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REVIEW. V6L; Ti. CLEVELAND, OHIO; THURSDAY, MAY. 28. 1891. No. 22. Rudders of Lake and Sea-Going Vessels. It is strange that shipbuilders and owners on the coast still hold to the pintle or ship rudder, instead of adapting the balarice rudder now so generally in use on the lakes. Capt. Henry, whose early experience in navigation was gained on salt water required these rudders on the big steel boats recently built for his company but there are few other lake steamers that have them. It is, of course, admitted that the balance rudder can be handled more’readily than the sea-going rudder, fitted closely and strapped to the rudder post. “The only reason I can give for this difference between the rudders used on lake steamers and those of the coast,” said ‘a prominent Cleveland builder, “is our advancement in this matter, gained by experience in shallow and narrow places. Spring one of these pintle rudders a‘sixteenth of an inch out of the way and they are locked. It is ‘not so with our rudders, however, as the weight of the rudder is on the deck fastening and a vessel will steer with the pintle removed from the shoe. The William Chisholm ran a whole season with her rudder entirely removed from the shoe and it was not noticed un- til she went to the shipyard for other repairs. The rudder was found to be a little out of line and an examination showed that it was not fastened at all at the bottom.” The Atlantic coast light-house tenders Lilac and Columbine, building at the yard of the Globe Iron Works Company, will have the sea-going style of rudder, but it is probable that the Amar- ranth, the light-house supply boat which the Cleveland Ship Building Company is about to build for service in the lake dis- tricts over which Col. William Ludlow has supervision, will have the balance rudder used on the lakes. ‘The boats being built by the Globe company for the Atlantic will have a water bottom all around and a cofferdam above the water bottom. ‘They will also have surface condensers, circulating pumps, etc. Business Crowded to the Latter End of the Season. Now that the iron ore companies have sold a large portion of their product for the present season and the idle furnaces are going into blast, there is. assurance of a far more active lake trade than was expected a short time ago. The strixe of ore handlers at Lake Erie ports is alone in the way of a fair move- ment in ore, but this difficulty will in all probability be settled in a few days. The labor troubles have been the cause of shortening a season of navigation that would have been strained by ore be- ing brought down in advance of a market for it, and June 1 is at hand with scarcely two dozen cargoes of ore unloaded at lower Lake Erie docks. Full two months of navigation have been lost and it is the general opinion that freights for the latter half of the season must improve, notwithstanding the present depres- sion. Such a result will surely attend a late movement 1n grain if crops prove plentiful. The coal trade will contribute more than its share to this improvement, as evidenced by the early de- mand for tonnage at fair rates. At all upper lake ports supplies of both hard and soft coal are ‘still short on account of the late Opening, and shipments will surpass all previous seasons if down bound cargoes can be found at only reasonable figures. In the Pittsburgh district the output of bituminous coal is un- usually heavy, and the lake shippers, who have fixed prices a the figures of a year ago, $2.25 for three-quarter inch and $2.35 for inch and a half screen, free aboard vessels, shipments if the vessels were to be had. would increase In addition to this delay of two months in the opening, there are other features in the general trade that will tend to crowd all business into the latter part of the season. The refusal of engineers to accept lower wages has been overcome by the vessel owners but there is still prospect of more delay at the ore ship- ping ports, if an attempt is made to carry outa reduction in charges for trimming as proposed. Suchvessels as have already loaded have paid last year’s charges for trimming and the labor- ers will resist any reduction, but there is still a disposition to re- duce this cost when other matters are out of the way. ‘The greatest delay, however, that should not be lost sight -of, is the disposition on the part of the vessel owners to take matters easy when freights are low. Unlike the merchant, the vessel owner does not seek to increase business on low margins. Boats have been allowed to remain at the dock several days after being ready to go into commission, in order to save insurance, and there will be no rush for night or Sunday work. ‘Theseincidental de- lays amounting to a trip for every craft will cut an important figure in the season’s business,as it can hardly be said that all of the idleness has been discounted by the depression in trade: Big Coal Cargoes. ee a Two steel boats built by the Cleveland Ship Building Com- pany and a third built by the Detroit Dry Dock Company took out big cargoes of coal during the past week. The W..H. Gilcher, of Cleveland, took 2,984 tons, or 3,200 tons including fuel, to Milwaukee, drawing even 15 feet. The Western Reserye, also of Cleveland, is now at the head of Lake Superior with 2,600 tons of cargo, and the E. C. Pope is on the way up with 2,904 tons. The two latter boats were compelled to take light cargoes, on account of the low draft through the Sault canal. The Pope, which will undoubtedly prove the largest carrier on the lakes, had about 3,000 tons including fuel and was drawing but 13 feet g inches forward and 14 feet 1 inch aft,or a mean draft of 13 feet and 11 inches. Mr. H. M. Hanna’s Steel Steam Yacht. The Globe Iron Works Company has finally finished plans for the steel steam yacht to be built for Mr. H. M. Hanna, presi- dent of the company. When the keel for this yacht is laid the two metal yards in Cleveland will have under construction two of the finest and most expensive yachts in the country, the Cleveland Ship Building Company having work already well advanced on the boat for Mr. J. H. Wade, Jr. Mr. Hanna’s yacht, although costing about $100,000, will not bea flyer, the plans calling for a boat with plenty of room, elegance and comfort. She will be 185 feet over all, 25 feet beam and 14 feet deep, and her triple expansion engines will have cylinders 14, 23 and 36 inches by 24 inches stroke, with a boiler 12 feet in diameter and 9 feet long She will carry sail, having two spars with square rig forward. Side Lights on Schooners and Tow Barges. There is an increasing demand on the lakes for a law regu- lating the location of side lights on schooners and tow barges, on account of the danger and collision through the prevailing practice on sailing vessels of placing the lights on all parts of the sides. On some vessels these lights are placed on the vessel’s bow, while on others they may be found on the forward, main or mizzen rigging, and in not a few cases on the quarter aft. This matter is regulated on steam vessels and it is highly important that sail vessels should be made to adopt a uniform method also, cp, ean peo gt ae i en = it tt