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the mischief, and that frequently before settling down has done its share in forming a loop hole for the transference of the center of gravity, out- side of which the center of buoyancy cannot be induced to move, so as to avert disaster. Itis on this account chiefly that we draw attention to the proportionate dimensions of our steamers, and the average salt water cargo vessel. The most momentous feature of this is that the ratio of breadth to depth is 30 per cent. greater in our steamers than the ordinary tramp and so, though I could recommend assimilation of breadth to depth, I would strenuously protest against too great a reduction in breadth, especially in vessels intended for a miscellaneous trade, where the cargo may be loaded hurriedly and sometimes it may be carelessly. I must tell you, although it may be an unpopular remark, that we re- quire more powerful boilers and engines for a safe trans-Atlantic trade, as a low powered steamer, though perfectly safe during a head wind or beam sea, is not fitted to run before the heavy North Atlantic seas. In the year 1872 there were twenty-five British steamers lost at sea. They either foundered or were abandoned. Several were known to have cap- sized, and fourteen of these were built in the year 1871, so they were new vessels but notoriously weak and under-powered. Their average speed at sea was about 8 knots per hour, and on that account there is little doubt but that many of them pooped while running. I had to do with one such vessel as I refer to, and on her arrival in port after one voyage I found the chief engineer in a very delicate state of health. The captain told me that they had run for about three days but, as the gale and sea was in- creasing, he decided on the third to heave to, if it could be done, for she could run no longer and float. Fortunately for him and others she was safely rounded to and all on board agreed that this consummation was only effected by a liberal use of oil; I mean by throwing oil—intended for the bearings—onto the troubled waters. It was the last important act of this excellent chief engineer—an old and valued friend of mine. He died some two or three days after bringing the vessel into port. Intimately connected with increased speed is of course, augmented consumption of fuel. Though I believe in keeping down the coal bill as ardently as any one, I will here risk the assertion that the coal bill is by no means the chief item of expense, at least on short voyages, (and in any case a very low consumption may be purchased at too high a price.) Hither the total expense of the crew, port charges, or insurance may ex- ceed the cost of coal. However, I must limit this statement as applying to short voyages, of say two or three days duration. Take for instance a vessel burning 4o tons of coal per day. Fora 3 days’ voyage she will re- quire about 150 tons in her bunkers. This will shut out 150 tons of freight and at $1 per ton the owner loses $150. But suppose he sends the steamer on a 20 days’ yoyage. He would then shut out perhaps goo tons of freight and if his freight be worth $5.00 per ton the coal would cost him $4,500 of his freight. This may be an extreme example aud I have left the cost of the coal out of the question, so as to illustrate what I mean as briefly as possible. Our str ng and excellent wooden lake steamers are not well fitted for the salt water trade, for they are iron fastened instead of being tree-nailed and coppered. I may say with regard to the carrying power of tramp steamers that the Brunswick, 246 x 33 x 18 feet and 904 tons register, has carried over 2,200 tons total dead weight on a mean draft of water of 18 feet. She is built of iron and her equipped weight is 1,000 gross tons. She is not by any means a full vessel as we consider full, fur her coefficient of displace- ment is .75. Several of our steamers have a coefficient of .84. The Brunswick is not considered to be a large carrier, as this type of vessel is expected to carry two and a quarter times its net register tonnage in dead weight. She cost $88,000 complete. (To be continued.) Masters and Engineers. Appointments have been made for the twelve steamers and two schooners, controlled in the office of M. A.Hanna & Co ,Cleveland,and man- aged by Capt.Geo. P. McKay. These boats will all engage in the ore trade. Their combined carrying capacity per trip is 29,900 gross tons, registered tonnage 20,714 and insurance valuation $1,993,000. C. B. Calder is chief _ engineer of the Menominee line and Thomas Shehan chief of the Mutual line. The captains are as follows: Menominee Transit Company: Steamers—Norman, Capt. J. B. Watts, formerly in the propeller Havana; - Saxon, Capt. A. C. Chapman, last season in the Wilson line; German, Capt. A. G. Greenlee, last season in the Harper; Briton, Capt. M. W. Gotham, formerly in the employ of P. J. Ralph & Co., Detroit; Grecian, Capt. James Walsh, transferred from the Norman; Roman, not yet launched. Mutual TransportationCompany: Steamers—Cambria, Capt. John Dunn; Corsica, Capt. William Cumming; Corona, Capt. John B. Hall. There are no changes in this line from last year. Orient Trans- portation Company: Steamers—Sparta, Capt. William C. Goodsell; Havana, Capt. James’E. Miles, last season in the Sumatra; Vienna, Capt. Joseph W. Nicholson; Sumatra, Capt. William Russell, formerly in the barge B. L.. Pennington; Helena, Capt. Thomas A Green. Cleveland and Lakeside Transportation Company: frage, Capt. A. Green, Engineer De May. Steamer—Ossi- MARINE REVIEW. Work of the Ship Yards. Capt. John Duff, of the schooner C. B. Benson, is building a schooner at Port Clinton, to have a capacity of 16,000 bushels. Capt Duff built the Benson. Another schooner about the same size is also under way at Port Clinton. It is said at Superior that the American Steel Barge Com- pany will undoubtedly build a dry dock at that port some time in the future. The location selected is immediately east of the shipyard of the barge company. The steamer Pueblo was launched by the Milwaukee Ship- yard Company last Saturday. She is 238 feet long, 36 feet in beam, and 20% feet in depth, with capacity for about 1,900 tons freight. Her fore-and-aft compound engine was built by H. G. Trout, of Buffalo,and Davis Brothers of Milwaukee furnished the boilers. ‘The Pueblo is owned by the syndicate which built the Dénver, of which John B. Merrill is the head. The Trouble at the Sault Under Control. The leak in the cofferdam of the new lock pit at the Sault was not attended by resuls as serious as was expected when the break occurred a week ago. Gen. Poe was on the ground im- mediately and after a few days of hard work, the location of the leak—a quicksand pocket 8 feet deep, extending from the canal cribbing and passing under the clay—was ascertained and the wall and dam secured with piling that will permit of the pit be- ing pumped out. More Sales of Vessel Property at Detroit. Special Correspondence to the MARINE REVIEW. - Detroit, Micu., March 26.—Robert H. White and Capt. John Andrews of this city have bought the steambarge John E. Hall for $23,000. She was built by Samuel Hall at Manitowoc in 1889, classes A 1 and had a valuation last season Of $30,000. The new owners haye a contract for nearly the entire season to carry gypsum from Alabaster. Capt. Andrews will sail the Hail. Mr. White has sold the schooner David Stewart to John W. Squires of Marine City for $12,5co. Chas. L. Ortmann has sold the steambarge Salina and barges Shiawassee and Keepsake to J.C. Miller and others, of Marine City, for $13,coo. The north-east winds of the past few days have filled the St. Clair river with ice and also started a good deal of ice down Detroit river from Lake St. Clair. Unless it jams on the flats, navigation to Lake Huron cannot be long delayed. The mild weather now prevailing is rapidly demoralizing the ice in this vicinity. The Mackinaw steamers are all ready to start as soon as the coast is clear. Best Packing Made for Westinghouse Air Pumps. CENTRAL RAILROAD Co., OF N. J. , ; Communipaw Station, March 2, 1891. . On Jan. 7 we packed a Westinghouse air pump on engine 166 with the Manhattan packing; the packing in the steam end of the pump lasted until Jan. 24, andin the air end until Feb. 5. This same pump was packed on Feb. 5, with Tuck’s square packing, and had to be repacked on Feb. 14, and again on Feb, 18, _ On Jan. 7 we packed a Westinghouse air pump on engine 130 with Manhattan packing; the packing lasted in the steam end of the pump un- til Jan. 21, and in the air end until February 3. This same pump was packed on Feb. 3, with Tuck’s square packing, and had to be repacked on Feb. 8. and again on Feb. 13. On Jan. 9 we packed a Westinghouse air pump on engine ror. with Manhattan packing, which lasted until Jan. 22. On Jan. 12 we packed a Westinghouse air pump on engine 120 with Manhattan packing: the packing lasted in the steam end of the pump un- til Jan. 28, and in the air end until Feb. 12. On Jan. 12 we packed a Westinghouse air pump on engine 126 with Manhattan packing, the packing lasted until Jan. 28. On Jan. 14, we packed a Westinghouse air pump on engine 127 with Manhattan packing, which is still in use. ae __ On Jan. 20, we packed a Westinghouse air pump on engine “star” which is stillin use. CAVE WILLIAMS, ? : Master Mechanic. . The superintendent engineer of the Ocean Steamship Company, of Savannah, says: ‘We have been using the Manhattan packing on board the steamships of this line for the past ten years, with perfect satisfac- tion, and consider it the best fibrous packing in the market. | The steamer City of Monticello, of St. John, N. B., has re- placed san gir peau with a Providence steam pump rake windlass from the American Ship Windlass Company, Providence, R. I, : a nek fais ac + é o Are GR RES aa ne tn ih RE TR are an Ea : hee ay ud