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4 THE MARINE RECORD. @he Marine Record. ESTABLISHED IN 1878, Entered according to the laws of the United States at the Post Office at Cleveland as second-class matter. Published weekly at No. 2 South Water street, Cleveland, Ohio, by the MARINE RECORD PRINTING COMPANY, BRANCH OFFICE, 244 SOUTH WATER STREET, CHICAGO. TERMS OF SUBSCRIPTION: One year, postage paid Six months, postage paid Invariably in advance. ADVERTISING RATES. Ten cents per line, nonpareil measurement, or $1.20 per inch, cach insertion; tour weeks $4.00; with a libera discount on orders amounting to $40.00 or over. Articles, letters and queries on all subjects are solici- ».ted. B@The Editor assumes no responsibility for the -opinions.of correspondents. To insure notice, contributors must give name and address, and write on one side of the paper only. THE MARINE RECOKD has an Agent in every port on the Lakes and Rivers, avd will consequently circu- late more or less in all of them. Asa medium for advertising it has no superior, as it circulates among a class of people that can be reached in no other way.. EDITORIAL NOTES. CAPTAIN Brnuam, who has been under the weather for some time, has concluded to take a trip to Chicago for rest. cand .. recrea- tion. : The schooner Neyada is chartered to car- ry wheat from Chicago to Kingston at seven cents.” This is said to’ be the highest rate reached at this season of the year for some time. THE capacity of Mr. Fries’ fleet, which loaded in Chicago tho present week, is 260,- 000 bushels. ‘I'he vessels are the Charles Foster, the Marion W. Page, Golden Age and William Edwards. THE monster ship Golden Age arrived in Chicago just in time to get the first cargo of grain at the advanced rate, and she filled up with .between ninety and one hundred thousand bushels of wheat at.3!¢ cents. This fact alone shows a very. firm market. A San Francisco inventor claims to have constructed a life-saving raft capable of accommodating five hundred passengers. It is 108 feet long and 28 feet wide, when in- flatedl, yet can be stowed away under the bulwarks of a vessel, occupying a space only three feet wide, three feet high, and twenty-eight feet long. The boom in freighte still continues, $1.25 having been offered for ore from Escanaba to Erie and no vessel to take it; the rise in grain freights having had the effect of drawing many. veseels out of the ore carry- ing trade, the much-talked-of movement of grain from Chicago being the prime cause, and which has actually begun. There is now nearly six million bushels of wheat in the elevators to be set afloat in addition to large quantities of other grain. THE steambarge City of Mt. Clemens has been sold to Mr. Matthew Brown, of Port Authur, to be used in carrying supplies for the Canada Pacific railway line. The con- sideration was $8,000. The City of Mt. Clemens was built at Mt. Clemens by Cap- tain Gilbert Lacroy, and was launched May 27th, 1879. She made considerable money for her former owner, Mr. Lacroy, and nev- er had any mishaps to speak of. Mr. La- ecroy intends building another steambarge this winter, which will probably be some- what larger than the City of Mt. Clemens. Caprain CuTHBERT, of the sloopyacht At- Janta, not being satisfied with the race on the 4th instant, when he was beaten by the Cora and others, challenged the Cora to sail again on the 8th for the Fisher Cup, which was holden by the Cora, and her owner ac- cepted the challenge. The signal gun for the start was fired at 10 o’clock and the At- Janta passed the line at 10-5-5 and the Cora at 10-6-28. The race was over a triangular course of 12 miles. The Atlanta took the lead and held it all round, and won by eight minutes after allowing the Cora 4.22 her time allowance for difference in tonnage. ENGLISH SHIPBUILDING. Tf it is true that the business of shipbuild- ing has been overdone in England, accord: ing to recent statements in the Coal and Iron Trades Review, an English paper that watches theee interests closely, it is time for the iron and coal people of this country to begin to look squarely at the matter. ‘he extent of its influence here must be estimat- ed, and it should be admitted at once that to ease up gradually to meet a coming emer- gency, if one is coming, is better than to keep on at full speed and collide with it. It is not unlikely that many interests have suifered severely through ignorance ot cause and effect, or a stubborn perverseness which believes the current can be turned by run- ning counter toit. Et seems to us that this state of aflairs regarding shipbuilding in| England concerns coal and iron producers firet and shipbuilders afterward, as the for- mer suffer a direct loss in consumption and the latter a consequent diminution of trade. Last year, in England, 664,139 tons of iron, and 53,080 tons of steel were used in ship- building. The quantities have been steadily increasing of late years and will be greater than ever this year. In 1879 the tonnage constructed was 621,000; in 1880 the tonnage was 196,221; in 1881 it was 1,013,000, and in 1882 it was 1,242,000, having doubled in four years. No explanation is necessary to show that a collapse in the shipbuilding industry of Great Britain, after such a large and sud- den increase would be very damaging to the steel and iron and coal trades. There is scarcely a doubt that the British maritime industry has: been making progress too rap idly. American. indifference to the matter has perhaps been one stimulating cause. Whatever the causes may have been the im- petus was so great that as yet there are no signs of immediate slackening. : At the be- ginning of this year there were.736 vessels building, aggregating 1,264,603 tons, or more than the total construction of last year. In the face of this, there are ominous portents, if the paper above kas quoted correctly, against the wisdom of this immense produc- tion, ‘That paper states that ‘capitalists are drawing in very materially, and it is.becom- ing a difficult matter to induce them to in- vest their money in steamers. The conse- quence is that many of the shipbuilders have not been able to book fresh orders for some time past, and a slackening of operations is predicted.”” In regard to the whole ques- tion America stands pretty safely aloof as a spectator. Fortune has rather favored us in the matter of competition on the high seas, and whatever turns up the wiser policy would seem to be to let demand furnish the motive for building rather than to seek the fortsiiag aid of government in the attempt to compete with cheap production abroad. SOME OF THE CAUSES OF BOILER EXPLOSIONS. A fruitful source of damage and conse- quent destruction to boilers, one which has ruined thousands, is the practice of blowing a boiler off and immediately refilling it with cold water, while the brick-work is redhot. In this regard the Age of Steel remarks that nothing will tear a boiler to pieces quicker. Boilers have exploded with disastrous effect from this cause after the fire had been drawn. Most persons, probably, who are not familiar with the matter, would be sur- prised to know the pertinacity with which cold water will cling to the lowest point of a boiler under these circumstances, Local contraction of great severity is thus in- duced and nothing can withstand its effects. A few repetitions are generally sufficient to ruin any boiler. But, on the other hand, if care ia taken to keep sufficient water in the boiler, and see that it is kept in motion, circu- lating around the boiler, one of the chief causes Of explosion will be defeated. Cor- roston on the outside is also one of the prin- cipal causes of explosions, which is due to the action of heating gasses and of the moist masonry. The products of combus- tion very frequently contain sulphurious acid, which, in contact with moisture, is gradually converted into sulphuric acid, and as such, corrodes the iron. ‘The moisture of the brick-work causes direct rusting. With regard to interior corrosion, the following points are noted by the Dusseldorf Society for the Supervision of steam boilers: “When an upper and lower boiler is used, the feed water is let iuto the latter, which the fire gasacs reach last ard, therefore is not so hot as the other. It is often noticed that the plates of this boiler are pock- marked with little grooves. When fresh water containing air is warmed, Jittle bub- bles of air containing much oxygen torm, and as there is very little motion in this part of the boiler, they adhere toany rough spots in the iron and are destructive to it.» It is easy to understand that. rough iron is at- tacked more readily than smooth, and of course the action is more powerful in the grooves themselves. If steam bubbles at- tach themselves to any spot whatever ina steam boiler, where the température is not very high, from its being heated with hot gusses Only, rusting will take place. Here, again, tne atmospheric air in, the feed water would be the destructive agent, and hence, we repeat the importance of keeping sufti- erent water continually circulating around the boiler. “Ina great number of explosions it is ob- served that ‘the break occurs in the seams, Where the plates are riveted. It has been known for some time that a steam riveted boiler will stand a pressure of 25,000 pounds to the square inch, whereas those riveted by hand will stand only 24,000 pounds, due, doubtless to the fact that the hammer beats down and breaks the grain of the iron all around the.head of the rivet inside and out, giving the bubbles or crystals opportunity to form there, ‘and rust and. weaken the shell. ‘The steam-riveting process causes no such abrasions of the shell and therefore does the work well, with less danger to life .and property, especially is this true in regard. to the manner. adopted: by the Globe [ron Works in this city where the plates are first fitted and then drilied separately, and the. burrs dressed off, which permite the steam riveting to securely fasten the seams. ’ The output of pig-iron, the New. York Public concludes, after a very careful re- view’ of the situation, has not yet reached the point where it is equal to the reduction in the demand. ‘The number of furnaces has been reduced, but, their production for the first six months of the current year was 2,352,019 long tons against 2,311,662 tons in the first half of 1882. The surprising thing, under these circumstances, is not that iron has fallen, but that it remains so steady. This is unquestionably due to the enormous amount of house building. BOOK NOTICES. Harper’s Magazine for September is an exceedingly peiractive number varied in its contents; and richly illustrated. One of the most timely of its articles is that on “Recent Building in New York’’—an intelligent critical estimate of the ‘‘New Departure” in architecture—illus- trated by eighteen characteristic pictures. Frank D. Millet contributes the first of two articles on Dalecarlia, Sweden, full of quaint description, and beautifully illustrated from drawings by the author, T. De Thulstrup. Mrs. Lucy Lillie writes, in her most charm- ing style, of the Catskills. Her article is magnificently illustrated by Harry Fenn. Under the title of “Hauntsof ‘the Swamp Fox,’ ” P.H. Hay gives some very interesting information concerning Francis Marion, the Revolutionary hero of South Carolina, with illustrations. Paul Potter, the old Dutch master, is the subject of a brief paper by E. Mason, with three illustrations, in- cluding a picture of the famous Bull. Rose Hawthorne Lathrop contributes the first two parts of astrong story, entitled “Prisoners !’ illustrated by Abbey. ‘The frontispiece is an engraving by R. Hoskin from one of the drawings by Dore for Poe’s “Raven.” ‘The fifth partof “A Castle in Spain” is given, with five illustrations by Abbey. General J. ¥. B. Marshall tells the story of his part in keeping the English out of Hawaii in 1843. Hx-Mayor Grace contributes a timely article on “Municipal Government in the State of New York.” The Rev. John B. Thompson traces, in a very interesting pa- per, the origin of the Rip Van Winkle le- gend. Mrs. Rebecca Harding Davis con- tributes an admirable short story, entitled “A Silhouette.” The editorial departments are full of timely and interesting matter. The Editor’s Drawer, conducted by Mr. Charles Dudley Warner, is especially enter- taining. KNIGHTS AND SAILORS. Special Correspondence to the Marie Record. ~ x . Derroirt, Aug. 13, 1883, The Knights of Labor from ‘Toledo are paying us a visitand are enjoying them- selves hugely at Recreation Park. ‘The boys of the Seamen’s Union are shaking hards. with them and we presume will splice the “mainbrace” once, if not oftener, during the day, and we are sure it will not be the fault of our liberal hearted seamen it the knights do not long remember the day they spent with us, President Powers, of Chicago, Forbes, of Detroit, and many others of the Sallors’ Union are present. A grand dis- play of fireworks is a part of the programme and will take plaee this evening. We are. told that Governor J. W. Begold and other notables will deliver addresses, : Navti.vs, WATKINS REGATTA The water is rough, the trial heats wil not be rowed until late. Courtney, Edward and Wallace Ross, Lee Griffin and Plaisted are in the first heat. Hanlan, Taemen, Shar- low Ten Eyck'and Hosmer are in the sec- ond heat. ‘The decisive heat between Han- lan and Courtney will not be rowed till to- morrow. Large crowds were present. Court- ney is the favorite, 15 to 10 for field. AROUND THE pone. CLEVELAND. A large lumber fleet arrived from Sighs nay on the 14th. The river tug John Martin was in the Globe drydock for repairs Monday. The propeller Vienna is in the Globe dry- dock for calking and stern. bearings. The name of Prince Arthur’s Landing has been officially changed.to Port Arthur. The steam scow Robert Greenhalgh. has’ been inspected by the local inspection board. The tug I. N. Masters cleared last night, having in. tow the schooners Emma C, Hutchinson and the Genoa. The tug Champion has gone to the assist- ance of the barge~Wayne, which went aground on Hagson’s Island, St. Clair river, during a fog Saturday, under the consort of the D. C. Whitney. “The steamship Edwards and schooners Golden Age and Page carry 192,000 bushels of grain from Chicago to Buffalo. The Gold- en Age was loaded with 91,200 bushels of whent, and it is said she could have taken 100,000 bushels on fifteen teet draft. A deck hand named Beiler on the propel- ler Wallula tell into the hold on Tuesday morning at Buffalo and was: badly injured about the head. His nose, one arm anda wrist were broken. He is about 22 years of age and was taken on at Cleveland. Freight rates continue firm at the recent advance, and the scarcity of vessels at pres- ent will have a tendency tokeep them steady the balance of the season. ‘The fol- lowing charters have been made: Schooner City of Cleveland, ore, from Escanaba to Cleveland, $1.20; schooner Ahira Cobb, ore, from Escanaba to Cleveland, $1.20; schoon- er John Schultz, coal, from Cleveland to Sheboygan, 75c; schooner James C. King, ore, L.Anse to Erie, $1.40; steambarge An- nie Smith, ore from L’ Anse to Erie, $1.49. The steamyacht Pamelia is on the. way to Buffalo to be exchanged for the steamyacht One Hundred. Captain Mark Hopkins is not satisfied with the Pamilia’s time, al- though she is the speediest yacht on the lakes, having a record of 1714 miles per hour. The One Hundred is the yacht that overhauled and passed Gould’s Atalanta a short time since, and can make between twenty-two and twenty-three miles per hour. The One Hundred and Pamelia were both built at Bristol, Conn., and it seems that the builder has discovered the correct model. Captain Hopkins will pay a difference of $10,000 in the trade. CHICAGO. Special to the Marine Record The schooner El 'fempo went into the Chi- cago Company’s drydovk to stop a leak. A United States engineer is to be sent here for the purpose of selecting a new site for the life-saving station. The body of a woman found off Grand Haven has been identified as that of Mra, Conroy, who was lost on the scow Sea Bird. J. Woltman, captain and owner of the schooner Antares, has laid her up, as he