There wil} be clear-headed articles on topics of vital interest, by men who know what they write about. The editor is Mr. Walter H. Page, assisted by trained writers; no attempt will be made to obtain a famous list of contributors—the idea of the magazine well carried out is expected to win respect and in- terest. Besides many special articles there will be each month a history and explanation of significant happenings; and further; a department under the head of ‘‘Among the Worid’s Workers,”’ which will tell the busy man in concise fashion the new advances and tendencies in the various branches of business and professional endeavor.