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1 ors AUG 1 Cambridge Mass Watt, who did.moreto. Uy ¢ 3°83 ne) EVOTED: = yh o coir GS PS a } SALE RABY A VOL. V. NO. 88. CLEVELAND, O., AUGUST 16, 1883. ORIGIN AND DEVELOPMENT OF _ STEAM NAVIGATION. e From the Elevated Railway Journal. Rear Admiral George Henry Preble, of the retired listof the United States Navy, and one of its oldest ofticere, has written an interesting volume entitled “A _Chronologi- cal History of the Origin and Development of Steam Navigation.” The work begins with the first practical use of steam as .a motive power for vessels by Blasco de Garray, nt Barcelona, Spain, June 17, 1543, and shows the advancement of steam navigation to the present time, ‘The proposition of: De Gurray in 1543 appeared ridigulous, but he vas so convinced of its ultimate success that he influenced the Em- peror Charles V. tu appoint a commission to witness his experiments. They were, ina degree, successful, and De Garray was pro- moted to the rank of an officer and rewarded with a considerable sum from the treasury. In 1630 Charles I. ot England granted a patent to David Ramseye, “to make boate, ships, and barges to goagainst strong . wind and-tide,” While Dennis Papin, a French engineer, is claimed to have been the inven- tor of the steam engine in 1690, Jonathan Hulls, who jn 1736 obtained 1 patent for propelling » boat by steam, which, however, was never. put to practical experiment, was no doubt the tirst Englishman who proposed to apply that power.to naval purposes. James t mnke.navigation. by. steam a practichl success than any inventor who preceded him, obtained his first patent for a steain engine in 1769. The general idea of propelling vessels by a submerged helix or screw {a ancient, and its modern applica- tion to vessels propelled by steam power, Admiral Preble shows, is not due to any one man. A vessel built: by Erricsson was probably the first practical screw propeller the world ever saw. The succcessful application of steam to the purposes of ocean navigation has brought with it an era of improvement in naval architecture and all other matters relating to nautical affairs. In the year 1810 arrangeinents were made ‘with Robers Fulton to construct a stvuam ferry boat, and on July 2, 1812, one named the Jersey began running between Paulus Hook, Jersey City, and New York. ‘The event was celebrated with a grand banquet given by Jerseymen to the New York Com- mon Council. ‘The boat was supposed to make half hourly trips, but frequently an hour was consumed in making the passage. Near the close of 1814 Fulton exhibited to the President of the United States a drawing of a proposed war steamer or floating bat- tery. ‘he project was favorably received, and on June 20, 1814, the keel of Demologos or Fulton the First was laid at Brown’s shipyard in New York. She was launched on October 29, 1814. After the war she was used as a receiving ship at ‘the Brooklyn Navy Yard until June 4, 1829, when she was accidentally or purposely blown up. Coming down to the construction of the American steamship Savannah, the «first ocean vessel propelled by steam, and which made the passage from New York to Liver- pool in twenty-six days in 1819, the author declares that Mr. Woodcroft was grossly 1n error when he pronounced her, in his work on “Steam Navigation,” a myth. She was built at Corlaers Hook, New York, and was of 318 tons burden. ‘The first steamboats to ascend the Missouri, Admiral Preble says, were three little government. boats, in 1819, one of which carried the figurehead of a serpent at her prow, and through the rep- tile’s mouth the steam was discharged. When the savages saw this they fled in alarm, fancying the spirit of evil was com- ing bodily to devour them. In the same year the first steam vessel, the Robert Ful- ton, was put on the route between New York, Charleston, Havana and New Orleans. She was afterward sold to the Brazilian Govern- ment, and was running as Jate as 1838. On July 12, 1822, the Rhode Island and New York Steamboat Company was formed, and this was the beginning of the Long Island Sound traffic. The first ironclad battery was first con- ceived by Robert L. Stephens, of Hoboken, in 1832, It was to be an iron armed ship, 250 feet in length, ‘Che keel was laid at the foot of Fourth street, Hoboken, in 1843. At odd periods new improvements were de- signed, and upon his death Mr. E. A. Stephens left $1,000,000 to complete the ves- sel, directing that it should then be given to the Stute of New Jersey. ‘Ihe million was expended, suits were brought by the heirs, and at last, in 1880, the unfinished war ves- sel was sold.as old material to W. E. Laim- beer for $55,000. Admiral Preble accords to John Ericsson the credit of inventing the first practical serew steamer in 1836, and the famous Monitor. Captain Ericsson also had the honor ot designing the Princetown, the first screw war vessel ever constructed, al- though Fulton the Second was the pioneer steam wir vessel of our present naval or- ganization, und the second war vessel built by the United States. Experience having shown thot a sea steamer of 1,800 tons, making the quickest passages to and from England and Australia, with a full cargo and complement of passen- gers, lost by the voyage from £1,000 to £10,- 000, did not deter the Eastern Steam Navi- gation Company, with 2 capital of £1,200,- ; 000, from building the Great Eastern, a ves- sel quite overshadowing Nonh’s Ark. ‘The Grent Eastern was 680 feet in Jength, 83 feet beam, 58 feet depth of hold, and 28,093 tons measurement. Noah’s Ark was 547 feet in see 91 feet-beam, 54 teet depth of hold, ‘and 21,762 tong measurement. ‘The Great New York.” Eastern was eleven days making the trip.to. CANADIAN STEAMER CONDEMNED. The Canadian propellers Europe and Lake Michigan are the last inspected in Chicago by the special inspectors. ‘'he Europe is 450 tons. She passed the examination and is granted a certificate which allows her to carry sixty passengers. Shecomplies with the regulations in every particular—so far as any Canadian steamer can comply. In making the tonnage allowances on these Canadian craft the inspectors encounter great difficulty, a3 their papers show neither the gress nor the net tonnage. ‘l’o make the allowance properly they ought to be reimeas- ured; but rather than wait for this to be done the masters waive their right to ton- nage deductions. Since the new American law has been talked of in the press—and since the new Canadian inspection law— these propellers are pretty well equipped for life-saving, and the changes ordered by the special inspectors are not at all extensive. Steam pipes into the hold, so that fire may be extinguished by steam, is the most im- portant change ordered. ‘I'he Europe is al- lowed to carry sixty pounds of steam. ‘With the Lake Michigan the inspectors were not satisfied at all. She is not equipped for life-saving, and they refused her a cer- tificate to carry passengers at all. This docs not interfere, of course, with her carrying freight, and she left here for Milwaukee to load grain tor below. Ifher owners see fit to properly equip her, she can resume the passenger traffic ut any time. The Lake Michigan is a good, staunch propeller. She was built at St. Catharines by Simpson in 1872, measures 401 tons, rates A2 (a good rating) in the Inland Lloyds, and is valued at $25,000. She is owned by the L. and R. 5. S. Company, of Hamilton. ‘There is no ob- jection at all to her as a freight carrier, but she is not properly equipped for life-saving and is therefore refused a certificate to carry passengers. THE LIGHTHOUSE BOARD, The Lighthouse Board has received the report of the engineering operations in the Eleventh Lighthouse District for the fls- cal year ended June 30, 1883. ‘These dis- tricts include all the aids to navigation on the northern and northwestern lakes above Grassy island light station, Detroit, embrac- ing Lakes St. Clair, Huron, Michigan, ad Superior, and the straits connecting them. A statement is given of the condition of the stations in this district, together with a detailed statement of repairs and alterations made the past year and such as are proposed the present year. The report, in describing the condition of the lighthouse at Chicago, says the superstructure of crib work sur- rounding the site is badly decayed and will 22.uU PER ANNUM Sincie CopiKs 5 CENTF. need repairs soon, but it is thought best to defer these repairs until some definite per- manent system tor lighting is decided upon. No repairs were made to the atation at the Chicago breakwater north, and only a few trifling repairs to the southern breakwater. The tower at Poverty Island, Mich., is badly cracked as the result of faulty con- struction. ‘The station on Sherwood Point, Wis., will be finished in the fall. The principal recommendations in the re- port are as follows: That the tower at Fort Gratiot, Mich., be replaced by a new one, to coat’ ubont $25,- 000; that a coast light be built between Fort Gratidt «and Sand Beach, Lake Huro-, ata cost of $40,000; that the tower at ‘Thunder Bay Island, Mich., be replaced by a new one to cost $25,000; that the crib work around the tower at Spectacle Reef, Mich., be rebuilt, at a cost of $20,000; that a lightbe placed on the isolated crib on the continuation of the west pier at Cheboygan, Mich., at a cost of $6,000; that a light station be established near Mackinac, Mich., to coat about $15,000; that the stition at Point Betsey, Mich., be rebuilt, nud the height of the loval plane be incrensed to 100 feet at ua cost of $10,000; that the station atthe Milwaukee pier Head light be rebuilt at a cost of $8.000; thita new site‘be selected and a new tower built t Milwaukee, North Point, Wis., at a cos: %, $20,000 a that. $10.00) be uppropriated ‘tor moving the pier-head lights, and that.steam fog signals be erected at the following named stations: Mackinac, McGulpin’s Point, | Little ‘Traverse Bay, Point Betsey, Grande Point, Au Sable. ‘I'wity River Point, and Po- tawatomie, Lake Michigan, and Grand Is- land, Portage Lake, Ship Canal, and Rasp- berry Island, Lake Superior. THE IRON INTERESY. From the Inter Ocean. A dispatch to the Inter Ocean from Pitts- burg under date of August 11th says the pig iron business is.fairly active, the demand is still increasing, and brokers report that there is now but little difficulty in effecting sales, and while the spirit of the market in- dicates_ firmness, prices as compared with those of a week ago remain unchanged. Mill-owners having light stocks are disposed to buy, and for standard brands there is no difficulty in obtaining full prices. Some furnaces are impressed with the belief that prices are destined to rule still higher with- in the next few weeks, ind for the present they are virtually out of the market, refus- ing to sell at current rates. Foundry trons continue dull, many of the foundries being idle, but prices, especially for mill brands, are firmer. ‘There hag been a fair business in Bessemer iron this week and prices are quoted steady at $21 cash to $21.50 four months. Charcoal iron is reported dull, consumers generally being pretty well sup- plied; no aggregate sales of bituminous. Joa! and coke iron made from lake ore dur- ing the week were 4,060 tons, and of coke iron from native ore, 1,504 tons, In manu- factured iron there is an increasing business. Orders are coming forward more freely, the mills are nearly all in operation again, and some of them have about all they can do. Your correspondent refers particularly to those making a specialty of structural and bridge iron. ‘The outlook is favorabl: for a good, substantial fall trade, although of course, competition will prevent much of au improvement in prices, which are quoted on a basis of 1.90 to 2 cents for bar, that is for assorted orders, with the usual discount of 2 per cent for cash. Of muck bar there have been some recent sales at secret prices, but quotations are $34 to $34.50 cash at the mill. For nails prices remain unchanged at $3 sixty days, 2 per cent off for cash. At the regular monthly meeting of the Western Nail Association on Wednesday it was agreed to start the factories up again on next Monday for one month, - In wrought iron pipe there is a fair busi- negg, but no improvement in prices, which to manufacturers are very unsatistactory. There ts about as much difference in the quality of old rails as in that of pig iron. Hence some brands command more money than others, Steel rails are well supplied with orders for the present, but complain of the outlook for late fall and winter delivery. Prices for near by delivery are still quoted at $38 to $39 cash at the mill. $= __. The development of journalism isa feature of modern progress frequently commented upon; and fully keeps pace with the im-- provements m other fields which are con- stantly taking place, In no other depart~ ment has a greater advance occurred than in journa’s devoted to trate in its various- branches and to the discussion of subjeets- appertaining to mercantile experienge. Journals of this character are now published! in every important business center both im this country and Europe, and their influ- ence tn the lines of trade to which they are devoted is undisputed. ‘That newspapers of this class are supported and encouraged by the most successful merchants in all payts oF the country isa fact which fully proves their value. Notwithstanding this, we now and then encounter traders who affect to believe that a paper which paye especial at- tention to their interest aud constantly im- parts information calculated to benefit them pecuniarily ig of small valve. ‘This class is largely made up of those who ‘have no time tu rend the papers,’ as they express it, or who, to usea slang phrase, ‘know it all.” We have found in the course of a somewhet prolonged: mereantdle experience that. the most) cagacions and. siecesrful traders are those who are most eager inthe quest for information, no matter from what quarter it mnay come, which is calculated even in the slightest degree to add to the profits of their business. With such merchants the perusab ofa journal devote to their interests is a duty which is never “neglected; time thus- spent is never considered wasted, and they, are frequently contributors to its columns. In addition tothose we have mentioned who cannot afford the leisure to read a newspaper, are others even less enterprising who be- grudge the trifling expense for snbseription. Not a few of this class spend daily for pur- poses which are of no benefit whatever, more than enough to pay the cost of a 1elia- ble journal for a twelvemonth, In this they might often find in the course of that period information which if availed of would bring a direct gain in dollars and cents far exceed- ing the cost to them of obtaining it. oo The new postal notes for the transmission: of money in sums under five dollars are now being prepared, but they will not be ready for delivery until about the first of Septem- ber next. ‘The notes are in shape nearly like bank notes. ‘They are printed in a blank. form, spaces being left for the names ot the postoflice from which they are sent and at which they are paid. On the right hand side of euch of the notes are three columns of figures, one for the dollars, containing the figures from one to four, the second for the dimes from one to nine, and the third for the cents from oneto nine. ‘The postmaster who sella one of these notes will punch the fig- ures indicating the amount for which the note will be received. For instance, if a note for $3.52 is wanted, the figures 3 in the dollars column, 5 in the dimes column and 2 in the cents column will be punched out. All counterfeiting or “raising” is thas pre- vented. ‘The notes may be bought of any value from one cent to $499. A charpe of. 3 cents will be made in addition to the face value of the note. The great advantage possessed by postal notes over noney orders is that the tormer ave transferable, so that it will not be necessary for those who receive them to go in person for the money. They may beusedin payment of goods or tor other purposes, but must be presented with- in afew months, or their collection will be more difficult. — For improving the harbor at Duluth $270,- 651 had been expended prior to January 18, 1881. Since that time $79,000 has been ex- pended. It. is believed, from past experi- ences, that it will be neceesary to do a large amount ot dredging each year. For dredg- ing at Superior, Wis., $44,461 was available during the year, $21,132 of which was ex- pended. ‘The estimated amount to complete the project is $262,000, of which $110,00® can be used the next year,