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MAy 2, Igor. THE MARINE RECORD. THE SCHERZER ROLLING LIFT BRIDGE. The six-track Scherzer rolling lift bridge across the Fort Point Channel at the entrance to the South Terminal Station, Boston, Mass., completed in January, 1900, has been in continuous use under very heavy traffic conditions since that time, and has proven so satisfactory that the Scherzer Rolling Lift Bridge Co., 1616 Monadnock Block, Chicago, has been authorized by the New York, New Haven and Hart- ford Railroad Co, to design, prepare plans and supervise the construction of a four-track Scherzer rolling lift bridge to be constructed across the Pequonnock river at Bridgeport, Conn. The new bridge is to replace the existing double- track swing bridge, which will be discarded and removed in the process of four-tracking the main lines of the New York, New Haven and Hartford Railroad Co. at this point. The fact that it was necessary to remove the swing bridge in the process of four-tracking the line is a forcible illustra- tion of one of the advantages of the Scherzer rolling lift bridge. Whenever railroad traffic increases, the additional tracks necessary can always be supplied by the addition of single or double-track Scherzer rolling lift bridges, with- out interfering with or requiring the removal of the existing Scherzer rolling lift bridge; whereas a single or double- track swing bridge must always be removed and replaced by a larger swing bridge whenever additional tracks are re- quired. A large number of swing bridges have been removed and must be removed and discarded in the early future for this cause alone, owing to the growth of railroad traffic. The new bridge will be deck structure. It will be com- posed of two parallel, double-track, movable spans, which may be operated jointly or singly, as desired. The motive power will be electricity, and the bridge will be opened or closed in less than thirty seconds, thus causing the least possible delay to railroad traffic from the opening of the bridge for the passage of vessels. The bridge will be designed to carry the heaviest loadings, in accordance with the speci- fication of the New York, New Haven and Hartford Rail- road Co., dated 1901. Oe oo nee VESSEL TRANSFERS. Mr. John D. Gilchrist, son of Mr. J. C. Gilchrist, Cleve- land, has purchased the schooner Angus Smith from John M. Thomas, of Duluth. The schooner John A. Francomb has been sold to the Nel- son B. Graves Lumber Co., of Black Rock, for $14,000. She will be used in the lumber trade between Georgian Bay and Black Rock. The steamer Hebard was bought by the same firm for $55,600. The Hawgood fleet of three steel steamers, Tampico, Eureka and Meteor, have been sold to San Francisco people. The boats are full canal size, and, with the exception of the latter, now building at the Craig shipyard in Toledo, were built in 1899 and 1900 respectively. The figure quoted for the transfer is given as $180,000 each or $540,000 for the fleet. W. B. Fitzgerald, of Milwaukee, F. D: Underwood, of Baltimore, W. M. Kellia, of Gladstone, and Kate Hebard, of Buffalo, have sold the steamer Hennepin, which registers 1,372 gross tons, to the Manistee Transit Co. Leathem & Smith, of Sturgeon Bay, have sold the twenty- ton tug Sydney T. Smith, to Termensen & Jensen, of Stur- geon Bay, for $8,000. They have also sold an eighth interest in the steamer J. L. Hurd, to H. N. Wanwig, of Chieago, . for $2,000. Capt. W. C. Richardson, Cleveland, has sold the schooners, J. J. Barlum and H. A. Barr, to the Algoma Central Railway Co. The vessels are now British bottoms and will hereafter tow with the steamers brought over from the Clyde by Mr. F. H. Clergue. Messrs. A. Miscampbelle, superin- tendent of the Algoma railroad, and E. V. Clergue, manager of the company’s. Michipicoten property, with the British consul, were required to make the transfer. Capt. J. H. Bartow, Cleveland, and others have sold a half interest in the steel steamer J. W. Moore to Mr. Frank M. Osborne and his associates, who owned the other half of the boat. The Moore was sold at the rate of $106,000 cash. The steamer will be managed by Mr. Osborne, who is presi- dent of the Pittsburg Coal Co. —— el THE Cunard Company contemplate fitting an instalment of the Marconi wireless telegraphy system on board their Atlantic steamers. They have had the matter under con- sideration for some time, and their officers have exmanined the system. Some improvements are, however, necessary before all its possibilities can be fully developed. MONTREAL GRAIN: ELEVATOR. The Dominion Government has solved the grain elevator problem for the Montreal harbor board by agreeing to loan the commissioners the sum of $1,000,000 at 3% per cent., this sum to be applied on the erection of one or more eleva- tors in the harbor. This effectually disposes of the charters of Capt. Wolvin and others, that have been requested since Mr. Conners and his associates defaulted in their contract. The condition at- tached to the loan is that the elevator or elevators shall be under the sole control of the board, and all railways and other transportation lines shall have equal privileges. Mr. Conners will now be called upon to forfeit his deposit of $50,000. APPOINTMENT OF MASTERS. Capt. A. B. Wolvin, general manager of the fleet owned by the United States Steel Corporation, has made the follow- ing appointments: STEAMERS, Manola, William Pardo Mariska, A. J. Talbot Maruba, H. Gunderson Matoa, C. H. Emmings Marina, John Nohrstadt Masaba, William Ames Maritana, W. E. Chilson Mariposa, M. K. Chamberlain Maricopa, H. Zealand Mataafa, F. S. Root Mather, John Parke Bartlett, Capt: H. Culp Bessemer, M. A. Boyce Black, W. B. MacGregor Briton, James A. Watts Bunsen, C. E. Moady Cambria, J. A. Walsh Colby, P. A. Peterson Colgate, W. J. Hunt Coralia, William Cumming Cornell, C. L. Montague Corona, Stephen Murphy Corsica, A. J. Greenley Morse, EK. M. Smith Cort, Frank Rice Mauna Loa, A. F. Chambers Crescent City, A. R. Robinson McDougall, W. H. Kilby Eads, R. E. Byrne Neilson, W. S. Hoag Edenborn, George Bell Palmer, J. Laframboise Ellwood, Harvey Mills Poe, John Lowe Empire City, R. F. Humble Princeton, F. C. Rae Ericsson, C. G. Grant Queen City, C. D. Secard Fairbairn, E. J. Crowley Rensselaer, EK. T. Rattray Fulton, S. C. Allen ' Rockefeller, Neil Campbell Gates, R. J. Lyons Roman. Richard Jollie German, Charles Hinslea Saxon, EK. Detlefs Gilbert, R. J. Cowley Siemens, John Ward Grecian, P. L. Millen Stephenson, A. C. Chapman Griffin, J. F. Johns Superior City; James Leisk © Harvard, H. Peterson Thompson, Miles Hillary Hill, F. P. Houghton Trevor, John Dunn Houghton, H. W. Stone Van Hise, W. H. Campau Hoyt, J. H. Driscoll Watt, F. W. Stenton Joliet, C.H Banker Wawatam, Geo. L. Phillips Lafayette, F. A. Bailey Wilson, M. C. Cameron LaSalle, G. W. Pierce Wolvin, Chas. Gegenheimer Linn, J. W. Morgan Zenith City, D. P. Wright Malletoa, F. Hoffman : BARGES. Smeaton, H. A. Byrns Thos. M. Langell Whitwark, P. Gustafsen 105, L: Leonard 107, D. McFadden 109, E. Emanuelson Bell, E. L. Sawyer Bryn Mawr, F. W. Night Carrington, Oscar Olsen Corliss, C. L. Durand Fritz, A. McArthur Hailey, O. W. Haldridge Jenney, F. S. Tear 110, Frank Brown Krupp, A. Nardahl III, Robert Thompson Madeira, J. H. Collins 116, A. G. McLeod Magna, os E. Copeland 117, George Hensley Maida, A. G. Tappan Malta, W. D. Graham Manda, Charles Van Gorder Manila, H. Gegaux Marcia, A. W. Burrows Martha, H. Kerr Mara, Robert Brooks Marsala, W. A. Reed Nasmyth, W. H. Deck Roebling, P. E. Ingraham Byesel, William McDonald 118, 126, 127; 129, 130, 131, 132, 133, Arthur A. Boyce C. Mulholland A. Silzander Donald Graham Ed. Morey J. G. Sprawell Willard Damon C. H. Noble 134, Samuel Durbey 137, James Burr 201, H. Harris, jr. 202, D. G. Barron. ——————— a rae THE converted yacht Dorothea is to be sent to the Great Lakes by way of the St. Lawrence River and the Canadian canals for duty as drill and evolution vessel for the Naval Reserves of Illinois. She was purchased at the beginning of the Spanish war from her owner, by whom she had been employed as a pleasure yacht. The vessel is of 594 tons displacement, single screw, has a speed of 15 knots an hour, and carries 78 tons of coal. Her hull is of steel, and she was built in 1897 by the Cramps at Philadelphia. Length, 182.3 feet; beam, 23.3 feet; draft, 11.5 feet. The Dorothea is now at the Philadelphia Navy Yard, and before sailing will be deprived of her battery, for, according to the treaty between our Government and that of Great Britain, there can be but one armed veseel at a time on the lakes. The first duty this craft will perform will be the summer cruise of the Illinois Naval Reserves, and it is understood that the Navy Department is prepared to render much more assist- ance this year than heretofore, and it is hoped the experi- ment will prove a success. The Dorothea will probably remain on the lakes indefinitely. NOTES. THE first Atlantic line steamer of the Elder Dempster Co., the Lake Champlain, 9,000 tons, will leave Montreal May 3, to be followed weekly thereafter. S. J. Sharp is the Toronto agent for this favorite and well known line of steamers. CHIEF Engineer Thomas Williamson, U.S. N., retired, has been assigned to active duty at Buffalo, N. Y. He will be in charge of the naval exhibit at the Exposition and will bring to that service a ripe experience and great executive ability. Mr. John P. Holland, inventor of the Holland submarine boat, lectured on ‘Submarine Boats” at the Carnegie Lyceum, New York, on the evening of April 22. Mr. Lewis Nixon introduced the lecturer to a large and appreciative audience. THE Liverpool Merchant Service Review is responsible for — the following item: ‘‘What can be expected if people will be so foolish as to christen their vessels with such an un- savory name as Jonah but that history should repeat . itself and that the vessel should prove a veritable Jonah. ‘Appar- ently, according toa telegram from Bilbao, a vessel of that name cheerfully went for the breakwater at that port, and found it with all hands. David Jones might have been a more appropriate name than Jonah.”’ WE read that Lady Dufferin ‘‘christened”’ the Shamrock. ‘‘Named’’ would have been just as good an expression, if not better. Yet it must be admitted that the verb ‘‘to christian ’’ in the broad sense ‘‘to name”” or ‘‘to christen,’’ is used by many careful writers; and doubtless ‘such usage will before long silence the punctilious critics. Boston Transcript. Nothing worse than the foregoing could be expected out of Boston anyway. The owner picks out or determines upon the name to be given and the chrisiener christens. This is so with all new productions. THE Kanawha & Ohio Co.’s new steamer Robert P. Gill- ham, has been equiped with a shaft made of the Bethlehem Steel Co.’s high-grade nickel-steel, hollow-forged on a man- drel and oil- tempered and annealed. The shaft will be fitted complete at the Bethlehem works with cranks and crank- -pins of the same material, the pins being hollow. The piston- rods will also be made of nickel-steel. The steamer is expected to be in service about Aug. 1, and will cost approxi- mately $35,000 when finished. She will be used in the coal towing trade of the owners between the Kanawha river mines and Cincinnati and Louisville. SMALL, MAYNARD & Co., of Boston, publish ‘The Handy Man Afloat and Ashore,’’ by the Rev. G. Goodenough, a chaplain in the British Navy. Written from the point of view of one who is recognized as “‘the friend of allon board,’’ with no executive duties and no relative rank to interfere with his intimacy with all alike, it presents an unbiased and interesting account of life in the British sea service. The spirit of smartness and readiness for duty which should exist aboard ship is illustrated by the reply of a bluejacket, who was asked by the landsman ‘‘What do you sailors do?” ‘‘Well,’’ responded the sailor, ‘‘we does about what we please until we are told todo something else, and then we does that pretty quick.” I have not traced the individuals, but early in the week reports of association engineers joining steamers were quite frequent. There has also. been some talk of the lake engi- neers forming an association of their own as distinct from coast and ocean rules. The hurry-up schedule framed by the M. EK. B. A. for extra wages and help is found to be unworkable in many instances. A well-informed engineer that has been in the association, and also out of it, quotes one large line as paying $1,350 for the season, railway fares and hotel bills paid spring and fall, and figures it equal to $2,000 per year, check mailed each month during the winter and a sure job, with good, liberal treatment all round, and he didn’t see where the kick came in. WE have received the annual Shipbuilding Number of the MARINE RECORD of Cleveland (Ohio.) It is an interesting issue, and enlightens the poor Britisher upon American ship- building more than a little. But what worries us is the pic- ture on thecover. Our Cleveland friends will gather our meaning when we say that when the man with the uplifted axe “‘lets her go’’ the pretty girls who are viewing a ship launch from the wrong end will feel hurt!—Syren and Ship- ping, London. Thereis positively a slight error in the fore- going, for we yield the palm tono one in gallantness to the ladies, God bless’em. Need’nt worry about our hurting the pretties, not by a long shot, though we plead guilty to not being in a position to stop the other fellow just in the nick of time and we hope it won’t occur again.