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Notes. ‘A Group of Caribs from the Lesser Antilles, descendants of the cannibal race discovered by Columbus on his second voyage, will be at the World’s Fair, engaged in making baskets and in other native industries. THE powerful wrecking tug Favorite of the Swain Wrecking Co., did good work last week in releasing the large propeller German from her stranded position on North Fox Island, 400 tons of ore were jettisoned before she was towed off.. The Canadian Pacific Steamship Company has agreed to make a rate of $10 a ton on World’s Fair exhibits from ports of China and Japan consigned to Vancouver, or $16 a ton through to Chicago. This is a reduction ranging from 33 to 65 per cent, Passenger rates are reduced about one-half, Tu Harvard-Yale boat race at New London is very effec- tively illustrated in Harper’s Weekly published June 29th. Besides views of the quarters und boat houses of Columbia, Harvard, and Yale, there are twenty portraits of members of the competing crews from photographs taken especially for this purpose. Onx of the novel exhibits in the marine section of the ‘Transportation Department at the World’s Fair, will be 200 pen engravings of American steam vessels, beginning with the Clermont and following down a typical series to the present day. The pictures will be sent by the New York Seaboard, a mariue paper, TERE is no longer any question of what style, class or make of lead pencils may be ordered for any and all purposes. The Joseph Dixon Crucible Co., Jersey City, N. J., carry the palm and others are simply “not in it’’ The American graphite skillfully directed covers more paper ina given time than all other lead pencil compositions combined. Tue classification of ships is amended in the U. 8S. Navy to read as follows: Ships of and above tive thou- sand tons displacement will be classed as first rates; those of and above, three thousand but below five thousand tons displacement as second rates; and all those of less than one thou- saud tons displacement as third rates. ‘Tum business of the Morris Machine Works, Baldwinsville, N. Y., of which W. F. Morris was sole owner, has been incor- porated under the laws of the State of New York, the old title being retained. The capital stock of $300,000 is full paid, thus giving the new organization ample means with which to prosecute its business. This, in connection with superior fa— cilities, should be sufficient assurance to their patrons that the new concern will fully maintain the reputation of the old. Mr. W. F. Morris is president of the stock company: The Secretary of the Treasury has awarded the contract for the construction of the U. 8. life saving station, author- ized to be erected upon the grounds of the World’s Colum- bian Exposition at Chicago, for $7,898. The station will be a part of the government’s exhibit at the Fair, It will be one of the most complete of its kind ever erected and will serve to illustrate in the best manner the organization and methods of the life-saying service. It will take the place of the present Chicago life saving station, the crew of wkich will be moved to the new station. Iv is understood that the negotiations are still in progress for the establishment at East Deering, Me., of a steel ship- yard for the construction of whaleback and other vessels. The company owning the McDougall whaleback patents is a close corporation with a capital of $4,000,000, and it is not under- s:ood that the company desires to sell any stock. It wants ex- emption from taxation for a term of years, a concession which Deering ought to be only too glad to grant. The Eastern Forge Co, would either be absorbed by this company or else tiken into, partnership. Negotiations have been pending off and on, since last November, but it has not. yet been learned that the desired result is any nearer now than it was then. Ow the modern steamer, according to Prof. J. H. Biles, of Glasgow, one man with all the latest appliances at command, can produce as much work as was possible for 150 men un the old-time vessels propelled by manual power. Further im- provement is still possible by the use of lighter machinery, boilers of the tubular type, and oil as fuel instead of coal, Even with such improvements, however, it would take a ves— sei 1,000 ft. long and 100 ft. wide, with engines of 100,000 to 120,000 indicated horse power to cross the Atlantic from Queenstown to New York in four days. But as the propelling power of steamers has been multiplied by six in the last fifteen years, engines of 30,0(0 horse power being now known, it is not unreasonable to assume that in the next fifteen years the maximum horse power will be quadrupled. Tur American Steel Barge Co., of Superior, Wis., recently wrote to the Treasury Department in regard to the free entry under section 8 of the tariff act of materials aud machinery for use in the construction cf vessels at Everett, Washington, where the company has established a large ship-yard. Assistant Sec- retury Spaulding has informed the company that rivets, iron or steel, cannot be admitted under the section in question; that the materials enumerated in that section can be admitted free whether they are to be used in the construction of the hull or of the engines and boilers, that the term “equipment’’ as used in that section is not understood to include donkey engines, pumps, windlasses, steam steerer and other machinery, but does not include anchors, chain cubles, boats, life saving nppasaals nautical instruments, signal lights and similar ar— ticles. THE MARINE RECORD. A WATER TUBE BOILER. The Roberta Safety Water Tube Boiler Co., of 18 Cort- landt street, New York, and Red Bank, N. J., are rapidly approaching their five hundredth boiler. They are now build- ing boilers of about 40 square feet of grate for ‘the Titusville Electric Light Co., and also for Ross & Sanford’s tug ‘‘Mar- garet J. Sanford”, aa well as a large boiler for a Pacific coast steamer owned at Portland, Oregon. They have also fur- nished a boiler of about the same size for Mr. Ed. Stokes’ steam yacht “Fra Diavolo” and a boiler with about 24 square feet of grate for a new fast steam yacht on Lake Champlain, owned by Kellogg & Averill. Rev. Aspinwall’s new steam launch Secret” has one of these boilers and is reported to develop about 20 miles an hour, and the duplicate boiler is in a new launch owned by ex-Mayor Howell, of Brooklyn, and he expects to develop similar speed. The new Roberts boiler in the ““Bo-Peep”’ will probably be tried this week aud the one in the Dock Department launch is giving the best of sat- isfaction, The owners of the steam yachts ‘Theresa’ and “Evelyn”? are reported to be exceedingly well pleased with the Roberts boilers in their yachts. They have 33 and 28 square teet of grate respectively. This Water Tube Boiler Company seem to’ bedoing a rushing business, haying sold over 150 boilers during the past season, according to the recorded sales which we have on hand. ——— NAVAL ARCHITECTURE IN AMERICA. A department of nayal architecture and marine engineer- ing has been established in connection with the Cornell Uni- versity, one of the chief seats of learning in the United States. Professor W. F. Durand, the principal of the school, is about to start on a tour to Europe, visiting the institutions for techni- cal education, and the great ship-yards, and returning in time for the opening of the uew college year. The principal is also to be professor of marine engineering, and there is an assistan professor of naval architecture. The indications are, that for next year, the number of students will be as Jarge as can be accommodated. The course of instruction covers three years, the first year being the regulur senior year of the academic course with special technical studies; in the second and third years the study is still more specialized, the instruction, will be complete and embrace the whole range of theory and practi- cal design in connection with naval architecture and marine engineering, rr me PORT DUES, The waster of the Canadian steamer St. Magnus brought up a fine point in the Duluth custom house on Friday after— noon when they called for clearance papers. Canadian ves- sels suiling inte American ports are taxed 3 cents a ton, a maximum of ‘ive different times annually, or 15 cents a ton in all for the season. The St. Magnus cleared for Duluth from Montreal and stopped at Detroit on her wa) up for slight re- pairs, Here she paid her first 3 cents a ton. When she called for clearance papers at Duluth it was a puzzler to the customs officers whether she should be called upon to pay another 3 cents, having originally cleared for Duluth. It could not be decided and Collector Johnson left the matter in abeyance until the secretary of the treasury could be communicated with although it would seem that the five payments only were necessary for the season and these might be paid either at Da- luth or elsewhere. e+ > + ee CANADIAN HARBOR IMPROVEMENTS. The appropriations for 1893, as reported to parliament, inelude the following items for rivers and harbors in Ontario: Trenton harbor, dredging, locality providing $2,000, $3,000; Belleville harbor works, the local authorities furnishing $2,- 000, $3,000: ‘Toronto harbor, works at eastern entrance, etc., the city of Toronto having contributed $100,000, $75,000 Owen Sound harbor, dredging, $15,000; Port Albert repairs to nurth pier and towards extension of piers and dredging, $8,000; Goderich harbor, dredging, $15,000; Rainy river, im- proyement to Long Sault rapids, additional amount required, $2,200; Rivtr Beaudette, improvement of river by cleaning out channel, $5,000; Port Rowan, wharf, $6,000; Midland harbor, dredging, $2,500; Penetanguishene, dredging, $2,500; Port Arthur, dredging, $5,000. The total amount for Ontario is $142,200. + ee THE TIOGA CASUALTY AGAIN, The Union Steamboat Company and the Genesee Oil Com- pany are soon to face the ultimate consequences of the disas- trous explosion in the steamer Tioga at Chicago two years ago. Seventeen actions have been brought in the supreme court by the service of summons on Joseph and William H. Bright, of the steamboat company, to recover damages for $5,000 in each of sixteen cases for the death of the plaintiff’s intestates and for $10,000 in one action for the plaintiff’s in- juries resulting from that explosion. The papers in the cases set forth the circumstances of the explosion of naphtha stored in the hold of the'Tioga, which, it is charged, had been shipped by the Brights as ‘oil’? contrary to law, and the steamboat company is charged with not having used proper care in ascertaining?the true nature of the same. TREATISE ON STRUCTURAL STRENGTH to) AND STEEL SHIPS, BY JOSEPH R, OLDHAM, N. A., CLEVELAND, 0, {Continued.] I baye endeavored to show that it is quite possible, and ey, practicable, to reduce the depth of our Lake steamers to onable dimensions, with a gain in dead-weight ability and a reduction in first cost, whilst at the same time retaining ample longitudinal strength and freeboard, it may now be venient to take a further step and describe what I co sider the most useful feature of my system. My ideal cargo steamer would be one with a hatchway extending over the full length and breadth of the freight hold, so that the yes- sel wouldjbejready for work, under any chutes or hoists, with- out time being lost in adjusting the centre of hatchwaysto — the land gear. But though this may be accomplished, it could not be done in a sea-going steamer of ordinary design, with, — out causing her to be very heavy, and probably somewhat — unfit to face a great storm, but 1 think it may be possible to approach this desiderata without difficulty or danger, and I — venture to submit, the aunexed priots as an illustration of an improved general cargo boat, under present conditions of sail- ing, loading and discharging. By the arrangement of topside girders, I may make my hatehway of almost unlimited length, but so as to keep down the weights of these girders, I have placed semi-box beums 24 feet apart, (a combination which gives a much strouger deck, and topside, than any ordinary steamer possesses) but this, and the possession of enormous hatchways, is not the sole advantage resulting from the adoptivn of these strong box girders, for as some of you may know, I have all along main- tained that our typical large lake steamer, is too high for any such drafts of water as obtain in a general lake trade. This is some times admitted by our shipbuilders and others, who say in extenuation, that they cannot well reduce the height or depth of their boats without weakening them, and this is gen- erally true, as ordinary steamers are at present constructed. Professor Mosely remarks on the condition of maxi- strength with minimum weight, that the strongest which can be given to a solid body, in the form- of which a given quantity of marerial is to be and to which the strain is to be applied under given circumstances, is that form which renders it equally liable to rupture at every point, So that when, by increasing the strain to its utmost limit, the solid is brought into that state bordering upon rupture at every point. Now, bearing this in mind, I have endeavored to so place a given amount of maierial in this design so that no one point may be more liable to rupture than another. Now, as I have shown you that there is in all beams or girders a neutral plane, and at the axis there is practically no weight of material required, to resist either a compressive ur a tentional longitudinal strain, and so if a steamer be looked upon for the moment, as a huge girder or beam (in one sense she may certainly be so considered whilst upright without material error) it should seem that we can afford to dispense with a great weight of material, that is now commonly to be found in the location of. the neutral suriace. The foregoing sketch may serve as an illustration of what mean: For at the point A there can be no stress when the girder is at work, and so in my vessel, I take many tons of metal away where it will not be required, as I construct her, and add a very few tons to give increased longitudinal vertical and longitudinal horizontal strength and stiffness. There aver that my steamer, whilst fully twenty per cent. lighter than our ordinary steel steamers, will be at least as strong, and that she will not cost within twenty per cent. as much money, As regards that bug-—bear of ‘not looking nice,’ I will be glad .o learn in what respect she is not ‘‘shipshape and Bris- tol fashion.”” Of course, I mean with the exception of the stack, but that is no part of my self-trimming arrapgement, and as to it, I may say that if you pay a lot of money for me- chanically forced draft, and still more money and time in keep- ing it up, you may eyen then derive a benefit, but be that as it may, if my stack will give me an equal induced air pressure, without any expenses for keep up, and about the same in first cost, I can easily afford to be laughed at for a time, on the ground of carrying a lofty mast up from the stokehold, but let me say that square suils have been hoisted up ou high smoke stacks, before the writer saw the light of this our day.” With reference to thin topsides, I have heard it maintained by no mean authority that the bottom, when strained, does no transmit such strain to the topsides, at least so severely as to cause rupture there, even when the bottom is so effected. — Now this may be true, but_it is only partially true, fo : though in cases of grounding the flat of the bottom may b locally compressed to destruction, and the topside remain un- injured, yet this is only the case when such pressure is dured, by the flat of the bottom, for when such is the case strength of the frames and floors are inadeyuate to trans such strains to the vertical sides, hence the topsides can but slightly stressed, ; But, as such conditions do not obtain in a seaway, n deep water, itshould follow that the results would then be ferent, and so they are, for I have seen many vessels, even | weak bottoms, show severe straining on their topsides mum form ation used,