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THE MARINE RECORD. JULY 25, I90I.” ESTABLISHED 1878. Published Every Thursday by THE MARINE RECORD PUBLISHING Co., Ou wehd exit . Incorporated. C.E. RUSKIN, — - - - - Manager. CAPT. JOHN SWAINSON, - - - Editor. CLEVELAND, CHICAGO, Western Reserve Building. Royal Insurance Building. SUBSCRIPTION. One Copy, one year, postage paid, - - $2.00 - One Copy, one year, to foreign countries, - - $3.00 Invariably in advance. ADVERTISING, Rates given on application. All communications should be addressed to the Cleveland office, THE MARINE RECORD PUBLISHING CO., Western Reserve Building, Cleveland, O. Entered at Cleveland Postoffice as second-class mail matter. No attention is paid to anonymous communications, but the wishes of contributors as to the use of their names will be scrupulously regarded. CLEVELAND, O., JULY 25, 1901. —_————— AT the present time there are 747,000 seamen in the Brit- ish mercantile marine and 119,000 in the navy. The French navy carries 50,000; Russian, 45,000 and Germany 30,000. —._ —— ie ere eS WE have always been prepared fora kick from any or all interests over which the steamboat inspection service exer- cised a controling influence, but, when the head of the service throws his hands up and confesses inability to secure any desired legislation, it is in order to place a new hand at the bellows. —————$uOe2 sa —__—_ “To what base uses.’”’ etc. This thought will no donbt occur to many when they come across an announcement of a red book, yellow book, blue book, etc. It was formerly the prerogative of governments to so name national publica- tions treating on particular subjects as specified by the color named. Nowadays any old two cent advertising fake or the more pretentious issues of trade literature is so piratically denominated. -_ orn Not that we have had chain cables parting, with the con- sequent loss of vessels stranding, etc., asthe lakes have been remarkably clear of such casualties. At the same time, we note that cable chains are now being properly tested and certificates issued on same. We are pleased to mention this commendable departure and look forward to the day when all chains used for cables will bear a reliable imprint and be worthily tested. i oe ee THE International Longshoremen’s Association is a grow- ing power in the field of labor, but why the professions should try to invade it is a poser. Engineers, following the lakes for a living, are not longshoremen by any stretch of the code, some of the engineers uphold their trade as a profes- sion, howevér, be this as it may, it now looks as if the pres- ident of the Marine Engineers’ Beneficial Association would also be compelled to join the ranks of the longshoremen if he is to longer hold office as the chief representative of the engineers’ lodges. ————$_ ues sa ____—_—_—"_——" THESE are the days when people crossing the Atlantic may be entertained by sighting a few ice bergs meandering southward in the drift of the polar or Labrador current un- till the warm waters of the gulf stream are met with. North Atlantic navigators are deeply indebted and corresponding- ly grateful for the excellent advices furnished by the United States Hydrographic Office and published in the monthly North Atlantic Pilot Chart, which not only shows the loca- tion of ice bergs, belt of fogs and storm tracks but marks everything afloat from derelicts to drifting logs of timber. HEAVY AND LONG DISTANCE TOWING. The greatest concern is expressed regarding the safe de- livery of the large steel floating dock, now drawing towards completion at the Sparrows Point Works, Baltimore, Md., and under requisition to be transferred to Algiers, opposite « New Orleans, La., for which point it is expected to start in the course of the next sixty days. A stilllonger and more risky tow will be that of the British-built self-docking steel pontoon dock now lying at Havana, Cuba, and recently purchased by the United States Government with a view to its removal to the Philippines, although its present location, or at the adjacent island of Porto Rico, is the place where such a dock ought to be kept —however, that question is in the hands of the ‘‘powers that be”? In the light of past experiences, it is not such a stupend- ous undertaking as it might appear at first glance, to make either of these tows, to Algiers or the Philippines. In the former case, there is a long stretch of protected waterways, with the ever-present alternative of seeking a safe port or anchorage, and, while it is a much longer tow, many similar features are apparent in the transfer to our eastern posses- sions through the low latitudes which the tow can traverse until nearly reaching its destination in Luzon, should it be ultimately determined to send it there. In making these tows successfully, the Government, or more strictly speaking, the Navy Department, will no doubt wait to witness the experiences of the private firm in its completion of the ‘Algiers contract. Without doubt the Sparrows Point people will avail themselves of the most re- cent improvements, inventions and seagoing securities of- fered in towing world circles, and to this end, we look to see the most powerful automatic steam towing machine that has ever been built, brought into use for this purpose and pos- sibly later transferred/for use and aid in towing the Havana pontoon dock to the Philippines via the Suez Canal. In fact, as a precautionary measure, the Navy Department ought, to have one or more of these valuable towing machines con- structed and ready for dispatch or use at immediate notice wherever long distance or heavy towing seemed likely to eventuate. Assuming that the construction is perfect and delivery at destination accomplished, the Algiers contract adds another industry to the United States in the future of steel pontoon building to be used for docking purposes. If our figures are correct, this Sparrows Point contract involves the largest steel pontoon dock (in point of length at least) ever con- structed, viz. 525 feet, while the latest British built dock, just completed to the order of the Spanish Admiralty and formerly intended for the port of Olongapo, P. I., and now destined for the Island of Minorca, is only 450 feet in length between perpendiculars. The record of ocean towing isa lengthy one, although, for obvious reasons, there is nothing very stupendous to«the credit of those engaged in this industry in the United States, and, consequently, the tow around Cape Hatteras of this large, unwieldy and costly structure will also mark a new departure in the adaptation, skill and other national attri- butes which we now possess, in mastering, or in other words, working more completely in harmony with the elements of nature, and in so doing, successfully accomplish results un- heralded in the past records of special and long distance ocean towing. oe _———$— er SPEEDY PASSENGER STEAMERS. The success attending the construction and trial trips of the steam turbine propelled passenger boat King Edward, built for service on the Clyde, will no doubt cause increased interest to be felt relative to'the adoption of this mode of pro- pulsion for traversing protected waterways. The principal hull dimensions of this, the first money earner to be fitted with turbines, are, 250 by 30 by 10% feet. The speed on her initial trials show 20. 48 knots or practically 23, miles an hour, with the always absolute certainty that an increase can be made over this speed’when the stiffness is worn off and the machinery becomes easy running, although it is stated that there is a complete absence of vibration and practically noiseless machinery in the turbine motorer. To obtain the forgoing excellent results the estimated horse~ power is placed at 3,500, the average revolutions being 740 per minute and the total weight of machinery 66 tons, includ- ing shafting, propellers and auxiliaries connected with the propelling machinery. Considerable weight is placed on the fact that passenger accommodation is greatly increased owing to the motors resting below the main deck, her molded depth being only 10% feet. The opening for the machinery space is small and the length occupied is two frames less than if fitted with ordinary engines. A due share of-the credit regarding speed must of course be awarded to the splendid lines on which the hull is built, as she has been given a remarkably sharp and easy entrance, moderate dead rise and clear, fine run, the place and light-- ness of the engine contributing to this form and assisting in lowering the center of gravity while giving good stability without the necessity of hard bilges or a long flat floor. Owing to the present demand for. high .classed, speedy, light weather steamers, having a large passenger capacity, and the probability that future requirements will no doubt render necessary the construction of such craft for lake and river service, the proved work of the Parsons steam turbine machinery is of the utmost and immediate importance to those connected with the output, management and handling of this class of tonnage, as differing from the speedy class of light construction and all power recently put afloat for the various maritime powers as torpedo boat catchers or destroyers, and foremost among which is the water cleaver Turbinia, also propelled on the turbo-motor principle. —_—— Os a oe VESSEL, owners, underwriters and parallel interests are entitled to learn who furnishes and wheré, when and how licenses are issued to officers placed in control of their prop- erty. ‘The Supervising Imspector-General of Steamboats and executive head of the mercantile marine service of the United States refuses to permit his district supervising in- spectors to make known. who are licensed and the local inspectors dare not on the peril of their positions allow the information to leak out. By this means James Dumont appears to control, so as to corner the market in skilled labor as represented by the licensed officers. What rot this candidate for retirement will propagate next is beyond the ken of ordinary mentality. Why can’t the actions of the score or more of local licensing boards be made known? Out upon such idiotic rulings. en A PETITION to Congress is now being widely signed by. Mississippi River interests praying for a transfer of the river service, now in the hands of the Light-House Board, to that of the Corps of Engineers, U. S. A., by whom surveys, dredging, buoyage, etc., is being taken care of. Itis just possible that a provisional arrangement of this nature would redound towards much better, as well as more punctual and satisfactory service on the Mississippi in so far as temporary aids to piloting are concerned, and this, of course, is the main, prime and only feature to be dealt with. ‘Itis very truly said that light-house service on the Mississippi is a mis- nomer, there being no light-houses on the river above New Orleans, nor is there likely to be in the near future. Ol OS THE Steamboat Inspection Service is being reviled among, men upon earth these times, and p’raps by souls from else- where, ‘‘Fiddler’s Green’’ for instance; who’s to tell? With- in the past few days, prominent New York citizens asked for legislation. to guide and govern steamers in that vicinity, and an equally intelligent body of menin Michigan con- demn the inspection part of the service on account of the loss of an unlakeworthy vessel,fwith nearly all hands. In the latter case the life-saving equipment comes in for a full quota of odium. The sins and shortcomings of that U. S. Board of Supervising Inspectors of Steamboats are glaring — and manifold, while the regime of the Supervising Inspec- tor General is doomed to be dammed. or Inthe Annual:report of the American Ship Building Co" contained in this issue of the RECoRD, President Brown very, pertinently calls the attention of his stockholders to the necessity of an adequate waterway from the lakes to the. coast. The semi-natural outlet in Canadian, territory is all _ right, as far as it goes, and it goes far enough, but, it is not an ample, adequate and navigable waterway to meet present, not to mention future requirements, besides it is not just. now under the control of the United States, nor, may we add, is it likely to be foria few decades hence., _—__ Oe ue AND now it is said that the censorship of the Marine News, Association it Chicago is being exercised in an arbitrary manner, Of coursé*the daily papers can only print what ig. sent to them as per paid rates and contract with the Chicago_ News Association. We had thought the days of coloring reports had passed, however, it is better now than formerly.