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THE MARINE RECORD. SEPTEMBER 19, I9OI.: A TRUSCOTT BOAT SIMPLE, SAFE, lighting. RELIABLE, ‘SPEEDY. It may be possible to build better and safer boats. but it hasn’t been done yet. We senda completely illustrated eata'ogue and price list f ee, which tells y: you all about boats and , j WHY TRUSCOTT BOATS EXCEL. Truscott Boat Mfg. Co., ST. JOSEPH, MICH. Burn Continuously from 80 to. 365 days and nights - without attention, and can. be seen , a distance.of six miles Ath e eO suis Pintsch Gas Lighted Buoys. | Adopted by the Fingilidhy, German, Fueiiets Russian, Italian and. United States Light-House Departments for channel and harbor Over. 1,000 gas buoys-and gas beacons in service. Controlled by | THE SAFETY CAR HEATING: AND. LIGHTING co. ‘160 Broadway, New York City. n 5 : Ks | ; ; e CONFEDERATE PRIVATEERS. It is perhaps not generally ‘known that the confederate privateer Sumter, which Admiral Raphael Semmes com- manded before he became captain of the Alabama, and which for a time was a terror to merchantmen, was built in Philadelphia, says the Philadelphia Evening Bulletin. She came originally from the shipyard of Birely & Lynn, after models made by John W. Lynn, and her machinery was constructed by Reanie, Neade & Co. She was called the Habana when she was launched several years before the opening of the war, and was noted for her swiftness, having made arecordin the Delaware river of 16 miles in fifty- eight minutes. She was built for James McConnell & Co., of New Orleans, in the Cuban trade, and soon after the civil war broke out she attracted wide attention by her operations as a privateer, which, however, were entirely eclipsed by those of the Alabama. | When the Alabama was built inthe shipyards of the Messrs: Laird at Birkenhead she was known as ‘‘290,”’ which was her number in the list of vessels there con- structed. As ‘‘290’’ she was allowed to escape on the high seas and proceed to the Azores, and it was not until she was turned over to the command of Admiral Raphael Semmes, in the summer of 1862, that she was christened the Alabama. In all the correspondence and negotiations over the attempts to prevent her from leaving English oe diction she was described as ‘‘290.”’ More than a generation afterwards a curious coincidence happened in ‘Philadelphia. Under the second administra- tion of Mr. Cleveland the navy department was managed by Hilary A..Herbert, of Alabama, as Secretary, and the duty devolved upon him of giving a name to one of the battle- ships which the Cramps, of Philadelphia, contracted to build and which only a short time ago went into commission among the most formidable fighting ships of modern times. Secretary Herbert decided to give the vessel when she was launched the name of the state he had long conspicuously represented in Congress, although there was some expres- sion of opinion at the time as to whether it was exactly proper to revive thus the name of a craft which had been associated with all that was most destructive in the confed- erate navy next tothe Merrimac, and which many north- erners had once regarded as an odious ‘pirate. These ob- jections; however, were few; and they gave way to the senti- ment of sectional reconciliation. But when she was called the Alabama, the Cramps looked at their books and there, unknown to Mr. Herbert, it was found that she too was set down as ‘‘No. 290” er - OIL FOR MARINE USES. in spite of the experiments and dissertations upon the relative values of coal and oil as fuel, camparative tests are constantly made. The subject is so fascinating to engineers that they will not abandonit. A Dutch torpedo boat con- structed by Yarrow & Co. was recently fitted up to burn both coal and oil as fuel, the latter being merely supple- mentary, to be used only when high speed is needed for a short time. . The oil tank was carried on deck, so that in case of being struck during an engagement the oil would be discharged overboard instead of in the hold; steam was used to spray the oil: through the burners, the loss of fresh water through this cause being slight, owing to the short time it was used. During the coal trial the boiler pressure ‘row was a most able and exhaustive one. est possible value, as showing the lines along which progress . was 150 pounds per square inch, with one-inch »water pres- sure, the engines making 350 revolutions per minute ; the speed of the vessel was 24%4knots. Oil was then admitted into the boiler furnaces, coal still being burned at the same rate as before, with the result of increasing the pressure - sto 180 pounds, revolutions to 365 per minute, and the speed to 26% knots per hour. 2,800 pounds per hour, and oil at 700 pounds per hour. A great advantage of this combined use of coal.and oil is that the speed can be increased at once by the admission of oil, so that dirty fires are no bar. to pursuit of an enemy on sight.—Scientific American. my, f wD OOS MARINE ENGINEERING. Mr. James M’Kechnie’s paper, ‘‘A Review of Marine En gineering during the last ten years,” read at the summer . meeting of the Institution of Mechanical Engineers at Bar- has been made, and also the direction in which it‘will be made. In summarizing the results attained during the past _ten years, he said that steam pressures have been increased in the merchant marine from 158 lbs. to 197 lbs. per square inch, the maximum attained being 267 lbs. per square inch, and 300 lbs, in’ the naval service.’ The piston speed of mercantile machinery has gone up from 529 to 654 ft. per - minute, the maximum in merchant practice being about‘900 ft., and in naval practice, 960 ft. for large engines, and 1,300 - ft: in torpedo boat destroyers. Boilers also yield a greater power for a given surface, and thus the average power per ton of machinery has gone up from an average of 6 to about 7 1.H.P. per ton of machinery. The net result in respect of speed is that while ten years ago the highest sustained ocean speed was 20.7 knots, it is now 23.38 knots; the high- est speed for large warships was 22 knots and is now 23 knots on a trial of double the duration of those of ten years ago; the maximum speed attained by any craft was 25 knots, as compared with 36.581 knots now; while the number of ships of over 20 knots was eight i in 1891, and is 58 now. But probably the result of most ‘importance, because affect- ing every type of ship from the tramp to the greyhound, is the reduction in the coal consumption. Tén years ago the rate for ocean voyages was 1.75. lbs. per h.p. per hour; to- day in the most modern ships, it is about 1.5lbs. Ten years ago one ton of cargo was carried 100 miles for 10 Ibs. of fuel, whereas now, with the great increase inthe size of ships and other mechanical improvements, the same work is done for about 4 lbs. of coal—a.result which means a very great saving when applied to the immense fleet of ‘over-sea carriers throughout the world. . We consider these results to be eminently satisfactory. The great increase in maxi- mum speed from 25 to 36 knots is noteworthy. . The results attained inthe Viper for turbine engines open up a new field for progress. . We believe that the turbine engines will revolutionize naval warfare.—The Steamship. ——_—_—$—$—$— OS Tu New York Ship Building Co., of Camden, N. J., has now well under way three of the ships included in the im- portant contracts it has in hand. In all, the company has 124,915 tons under contract, and of this amount ships that will aggregate 32,565-tons are already started, and one of the Atlantic aga ships, of 16 5945 tons; will ah gd be laid down. The coal burned wasat the rate of | It is of the great- . EASTERN FREIGHTS. Messrs, Funch, Edye & Co., New York, report the con- dition of the Eastern freight sas as follows: Extreme dullness in all directions characterizes the freight market for steam tonnage. The fixture reported for grain from Baltimore to Rotter- dam at 1s 3d is the lowest figure accepted for a full cargo for some considerable time, and whilat the regular liners . from the various Atlantic ports, owing to the. difficulty. in... securing sufficient general cargo, are willing to accept. such rates gd per qr. to Havre, Is to Antwerp, etc., the prospects | are anything but encouraging for the outside tonnage, So ‘far there has been no marked activity in the movement of cotton, consequently chartering continues limited;. the few. fixtures reported being mostly old trades, and whilst room can be obtained on the regular line boats, (trading to the — principal cotton receiving ports) at present figures, charter _ rates are bound tocontinuelow.. Timber and deal charterers show no inclination to take up further tonnage. ” One steamer is reported fixed on time for a round trip to the West coast of South America, on the basis of 3s 9d.per ton on d. w. c., which denotes a further decline. Aside from some little South American lumber business and an occasional case oil charter to the Far East at the ‘recent modification in, rates, nothing of interest has occurred ~ in the market for sail tonnage. —]—_$S>__—$_—_s $< << MARINE PATENTS. 681,706. Propelling mechanism for vessels. C. D. Jen-: ‘kins, Boston, Mass., assignor ‘to Carter, Rice & Co., oe place. 681,713. Device for breaking the speed of ships. L,. Tee coste, Montreal, Canada. 681,783. Drag or grapple. P. Rassmussen, Iron Mt., Mich., assignor of one-third to J, Russell, same, place. 681,962. Construction of vessels. HG Goulhaeff, St. Petersburg, Russia. 682,027. Propulsion of vessels. H. F. Burgess, Varieo i ver, Canada. ; is 680,692: Cargo steamer. Henry Burrell, Glasgow, Scot-. - land.. 680,823. Apparatus for raising and lowering ships’ boats, etc. Axel Welin, London, England. 680,874. Fog horn. Llewellyn D. Lothrop, Gloucester, Mass. 680,885. Oar. Peter J. Pool, Toledo, Ohio. 681,222.) Submarine vessel.’ John P. Holland, Newark, N. J., assignor.to Electric Boat Co., of New Jersey. 681,363. Boat. Arthur EH. Chambers, Kalamazoo, Mich., assignor to the Western Novelty Co., same place. 681562. Device for cleaning ships’ bottoms. Middleton, East Palatka, Fla. 681,624.. Mechanism for moving armored hatches, ete. William B. Cowles, Cleveland, Onio, assignor to the Long Arm System Co., same place. 681,640. Electric marine governor. San Antonio, Texas. James C. Thomas P. Housden, 681,840... Pivot for masts of derricks. Edward F. Terry, New York, Nov. 682,022. Fishtrap. Peder M. Benseth, Fairhaven, Wash. 682,024. Cutter hear for hydraulic dredges. William Ii Bradley, Philadelphia, Pa., assignor to the American Dredg- ing Co., same place. -, 682, 160: ‘Swimming bag. Geo. B. Anderson, Philadel-« phia, Pa. € 682,213. Hydraulic propeller for ships. © Edmund E. Marchand, Paris, France. . 682,361. Clevis. . William R. Keith, Coalcreek, Tenn. ' SSS ae ee on oe ‘““WuHat was the proofreader fired for ?.”” ‘“‘The yachting sharp wrote about a ‘cat-rigged yawl,’ and it appeared in the paper ‘cat-rigged yowl. »”—Puck.