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SEPTEMBER I9, I9QOI. THE “BLUE RIBBON” OF THE ATLANTIC. While the performance of the great Hamburg American Co.’s steamer Deu'schland, in breaking the trans-Atlantic record, is a remarkable one, it will not attract the same attention as did the fast trips of the City of Paris, the Teutonic, the Campania‘and’ the Lucania. The Atlantic “blue ribbon’? passed into the possession of the North German Lloyd’s°in 1897, when the Kaiser Wilhelm der - Grosse made the trip in record-breaking time between New York and Cherbourg, and they retained it until last year, when the Deutschland set anew mark. The British lines have apparently given up thecontest, for the only line which has added a new boat to its fleet since the Germans wrested the championship from them is the White Star. The Oceanic was not designed to make an exceptionally fast trip, but to perform the voyage at a certain rate of speed notwithstand- ing the weather conditions. In their new boat, the Celtic, the\same idea has been adhered to. | While the possession of the record is a good advertisement, it is an exceedingly costly one. Moreover, the conditions are now such that a boat might make an exceedingly fast trip and arrive outside the harbor of her destination at an hour when she could not disembark her passengers, and the valuable time, for which hundreds of tons of coal were expended, would be wasted in lying at anchor within sight of the journey’s end. So the British lines have given up the speed contest and devoted their efforts to securing the arrival of their steamers with express train punctuality. The honors have been passed on to the two great German lines, and they have madea noble battle for it. The Lucania, the last British boat to hold it, left the mark for the trip at 21.81 average knots per hour. The Kaiser Wilhelm der Grosse raised it to 22.61 knots, the Deutschland took it to 23.36 knots per hour, and on her latest trips added slightly to it, making the mark 23.38 as the average speed.of her run. This is just 1.57 knots per hour faster than the Lucania’s record. In other words, if the Lucania traveled at the same speed as the Deutschland, she would have shortened ie run by a trifle less than nine hours. While the coal consumption of the Lucaniais enormous, it is quite moderate compared with that of, the Deutschland. The difference in the cost would pay a healthy dividend on the company’s capital. For years the British lines have had the cream of the passenger traffic, and the speed contests of the German liners are a bit for it. So far they have not made any noticeable inroads in the patronage accorded the English lines, the Oceanic, for instance, with her magnifi- cent accommodation, having no difficulty whatever despite her slower speed, in competing with the big German boats, How long the German companies will keep up the struggle, it is difficult tosay. The North German Lloyds have now two big steamers nearing completion, with which they will endeavor to wrest the honor from the Deutschland of the rival company. The average speed of 23.38 knots per hour for a run close on 3,000 knots is a remarkable achievement, and if it can be beaten it will say much for German ship- builders and German engineers. If British owners were in- clined to give British shipbuilders an opportunity they would probably be quite equal to the occasion, but of this disposi- tion there is at present no sign. Uatil some new method of propulsion is discovered which will replace the old-time screw and engine, it is probable that the German lines will be allowed to go on piling up coal bills, and accumulating all the honors which belong to the possession of the Atlantic “blue ribbon.” 9.F. HODGE & CO THE MARINE RECORD. CIRCULATING CONDENSING WATER WITHOUT A PUMP. A feature in connection with torpedo-boat machinery, in- teresting to those who are not familiar with it, is the way in which the circulating water is sent through the condenser. The speed of the vessel is so high that for anything ap- proaching full speed the vessel is, so tospeak, made its own circulating pump; in other words, scoops are fitted upon the bottom of the ship so that the motion cf the vessel causes the water to flow through the condenser tubes without using any circulating pump. The result is highly efficient, and the amount of cooling surface per horse-power in torpedo- , boat machinery is very low. A small circulating pump of the centrifugal type is fitted for giving an adequate circula- tion when the vessel is moving’slowly. A rather interesting point in connection with this is the fact that at high speeds, without the scoops, not only would the water not run into the boat, but it would actually’ be pumped out. In some of the early boats, although scoops were fitted for the main injection openings, it had not been thought necessary to: provide them for the small openings for admitting water to the ash hose. It was found at full speed that no water would come in through the hose, and the reason was not at first apparent; then it became necessary to slow down enough to let the water run in. When running at full speed it was actually possible to pump out the bilge by simply opening the sea-cock and dipping the end of the hose in the bilge.—W. M. M’Farland, in Cassier’s Magazine. ro INSPECTING A STEAMBOAT. heen Washington, D. C., dispatch said: Reports re-" ceived by the Treasury Department today from Mr. James A. Dumont, supervising inspector general of the steamboat inspection service, tell of a sensational encounter which William G. Lundbeck, of St. Louis, had afew days ago with Capt. G. M. Siveley, a well-known Illinois river boat- man. quiring into it thoroughly, approved the action of Lundbeck . and will attempt to prosecute Capt. Sively. Capt. Sively has been in charge of the boat City of Peoria, which has been in the trade of the upper Illinois river. Recently he requested an inspection by the government and arranged to meet the inspectors at Havana, IJ]., a small town on the IIli- nois river, about forty miles south, of Peoria. The inspec- tors went to Havana and waited two days for the City of Peoria, which failed to arrive at the time specified in the re- quest of Capt. Sively. Mr. William E. Lundbeck, . the boiler inspector of the St. Louis office, and Mr. Archibald Gordon, hullinspector from St. Louis, were to conduct the . inspection. From the reports made tothe Treasury De- partment, it appears that the boat reached Havana late in the afternoon, and the two inspectors made a partial inspec- tion. Capt. Sively was to make some repairs, on their -recommendation, and he asked them to complete their in- spection at 1 o’clock the next morning. The inspectors claim that he did not offer them accomm-- dations for the early part of the night on the boat, and they were obliged tocross the river to find accommodations, They refused to start the inspection at that unusual hour, but said they would visit the boat at 4:30 o’clock in the morning.’ This created some feeling. At the latter hour Mr. Lundbeck visited the boat and proposed to go into the boiler for his inspection. He reports that Capt. Siveley abused him and declared that he should not enter the boiler, The department has taken the case up and, after in-, “(UL S.) 891. and that he would wait with his boat no longer for further inspection, Lundbeck reports that he started to go into the boiler in spite of the captain, and that the captain drew a pistol from ‘his pocket and’ threatened to kill the inspector if he attempt- ed to enter the boiler. The inspector withdrew from the boat and notified Capt. Siveley that a license asa master, engineer and pilot was revoked. To this Capt. Siveley re- plied with an inquiry as to what would happen to him if he failed to send in his license. Without further correspond- ence the entire case was baying to the treasury Hepeniby ae officials, Mr. Dumont has carefully inquired into the case, and jiné notified the St. Louis iuspection office that their act in re- voking Capt. Siveley’s license leaves him an unlicensed master, pilot and engineer, and as such he will be subject to the penalties provided by law if: he attempts ‘to navigate a craft in the Illinois river. . Mr. Dumont has also found that the captain, by his interference with the boiler inspector in _ the discharge of his duty, has laid himself liable to the pen- alty prescribed in section 5447 of the Revised Statutes of the United States, covering interference with a government offi- cer and threats of an officer in the discharge of his duty. The department officials state their intention of supporting the St. Louis officials, and have called upon the attorney general, Mr. Knox, to instruct the United States district at- torney under whose jurisdiction the alleged violation of statutes occurred, to immediately commence bor prosacition of tie Siveley. ee It has been found by’some experimenting that the method of covering steam pipes with.sawdust mortar is more suc- cessful if the sawdust, at the given proportions of one of lime to five of sawdust, is mixed with the quicklime just as it is slaking, says the Canadian Lumberman. The use of. cotton seed hulls at the rate of one of lime to eight of hulls, ‘mixed -with -air-slaked lime at any time, gives even better results. The air-slaked lime is much cheaper than quick- lime. Fine sawdust is preferable to coarse, the lime causing the disintegrating of the fine particles of dust and making a practically air-tight cover. Hither cover should be applied wet, and not disturbed any more than possible while -it “sets, ee ’ wn a tt Officers—Inspectors of Vessels—Right to “Salary.-—The failure of a special inspector of steam vessels to give a bond will not preclude him from recovering compensation for his services as such officer, when he has been duly appointed and taken the oath of office under the act of Congress" of August 7, 1882. Glavey vs. United States, 21 Sup. et. Rep. MARVELOUS|# THE NEW BAUSCH & LOMB-ZEISS STERE Binocular Glasses. Used by the Armies and Navies of the World. Invaluable for Tourists, Sportsmen and Every-day Use. - Booklet Free. ae Bausch é Lomb Optical Co., |§ Rochester, N. Y. _ New York. hicago. For sale id all dealers, MARINE ENGINES, PROPELLER WHEELS, ~ DECK HOISTERS; MARINE REPAIRS. @ sie AT WATE R STREET, DETROIT, MICH. 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