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concerning the condi- ven she arrived at St. sence of any severe to necessitate the in- s unseaworthy when she x in only a fresh breeze, first her topmast, and then ave. and fell down, and re carried away. be held to have been unsea- he sailed. No explanation id it is not suggested that a 0 through any extra- weather or otherwise could be m obliged to hold therefore, vessel Was wnseaworthy when she d that the respondents never be able upon the policies, and, con- , are not answerable for the ex- d. ‘The libel is theretore dis- 81, 1885. .CTERISIICS OF MISSISSIPPL RIVER STEAMBOAT MEN ¢ : - THR SECCND ENGINEER. — the Marine Record. He BART AX, ineers are always looking for burnt ilers, and on mountain boats carry extra as a professional boiler maker, while e shoe pateh” is a thing bardly worth . consideration, that is, as far as the putting on is concerned. The theory ad- to the real cause of boilers burn- _ ing, that is, the reason why the scale will always deposit itself upon the sheets directly over the strongest heat, is as varied ag are the methods of operating upon a boiler after it has been burned, Some engineers believe a given point, when the boat is cooled down a burnt boiler is sure to follow, while others think that so long as there is a sufficient _ flame under the boilers to maintain a circu- lation, all danger is obviated, Others, again, fee] that if they “blow out” at certain times aoe and never have over a certain pressure of ca - steam, they are sate, while others feel that “‘to pump up”? when they first fill the boil- ers, and not to put a fire under the boilers at once is sure to cause them to burn, while every engineer feels that to “run into the bank and clean out hot?’ is sure to be fol- lowed by deteriorating results. Another cause which has many adherents is that the firemen permit the “green coal’ to get up against the shell of the boiler, cooling it off in that particular spot, result- ing in the settling of the scale there. How- ever, whatever may be the true theory, the burning of boilers on our southern and west- ern rivers is not uncommon, nor is an en- gineer’s reputation injured fromit. Any river engineer knows what it is to take off the ‘‘man-head” and find on about the sec- oad or third sheet from the forward end, seales all heaped up as if they had been thrown there by the sudden subsiding of a whirlpool}, for they will be found nearly al- Ways on edges, and nearly always as fine as ean be, which, when cemented together by the mud and sediment of the boiler, become so tenacious that it is impossible for the water to reach the iron of the boiler be- neath them. As it is not the desire of the writer of these articles to write anything touching engineering only so far. as it is necessary to illustrate the characteristics of the engineers themselves, he will not give any opinion re- garding burning of boilers upon our rivers, any more than to suggest that some of the followers of each of the many theories ad- vanced, has had his boilers burned, proving that his was -not the only reason why boil- ers burn. The writer has been with many engineers, who, when the boat was lying at the bank for freight, or laid up for the night, would not permit the steam to go down be- low one hundred and ten pounds. However, every boiler that is burned is not patched, far from it, and as xn illusiration, the writer was “striker” on a three-boiler boat, each boiler having six flues, and was running from St. Louls, Mo., to Shreveport, La., on the Red river. Having to lie at the mouth of Red river for several days for water, the boilers were cleaned, and from there the run was made to Shreveport and back to Memphis, where, at 8 p.m. the boat was true, but, the two outside boilers were quite eS EE ee eS that if steam is permitted to descend below | on investigation it was found was not only | badly “bagged,” and the middle boiler leak- ing badly. The middle boiler looked as if it had beén heated red hot, and that some one had taken a sledge and gone into the boiler and drove the shell down, and finely break- ing a hole through, the “bag’’ being cone shape, and about as large as a man’s hat. The boat was landed, and the fires drawn, and when the steamer was down to about ‘sixty pounds, planks were put in the hot furnace and the engineer went in and with a sledge ‘drove up’? the two outside boilers, that is, hammered the shell back to its normal, cylindrical condition, the pressure on the inside acting as a cushion to prevent the shell being “bagged” the other way. The water was then blowed out, and the boilers cooled off by cold water, after which the engineer made (for they are all black- smiths, at least, some one of the engineers is a blacksmith, on nearly every steamer), a bolt, the upper part being V shape, to clasp the flue. A hole was then drilled through the “bag” of the burned boiler, and this bolt run through it, a nut being put on the out- side next to the fire, while the V part was clasped around the lower flue, a strap put across, and all then tightened up. The next step was to prevent the bolt head from burning eff and to prevent the boiler from burning more, for the tendency would be to do that, as the scale would naturally settle in the lower part of the shell. Theretore, the engineer took brick and built a wall around the burned place, from the bottom of the fire bed up to the shell of the boiler, so that no blaze could strike that spot, after which steam was raised, and the boat pro- ceeded on to St. Louis, after four hours’ de- lay to repair boilers. } THE OLD MODEL BOAT. oe Boston, January 21, 1886. To the Editor of the Marine Record. I enclose herewith another letter to the Secretary of the Navy. I will send you next week an account of the passage of the old boat as far as she has gone. She is now frozen in the ice near the mouth of the Delaware river. She has been 1n ten gales since she left Boston and has come up to the programme ot safety as contained in the publications from my pen in your paper. J.W.N. Hon. William C. Whitney, Secretary of the Navy: Dear Sir: I would not be so persistent in my letters to you if I did not positively know that I am right, and that the old sys- tem of building ships is all wrong in all its particulars. ‘The manner in which ships have been formed and built has become so engrafted to the mind of man that the idea of its being wrong is so distasteful that no one will lis- ten to the fact that there is another way to form and build ships, notwithstanding the vast proportion ef ocean disasters from the earliest days down to the present time. That there is another way has now been made most clear by the old, crude model boat which has been in a}] the gales since the 4th ultimo, and is now frozen in at Cohan- sey light, near the mouth of the Delaware river. It would use too much space to men- tion all of the incidenis of her one month’s experiences, I will only mention one of them. The party had expected to have gone through the Raritan canal, and had taken on at Boston three experienced men to take them to Perth Amboy. When there they paid the men all off but the pilot. But they had delayed sv long that the canal was closed, and if they continued on they must go outside, around Cape May, and did so, They left Perth Amboy with a north wind, and when about fifteen miles from Barne- gat the northeast gale (the one in which it was thought the life saving crew of New- port was lost) setin. The pilot says that it came on ina sguall and so quickly that it jibbed his sail which knocked down the smoke stack. Night had set in, and he had no one to help him, as none of the company would come on deck, and he could not leave the wheel, and the boat had no power left except her small auxiliary engine, and his} jib. I have said much in my letters to you jin relation to the power of the buoyant |clothed plough vessels in difficult times to take care of themselves. If a vessel can be jin a worse position than was this little boat }at that time I cannot imagine what it could |be. She was, in comparison with the moun- |tuin waves she was in, but a fly or smal) | the} watch’’ reported a burnt boiler, which | reason that I have made the model. e Rerort. he had, he would have kept on and gone round Cape May, which he could have done with safety. But he made up his mind to run her over Barnegat Bar, which had only six feet of water on it; which he did, His description of that passage clearly proves the power of the boat’s buoyant wing cloth- ing: her displacement at the time was not far from ten tons; the buoyancy to hold up that weight was inelosed mainly in her ploughs under her. In addition to that buoy- ancy she had above her water line broad spread but low, available buoyancy at the time not far from twenty tons. ‘he bar for nearly ore nile was but a mass of foam: with no density, probably not one-half of that of water, and would not have floated any boat as ordinarily formed; on the con- trary it would have swallowed them up from the fact that they have no buoyancy which can be acted upon go as to float them in such a light mass of tumbling white water. But the little boat’s twenty tons ot reserved buoyancy enabled her to pass safely over that bar to the amazement of the life- saving people. Yes, sir, there are two ways to build and form a ship—a right way and a wrong one. The rule is that in all things the wrong way always comes first. Ships have been no ex- ception to thatrule. The working model which I am building and have mentioned in my letter of the 14th inst., will clearly illus- trate that fact, and one like it would prove a valuable acquisition to your department, even if you do not build from it as a com- parison. It may seem an inconsistent asser- tion when I say that there is no one part. of aship right for rough waters, and further that powers of propulsion, as applied in my new theory, can not be used on a ship as now built. Nor can the powers of propul- sion, as now used, be applied to one on the new theory to advantage. I have said also in my letters that one theory is the direct opposite to the others. No ship can ever be safe unless her powers of all kinds are auxil- iary to each other, especially the sails. Of what use would sails have been to the Ka- tahdin? Of what use would sails have been to the Germanic, in the gales they were in? }. Or how could they have been made auxili- ary ?. If they could have carried them they conld not have held a course where they would have been of most use, i. e., in the troughs of the waves. Both of these ves- sels clearly illustrate this fact, more espe- cially the Katahdin, as her course was in the troughs of the waves, and while on that course her bulwarks were stove in and her coal washed overboard, and her hold partly filled with water, and she was only kept alive by being head to the wind. One of these new vessels would have been in her glory at such a time, i, e., in the troughs of the waves, and none of this water conld have come on her as her wing buoyancy would have prevented that; she could not have had her bulwarks stove in, as she had none; she could not have rolled so as to distress her sails, as her ploughs would pre- vent that. The form of other ships is such that it 1s not possible to prevent them from rolling, and rolling destroys the efficiency of the sails. But this can best be illustrated by the model I shall bring with me. In all the wrong parts of a ship there is no one thing so wrong as the arrangement of thcir sails, and to make them auxiliary to each other and to steam is impossible as ships are now constituted. The model will show the only way that sails can be made auxiliarily useful. The storms of the last month (in which the old boat has been out) afford the most ample proof of the powerlessness of vessels, as nuw built, to contend with the forces of the ocean, and the disasters, as re ported in that time, are unprecedentedly great. Auxiliary propulsion calls for a dif- ferent application of power than is now used, and such cannot te used on vessels as now formed. ‘The powers of the wind at times are far more valuable and economical than steam, and when it is up to Its greatest power with a hull on the principle of this new theory which is adapted to its powers, it will propel so fast that no beiler can be made which would be in proportion to the ship, which can supply steam to keep up with the wind speed, No written description of mine can illus- trate that which I desire to prove. I do not possess the powers of language to do it, from the fact that itis all of it so unique,that there is nothing to compareitto. It is for this only add that I know that it will prove worthy of consideration. landed. Between 8 p.m. and 3 a.m. the| shell, and close on alee shore with a house/| tively know it I would not presume to tres- boilers had been cleaned out and steam | on her fifteen feet square and six high, to| P’88 On your valuable time. Permit me to raised again, which did not give the boilers | drive her on shore, and no place of shelter | #gain ask you if you will devote a portion of much time to cool. river against a “big raise,” hence stiff cur- rent, and at supper time that evening, or fifteen hours after cleaning, the “captain of | self understand the powers of the boat; it} | and, as the pilot says, they could not be in- : iduced to come on deck. He did not him- The boat started up the | near, her crew was composed of green men, | Your time to look into the matter? It covers jall of the life esseutials of a vessel, and should be made known. Yours most respectfully, JosepH W. NoRcROSss. If I did not posi- | Vesselmen _ SHOULD HAVE OUR MARINE LAW BOOK, Containing aH points of MARIN LAW as de termined by the United States Courts - —ON Seamen, Owners, Freights, Charters, Towage, Registry, Collisions, Enreliments, General Average, Common Carriers, Duties of Seamen, Masters & Owners, Bill of Lading, Wages, &c. The volumn is handsomely bound in stiff Board covers, and line English cloth binding. Sent to any address postage paid for $1 or FOR SALE, IN ex Lrom. Tae Dimensions 78 feet long, 17 feet beam, 11 feet doo draft, 9 1-2 feet; engine, 20x20, new steel beiler 7 feet diameter, 13 feet long, allowed 112 pounds steam. ‘Three iron breast hooks forward, collision bulkhead ferw: water tight bulkhead forward of . boiler; iron bunkers, water tight bulkhead aft at sheft-gland, with water light iron deck forming the floor of after cabin. Iron decks, bulwarks and deck houses; iron tow aft, Heavy angle iron frames, with reverse bara on ak tornate frames; 3% plate, steel floor plates; boiler, en- gine and bearing foundation of iron. For sale cheap GLOBE SHIPBUILDING CO. DAVID BARNHISEL, Agent. DOMESTIC & STEAM COAL Cleveland, - Ohio FOR SALE, THE GLOBE IRON WORKS. SEQON D HAND MARINE BOILER four feet wide, 6 1-2 feet long, 5 feet high, sixty-four 2 1-2 inch tubes 60 inches long, cast iron breechng, good as new. 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The passenger equipment of this New Trunk Line is all new and is supplied with the latest applianoes necessary to safe speedy and comfortable travel, Trains leave and arrive at the Union Depot, Van Buren street, Chicago, and N Y, LE & W R’y depot at Buffalo. Following is the time in effect June 28, 1885,. and un- til further notice: EASTWARD. | Arrive. | Depart. Buffalo Accommodation .,............/*10 40 4 MI*10 ie aM Ohicag » Accommodation.. Cp ok | RUSE Anite Local Freight. ..........ccsscseseceeeeeee MIL 45 A MY*Y2 15 PM WHSTWARD. | Arrive. | Depart. Chicago Accommodation .... a *6 45 A M Fostoria Accommodation . 46 P M| 451 Pm Loeal Fr. fisscassucesccwane: 220 P M/*12 50 p Mm ROOK Y RIVER ACCOMMODATION. Depart—*7:45 a. m., “1:35 p. m. EUCLID ACCOMMODATION. Depart—*6 24 a. m., *9:10 a. m,. “5:05 p. m. *Daily except Sunday. 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