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THE MARINE RECORD. ESTABLISHED 1878. Published Every Thursday by THE MARINE RECORD PUBLISHING CO., Incorporated. Cc. 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., AUGUST 1, 1901. nnn UE Un ENE EINE EERE EEE EEIRS ENSURE Iv Is not considered good seamanship to lay one vessel alongside of another in a gale of wind with a heavy sea run- ning. Communication is usually opened by other methods, and this applies to steam equally as well as when vessels are under canvas. ——— i oe ea So! Shamrock II is now on her way across the Atlantic to ‘Vift the cup” having left the Clyde on Saturday last. Both the Constitution and the Shamrock have been tried out, and no doubt, exists but that each craft represents the highest skill in naval architecture of this class, which either country can produce. They are also being handled in a masterly manner, given everything that can accelerate their motion through the water, and all indications point to a thorough trial of construction and test of speed. So, may the best boat win. on ovxm ll MucH practical information in the elucidation of nature’s workings may be expected from the Congress of weatherol- ogists, which convenes in Milwaukee, Wis., on August 26th. The present Chief of the Weather Bureau is entitled to the thanks of the community for this annual bringing together of a majority of the professionals engaged in studying the science of meteorology. It is by such means that the film of uncertainty regarding weather prognostications may be obliterated, and the predictipns made, be more generally understood, and, as a consequence, popularized, according to the comprehensiveness of the ordinary layman. OO oO rer It seems quite an innovation to advocate the change of words as used in the steering code on board of vessels. ' The custom hitherto has been to use the terms port and star- board as though the prefix avoid was attached or connected with the order, that is, port, meant avoid port, not go to port, and the same sense applied to the sister term starboard. The North German Lloyd and the Hamburg-American lines for some time have been using the terms ‘‘port’’ and ‘‘star- board’’ in their literal sense, i. e., when it is desired that the vessel’s head shall be turned to port the word “‘left’’ is given; when to the starboard the order to the wheelsman is ‘‘right.’’ This in accordance with the ruling of the German Emperor in naval conduct. A general meeting of the merchant ves- sel owners in Germany was held recently, at which it was resolved at a date in the near future to adopt the use of the words right and left in place of port and starboard. While it is possible that the new phraseology may become univer- salin so far as steering orders are concerned, it will bea great wrench for the present generation to emit such soldier- ly-like sounds. But then, all sailors are more or less soldiers, with the accent on the more these times. MEDALS FOR LIFE SAVERS. The Lake Carriers’ Association, as the most influential body of men connected with the marine industries of the lakes, has the opportunity to round up the reason of its being by taking direct cognizance of acts of signal bravery ac- complished by those in their employ. One of the ex-presi- dents embodied such a departure in his annual report, thus calling the attention of its members to the best side of the innovation, and pointing out, how, by this means, a spirit of emulation might be engendered among all classes sailing on the lakes when the question of saving life and property had to be exercised momentarily and influenced by innate heroism. There is no doubt but that a certain voluntary, vigorous spasm of bravery is manifested among men when the know!l- edge is entertained that the risk to health, limb or life will meet with some adequate sort of recognition in the event of their supreme physical or skilled efforts being successful in the immediate or particular adventure embarked upon. The bare, simple operation of mustering a crew and calling for volunteers to mann a boat in a sea-way, with the object of rescuing life or aiding property in distress is a Hobson proceeding which, after the flurry or need of such a request is over merits a greater or less degree of recognition, accord- ing to the circumstances of the case, results involved, etc., and we are strictly within the bounds of exact truth in stat- ing that there are hundreds of deeds occurring each year and throughout the season of navigation on the lakes, far surpassing in point of valor, heroism and bravery, as well as successful accomplishment, the late sinking of a hull in the gut, channel, fairway or entrance to Santiago Bay; yet, be- yond the bare mention of such as a news item in the press, no further action is customary or considered necessary, nor, as things go, even thought desirable. We have introduced the word or name of Hobson in this connection more distinctly for its inclusiveness in describ- ing our ideas regarding the recognition which such dupli- cate acts are entitled to at the hands of corporate bodies and private citizens associated to maintain the best interests of all that appertains to the lakes, including ordinary and ultra services rendered thereon. There is no intent to minimize or speak in any manner derogatory of the heroic inspiration which filled the breasts of the volunteer crew during their attempts to bottle up the fleet of Admiral Cervera. The do, dare or die aspect of their efforts called forth the recognition and thanks of every right-minded citizen of this great and glorious country. Such being the clear, unvarnished facts, it is our duty to advocate the adoption of measures which will eventuate in the bestowal of some public or private token of recognition to members of the lake marine on the exhibition of signal acts of bravery and heroism so fre- quently voluntarily performed without a shadow of thought of being recompensed in the slightest, or in fact, (in any manner whatever. Mr. Frank J. Firth, Philadelphia, ex-president of the Lake Carriers’ Association, outlined the modus operandi which he thought best to observe in promoting this specially commendable feature. Evidently there is still some inertia to be overcome and perhaps it is along the lines of a lack of personal interestedness, or in other instances, the immediate pressure of business preventing personal efforts being put forth in this particular direction, even while candidly avow- ing the heartiest desire to see the system placed on a proper basis. It has been found from the experience of the past quarter of a century that the act of Congress empowering the Treas- ury Department to make government awards in this direc- tion, is, as usual, surrounded with a network of red tapeism almost rendering unworkable the mandatory desires of our legislators, proof of which is found in the sparse distribu- tion of these medals metallic, as expressions of the nation’s courtesy towards those of her braver and usually more skilled citizens in matters acquatic. OO OO Oe ADMEASUREMENT OF VESSELS. The Commissioner of Navigation is asked to rule upon a question of the British admeasurement of vessels wherein it is said to conflict with the American methods of measure- ment, the particular case being the White Star liner Bovic in relation to her shelter deck space. There is much to be said in favor of a general uniformity in the methods of measurement and an endless set of troubles may be inaugurated if the Commissioner of Navigation attempts to split hairs in defining clauses of customs regulations. Heno doubt realizes to what an extent this disagreement may be AUGUST I, IgoI. carried where vessels are compelled to carry several certifi- cates of measurement. However, in the case of a lake-built vessel now in service we may quote a wide diversity in measurement, without, at this time, going any further into the matter. In the casein point we take the Government blue book issued by the Bureau of Navigation and the figures given by three American classification societies as follows, gross tons, 2,443, 5,580, 2,444 and 2,443, net tonnage 1,634, 1,635 and 4,134. Hereis a casein point where no two authorities exactly agree, though evidently in two cases the figures have been taken from the Commissioner’s blue book. However, Minnesota taxes are now only 3 cents per ton, and dry dock charges not being excessive, but little difference can be said to exist except ia the one instance. It would affect licensed officers however, in the case of a license being made out for a 2,coo ton vessel, and the officer not being permitted to serve on a 3,000 or 4,000 ton craft. OO OS THE BATTLE OF BOILERS. With the advent of the large, twin screw, steel steamers, North West and North Land, in 1894, the question of boilering was a most important one and exacted many anxious hours from those most nearly interested in the construction, hand- ling and management of the largest and most expensive boats to be used exclusively for lake passenger service, types, tests and consultations were the order of the day until a final settlement was made on the adoption of the French type of tubulous boilers known as the Belleville, batteries of these much lauded steam raisers were placed in both of these 5,000 ton steamers and the success or otherwise of their workings has now passed into history, suffice it to say that the Belleville boilers are still retained in these splendid sister ships and to further remark that none others of the Belle- ville type have been installed in lake vessels since that time. The next most positive and important departure was the adoption of the well known, highly tested and universally satisfactory type of water tube boilers known as the Babcock & Wilcox manufacture, these boilers placed in the largest steel steamers on the lakes, though built for the one syndi- cate of owners, appeared to be economical from every stand- point and with the addition of an automatic stoker left noth- ing further to be desired in the way of steam generators for lake use. During the time of construction of these, the largest fleet of steel cargo steamers now on the lakes, or we may say likely to be, for they are of the 500 foot class, the Babcock & Wilcox type of boilers commanded the closest attention of builders, owners and underwriters, also of the classification societies and it was at one time conceded that we had arrived at the acme of steam generating with the foregoing installation. Without in any way attempting to state conditions regarding the actual experience found from the use of this type of water tube boiler, we may say that their absence is somewhat noticeable in the volume of lake construction now under contract. The next step regarding water tube boilers with which lake interests and industries are to be associated is the Nic- lausse type. Under this patent and form of manufacture there is now building at the Stirling Works, Barberton, O., two batteries, each containing sixteen boilers, for the two largest cargo boats ever put togetherin the United States, and, incidentally, for the same owners who had the temerity or enough of the originality to place the first named typeon their exclusively passenger ships, but, with this distinction, the latter is intended for salt water service, while the former was solely for fresh water or lake use. A government commission has been for some time past and is now, wrestling with the boilering subject in the United Kingdom, particularly for naval uses, The most talented skilland experience which this country can pro- duce has been centered along similar lines during the past decade and theend is not yet. Under these conditions, class journals can but await the outcome of tests made by the most thoroughly competent and distinguished class of inves- tigators which the several maritime nations can command, and, from the results of their deliberations, herald the facts accordingly. That a certain type of tubulous boiler will demand a uni- versal adoption, probably irrespective of the fuel used, seems to be generally admitted as a foregone conclusion and so keen is the best skill, experience and mentality now di- rected toward the discovery of this industrial philosopher’s stone that the heralding of a successful combination of man- ufacture may be within the confines of the near future, if not already in partial use, or perhaps because of such. With the national and international competition now