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10 MARINE REVIEW. Cleveland Matters. Attorney S. H. Crowl is now located with Goulder & Lee. Newton Woodward, a tug engineer of many year’s service in Cleveland and Ashtabula, met death under a railway train at the latter place, Monday. The steamship E. C. Pope goes light to Gladstone for ore on her present trip and will undoubtedly bring down a large load, probably 3,200 to 3,300 gross tons. Capt. A. C. Chapman of the Menominee steamer Saxon has been transferred to the new steamer Roman and Capt. Stephan Lyons, formerly in the propeller New York, has been givencom- mand of the Saxon. In 1874 there were owned in the Cleveland customs district 469 vessels, as compared with 266 at present. But the total gross tonnage of these 469 boats was only 87,222.02, while that of the 266 boats is 209,876.43. The barges IL. W. Drake and American Giant, which have lain idle here all season, were seized by the United States mar- shal a few daysago. They were libeled under an attachment obtained by the Clark Dry Dock Company of Detroit for $990.14 against the L. W. Drake, and $1008.42 against the American Giant for dry dock charges and repairs. Mr. F. W. Wheeler said in Detroit a few days ago that he had a letter from Graham & Morton, for whom he built the steamer City of Chicago, now running on the Chicago & St. Joseph passenger route, saying that the boat since being length- ened carries 2,000 passengers and has shown a speed of twenty- one miles an hour. This should certainly be gratifying to the builders after their unfortunate experience with the boat. : Several vessels are finding employment in carrying ice to Cleveland from Lake Michigan. The Knickerbocker company is engaged in shipping about 10,000 tons from Harbor Springs, on the east shore of the lake, and Sibree & Overbeck of Sturgeon Bay have a dozen or more cargoes in storeatthat point that willbe shipped if a profit can be found in one cargo, moved a few days ago on the schooner J. A. Gilmore. It is not probable that the trade will be very heavy, however, as some Cleveland consumers claim they can get ice “‘on rail’ here at $2 50 a ton. The Mutual line steamer Corsica has just finished two trips from Ashtabula, one to Escanaba and the other to Ashland, the total time on both, including loading time at both Escanaba and Ashland, being 9 days, 17 hours and 20 minutes. The round trip between Ashtabula and Ashland, dock to dock, was made in 5 days, 14 hours and 30 minutes, and 7 hours and 20 minutes of this was spent in loading at Ashland, which is about double the ordinary loading time. ‘The Escanaba trip was make in 4 days, 2 hours and 50 minutes, 8 hours of which was spent in loading. On the Escanaba trip 2,607 gross tons of ore was brought down and on the Ashland trip 2,200 tons. A short time ago the steamer Queen of the West, owned in the office of Palmer & Co., ran into the Columbus street bridge, damaging the structure, killing one person and injuring two or three others. The master of the boat, Benjamin Chambers, had been given the proper signals by the bridge officials and was proceeding toward the bridge very cautiously when it was found that the clamp steadying the bridge on one of the abutments could not be removed. The signal for the boat to pass was hauled down and a danger signal run up but it was too late and the boat could not be stopped. ‘These facts were brought out in a police court trial and the vessel master was discharged without hesitation. Now the county coroner comes in with a verdict on the accident and in it negligence is charged to Capt Chambers. There is no thought of the court verdict being changed by any higher authority, but it is unfortunate that the owners of the boat may be subject to the annoyance and expense of further litigation on account of the coroner’s verdict. _ Navigation became an accomplished jact. a An Auxiliary Gas for Steam. The tug Edwin D. Hartly, having an 85-foot steel hull and a compound engine, was recently fitted with an aqua ammonia appliance at the shipyard of J. H, Dialogue, Philadelphia. The results were very satisfactory in the saving of fuel and in the power obtained. The device is used as an auxiliary aid and by closing two valves can be shut off, leaving the engine to use stedm only. ‘The generator or ammonia boiler is the important part of the machine In it the aqua ammonia is heated by steam from the steam boiler through a pipe connected with the heat- ing pipes inside the generator. From the top of this generator leads a pipe, which conveys the ammonia gas from the upper part of the generator into the high-pressure cylinder. This main pipe has a valve for shutting off the ammonia gas when desired. The steam gives part of the heat to the aqua ammonia in the generator and becomes condensed, and this condensed steam is then returned to the boiler through the hot water pipe. Ex- periments with the ammonia appliance in stationary engines show a saving of 50 per cent. in fuel. The Inland Marine Com- pany has been formed to equip boats with this apparatus and it is said that one of the new cruisers as well as an ocean liner will be supplied. William B. Reaney, M. H., Philadelphia, placed the plant in the tug mentioned. History, of Steam Navigation. 1787. Fitch raised $800, and in February began a boat of 60 tons, 45 feet long by 12 feet beam, with six oars or paddles on each side. The engine hada 12-inchcylinder.. In May 1787, a trial trip revealed some defects, which were corrected, and on August 27th of the same year a successful trial trip was made at Philadelphia. Patents were obtained in Pennsylvania, New York and Maryland. About the same time Fitch had a controversy with Rumsey concerning priority of the invention. - 1788-1790. Fitch built larger boats, which ran regularly in 1790 between Philedelphia and Burlington, making as high as Seven miles an hour. Siar 4 1791. Fitch received a Uuited States patent August 26th. -1793. Robert Fulton (born at Little Britian Lancaster County, Pa., 1765, died at New York 1815) proposed plans for steam vessels, both to the United States and the British govern- ments. In 1779 when only fourteen years of age, he experi- mented with paddle wheels turned by hand on the Conestoga river. In 1802, while in France, he made drawings and a model of a side-wheel steamboat. In 1803 he had a boat built by M. M. Molar, Bordel and Montgolfier, on the Seine, and it made 4- ¥ miles an hour on its trial, August 9. The water tube boil- er of this boat, known as Barlow’s boiler, is still preserved in the Conservatoire des Arts et Metiers, in Paris. In 1804 Fulton ordered from Boulton & Watt an engine from his own plans, 2 feet in diameter and 4-foot stroke. This engine was completed in 1806, and shipped to the United States, Fulton having pre- cade it. He immediately contracted for a hull in which to set it up. 1807. In 1807 the engine was fitted to the Clermont. the hull of which was 133 feet long, 18 feet wide and 9 feet deep, a far larger steam vessel than any hitherto constructed. In August 1807, it made a successful trip to Albany, 150 miles, in 32 hours, returning in 30 hours. Its success was such that it was soon afterward run as a regular passenger vessel between New York and Albany, and the era of steam navigation was at last begun. In 1808 two new steam vessels, the Car of Nep- tune and the Paragon, each of which were nearly double the size of the Clermont, was built by Fulton. The Spanish story of 1543 has been settled by Mr. Botsford who has shown that it had been investigated in aac ee and it was then proved that Blasco de Garay’s boat had been moved by men secreted in the hull. He also disposed of Sym- ington’s claim by showing that if an unsuccessful experimenter who abandoned his work in despair is entitled to be ranked with Fulton, then Symington must give place to John Fitch, who both antedated him and more nearly reached success. But the higher honors must be given to Fulton, as the inventor, the en. gineer and the successful business inan by -whose labors steam z wa rae _ There are 2,100 men now employed by the Cramrs 1 weekly pay roll averages $30,000. “a eae