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1901.] MARINE REVIEW. 15 real plated decks and of full length. The vessel is, of course, built on the cellular double-bottom principle, and the depth of the inner vertical keel is practically the same as in the Oceanic, with the necessary increase to secure rigidity under the engines. Like all the Harland '& Wolff ships, the Celtic is exceptionally stiff, and the greatest care has been taken to secure her against the alternate hogging and sagging stresses she will experience. She has a flat bar keel riveted on to the skin plating and through-riveted to the angle bars of the vertical inner keel. The rigidity is further increased by bilge keels, which extend for about 250 ft. and for a considerable distance the bilge strake is doubled. The sheer strake and the next but one lower are also doubled, and the upper deck stringers have been treated similarly, except at the extreme ends. Strength fore and aft is further secured by six longitudinals worked intercostally, three on each side of the inner keel; with the thwartship vertical divisions these make the cellular double bottom, which is bounded by margin plates and covered by the inner skip plating. At the sides the frame brackets are attached to the margin plates by double angles, and the floor plates have been similarly treated. And to further increase the longitudinal stiffness there are two intercostal keelsons running fore and aft. At the decks, too, there is a beam to every frame, so that care could, to no greater extent, ensure a stoutly built ship. The arrangement for carrying the propellers is exactly that of the Oceanic, and the rudder is of cast steel sections bolted together. The engines are of Harland & Wolff's quadruple ex- pansion "'balanced" type, with cylinders of 338, 4714, 68% and 98 in. diam- eter. The stroke is 5 ft. 8 in. Steam will be supplied at a pressure of 210 lbs. by eight double-ended boilers, each 15 ft. 9 in. by 19 ft. 6 in. The vessel is not intended to be a record-breaker. : DESCRIPTION OF THE PASSENGER ACCOMMODATIONS. The accommodation for passengers, when completed, will be above the standard set even by the existing intermediate vessels of the fleet. As travellers to the Cape, to Australia and to the United States can testify; their safety, comfort and convenience are the constant cares of the White EARLY DAYS IN THE COPPER REGION. In the summer of 1846 three boys--R. W. Bulkeley, A. A. Bennett and Edward J. Farrell--left Milwaukee to explore the unknown regions of the upper Michigan peninsula. They made the trip in a birch bark canoe. Their principal food was beans. There is much nourishment in beans, and, moreover, they are cheap and easy to cook. The dish was varied with freshly caught fish and wild berries. They both paddled and sailed; and sometimes when there were even stretches of beach they walked and towed their canoe with a rope. It was July 4 when they reached Detour, the trip across the straits being made in favorable weather. There was no canal at the Sault in those days. A horse and wagon did what portaging had to be done around the rapids. A little later they reached Eagle river and began the hunt for copper and more precious metals. A year or two before John Hays of Cleveland had dis- covered the Cliff mine, and other important discoveries were being made. - They went to work for the Suffolk Mining Co., a little distance down the bkagle river--not far, however, from the shore of Lake Superior--and called the place Praysville. The land office had not at that time been established in the peninsula and the whole territory belonged to the government, the prospectors taking out permits for tracts, one square mile each in extent, as their judgment dictated. These were entered upon rude maps at the government agent's office, and the men settled down upon them to await the government sale. In 1848 the Suffolk Mining Co. abandoned its permit and Bulkeley bought 460 acres of the land. Later he added to it until he owned over 1,000 acres. In 1852 Bulkeley took charge of the 'Central mine and acted as its agent for several years. Some years later he had charge of the Bay State mine. One of the inter- esting things which he did shortly after he reached the peninsula was to smelt some copper upon the tract which later he owned. This was in 1847, but the effort to smelt the gray ore was not particularly successful. This boy, now an old man, seventy-seven years old, called at the office of the Review during the past week and related a number of his Med dh DT Cy eT a Ae eee an et iedts THE CELTIC--JUST BEFORE THE LAUNCH AND JUST AS SHE IS LAUNCHED. Star line, and what is longed for one voyage is oftener than not ready to the hand on the next. This desire to anticipate the voyagers' wants is strikingly illustrated in the Celtic, for in the first grade of accommoda- tion there are, for the first time, single-berthed rooms, and in the third - class an improved arrangement of the open berths. There are quarters for altogether 2,859 passengers and a crew of 335. The first-class ac- commodation is on the upper, the bridge, the upper bridge and the boat decks, and corresponds to that of the Cymric. The number of first-class passengers provided for is 347. The dining saloon is on the upper deck and is the full width of the shiv; with the library and the smoking room it forms, as visitors to the Cymric will agree, a very handsome suite. Aft on the upper and bridge decks there are quarters for 160 second-class pas- sengers. The dining saloon for this grade is, like that for the first-class, situated on the upper deck; it is comfortably furnished, and will look very handsome in its finish of white ana gold. Third-class passengers to the number of 2,352 are provided for on the upper, middle and lower decks, some in state rooms and others in open berths. Married couples and single women will be berthed in the after end of the ship, and single men in the forward end, and the dining room, which will be finished in polished pine, and is exceptionally roomy, will be accessible from both divisions. A comfortably furnished general room and a smoking room are included in the accommodation for this class. The open berths are removable, and are arranged in top and bottom pairs fixed back to back. In this way passengers are able to reach and to leave their berths without disturbing their neighbors. The officers are, as is usual on White Star liners, housed on the upper bridge deck, away from contact with the passengers. The deck crew numbers sixty-four. The engine room and stoke hold staff is ninety-two, and there are 179 stewards. The launching arrangements were those which worked so successfully in the floating of the Oceanic, with the necessary difference for the greater weight that the chain was % in. thicker. The displacement of the hull was, it may be noted, no less than 13,500 tons. A massive steel casting, containing a hydraulic cylinder and ram, and a trigger half let in to a steel shod niche in the sliding ways, was fixed in the standing ways. The lower half of the trigger was held in position by the ram until all was clear, and with the release of the pressure the upper half dropped flush with the ways. As the hull was water borne its progress was checked by the dropping, pair after pair, of three pairs of anchors. experiences in the early days. He has great faith in the virtue of his property at Praysville yet, though nothing has been done on it for a great many years. He left the peninsula in 1864 and went to Nova Scotia, here he discovered an iron mine near Digby, two miles from tide water. e is living at present at North Clarendon, Warren county, Pa., but is as deeply interested as ever in the development of the iron and copper resources of the country. Mr. Bulkeley is very much incensed that the United States did not incorporate Nova Scotia into its domain, in which geographically it belongs. TALK OF A DRY DOCK AT SEATTLE. According to a dispatch from Seattle, Wash., the Perth Amboy Dry Dock Co., Perth Amboy, N. J., may iocate a ship yard and dry dock in that city. Mr. W. P. Runyon, the president of the company, is quoted upon the subject in Seattle as follows: "Our company is willing to extend its business if the opportunities are good and the prospects warrant it. Shipping in Seattle, I think will increase 50 per cent. each year. There is a remarkably large field here, and it would certainly pay. From what I have seen the increase in ship- ping business here must have been something tremendous. Seattle's facilities for a dry dock business are rather limited. Your shipping runs large. and it would therefore require a large outlay of capital to start it. The investment must be so large that I am inclined to believe it would be a year or more before any. money could be made. As I said before, I am very much impressed with the shipping business along the coast. I never realized how great it was till I came here and saw for myself. Before I leave Seattle I want to carefully look over the field, talk to the influential business men and see what lands are available for a dry dock. We can certainly run two establishments as well as one. Probably $150,000 would be enough to put in a floating dry dock of the kind that [ have in mind. Should we decide to put a plant in out here we would put in the very latest. We would probably require a 5,000-ton dock, built in such a manner that it could be added to at any time, as the busi- ness demands it." Sawyer Bros., Millbridge, Me., will build a four-masted wooden schooner of 1,000 tons register for Capt. Fred A. Wallace of Millbridge.