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6 STEAM SHIPBUILDING AND MARINE CNGINEERING, Iv is beyond a doubt that one of the most noteworthy and appreciable benefits which has accrued to the commerce and well-being of this and other countries is the prodigious, rapid increase of steamships in our merean- tile navy, and the consequent material ad- vancement of marine engineering in all its branches. ‘The subject of this article, al- though not anything Jike fully discussed according to its merits, has attracted much attention by politico-economists, journalists, the mereantile community generally, and other classes, in addition to those especiaily interested in it, and some important facts have very recently been noted by the Scots- man and the Daily Telegraph relating to such. A few of the more essential points of these, togetber with some material informa. tion which we have gathered trom other sources, will, we think, be interesting to our readers. According to a paper read before the In- stitute of Naval Architects last year by’ Mr. Dunn, of the Admiralty, “On the great ad- vances made in our mercantile marine in re- cent years,’’ it app our merchant navy was steam lounage. proportion had risen to 62 per cert, in 1880. While the ¢ ing power of our sailing vessels had incrensed less than 60° per cent. the carrying power of our steamers had in- ereased no less than 1,730 per cent. ‘These amazing proportions have also been further modified during the last two and a half years in the same direction, All classes of sailing vessels have dimin- ished in numbers since 1850, except the very large ones, and of such from 1,400 to 2,000 tons, there has been an increase as it’ is thought that such large vessels may be weil and economically used for long voyages for several vears. : According to .returns which we obtained from the statistical departinent of the Board of ‘Trade, the total number of ships reg- istered at the end of 1882 for the United Kingdom are 18.368 sailing vessels, with a tonnage of 3,576,755, Ot these only twenty three are above 2,000 tons register, three above 2,500 and one 3,000 tons. In 1871 there were only thirteen British registered sailing vessels of 2,000 tons and abeve, out of 21,817 of such ships. The rativ at which steel instead of wood- en ships has been constructed during the last few -years is very considerable. Only 20 per cent. of the tonnage built in the British Empire in 1880 was wood, and less than 6 per cent. of that built within the United Kingdom; bat in the following year double the amount of steel tonnage was built com- pared with that of 1879. The total value of Brittsh shipping is now estimated to appproach two hundred mill- ions sterling; and while during the period trom 1850 to 1880 the carrying power of the ships of toreign nations has increased about 250 per cent., ours had progressed about 380 per cent., which are magnificent proportions. In the Enst India trade, while foreign ships carry abuut as many cargoes as they dida quarter of a century ago, the trade of British ships is seven times greater than it was at that time, and this increase in our shipping trade is likely to continue. Again in our shipping trade with the United States, it ap- pears that while two-thirds of such was done in. American ships between 1850 and 1862, in 1880 only one-tourteenth of it was done in the ships of the new world, seven-ninths of it being in British ships, while the total trade in the latter period is three times as much as in the former, ‘There are some very important facts worth mentioning from the return of the number of ships which have been built upon the Clyde. Up to the end of September for the present year 220 ships have been launched, representing 292,000 -tons, being. sixteen more vessels and 21.000 more tons than were built during the same period last year, and nearly 100,000 in excess of those in the very prosperovs year cf 1874. The following is an account of the tonnage and number of ships launched in the Clyde in the first nine months of the years 1879-1883 and 1874, as this will give a good idea of the general shipbuilding in the United Kingdom, except that probably at Belfast: y ‘Tonnage. 1s! 18: : 188: 244,000 188¢ 171.000 1875 126,000 187: 194,000 The tonnage li Scotsman,) by the end of July, compared unched this year (says the with the first seven munths of last year, showed an increase of 30,000, and therefore an increment ot 21,000 tons, as is indicated by the total tonnage for the nine months above mentioned. A great deal of the activity of the ship- building trade, and much of the work still in hand, is due to foreign firms finding that with their small vessels they could not doa profitable business, especially in com- petition with English owners. They have hastened to come into the market to buy large steamers, able, with the latest improve- ments jn machivery, boilers, and so forth, to perform work quickly and cheaply. One of the most important branches of in- | dustry is marine engineering, and the pro- gress which has been made in it is exceed- ingly great, and far more noteworthy than that made in steamers and shipbuilding, In THE MARINE RECORD. confirmation of this statement we think it Opportune to quote a few words on the sub- ject by the Earl of Ravensworth, as presi- dent of the North-East Coast Exhibition, at its inauguration, on the 6th of September of lust year. [is lordship said as follows, viz “dT will only state that great as has been the improvements effected in recent years in our types of ships, that improvement is small in comparison with the progress and improve- ment that have been made in marine engi- neering. Lt was only at the close of the last century that that great pioneer of steam- power, James Watt, was content to conduct his invaluable experiments with a pressure of fifteen pounds on the square inch. Now 4 pressure of eighty pounds, and even ninety pounds, and more than that is to be found in connection with our mereantile steamers. Bear in mind what this means: ‘This vast ac- quisition of power has been obtained at a great economy of fuel, and when you re- member how universally steam has taken, and is tukng the place of sail, even in the most distant ocean. voyages; when. you re meniber the cost of coaling at differeat ports, and the delay connected with coaling; when you remember, further that the more you eccnomise your coal space, the more space you will have for cargo, and the greater will be the profit earned by the ship. When you remember all these things you will appreci- ate in some degree the debt we owe to the marine engineer. * * * ‘The marine en- gineer has not only annihilated time, but he has defied distance, and. brought the most distant part of the world within the limits of a few days or weeks.” : The number of new inventions for the improvement of marine eugineering ma- chinery, their extensive adoption, and the recent exhibitions of such, have given a great impetus to this rapidly advancing science and industry. It also owes much of its pro- gress to the better special training and_ efli- ciency of those engaged in connection with it. The leading reforms in the mercantile ma- rine are the gradual increase in the size and strength and speed of steamships, and espe- cially since the opening of the Suez canal. Several of these have ranged from about 5,000 to 8,500 tons. ‘hese large ships are re- quired on account of their capacity to take cargoes ‘with but little additional consump- tion of coal. The substitution of first-ciass compound engines for the old type of low pressure en- gine has not only caused an immense saving of fuel for propelling ships but has enabled steamers to run for very much longer peri- ods than previously without re-coaling, and there are now a few of these steamers which could earry enough coal to drive them round the world at about ‘fifteen knots an hour without calling at any port to replenish, and others of this class are now being construct- ed. The boilers also of. these compound en- gines can be used about twice the length of time they were used with the low-pressure engines without the surface condenser. Between 1875 and the present time the number of steamers baving Ocean speed of thirteen’ knots and upwards has increased from about twenty five to seventy. ‘The high- est speed seamed in 1875 was fifteen knots, while there are at present several steamers having a speed of seventeen knots, and a few more than this. The new Guion steamer Oregon has been constructed to excell all other Atlantic steamships. ‘he engines are of greater driv- ing power than any yet placed on a steamer. Each of the nine boilsrs made entirely of steel, has within it eight corrugated furnaces —four at each end—which permit the use of comparatively thin metal between the flame and the water in the boiler, and thus in- crease the transmission of heat and tbe heat- ing surface and economise fuel. ‘hese ex- cellent boilers-are intended ‘o bear the enor- mous working pressure of 110 pounds to the square inch, which is far in excess of that at which the best steamship boilers used two or three yearsago. So strong are the Ore- gon boilers that they have been tested to the extent of 220 pounds to the square inch. This magnificent Guion liner was tried on the Clyde on the 2lst of September, with excellent results. The steaming on this date and on the two preceeding: dates showed such rapid speed as has never been previ- ously attained’ in ocean-going steamships. On the 19th of that month she was propelled for seven continuous hours, and in a distance of 291g knots from Ailsa Craig to the Cum- brae Heads, with a part of the tide against her, she steamed this in an hour and twenty- seven minutes, and thus run ata speed of over twenty knots, or more than twenty- three knots an hour, Her engines are 12-- horse power, being 3,000 more than the Alaska, often called the “Greyhound of the Atlantic.’ The revolutions of her engines were sixty-two per minute, and the pressure of steam used 110 pounds to the square inch. For the high speed at which this great liner is intended to run will be no Jess than 240 tons per twenty-four hours, but the earning power of the ship will be greatly in ‘creased by shortening the time in steaming across the Atlantic. Mr. Pearce, of the firm of Mersrs. John Elder & Co., who built the Oregon, stated that he would not be satistied before that firm) could construct a ship which would steam from this country to America in tive days, and we have reason to believe that this can be done. Whatever may be said concerning the de- cline in our shipbuilding, itis only too prob- -|of Buffalo, was a hand before the mast, and able that a8 we are virtually the shipbuild- ers of the world, and as an immense number of existing ships of the old type require re- fitting with new appliances, we may conti- dently expect a continued active prosperity both in our shipyards and marine engineer- ing works.-- Marine Engineer, London. $$$ CAPTAIN LANGAN. It was hoped that the people of Kingston and vicinity would escape bereavement by the loss of dear ones in the terrible gales that swept the lakes during the past week. But this hope has been dispelled. A telegram annonnuees that Danie) Lungan, of Wolte Island, went down with the schooner E. Fitzgerald) near Port Rowan, ‘Thursday. ‘The vessel was then en route from Detroit to Buffalo, and during a terrific snowstorm was beached a few miles west of the West End Lighthouse, Long Point. ‘lhe life-sav- ing crew from Port Rowan went at once to the rescue, but Captain Woodward reports that some ten minutes after striking the crew of the schooner launched the yaw] and seven or eight men were seen to enter her, ‘The yawl swamped ina second atter leaving the ship, and one ‘by one the men went down until the last sailor succumbed to the undertow when alinost within reach of the shore. If the crew could have weathered the storm in the rigging the lifeboat would have attempted a resene, but they took the yawl before the lifeboat renched the beach. Many willing hands watched their move- ments, but could do nothing, ‘The name of the schooner could not be ascertained for some time, owing to the blow and the fact that she was covered with.ice. . it was only a few weeks since that the schooner was in port with a cargo of grain. Captain Langan was about thirty-two years of uge aud of a sea-faring family, two of his brothers: béing, like himself, captains ot vessels, ‘I'he widowed mother and the sister of deceased live at Marysville, and only lest evening received «a letter from the captain, in which he thanked God for the preserva- tion of his life in the terrible gales through which he had just passed. He told of the hard work he had had; that he was com- pletely tired of sailing.and that this was his last trip. Poor fellow! he little knew how prophetic were the words. ‘The captain was genial and industrious. © and his death in such asad way will carry sorrow to many hearts, ‘There were riimors that James Loftus, of this city, was mate of the ill-fated craft, but such was not the case. Heis at present in Kingston and was met by » Whig reporter. He said he left the schooner at Detroit on Saturday. He left her because whenever the schooner ‘entered a port his wages were stopped. Captain Langan may have had another Kingstonian for mate, as he told Loftus betore the latter left that he intended to telegraph for George Riley. Whether Riley acvepted is not known. William Abe, one of the Scotchmen who came out several years ago to man Garden Island vessels. The cook was a Buffalo woman, The Rev. Fr. Spratt received a telegram also announcing the calamity. ‘he deceased had been one of Fr. Spratt’s parishioners, and an active worker in: the interest of all benevelent, charitable, and church schemes, Mr. Langan had other narrow escapes before, but he was always plucky and brave, and, on the water as well as on the land, did not flinch trom the performce of a duty. He was a member of different societies, but with temperance work was particularly identified. Articles recovered in the wrecked schoon- er E. Fitzgerald, to identy the crew: A coast pilot, with the name of P. McKay, Bay City, schooner Ida Horning, of East Saginaw ; box of letters and a stencil plate of Frank E. Bingham, wife and child living near Leamington; Ont.; sister living at Blandford Station, Ont.; a small leather purse bag, containing a marine hospital member’s certificate, Buffalo, to Robert Ste- vens, steamer: ‘Tacoma, Canadian, aged 26, height 5 feet 9 inches, eyes dark, signed F. A. Lasalle, name partly obliterated; also a card of the Detroit branch of the Chicago Seamen’s Union, badge 144, dated Detroit, November 13th; three bags of seamen’s clothings no name in any; an English tar- thing in a pants pocket. Enquiries are also made for Andrew Ferguson, of St. Thomas ‘The men are sweeping for the bodies. None have yet been found,—Wingston News. ee = A STRONG ARGUMENT. “Dar is no disease,’ exclaimed a colored orator, “dat am half so bad as intemperare It am de basis of phizikel ills and de sour of all wiekedness.”? Our colored brother right in both cases, but we especially desire to expatiate upon his remarks upon the first. The man who drinks must pay for it morally, physically and financially. He may be able to stand the drain upon his morals) and finances. but physically he cannot. Dys- pepsia, liver and kidney troubles, costive- hess, sick headache, and mary other affee- tions will beset him, and unless he takes | Swayne’s pills, he may degenerate into a chronic invalid. FOR SALE. Ap Iron yacht 35 feet long very finelly finished ana urnished, Draft 3 1-2. feet runs very fast, inquire of D. 2. Nickerson Harkness Block luelid Ave Station | ‘ment Withont Medicine,” with thousands of testi. Vesselmen SAOULD HAVE OUR MARINE LAW BOOK, Containing all points of MARINE LAW as de termined by the United States Courts - —ON — Seamen, Owners, Freights, Charters, Towage, Registry, Collisions, Enrollments, General Average, Common Carriers, Duties of Seamen, Masters & Owners, Bill of Luding, Wages, &c. The volumn is handsomely bound in stif’ Board covers, and ‘ine English cloth binding. Hooks of this kind generally cost $3.00, but we will send it to an address, postage paid for $1,00, or with the MARIN RECORD for one year, both tor only $3.00. Address Marine Recorp. Cleveland 0. FOR SALE, AT THE GLOBE IRON WORKS, SECOND HAND TUBULAR BOILFR, 44 inches di- ameter, 43 tubes 3 inches diameter and 12 feet long steam‘drum 30 inches diameter, 40 inches high; front grates, fittings and breechings; g: od order, 4 SECOND HAND MARINE BOILER, in good order. Shell, 7-16 inch iron plate; diameter, 9 feet 6 inches: length, 18 feet; 129 tubes 4 inches in diameter, 11 feet 6 inches long, thrve flues 18 inches diameter; two flues 14 inches diameter, two flues 10 1-2 inches diameter; fire box, 6 feet long, 4 feet high; steam chimney, 7 feet high, SECON D HAND MARINE BOILER four feet wide, 6 1-2 feet long, 5 feet high; sixty-four 2 1-2 inch tubes 60 inches long, cst iron breechng, good as new. SECOND. HAND MARINE ENGINE; double direct- acting 8x8 inch cylinder, shaft and wheel for yacht or tug; good as new. N.C. PETERSON, Boat Builder, PLEASURE BOATS AND SAILING AND STEAM YACHTS, YAWL BOATS, SPOON OARS, STEERING WHEELS, ETC. 385 Atwater st., Near Riopelle, DELFROIT, MICH. FOR SALE, STEAMBARGE MILWAUKEE. Her length is 135 fect, beam 26 feet, and hold. 10 feet 10inches. Boiler 17 feet long, 7 feet diameter; three flues, two 16 inch and one 17-inch. Engine 2242, Carries 240,000 feet of lumber. Speed, 11 miles light, and 9 1-2 loaded. Insurance valuation, $15,300. ‘Ad: dress MARINE RECORD Office, No.2 South Water street Cleveland, O. a DISEASE CURED Without Medicine. 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