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6 MARINE REVIEW. ep inti ninenesnnntinetensscannetanntinieiinininnenenenientnnt te The Passenger Steamer Pilgrim. The Pilgrim, built and owned by Sloan, Cowles & Sloan, is a spendid passenger boat. chiefly because she stands up with a crowd and does not list. She is 125 feet long, 26 feet in beam, and is allowed 800 passengers. Her engine, fore and aft com- pound, built by Sutton Brothers, is 15 and 30 by 18 inches stroke and her boiler 12 feet by 7 feet 8 inches. She runs about 11 miles an hour, and can be crowded about 2 miles more. She is quite popular, because she has so much deck room. ana “el ae zm Pi The Fisher Electric Company placed the electric equip- ment on the Pilgrim and it is said to be one of the most compact lighting plants on any lake steamer. The engine and dynamo are mounted on a sub-base, the armature and engine shaft being in one continuous piece. The engine and dynamo run ata speed of 375 revolutions per minute, developing an e. m. f. of 110 volts that will sustain 100 16 c. p. lamps. This system of lighting is recommended and preferred where purchasers are willing to “pay the additional cost. It is more compact, it runs at a slow rate of speed and there is absolutely nothing for the engineer to do but to keep the oil cups filled. The boat is brilliantly lighted by 80 incandescent lamps, controlled from the engine room by a six-circuit standard switch-board, the switches being mounted on marble bases together with the calibrating instruments and are. equipped with safety devices. The driving engine is manufactured _ by the John T. Noye Manufacturing Company, of Buffalo. Across in a Dory. Capt. J. W. Lawlor, of Chelsea, Mass., who sailed from Boston on the afternoon of June 21 in his little 14-foot boat, the Sea Serpent, arrived in safety at Coverach, near Lizard point, in the English channel,August 5. He had some thrilling adventures. A big shark alongside tried to gnaw the bow of his boat off. Lawlor wrapped up some rockets in a paper, lit the fuse and threw the parcel overboard. The shark grabbed it just in time and it blew his head open. His boat capsized twice. Once he had to jump on her keel to right her and had it not been for the rope which he kept constantly fastened around his body, he could never have got on board again. Capt. W. A. Andrews, who sailed from Boston in the Mermaid, a boat similar to the Sea Serpent, at the same time, was last spoken on July 27 on the banks of Newfoundland.—Marine Journal. Similar to the Virginia. The Fairfield Shipbuilding and Engineering Company has recently completed a twin-screw passenger steamer for service be- tween Barrow and Liverpool and the Isle of Man, that is very like the Virginia, now in service between Chicago and Milwau- kee. The dimensions of the Tynwald are 265 feet long, 34% feet beam and 24% feet deep, the gross tonnage being 946 tons. Her engines are 22, 36 and 57 inches by 36 inches and she has two boilers 16 by 18 feet. The support of propeller shafts is different from that in the Virginia. Instead ot the A frame form- ing part of the same forging as the stern frame, there are sup- porting arms of steel plates riveted together, It is claimed to be cheaper than the other method. The steam pipes in the Tyn- wald are of lap-welded iron instead of copper, the latter being liable to breakage under high pressure. On a measured mile the Tynwald made 19.16 knots and on her regular run she makes between 18 and 19 knots. Oil in Boilers. A Buffalo correspondent writing the Engineer of New York re- garding the accident a short time ago to the boilers of the whale- back steamer A. D. Thomson, says it is a pity that the engineer of the boat was not advised sooner of the danger of oil in the boilers. “Tt would have saved trouble and expense on two.as good boil- ers. as could be made”, he adds. , ‘‘ The furnaces on this vessel dropping on the first trip, the boilers were tested with 240 pounds pressure,and were allowed to work at 160 pounds on the trip from Duluth to Buffalo. All four furnaces dropped one with 140 pounds on, and the other with 125 pounds. When these boilers were tested, they were highly commended by the inspectors and engineers that saw them tested. ‘The furnace dropped before the vessel got to the Sault, and from there they carried only 40 pounds. When the vessel arrived here, the foreman, or proprietor, of the boiler shop was sent for. Before the foreman got down they had one boiler blown off. The other had 4o pounds on; he waited for some time, but the steam getting lower, he (the foreman) advised to blow it off at 40 pounds; this was done, and when all pressure was off, the bottom manhead was taken out, and at the very least, twelve gallons of oil ran out with the water. As luck would have it, the foreman had the inspectors with him and they saw what a plight the boilers were in. The chief engineer contended that oil was not the cause of the fur- nace coming down, but poor material. Now, the furnaces were made of steel % inch thick, 45” outside diameter and 24” between rings, and it was the second and third courses that went down, on or near the quarter; not on top, mind you, but near the quarter of the circumference. One chief engineer of a line of boats that runs from here said the sheets were laminated, and one of the pockets was cut out; of course it showed no sign of lamination, and could not, as the steel was the best ingot steel made”. “When I went downto look’at these furnaces the sides from the pockets down on the furnace flues, and under side of tubes, were covered with oil. The engineer, or chief as’ he is called, said to the government inspector, when the inspector told him of there being to his knowledge ten gallons of oil in the boilers, that they only used six gallons of oil on the the trip down, but he did not take into account all the oil that was used while trying the engine, and as the manheads, to the best of my belief, had never been taken off since the boilers left the shop, I don’t think he or any one else could swear to what amount of oil went in the boiler through the condenser, as that must have been the way it got in. It is surprising how many will advocate the use of oil to keep the scale off the tubes, fire boxes and other parts of boilers, when, if they would but give one thought to it, they would see the detriment to the life of the boiler. It is well known that oil is lighter than water (till it gets loaded), and will float to the top; but as soon as the water commences to throw up sediment the oil will catch it; then the oil is the heaviest, and in falling will affix itself to whatever it strikes, and all greasy substance will keep water away fromheated surfaces. This is the cause of bul- ges on crown and sides of fire-boxes, and of the burning of the same, or as some would call it over heating.” Roberts Boilers. The Roberts Safety Water Tube Boiler Company, No. 18 Cortlandt Street, New York, and Red Bank, New Jersey, report a very favorable season. They have sold seventy-one of their boilers this season, so far, with more orders coming in, and all the boilers are giving thorough satisfaction. ‘Three hundred and forty-one of these boilers have been sold altogether, and the works now cover over 12,000 square feet of ground, and contain many expensive and special tools for building the boilers, which are all made of special material manufactured for this purpose only. ‘They report four or five boilers still remaining in stock as a result of change in dimensions by some of their customers. . Parties requiring a good boiler, all ready for immediately delivery, would do well to communicate with them. Th i ith them, ey are highl approved by the United States steamboat inspector. 2 8 Ad