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4 he Marine Record. rss Marine Becora. See Published Every Thursday at 144 Superior | our lake steamers, probably owing to the| construction of lumber docks hy private) Street, |! eader Building) Cleveland, 0. A. A. POMEROY, EDITOR AND PROP’R. TERMS OF SUBSCRIPTION: One year, postage paid ......... ....seece eeeseeeee $2.00 | 1.09 Six months, postage paid...... 0.2.12. cseseeees Invariably in advance, THE MARINE RECORD can be found for | sale by the following news dealers: CLEVELA*D, O.—G. F. Bowman, corner of Pear] and Detroit Streets. CHICAGO, ILL,—Joseph Gray. 9 West Ran- dolph Street. BUFFALO, N. Y.—A. C. Brideson, Michigan Swing Bridge. Also, Miss McCabe, Elk Street. near Ohio. DU: UTH, MINN.—C. F Johnson, 117 West Superior Street. ESCANABA, MICH.—Wm. Godley. Subscribers and others are respectfully invited to use the columns of the MARINE RECORD for the discussion of pertinent topics ADVERTISING RATES MADE KNOWN ON APPLICATION. Entered at the Post (fficeat Cleveland as second- class mai] matter. CLEVELAND, OHIO, THURSDAY, FEBRUARY 18. A RIGHTEOUS DECISION. Judge Brown, in the United States district court, Deiroit, has just rendered an opinion on the question of shortage in grain cargoes, which will prove a valuable precedent for vessel Owners and masters. ‘I'he case was brought against the schooner Lizzzie A. Law in an effort to recover the difference in the amount of grain called for in the bill of lading and the quantity actually delivered. Judge Brown declared that it was only necessary for the owners to show that all the grain received in the cargo was deliv- ered. As all efforts at reform in the matter of shortage and bills of lading have hereto. fore proved of no avail this decision is highly gratifying, and if followed up by vessel men will prove of great value as a precedent. No other branch of business in the coun- try is subject to wrongs euch as lake car- riers are in elevator shortage without some form of redress, and the suggestion was made in the Marine Recorp, Vol. VI, No. 88, that owners should refuse to account for more grain than they actually received, not- d oe ane the terms of the bill of lading, t , their chance for justice before a rt. If this were done the wrong of be- ng obliged to pay for shortage, justly com- | ned of,” would soon disappear. It will be necessary, however, for owners and mas- ters to adopt some system whereby shippers _ and receivers may be assured that the car- Tier is acting in good faith, and to prove be- yond cavil that cargoes have not been broached or tampered with. Positive testi- mony to this end may be found in a system of sealing the hatches after the cargo is aboard, which should remain intact until by an official at the elevator at the pert of desti- nation, the seal is broken for the discharge of cargo. While it is not our desire to deny that officials of elevators believe that their finding of shortage is just we do say that if they could not realize on the quantity not produced their complaints would disappear entirely, as against the vessels, and it would then become a war of the elevators, and they would be foemen worthy ot each other. ‘That is, they would be compelled to seek redress where the cause or difference arose, It has been known for years that the eleva- tor system of the country stands sadly in need of investigation by national, state and municipal government, but every effort to obtain legislation to that end has failed, If by this decision of Judge Brown the owners of elevators can be niade to investi- gate each other we may, by logical sequence, look in vain for cargo shortage, It will have disappeared and become a thing of the past. In case bills of lading can not be modified to conform to the new order of things, and notwithstanding the hatches are sealed, shortage still centinues to occur, the vessel man should protest against payment and go with the case before the admiralty courts, where with Judge Brown’s decision as a precedent, he has many chances in his favor. No elevator management has, to our knowledge, been led to confess that there is any chance for mistake in their system, or drafts or telly; but it is known that there is such mistake, Notonly this; itis known that tally can be made to correspond, say at Duluth and Buffalo. Therefore if the com- plaint can be settled without looking too closely after the mystery of the elevators, by taking the difference out of the pockets of the elevator people, it would be a grand ~ point gained. . It unfortunately happens that there are | of booms and bridges in reference to projects | exceedingly few records of engine trials on expense and inconvenience of placing the necessary apparatus aboard for making an exhaustive and reliable trial. [t is for this | reason that we lay before onr readers a com- parative trial on the steamer J. H. Devereux, which was made last season by Mr. J. F. | Pankhurst, of the Globe Iron Works, while on a pleasure trip up the lakes, to whom we | are indebted for permission to make the re- | gults public. The engine on which the experiment was made was tandem conpound, the high pressure cylinder being twenty-seven and the low pressure fifty inch bore by thirty- six inch stroke. The distribution of the steam is effected by ordinary slide valves, with adjustable expansion valves at the back, and the engine was supplied with steam from an ordinary return flue boiler, ten and one-half feet in diameter and six- teen feetlong. No preparations were made, such as cleaning tubes, cleaning fires, and having everything in the most favorable circumstances as is usual in regular engine trinls. The object of the test was to get at the amount of coal actually consumed per indicated horse power per hour developed while doing ordinary every day work Be- tore the trial commenced all coals were cleared out of the fire hold. In commencing the experiment at 8a. m., the coal was taken from on deck, accurately weighed, lowered into the fire hold in an ash bucket, and tal- tied by two men under the supervision of the chief engineer. The water level in the boiler was marked, the pressure of steam noted, and the usual amount of fire in the furnaces, which was kept the same as though no trial was being made. The steam was kept at ninety four (94) pounds and only varied two pounds dur- ing the whole trial, which is remarkable, considering the fact that the fireman had no instruction to keep the pressure steady. When the trial stopped, at. 12 m., the fires, water level, and steam pressure were the same as On the start,and the mean of seven ob- servations, taken at intervals of about thirty minutes showed a water consumption of seventeen pounds, and the engine developing an indicated horse power, on a pound and sixty-three hundredths of combustible per hour. The Devereux came out May 28 and laid up at Chicago November 26, 1885. During the season she made nine and one-halt trips, running a distance of seventeen thousand and seventy-four miles, carrying forty one thousand seven hundred and seventy tons of freight, and towed schooners averaging eleven hundred tons each, a distance of five thousand four hundred and twenty-nine miles. Her average speed for the season was nine and eight hundredths miles per hour. The actual cost of fuel for doing the above work was 16.71 cents per mile, in- cluding harbor and all other work. When going alone her ordinary speed is ten miles, and when towing a twelve hundred ton ves- sel, eight and one quarter miles per hour, when cutting in small cylinder ut twelve inches, or,when cutting at fourteen inches she will make eleven miles per hour, when going alone in smooth water, with a cargo of twenty-two hundred tons, OBSTRUCTION TO NAVIGATION. Colonel O. M. Poe has been instructed by the Secretary of War to make report to the department regarding obstructions to navi- gation in his district and in compliance with this order makes the following charges and suggestions: “The present project for improving Sag- inaw river, which consists of making a chan- nel of twelve feet in depth from the head of the river to the Portsmouth bridge, Bay City, and of fourteen feet thence to Saginaw bay, provides for a channel 200 teet wide. In laying out the lines of the preposed channel it has appeared desirable in most localities, where navigation is obstructed by bars or shoals, to establish these lines so as to con- nect the deep water above and below each shoal as straight and direct as possible. In such cases some of the mill booms or store booms may be considered ebstructions in the prosecution of the project of improvement, even though they were located and built by their owners before new channel lines were projected by the government. “The Saginaw river isspanned by nine bridges. None of these can be considered as interfering with free and safe navigation, except, in a general sense, upon the hypothesis that all bridges are obstructions to some extent, and are built wherever the necessity for safe intercommunication be- tween two shores of a river is greater than the inconvenience or damage to the navi- gation of the stream. : | always built and extended their docks into} | the river as far as they needed the facilities | | for storing and shipping the products of “Paramount in Importance to the location} THE CLEVELAND CITY FORGE AND of river improvement fs the location and} parties owning mill property upon the shores of Saginaw river. Mill owners have | their mills, regardless of how far these structures might encroach upon the navi- gable channel of the river or interfere with present or future projects on the purt of the} United States fer the improvement of such\ channel. ‘‘Where mills are located on directly up- posite sides of the river notably in the cities of Saginaw, East Saginaw and Bay City, the building of lumber docks out into the river in this arbitrary manner has in many local ities narrowed up the navigable channel to an extent which is likely to, andin some cases does, interfere with the preparation and ex- ecution ofa general project for the permanent improvement of the river. The local author- ities of the above named cities have pre- scribed certain doek lines up to which lnm. ber docks may be built, but as these lines were not determined in conformity with avy government project, they cannot be adopted or considered of value by the United States. ‘*As the lumber business increases every season, and more facilities for storing and handling lumber are constantly required, and as the mill owners themselves are in- terested in all government improvements in aid of navigation, it seems appropriate that the United States engineers should be given jurisdiction over the location and con- structions of all docks built or proposed to be built on Saginaw river adjacent to the navigable channel, as well as over the loca- tion of booms and bridges. By means of such authority on the part of the United States the arbitrary encroachments on the river channel by docks and booms could in future be checked, while, on the other hand, many mill owners would be enabled to ex- tend their doeks so as to come up to an established dock line, which may be deter. mined in connection with the general im- provement of the rivers by the United States.” WE are indebted to the Duluth Herald for the estimate given below of the lumber shipments by lake for the coming season, and, added to what has gone before in these columns, will certainly assure vessel men of & prosperous season, and give them courage to bull the freight market: The Duluth Lumber Company have contracted to ship 30,000,000 feet of lumber to Chicago by lake, most of which is to find a west and southwestern market. It is supposed that the railroads west and southwest from Chicago will give sufficient rebate to pay. for the lake freight from the port of Duluth to the port of Chicago, thus depriv- ing the railroads leading southwest from St. Paul from getting this business with their high tariff. The lake freight from Duluth to Chicago will be about $1.75 per thousand feet. The shipments of lumber next year from this port will be very large. Last year 5,000,000 feet of lumber were shipped from Duluth to Saginaw and nearly a million bushels of wheat to Mi)waukee. This year the same will be done, only toa greater extent, and this year a good portion of our lumber is sold to Buffalo and Albauy parties, to be shipped by lake, commencing on the opening of navigation. Phe ship- ments by boat from Duluth to lower Jake ports will be greater this year than ever be- fore. The output of iron ere will increase 60 per cent., the wheat trade is growing and beside these the lumber shipments by lake will increase from nothing of a year ago to mammoth proportions. All this means a great addition to the boats already trading to Duluth. SCIENCE says that Lieutenant Dyer of the United States hydrographic office has com- piled from the ‘‘Monthly pilot charts” a hundred or more accounts by sailors of the use of oil to lessen the dangerous effects of ‘“combing”’ of heavy seas during gales of wind, The hydrographic office has se far only aimed to recerd the experiences of mariners as reported at that office, and has not taken any decided ground as to the mer- its of the controversy. The mass of evi- dence collected is sufficient, however, to warrant the careful testing of this claim of the effivacy of oil in stilling troubled waters and the government should at an early day detail some officer, and supply him with a| vessel, that proper experiments may be made. So far as the sailors’ yarns go, it appears that mineral oils are not so effective as vegetable or animal oils; and it is inter esting to note that their evidence has led some ot the insurance companies and steam- ship lines to insist upon the use of oil when occasion should require. \ IRON COMPANY. One of the busiest and most enterprising forges in the country is that conducted by the above named company, under the im mediate manpugement of Captain L. M. Coe, in Cleveland. The furnaces roar and flame proudly, as if they were aware of the honor of turning out on the immense cranes the glowing iron to be shaped into form upon which the wheels of commerce will revolve throughout the United States, on the mighty ocean and capricious lakes and rivers, on the rail and in the mills, It is worth re- cording that the principal eastern shipbuild- ers, those on the Delaware river,in New York state, and in New England, in fact the shipyards from Maine to Georgia have their heavy work done by the Cleveland city forge. The conipany has been twenty tbree years in business in this city, and in 1881 they began to build on the present site and com- menced work there the 3lst of July, 1882. In and around the buildings, wind many tracks to convey the iron, crude and manu- factured, from place to place, and piles of scrap and ingots are being actively made ready for the furnaces by hundreds of work- men. The ponderous hainmers return their heavy sound. as they fall upon the yielding iron shaft weighing hundreds of tons, and the huge lathes busily turn the product of the hammers to a finished article ready for its place on shipboard. When the firm commenced to build on the ground now occupied it was thought that they had calculated on due increase of busi- ness, but before the end of the third year they realized the mistake. In fact, a visit to the forge will convince one that the man- ager has carte blanche to provide for the workmen any too] that the requirements of trade demand, from the most ponderous fifteen ton hammer to the delicate automatic machine that cuts right and left thread on the turnbuckle, while conversation with the foremen who preside over the laber ef each department will show that the object of the company has been to place in charge of every department the best mechanics to be found in the United States, The original hammer shop was 820 by 80 feet, to which has been added 120 by 80 feet, and in which there are thirty-nine furnaces, ~ with twenty-two hammers, ranging from one-half ten to fifteen tons, which are served by upward of sixty cranes, with capacity of one-half te one hundred tons, and beside the other work, five hundred car axles can be turned out daily. : To accommodate the blacksmith shop it was thonght that 120 by 45 feet would be sufficient, but it has been found necessary to extend it 75 by 100 feet, which will be done at ence. : : The turnbuckle shop, 165 by 40 feet, has. also proved teo small for the business, and an addition has been erected, 99 by 45 feet, with a furtner addition to be made in the spring, 26 by 75 feet. This shop now con- tains three machines and one other building, © and has six furnaces. The work is all done by pressure in dies and the form and weld- ing are perfect. The link and pin shop is’ 812 by 65 feet, : ; The old machine shop, which was 105 by 80 feet, has been enlarged by the addition of a building 120 by 45 feet, and another structure, 105 by 60 feet, will be erected to” accommodate new plant soon toarrive. This __ addition will necessitate the removal of the — office. 7 In addition to the buildings detailed, there _ are twelve others, including store houses, _ pattern shops, tool houses, ete., ete., cover- ing hundreds of feet. are As has been said the rapidly growing busi-” ness of the forge has demanded the addition _ of the largest and most approved plant. — Among that which has been added during» the year is an upright fifteen ton hammer served by twe one hundred ton cranes which © are the largest in the country, and two fifty ton cranes. Each crane is worked by two engines beside a double engine to rotate — them. The furnaces are 22x11x9 ‘and there are two large boilers, In the machine shop. there is a new double head lathe, built in Scotland, 65 by 60 in the swing, and two 68 inch swing lathes, one with 26 and the inch stroke and one 30 ineh stroke, each In addition t large variety of smaller tools every department, bs le Every day huge shafts or ~ { 7 i ] i $