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18 MARINE REVIEW. NAVY YARD RELICS OF THE WAR. Norfolk, Va., March 1.--Some of the most interesting mementos of the Spanish-American war that have been brought to this country are to be found here at the United States navy yard. Among them is a tor- pedo boat engine from the Spanish cruiser Maria Teresa, sunk at San- tiago and afterward raised, but finally lost on 'Cat Island while en route to the United States. It will be remembered that the Teresa carried a torpedo boat on deck and it was to this that the engine, of which two views are herewith presented, belonged. The engine was badly rusted and sustained, together with the boiler, which may be seen in both pictures, severe damage from the flames. Workmen at the navy yard TORPEDO BOAT ENGINE FROM SPANISH CRUISER MARIA TERESA. have been busy for some little time thoroughly overhauling and prac- tically reconstructing the engine, which will be shipped, as soon as it is in working order, to the naval academy at Annapolis. Other very interesting machinery now at the Norfolk yard, and of which similar disposition will be made, is the engine and boiler from the launch of the Spanish cruiser Colon. It is expected that both engines will be ready for shipment to Annapolis within a few weeks. Chief Engineer John A. B. Smith, who is at the head of the engi- neering department at the Norfolk navy yard, has been made the re- TORPEDO BOAT ENGINE NOW AT NORFOLK NAVY YARD. cipient of many other donations of relics and curiosities of the war quite as interesting as those mentioned. One of these is a pump recovered from the Maria Teresa after she went ashore on Cat Island, and which was one of the last things to be removed from the vessel. A number of mines picked up in Cuban waters have also been sent to Commander Smith. There are numerous mementos of a different character scat- tered about the yard, includin~ several of the larger guns from the Teresa. TheNorfolk navy yard has all the work that can possibly be handled with its present facilities. Commandant Farquhar, in conversation re- cently with a correspondent of the Marine Review, said that it was even difficult to secure a sufficient number of workmen. Coppersmiths are especially scarce. The work at present in hand includes repairs on the monitors Puritan and Terror, gunboat Montgomery, cruiser San Fran- cisco, auxiliary yacht Vixen and auxiliary cruiser Yosemite, in addition to one of the naval tugs, a large number of colliers and a water barge, all of which are being thoroughly overhauled. ; CHANGES IN STEAMBOAT INSPECTION RULES. A lengthy circular dealing with changes made in the general rules and regulations of the steamboat inspection service at the recent annual meeting of the supervising inspectors in Washington will be distributed in a few days among the local inspectors. The pilot rules for the At- lantic and Pacific coast inland waters were amended by adding thereto a paragraph forbidding the use of cross signals. This rule now reads as follows: "If, when steam vessels are approaching each other, either vessel fails to understand the course or intention of the other, from any cause, the vessel so in doubt shall immediately signify the same by giving several short and rapid blasts, not less than four, of the steam whistle; and, if the vessels shall have approached within half a mile of each other, both shall be immediately slowed to a speed barely sufficient for steerage- way until the proper signals are given, answered, and understood, or until the vessels shall have passed each other. Vessels approaching each other from opposite directions are forbidden to use what has become technically known among pilots as 'cross signals'--that is, answering one whistle with two, and answering two whistles with one. In all cases, and under all circumstances, a pilot receiving either of the whistle signals provided in the rules, which for any reason he deems injudicious to comply with, instead of answering it with a cross signal, must at once observe the provisions of this rule." As already noted in these columns, the board now says very clearly that second-class pilots (second mates) on steamers of the great lakes may be authorized to act in charge of a watch. In other words, where there is only one first-class pilot with the cartain, who is also a first- class pilot, a second-class pilot (or second mate, so called) may take charge of the deck. The rule covering this matter is as follows: "Sec- ond-elass pilots may be allowed to take charge of steamers not exceeding 100 tons burden and may be authorized by the license granted to act in charge of a watch as assistant to a first-class pilot on passenger, freight and towing steamers of all tonnage." : : eat The new regulations regarding the licensing of masters and mates -- of sail vessels, which go into effect July 1 next, are included in the circu- lar, and the paragraph in the old rules relating to color blindness is rewritten in this way: 'No original license as master or mate of ocean or coastwise steamers, pilot of steam vessels, or as master or chief mate of sail vessels, shall be granted, except on the official certificate of a surgeon of the marine hospital service that the applicant is free from the defect known as color blindness. No renewal of license shall be. granted to any officer of the classes named who has not been previously examined and passed for color blindness." : : Inspectors of boilers will find quite a few changes in the technical part of rules pertaining to their work. One new paragraph provides that no cast-iron nozzles, branch pipes, or elbows shall be used in connect- ing steam drums, superheaters, branch pipes or steam pipes to boilers, and no cast-iron flanges will be allowed to be used on boilers for marine purposes unless such cast iron has been officially tested and test on record _ in the office of the local inspectors where boiler with such appliances was constructed, and no cast iron with a tensile strength of less than 30,000 pounds will be permitted to be used for such purposes. Another new paragraph in the boiler regulations is as follows: "The diameter of rivets, rivet holes, distance between centers of rivets and distance from centers of rivers to edge of lap for different thicknesses of plates for single and double riveting shall be determined by the rules of the British board of trade." This rule takes effect July 1 next, and the board furnishes formulas, tables and diagrams taxen from rules of the British board of trade. It was also agreed that hereafter river steamers and steamers of less than 100 gross tons will be required to have their steam whistles only two feet above the pilot house, as against the regulation six feet formerly required. WATER TUBE BOILERS APPROVED BY INSPECTORS. The board of supervising inspectors of steam vessels, at their recent annual meeting in Washington, approved coil and pipe boilers presented by the following-named persons and firms, when such boilers are con- structed in all their parts of wrought iron, steel, or cast steel, in the manner as provided in the general rules of the board: James Carnegie, New York, N. Y. (type B); tug Maytham, Houghton, Mich. (copper fire furnace, special); Peter Cone, Jacksonville, Fla.; A. D. Davis, Yonkers, N. Y.; Detroit Water Tube Boiler Co., Detroit, Mich.; F. W. Edwards, Bayonne, N. J.; Benjamin ?. Emery, Kennebunkport, Me.; F. G. Gibson, Dorchester, Mass.; Henry E. Hull, Clinton, Conn.; J. H. King, Daytona, Fla.; J. W. McQueen, Detroit, Mich.; Edward J. Moore, Philadelphia, Pa.; Jacob Ruf, Newark,.N. ).; T. W. Rucker, St. Louis, Mo.;'Gas Engine & Power Co., and Chas. L. Seabury & Co., consoli- dated, New York, N. Y. (Kanawha type); Robert White, Brooklyn, N Y.; Samuel T. Williams, Baltimore, Md. (modification of boiler approved in 1894); Beder Wood, Moline, Ill. Probably no firm engaged in the manufacture of life rafts, life pre- servers and life boats ever had on hand at one ttime as many commis- sions as Thomas Drien & Son, Wilmington, Del. The orders which they are now filling include the provision of an equipment of six 26-foot steel life boats, three ocean life 'rafts and 300 cork life preservers for each of the new Ward line steamers Havana and Mexico; for the U. S. trans- port Rita, four 24-foot steel life boats; Plant line steamer Olivette, eight 22-foot steel life boats, two ocean life rafts; American Mail steamship Co., steamers Admiral Sampson, Admiral Dewey, Admiral Farragut and Ad- miral Schley, sixteen 22-foot patent beaded steel life boats, eight sea life rafts, 516 cork life preservers and sixteen cork life ring buoys; Merchant & Miners Trans. Co. steamers Kershaw and Nantucket, six 24-foot steel life Boats, two 24-foot square stern life boats, two 20-foot square stern life boats, two ocean life rafts and 360 cork life preservers; also for the four new Morgan line ships eight 24-foot steel life boats, four 24-foot wooden life boats, four 18-foot wooden life boats; for freight barges build- ing by New England Co., five 20-foot steel life boats; four ocean tugs, belleeas by same company, twelve 20-foot, 18-foot and 16-foot steel life oats.