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I OF TRON AND SHIPS, of the side and bottom liest iron ships was pro- ainst corrosion and ng influences as might ‘ior of the vessel. It seems dered at that time the r would take place on of the vessel below the d that it was sufficient on the \int the surface of the iron, ng upon the frames as high ‘n ot the bilges to forma rgo and keep it clear of But ship owners were ring that whatever might urability of the bottom and tear from corrosion jach more rapid rate on the the outside of the vessel. be particularly the case in 1, where the inner sur- ing and the rivet heads were inual wash to and fro ot every roll of the vessel. ch intensified when hard fragments of ballast and or other portions of cargo, into the limbers; and as roppings through holes in ‘by reason of inattention when were lifted, proved to be of nce, it became evident that ld be taken to provide tion to the inner surface than by two or three coats of paint. means which were adopted, nt of a thick layer of asphalt ime best calculated to meet the es of the case. But after a time fou that asphalt was not a stable j especially in the machinery fa vessel. With moderate rise of the asphalt became sufficiently un and when a vessel had much rise the protecting material would slowly he bilges and accumulate towards the ine, Even the increase in tempera- ‘ot such cargoes as grain or wool when wed in the hold would at times be suffi- t to soften the asphalt, and consequently pose a large area of the bottom plating, its rivets and butt straps, to the wasting yn of the bilge water and whatever hard ce might happen to be lying in the between the trames. Ultimatelys rying various materials, the shipping nity by common agreement pro- uneed Portland cement to be the most : - trustworthy substanee with which to protect the horizontal portions of the inner surface ’ ofan iron ship’s bottom. At the present day “scarcely any other covering than this is em- _ ployed, the only variation being in the pro- " portion of sand which is added to the cement ahd in the extent to which such substances as brick, broken tile, and coke are incor- - porated with the cement at places requiring a more than ordinary thickness of the protec- tive material. The internal structural arrangements in early iron ships were very simple, so that when the inner surface of the bottom and the frames below the bilges were well episiered with Portland cement, and the re- “mainder of the ironwork was thoroughly “painted, as much was done as appeared “necessary to avert wasting through cor- -rosion and attrition. Competition for car- goes was not so keen in those days, and -freights were suffieiently high to render ship- whers comparatively indifterent regarding ' the weight of cement carred in the bottoms of their ships. It was not at all unusual to r in cement between the floors toa height of 5 inches or 6 inches at the middle ine, and to pluce at least an inch of cement where it was thinnest at the bilges. An ad vantage was found in this, inasmuch asa ish surface was prepared level with the ‘holes in the floors, upon which the er in the limbers could flow freely to the ‘pumps, ‘Moreover, with such a great thick- f cement to be worn through before hips the skin plating, the presence of substances in the frame spaces became of ‘comparative indifference. It was the cement was thickly applied to this thaf recourse was sometimes had to : oki n bricks, tiles, and coke, to economize : regard to cost and weight. At the s of the vessel, iu particular, spaces tly accessible to be kept properly nted were, and still are, filled omerate of this kind. iterlor of the vessel, where exposed water or to water ballast, paint is of little use. Most shipowners have coated surfaces at these. parts with cement or, in other ad aay avery fluid n of Portland cement laid on with _ The same kind of coating has often the upper surface of inner plating, and with fairly good results. Ihe Marine Recond. Elsewhere within the vessel iron or steel work should be painted, the thoroughness of the painting and the number of coats ap- plied being of greater importance than the nature of the paint itself, which may be red lead, iron oxide, or white zinc, just as suits the taste of the person paying for it. Although cement wash has proved a tairly satisfactory protection to the iron or steel work at the parts already referred. to, yet recent experience tends to show that more advantageous results follow the use of Stock- holm tar and Portland cement. The surfaces coated must in all cases be free from oxida- tion and quite dry. If at all damp, the in* tended protection rapidly falls off. The sur- faces are first coated with Stockholm tar, and atoncesprinkled withdry cement powder un- til as much cement is applied as will stick to the tar. The tar and cement speedily amalga- mate and slowly set; when set, the protection is quite hard and wholly impermeable to water, The upper surfaces of inner bottoms may advantageously be covered with this pro- tection, more especially when under engines and boilers, Indeed, the wear and tear to inner bottom plating below machinery and boilers has been found to be so great that in all probability the placing of double bottoms at that part of the vessel will, to a large ex- tent, be avoided in the future. The wastingof double bottoms bas become a serious ques- tion with the owners of some lines of steam- ers and with the committee of Lloyd’s Regis. ter. Unless some means can be taken to check the corrosive action which is so de- structive at that part ot the vessel, it will be necessary to add considerably to the scant- ings in order to provide a sufficient margin for possible and probable deterioration, The Stockholm tar and Portland cement remedy appears so far to meet the necessities of the case, and it is to be hoped that further ex- perience will confirm present expectations regarding it. Uncovered iron and steel decks continue to waste at a rapid rate, despite all the at- tempts hitherto made to check corrosive action. Coal tar and black varnish seem only to make matters worse, and the let alone policy appears so far to be as good as any. Singularly enough, the more traffic there is on an iron deck, the less wear and tear is found to be. At the sides of large hatch ways, for instance, the corrosion is less than at parts of the deck where men seldom walk. It, is not difficult. to explain this phenomenon, As is well known, oxidation of iron progresses most rapidly in the presence of existing rust. The rust of copper prevents further corrosion, and only by the constant exfoliation on the surface is the bottom ofa copper sheathed ship kept clean. It that exfoliation is checked, the substance of the copper is preserved from wasting, but at the cost of a foul bottum. With iron the ease is different. Oxidation engenders further oxidation, and hence the necessity tor frequently scaling the surface of iron which is permitted to oxidize at all. The wear and tear of traffic near the hatchways wears away the scale of rust as it is formed, and consequently corrosion proceeds more slowly there than elsewhere on the iron deck. The constant falling of salt water on the deck is undoubtedly the cause of its rapid corrosion, and up to the present time no means appear to have been successful in keeping the water from acting on the surface of the iron. Probably, the Stockholm tar and Portland cement remedy would be as efficacious as any if it were hard enough to endure, but that is doubtful. Under present circumstances, the best course seems to be to scale the deck frequently, and so imitate at all parts of the eurface the action which nominally operates so advantageously at the sides of the hatchways.—The Engineer. THE TRANSFER BARGE CYCLONE, The American Elevator and Grain Trade says: Our readers have noticed in the patt two years occasional references to the pneu- matic transfer barge, Cyclone, and the work it is intended to perform. We can also state that our readers have probably noted ample reason given in our columns why just such a device is needed as a check upon the toll houses at Buffale and New York city. It was therefore with no little pleasure that we lately met with the inventor and builder of the Cyclone, Mr. Lyman Smith, Mr. Smith was formerly a resident of Kansas City, but of late his address has been the Cyclone. The barge was built at Cleve- land, and after being thoroughly tested was taken to Buffalo where it now is. It is 82 by 86 feet in size and has two engines, 16 by 24. The accompanying illustration gives a good idea of the barge’s general appearance, though faulty in details. “Tt has been demonstrated by actual test, said Mr. Smith, just what can be done by this principle. Iam ready to enter intoa contract to transfer 500 bushels of grain per eae 2b. ea St minute with a l5iuch pipe. With a pipe 20 | leading inches in diameter I will contract to trans- fer 1,000 bushels of grain per minute. This is not a paper estimate, but is based on the actual performance of the Cyclone.’ “Ts the barge open to visitors who might wish to investigate its work? That is exactly what I want. She is on exhibition at Buf- falo, and there is where her capabilities and the value of the pneumatic principle should be discussed. There is no argument that argues so well as performance; and that is the only argument that will appeal toa skeptieally inclined per-on accustomed to the enthusiasm of inventors. The Cyclone’s performance has been witnessed by such well known business men as O, B. Potter and F, B. Thurber of New York, and dozens of others, including men of the highest recog- nized mechanical ability; and, as you will observe from their letters, they all speak in emphatic terms of what they witnessed. Not only can the Cyclone lift grain, but she has lifted and transferred such substances as pig iron. In fact, one must witness an exbibition of this kind to fully realize the capabilities of this pneumatic principle.” “Does this pneumatic transfer injure the grain in any way?” “Decidedly not, Right here is where the misapprehension is likely to arise in the minds of those who do not see the principle in operation. We have lifted a 130 pound cannon ball through the pipe without its injuring the pipe Pig iron leaves no mark on it, even where it ascends the pipe at an angle of 45 degrees. In fact, the substances lifted do not touch the pipe.” Here Mr. Smith has explained the princi- ple, how the air acts as a cushion, and aleo why he has named uis idea the Cyclone; | for the principle operating in his. device is the same as causes the terrific storms whjch have popularly been termed cyclones. Only in his barge this terrible power is under perfect control. Jackson and Edison sub- dued the lightning to man’s service, and Mr. Smith has evidently done the same thing with the wind storm. Mr. Smith has obtained seventeen patents on his various pneumatic devices, and while not in the leas, a visionary, he is convinced that the people will recognize the value of his invention. He invites full investigation of the Cyclone, which has already been given it by business men and practical men of Cleveland, Buffalo and New York. RES EE PRESS aE OHIO’S SHIP BUILDING RANK, The Sacramento, Cal., Record Union com- ments at length upon the figures recently pub- lished in this paper, ‘'the Cleveland Leader,” showing that Cleveland alone built more ton- nage in the year 1887 than the whole state of Maine, and concludes its editorial as follows: The school boy if asked to turn over his geog- rapby and ascertain what are leading industries of Maine and Ohio respectively, will reply that Maine is n. ted for its ship building, but he will not find that credit is given to theinland state of Ohio fora ship building industry of much value. The truth is, that the importance of the commerce and marine service ot the great lakes is not really so generally understood away from the lakes as itshould be. Yet Ohio is by no means the leader of the lake states inship build- ing. Atleast three other states probably sur- pass her. Sut it will certainly bea revelation to most people to learn that the Buckeye State “takes the broom” from the Pine Tree State in the matter of building vessels for commerce, Our Pacific slope contemporary is justly im- pressed by the geveral greatness of lake vessel building and shipping interests of all kinds, butit errs in supposing that the magnificent figures of Cleveland shipyards can be beaten anywhere else on the chain of lapes, There is no other lake state which’ surpasses Ohio in ship building. Thd prospect’ve tonnage con- structed on the Cuyahoga alone in 1888 will ex- ceed that of all the five or six ports in Michi- gan at which vessels are built, and no other state save that one has any business to ¢ompare iteship building with Ohio’s. The time was when Buffalo and itseuburb, Tonawanda, just down the Niagara river, beat Cleveland and all Ohio, but they have long since been distanced, aud Wisconsiu has not yet become a serious ri- val of Ohiv. This state, which means Cleve- jJand, not only beats Maine, but also every other lake state in ship bu:lding. The above notice and many others which we have found during the past week reminds us very forcibly of the inhumanity of man. We were at great labor t - learn the facts in regard to the new tonnage, under contract on the lakes and do not deserve to have the prestige taken from us and given toa paper that was provided by the RECORD with the figures. We acknowledge that the marine editor of the Cleveland Leader gave us credit for ti.e compilation under ques- tion, but think that it could have been done in such away that the MagINE RvcorpD would have received due credit for it. In order to fa- vor the Leader, we gave it an advanced proof sheet of the table under discussion, Instead of giving the MARINE RECORD credit for it, the editor man of the Leader said the table would be printed in the MARINE RECORD to-morrow, leading its readers to think that we would copy it from the Leader, We desire to say right here that the table referred to of tonnage under con- tract, was prepared by the editor of the MARINE RECORD, thut it is correct and that it was given to the daily papers in strict confidence, hoping that they would give us due credit for it, Meteorological summary for the week ending January 25, 1888: Mean barometer ........- secs cece cece 30 31 Mean temperature Mean humidity... eee ce we Total precipitation............ Prevailing direction of wind . Max, temperature, highest............ cea Min temperature, lowest.......... 2-2. 1.5 W.H. Hammon, Sergt. Signal Corps,U. SA, [Around the Lakes Continued from 1st Page. ] SANDUSKY, Special to the Marine Record. Mr. a. Wehrle, Jr., has just returned from Detroit, where he has been, overlook- ing the repairs being made on the steamer Jay Cooke. He reports everything satisfac- tory. There is some talk of changing her name. Messrs, S. B. and F, A. Hubbard, of this city, have sold the barge Wend-the-Wave to Messrs. John Hollywood and John Hern, of Bay City, Mich. U. 8. Collector J. J. Finch has kindly furnished us the following statement show- ing business transacted in each of the cus- toms districts located on Lake Erie. It is taken from the report of the supervising special agent to the secretary of the treas- ury, for the fiscal year ending June 30, 1887: 0. : Ent’d| Value of Domestic. Buffalo, N. Y. Toledo, 0... 116) 7,780.33 Sandusky, O.. For the calendar year ending December 31, 1887, Sandusky had: Vessels entered, foreign, 606; domestic,1725. Vessels cleared, foreign, 585; No. of ves- sels entered, foreign merchandise,595. Value domestic, 1740. of domestic exports, $233,455. OSWEGO. Special to the Marine Record. The schooner Nassau; the last of ‘the old Mott fleet, of this port, has been sold to Mr. Hurley, the Detroit coal man; considera- tion, $7,000. Captain John Hurley, of this city, long in the employ ot M. J. Cummings as a vessel master, will command the propeller Empire, of Detroit. Captain Will‘am Griffin will command the steambarge Monteagle, of this port next season. Captain P. Griffin will command the steam- barge buiiding for Mr. M. J. Cummings at Detroit. The fine yacht Ella has been sold to Dr. Judson for $500. she will remain a mem- | ber of the Oswego fleet. N. B. Stone will replace the Ella by a new and fast yacht by the builder of the Ella, which will be a handsome addition to the Oswego fleet. The Ottawa and Montreal Forwarding Co, is building a steel side-wheel steam passen- ger boat, with beam engine. This boat is being built to run from Alexandria Bay to Kingston, Ottawa and Montreal and up the Sr. Lawrence to the place of starting. Her route will be the same as the Ella Ross, but will run the opposite way. Ti KINGSTON, C.G.5. The new boats of the Niagara Navigation Co,: The Cibola, a side wheeler, will be on the lake about the Ist of June, and will run to Niagara as a sister boat to the Chicora, The Mascassa, the new stecl boat being built in Glasgow, will run between Toronto and Hamilton, in place of the Southern Belle, which, after being refitted and strengthened, will run between Belleville and Rochester, A new propeller will be put on the Well- and canal route, in place of the Columbia, lost last year, Marks & Co., of Port Arthur, are having anew steamer built at Glasgow, for Lake Onturio trade. Mr. Alex Malloy, of Montreal, will act as generul agent in Toronto for the Richelieu company. The Doty Island ferry line talk of build- ing acouple of new double-ender boats in place of the Geneva, which has been sold to Kingston, and of the Imperial, which will probably be sold. The new boats will be built after the style of the New York east and north river boats. TOLEDO. Special to the Marine Record. Last week L. 8. Sullivan and Captain Jas. Woods, of this city, purchased the schooner ‘John Schutte, of Milwaukee parties for con, wide th has ease +50 ose lw. Total wind movement... ... wens 1509 AV, CIOUGIHOS: tau seceutcovelcess use 63 $6,000, her. On Monday, the 23d, B. Whittaker & Son, of Detroit, bonght the schooner S, V. R. Watson for $16,000. The Watson is now wintering at this port in theO.U. slip. She will make a fine addition to the Whittaker fleet. [t is rumored that the schooner Itaska will soon belong to the Toledo fleet. If we get some more snow the chances for a flood at this port will be very yood. Opinions as to the result of next season are very different among marine men at this port. Some predict dull times, others a gvod time but not as goad as last year. The city council have appropriated $9,000 for the purpose of defraying the expenses of 4 committee to be sent to Washington to work for the interest of Toledo’s straight channel. The committee will consist of Muyor Hamilton, D. B. Smith and ©, A. King. Toledo people believe that we should have a large appropriation, and with Con- gressman Romies aud this committee at work, we will undoubtedly getit. Par. OGDENSBURG, Thomas Marks, of Port Arthur, has been in Captain Woods will probably sail Ogdensburg making arrangements for transpor- + tation of his new steel boat from Montreal. The boat is being built im Glasgow, Scotland, and will be finished March ist, when it will be brought to Montreal, where it will be eut in halves. Bulkheads will be put in and it will be brought to Ogdensburg and put together at the shipyard. It is owned by Thus. Ma-ks & Co., of Port Arthur, and will run ou Lake Superior. The boat will be 253 feet long, 40 feet wide and — 23 feet depth of hold. cs —— oro ————_————__ P. H. FLemina, of the firm of Beet & Fleming, vessel agents, Chie: home Sunday from his jou ports that there is a large ore in the east; that the works have a $00.00) ot the pending strikes. done as to iron ore contracts for freights, the shutting down of the Pittsburgh mills hav- ing, in a measure, stopped the purch ot iron ore. Vessel men are, however, very confident that last year’s rates will be main- — Vecy little vessel Property has tained, changed hands at the various ports. Williamson Bros., engineers, general ma- chinists, and boiler makers, corner of Rich- mond and York streets, Philadelphia, Pa., have received, among others, during the month of December, from Cleveland alone, the following orders for their No. 117 patent band and steam steering engines: The Cleveland Shipbuilding Co., for the steamer Chisholm. Globe Iron Works Co., for steamer Specu- lar, for steamer V. H. Ketcham, tor new steamer for Johnson and others, for. new steamer for Rnedes & Moore, for steamer Aus’ralasia, an! for steamer Bulgaria to re- place a Manton steerer, FREE TO SCHOOL TEACHERS ONLY. A descriptive Atlas of the Great West with new, complete and geographically cor- rect colored maps of Wisconsin, Minnesota, Northern Illinois, Iowa, Missouri, Dakota, Nebraska and Eastern Kansas will be sent free to any school teacher sending ,his (or her) address to A, V. H. Carpenrer, General Passenger Agent, Chicago, Milwaukee & St. Paul Railway, Milwaukee, Wis. The reading mutter is new, more complete and satisfactory than that contained in any geography ever published, and the whole publication will be invaluable aid to the teacher and scholar. WANTED. O BUY, on easy terms, a schooner of 250 to 825 tons capaclty, on on from 8 to 9 feet draftof water. Or such a vessel or paras to sailonashare ot earn- ings, Address MARINE RECORD, Cleveland, 0. River Machine Co., (Successor to G. R, GAIL,) 777 River St., Cleveland, Ohio, Are prepared to Manufacture and do Gen- eral Repairing on Marine Engines and all other Machine Work. We have also a full of pulleys and shafting and are prepared to do all kinds of Stone quarry Work, TEARE, WIGHT & CO. American Oi] & Paint Co., PURE PAINTS AND OILS. Vessel Supplies at Lowest Wholesale Prices. Cor. St. Clair and River Sts., Cieveland, 0. Pure Deck Paints a Specialty. Cc. J- MACILL, VESSEL AGENT, Vessels Chartered, Bought and Sold, Lake Freights and River Tow Bills Col- lected and promptly remitted. 94 Board of Trude, Chicago, Ill.