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AUGUST 22, IgOI. upon the part of the Navy Department: to secure such a distribution of power will surely tend to check that su- periority which we have maintained as to the design and character of our warships. “The triple screw is not a novelty. One of fie prize es- sayists of the Royal United Service Institution of Great Britain, who is a distinguished naval officer, maintains that the advantages of the triple screw for practical and struc-_ tural purposes far exceed its disadvantages. “Russia is building triple screw vessels for comparison with the twin screw ships in the confident belief that, the triple screw will show its superiority. In’ France nearly all new battleships and large cruisers are fitted with three screws. me “The semi-official journal of the German Admiralty, Ma- rine Rundschau, declares that so far as Germany is con- cerned the superiority of the triple over the double screw is no longer a question of doubt. This expression of opinion by the Marine Rundschau is said to be based upon the Admiralty’s conclusions from a series of experiments made to.determine the relative worth of the triple and twin screw ships. In matters of. or iginal investigation and, re- search, the Germans are proverbial, for accuracy and thor- oughness, and therefore it. cannot be doubted that the sub- ject was carefully and conscientiously examined into be- fore any positive conclusions were drawn. “Structural reasons first impelled the marine engineer: to consider the advisability of using the triple screw. Tacticai advantages have confirmed the wisdom of. the decision. Experience has also shown that, where judgment. is. exer-. cised, marked economy in-coal:consumption can be secured from such a distribution of power. Economy of’ coal con- sumption means greater steaming, radium of action, and: the value of this strategical. advantage cannot be overestimated. “In a brief resume of this question, it is impossible to tell, in detail, of the advantages that would accrue by the use of triple screws... It willbe understood that under each ‘of the terms, ‘structural,’ ‘tactical’ and ‘economic,’ groups of reasons can be advanced for adopting the design of triple screws. A few of the many structural advantages areas follows: Smaller propellers, smaller and. lighter. engines, smaller water-tight compartments, shorter propeller shaft- ing, greater ease of overhauling, increased’ ease of protec- tion, decrease of vibration, also decreased racing of screws, decreased danger to propellers when ramming, decreased danger to propellers when- docking or going alongside wharf, lesser draft of vessel. “Some of the tactical advantages are: Phe ewiale or maneuvering quality of the ship is not so likely to be in- terfered with in triple as in double screws. When either twin screw is disabled, an helm angle: of from 6 to 10 de- grees is required to keep the ship on her course: Such an angle would not be required if one screw of a triple sys- tem were disabled. The nearer the screw is to the center of: the ship, the more efficient it is. Greater safety of machin- ery due to better distribution. Increased assurance of work- ing the entire machinery is of especial significance to the commander of the ship. All the tactical advantages of twin screws are retained while additional ones are secured. “The German experiments with the triple screw battle- ship Friedrich III., when cr uising with the twin screw ships Bradenburg and Sachsen, showed that great advantages rested with triple screw ships, particularly in the ability to, steer well. It was found that the sailors learned to steer more easily with triple screw ships, and that evolutions could be performed with them which could not be done with the twin screw vessels. : “The economic advantages consist in the fact that there is a decreased daily consumption of coal. Coaling the war- ship is thus less frequent. Her radius of action is greater, She can remain upon the battle line a longer, time without being relieved.” of OO Oe Tue Canadian Minister of Public Works proposes to complete his inspection of the route of the proposed Ot- tawa and Georgian Bay Canal in August. He has already made the trip down, French River, and is highly pleased with the waterway. there. At the present Mr. W. Fraser, engineer of the Public Works Department, is making a sur- vey of the north channel of Georgian Bay, with a view of ascertaining what improvements are necessary in the event of navigation being opened up between Sault Ste. Marie and Lake Nipissing, via French River. THE MARINE RECORD. WEATHER OBSERVATIONS WIN THE CUP. The loss of the Canada’s cup may be attributed to an oversight on the part of Hanley, designer of the Cadillac, in not obtaining reports as to the weather conditions existing at Chicago for the past thirty. years, as did the builders of the Canadian challenger Invader. ‘Commodore, Gooderham, of Toronto, according to re- ports, secured through the chief of the weather bureau serv- ice of Canada a report detailing the weather conditions, including the wind velocity and direction during the month of August at Chicago for the past thirty years. It is stated that the reports previous to ten years ago show a much lighter velocity than is the case at present. However this may be, the designs of the Invader were. drawn for an exceed- ingly light wind after close study of the reports by. Sibbick, the designer of the Invader, and to this study may. be attributed the success in winning the cup. At the same time, no record can be held forth that Hanley, of the Cadil- lac, followed the same plan before designing his defender. Some comment was caused when this state of affairs was made known. The foresight of the Canadians shows that they came for the, cup with the intention of taking it back with them and they were prepared for the conditions which met them., Until the Cadillac, arrived at Detroit no report: of the weather conditions of the past was asked for by her owners or designers. On the other .hand, the Milwaukee was built for exactly the kind of weather shown yal the re- ports sent the Canadians. While it is possible that a teacmvicibe of the mean seein velocity at .Chicago during the month of August for a cycle of years may have been worthy of. the attention of yacht designers, a duplication of the weather during the several days-of the race could by no means be counted upon for any one year. SOS STATEMENT OF THE VISIBLE SUPPLY OF GRAIN, ‘As compiled by George F. Stone, re ery Chicago Board of Trade, August 17th, Igor. Cit1zs WHERE. WHEAT. Corn. Oats. RYE. | BARLEY STORED. ‘Bushels: Bushels, | Bushels. | Bushels. | Bushels. Buffalo , 787,000 375,000 361,000 45.000 2,000 Chicago. 4,353,000] 7,593,000] 1,087,000] 176,000 2,000 Detroit . 303.000 97,000 75,000 105,000 3,.00 Duluth.. «| 1,026,900] 1,296,000 445,000 121,000 79,000 Fort William, Ont.. AOSi000 | Fe cia aan lito ee wanila Mnene Gases eck Milwaukee.......... 169,000 506,000 63,000 10,000 17,060 Port Arthur, Ont.. PRL OOO|/s 6:0 ctstrasciiceie ares pee eintettetah be ciltete aban sae tie TOlEd O55. seid Fs ee des 526;000 454,000 498,000 230,006, 5,000 TOTONEO wicsics eveinicisieins Se POVOCO| cc uae carne TOOO00|jesc- «ss .giawna I 090 On Canals........... 1,071,000] 249,000 $4,000| vos toes: 20,000 On Lakes. ai, 292,000) 308,000 CT Flo) (0) aes Aarne Ale | Dna Bios EA On Miss. River...... EAL OOO paces u is nc:ss' liespdestie: oie sinnstinaniel aimee pie k aes eteavaneneeirs Grand Total.....| 26,769,000} 12,783,000] 5 546,000 935,000 25 2,000. Corresponding Date, QOS A where cierwiere elcistevels 49 761,000] 9,102,000] 7,024,000 681,000 389 000 Increase for week..]....5....j.]......0005 1,094 000 ZO4sCOOl vaccines Decrease ‘‘ ba 1,450,000 SIZOOO| tsi stou-s ada s bh oleh 63,000 While the stock of grain at lake ports only is here given, the total shows the figures for the entire country on the Pacific Slope. ——$—————— ee THE ST. LAWRENCE ROUTE. As bearing upon the subject of increased aids to naviga- tion for vessels engaged chiefly in the St. Lawrence Gulf trade, the following from an experienced navigator may help to throw more light on the subject: “Referring to the recent disaster on the southeast coast of Newfoundland, you will notice that between Cape Race and Cape Spear, a distance of about 54 miles, there are no sound signals. This appears to me to bea very grave de- fect, and I would suggest signals on Cape Ballard and Ferryland Head, which would enable mariners to find their position if their vessels have overrun the distance allowed by dead reckoning. I might also state that the soundings appear to be altering, as we seldom get the same depth as per chart.” OOOO DOD SS Cassier’s MaGAzIne of illustrated engineering has the following articles in its September number: Current Topics—Oil Engines in Palestine—By-Products—Utilizing White Metal Wastes—The White Star Steamer Celtic. Il- lustrated—The Unexpected that Sometimes Happens—The Thuile Locomotive. Illustrated—Dangerous Currents in Overhead Electric Railway Conductors—Running Machin- ery by Sand—Water Curtains for Fire Protectigon—Steam Turbines for War Ships—Using Superheated Steam. 3 ; SHIPPING AND MARINE JUDICIAL DECISIONS. (COLLABORATED SPECIALLY FOR THE MARINE RECORD. Collision—Fog—Lookouts —Where a: tug entering a “har- bor in a thick fog in the night time has no lookouts on the bows of two barges alongside, which run ahead of her some thirty feet, it constitutes negligence.. The A. P. Skid- more, 108 — Rep. (U. Si) 972. Breach of Charter Party —Where the breach of a charter party did not take place in the state of Washington, arid the offending vessel was never within the jurisdiction of that state, no lien for the breach is created by virtue of its laws. The Universe, 108 Fed. Rep. (U..S.) 068. ‘ ba Lien for Supplies—Credit of: Ones ee owner Othe a vessel cannot avail himself of the fact that he had eae a personal credit at the place where supplies were furnished, — but to which he was not entitled, to defeat a claim to a lien for such supplies. The John pePeamal, 109 Fed. Rep CUES): 00: Dictnbuson of Award.—Where a steamer interrupted hee voyage to tow a partially disabled bark into port, for which she was awarded compensation on a quantum meruit as a towage, and not as a salvage, service, the master and crew are entitled to no part of. such award. The JorG FANge, 109 Fed. Rep. (U. S.) 93. Collision—-Damages-—Review on Appeal. —The finding of a commissioner, approved by the ‘court, ‘as to the’ cost of repairing a vessel injured in collision, based on the testi- mony of experts, the repairs not having been made, will not be disturbed on appeal unless manifestly incorrect. The William E. Ferguson, 108 Fed. Rep. (U. S.) 984. Anchorage Ground.—A steamship anchoring in ‘New York harbor outside of the anchorage grounds, where the depth of water was so great as to indicate that. such an- chorage ground was considerably nearer the shore; is guilty of negligence, so as to be equally liable with a tug collid- ing with it in a foggy night. ee A. P. Skidmore, 108 Fed. Rep. (U. S.) 972. 5 oN ‘ whe Collision—Inland Rules—Navigation of Narrow Chan- nels—Article 25 of the inland navigation rules, established by Act June 7, 1897, requiring steam vessels in narrow chan- nels, when “it ~is safe and: practicable; to keep ‘to that side; of. the fairway or channel which is on their, starboard side, is applicable to navigation of a channel in the Chesa- peake Bay, Goo feet wide, and is mandatory, superseding all prior rules and local customs. The Acilia, 108 Fed. Rep. (U. S.) 975. Collision—Barge and Anchored Declac trie An- chorage and Insufficient Light—A dredge lay anchored An the channel of the Schuylkill river, with her two scows abreast between her and the shore, the’ three occupying — over eighty’ feet in width, when, ‘during a foggy night, a- Large in tow of a tug, coming up the river in line with the dredge, came in collision with it, and both were injured. The barge had no rudder, and her movetnents were con- trolled entirely by those of the tug, to which she was fas- tened by two lines. The dredge carried two lights, but they were not such as were required by the Philadelphia harbor regulations, nor so placed, being about three feet . below the upper deck. She was also in violation of the spirit of such regulations, by lying in the channel with’ the two scows abreast of her. She had no watth, and: gave no signals. She was directly in the path of the tug, and her lights were not seen by the latter, which, how- ever, succeeded in escaping collision with her after the outline of the dredge was seen, but not in time to save the tow. Held, that as between the dredge and barge, the tug not being a party, the dredge was solely in- fault for the collision. Connolly et al. vs. The Brandywine Granite Co. No. 6, 108 Fed. Rep. (U. S.) 90. Obstruction of Channel—Failure.to..Display Lights.— Eight vessels were moored abreast at a coal dock on a dark and foggy night, extending 185 feet into a channel which was not more than 500 feet wide. No watch was main- tained on the vessels, no fog signals: given, and no lights displayed, except ordinary. lanterns, most of which were. placed on the decks, and which could be seen only a very short distance, owing to the fog. During the night a steamer came in on her‘regular trip, and was compelled to pass up the channel’ to her own dock, above.’ She was in’ charge of a competent pilot, and on a course which took her too feet outside the coal dock. She had proper lookouts, and was under only sufficient speed to give her steerageway, and could be stopped in a distance of 125 feet. Her look- cuts did not see the lights on the moored vessels: until she was within fifty feet, when she at once reversed, but came in collision with libelant’s barge, which was the sixth ves- sel from the dock, and sunk her. Held, that the steamer was not chargeable with any fault, but that the ‘collision’ was due solely to the want of ordinary care and prudence on the part of those having charge of the moored vessels, in permitting them. to obstruct the channel under such cir- stances without taking any measures to give notice of their , presence to other vessels. The Kennebec, 108 Fed. Rep. (U. S.) 300.