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t, GH, 4, Bish —— [Psacnm naa ae Ss ee a ESTABLISHED 1878. VOL. XXIV, No. 44. CLEVELAND -- OCTOBER 31, 1901 -= CHICAGO. > $2.00 Per Year. oc. Single Copy PACE CARRmiceRS: ASSOCIATION. . To consider and take action upon all general questions relating to the navigation and carrying business of the Great Lakes, maintain necessary shipping offices and in general to protect the common interests of Lake Car- riers, and toimprove the character of the service rendered to the public. . PRESIDENT. A. B. WOLVIN, Duluth. 1ST VICE-PRESIDENT. Capt. J. G. KE1TH, Chicago, SECRIETARY. CHARLES H. KEEP, Buffalo, TREASURER. GEORGE P. McKay, Cleveland. COUNSEL. : HARVEY D. GOULDER, : Cleveland. EXECUTIVE AND FINANCE COMMITTEE. JAMES CORRIGAN, Chairman, Cleveland. COMMITTEE ON LEGISLATION. Gipson I,. DouGLas, Chairman, Buffalo, COMMITTEE ON AIDS TO NAVIGATION. GEORGE P. McKay, Chairman, Cleveland. SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. The ninth general meeting of the Society of Naval Archi- tects and Marine Engineers will take place in New York City, November 14. Through the courtesy of the president and managers of the American Society of Mechanical En- gineers, the meetings will be held in the auditorium of No. 12 West 31st street, the sessions continuing through Thurs- day and Friday, November 14th and 15th. A list of the papers to be read at the meeting is attached. By direction of the Executive Committee, W. L. Capps, Secretary-Treasurer. Thursday, November 14, 1901.—Trial of Speed between the Steamers ‘City of Erie” and ‘‘Tashmoo,”’ by Frank E. Kirby, Esq., member of council. Effect of Variation of Dimensions on the Stresses in a Ship’s Structure,’’ by Prof. H.C. Sadler, member. Graphic Calculations of the Sta- bility of Ships, by Professor M. H. Bauer, member. Power Consumed in Propelling the Whitehead Torpedo at Various Speeds, by Frank M. Leavitt, Esq., member. Balancing Marine Engines, (prize competition paper). Balancing Marine Engines, (prize competition paper). Friday, November 15, 1901.—A Brief Comparison of Recent Battleship Designs, by Naval Constructor H. G. Gil- more, U.S. N, member. Changesin Torpedo Boat Designs, by Charles P. Wetherbee, Esq, member. Late Develop- ments in Armor and Ordnance, by J. F. Meigs, Esq., asso- ciaté. Recent Experiments in Attacking Armor with High Explosive Shells, by Capt. E. B. Babbitt, U. S. A. Some Notes on Tidal Corrections, by E. A. Stevens, Esq., Vice- president. Side Launch of Torpedo Boats and Torpedo Boat Destroyers, by Asst. Naval Constructor Wm. G. Groes- beck, U. S. N., member. ———— oo oe oer THE SHIPPING BILL. In the speech in which he opened the Ohio Republican campaign in Springfield last Monday evening, Senator M. A. Hanna touched upon the necessity of assisting the mer- chant marine of the United States to regain the prestige which it had before the civil war swept it away. Leading up to it he said: “Tn this great industrial development we have arrived at the period, aided by our resources, and the talent, the fru- gality and the ingenuity of our workingmen, where we are the greatest industrial nation in the world. Our exports now exceed our imports more than $500,000,000 per annum. _ The point has been reached where we must find wider mar- kets for our products. You remember the last speech made by President McKinley at Buffilo, It was one of the most sagacious that he ever delivered. He saw that the time had arrived when the people of this country must consider their new trade relations with the world. Our manufacturers are going into every country in the world and are successful in competition. We must have wider markets. There is one thing missing and that is the connecting link, namely, a merchant marine to transport the goods. Every dollar’s worth of goods we send out goes through the hands of the foreigner. Every time a commodity moves the foreigner must take commission on it. The profit they take out by the time the goods reaches the consumer is twice that which any manufacturer wants. This is one interest of our country that has been neglected. Suppose that when the Spanish-American war broke out England and Germany had engaged in war. The products of our farms in consequence would have rotted in our storehouses because not a British or German merchant vessel would dare be seen upon the high seas. This is a most serious question for us. Our work is not yet finished. Our beloved president saw it as the dawn of the morning. The next step for our country to take is mot only to establish reciprocity, but make it possible for the American flag to be seen on a merchant marine as well as on ships of our navy. Why should the stars and stripes not cover merchant vessels as well as men-of-war? If we are going to build an isthmian canal and are “going to increase our navy to equal any in the world and are going to maintain our position on the firing line of the world, then we have got to maintain our position on the commercial and the industrial world. We cannot do so unless the stars and stripes are seen as often in foreign ports on merchant vessels as on the lakes and rivers of our own country.”’ or oor oo THE PUREST IRON ORE IN THE WORLD. For centuries the Dannemora iron ore mines jn Sweden have been to the iron maker what Mecca is to the Moham- medan, It is there that the purest iron ore commercially known to man exists. The operating company isa close corporation, and the ore is sold to no one outside of it; that is, the owners all possess iron or steel producing plants, and obtain from these mines part of their supplies. They limit the production to 50,000 tons per annum, and place it at a price which might seem prohibitory, but from its quality they can afford to so charge themselves. The ore, which now comes from entirely underground operation, is magnetite, with an average of 50 per cent. of metallic iron, and from 0.0025 to 0.005 per cent. phosphorus. It requires very little flux in the blast furnace, as the gangue is principally limestone, and the phosphorus is of that minute quantity which generally leads one to doubt the chemist’s reputed results. The mine has been operated for at least 400 years. At first it was owned by private parties, but later reverted to the government. It 1863 it was again taken by individuals, and has been successfully worked ever since. Up to 1829 the ore was disrupted by fire setting. In that year the us2 of gunpowder was introduced. As the present working depth is 846 feet, visiting the works seems like penetrating the bowels of the earth, and when we reflect on the great age of the mine and the primitive character of its first ex- ploiting, wecould not help feeling that from some dark corner might come the spirit of the ancient Norseman to ask why we were intruding upon its original home.—Robert W. Hunt, in Cassier’s Magazine for November. —_—_—_—$—$—$—$——————— rrr ae Se It is reported that Mr. Morgan is going to buy the White Star Line and that he will soon go to London to look after the project in person. ENGINEERS IN THE NAVY. The annual report of Admiral George Melville, Engineer- in-Chief of the Navy, has appeared, in which he deprecates the plan of reviving a separate engineer corps, but says that the working of the ‘‘Personnel Bill’’ has not been advanta- geous tothe Navy. He advises that certain candidates at Annapolis be assigned to engineering divisions and believes that it must either come to this or that the warrant officers, upon whom is falling all the engineering work, must receive commission rank. He declares that the number of trained and expert naval engineers is being reduced speedily, and believes that something must be done to increase their num- bers. Therefore he advises that a large number of junior, officers be sent to the navy yards for practical engineering training; that a post graduate engineering course be estab- lished at Annapolis; that stokers be specially trained; that torpedo boats be used to train machinists and water tenders; that naval machinists be given special instructions on repair work at navy yards; that deserving naval machinists, after twenty years service be given navy yard duty; that warrant machinists be placed on the same footing as other warrant officers, and that special pay be allowed water tenders of torpedo boats. ' The Engineer-in-Chief asks for a new building at Annap- olis and an appropriation of $150,000 for experimental work. He wants to test liquid fuel, the steam turbine, and electric- ity as a prime mover, including the storage battery. The Chief Engineer declares that the wonderful strides made by Germany in the past ten years can be ascribed in great part to the Charlottenburg experimental station. oo oo ARMOR PLATE FOR EUROPE. A New York telegram says: The Morgan steel trust will erect a huge plant on Staten Island with the determination of capturing European armor plate markets and of selling armor plate to the United States government at a price low enough to kill a bill expected to be introduced in Congress for the establishment of a Federal plant. A company to be known as the Anglo-American Steel Combination will shortly be incorporated, probably in New. Jersey, for the conduct of this new business. The firm of Vickers, Maxim & Co are interested in the project, and have agreed to work harmoniously with Mr. Morgan. Beside the Staten Island plant the steel trust will amalgamate for the purposes of the new combination the great armor works of the Carnegie Company, the entire plant of the Bethlehem Steel Company and also the Pennsylvania and Cambria Steel Works. Ex- port business will be specialized by this new department of the steel trust, and agents will be sent abroad to deal direct with all the European governments for the shipment of sup- plies for war vessel construction. -eeeoeooor EE OS” REPLACING BOILER TUBES. The ‘‘Mittheilungen aus dem Gebiete des Seewesens”’ states that the result of the official trials of the Montupet water-tube boilers has not been published by the French Government. Itis known, however, from previous trials that the tubes can be very quickly removed and replaced. In one of these trials, which lasted four hours, the fires were reduced, the steam pressure lessened, the boilers emptied, and a tube removed—all in the space of 15 minutes. The tube was then replaced and the steam pressure imme- diatley restored. The total interruption to the proper work- ing of the boiler lasted 40 minutes, and of this only eight to ten minutes were employed in removing and replacing the tube. Later, when the fires were out and the boiler had cooled 32 tubes were removed in one hour and 20 minutes. All the tubes were found to be in good condition.