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1901.] MARINE REVIEW. 17 inverted, compound condensing engines, with cylinders of 20 and 40 in. by 30 in. stroke. All pumps are to be independent. There will be four boilers of the Scotch return tubular type, 13 ft. 6 in. in diameter and 12 ft. long. The dredge is to have a complete electric lighting plant. The pumping engines, two in number, are to be of the vertical, inverted, compound condensing type, with cylinders of 16 in, and 32 in. diameter by 20 in. stroke, and are to be direct connected to the 20-in. sand pumps. The dredging pumps are to be of the centrifugal type, of extra heavy construction and suitable shape, especially adapted for dredging, with 20-in, suctions. The pump runner is to be of the open side type, having four blades curved to a uniform radius. These pumps are to be capable of raising and discharging against a head of 16 ft., 95 cubic yards of water per minute. The number of revolutions of the disc of these pumps while dredging is to be between 200 and 220 per minute. isthe Contestant for the America's Cup. "yy SHAMROCK II IN DRY DOCK, SHOWING HER KEEL. J. P. MORGAN NOW CONTROLS BETHLEHEM STEEL. Settlement was made on Monday for the Bethlehem Steel Co. stock which Charles M. Schwab was under commitment to pay. The number of shares settled for was 168,000 and the amount paid $4,032,000. The operation was financed by J. P. Morgan & Co. through Drexel & Co., who paid the amount to the Girard Trust Co., which will distribute it pro rata among the sellers. The balance of the stock deposited with the Girard Trust Co. will be paid for in thirty days. It is understood that the time for depositing the stock will be extended to Sept. 26. Immediately after the settlement the directors of the Bethlehem Steel Co. met and reorganized, five new men being elected. The board consists of Edward M. Mcllvain, Robert P. Linderman, E. T. Stotesbury, Archibald John- ston, George F. Baer, J. P. Ord and Charles MacVeagh. Mr. Mcllvain was elected president; A. E. Borle, vice-president; H. S. Snyder, secre- tary; A, L. Cleaver, treasurer, and Archibald Johnson, general superin- tendent. 'Control of the Bethlehem Steel Co: now rests with J. P. Mor- gan & Co., but it is understood that it will not be taken into the Steel Corporation. Its future is for the present indefinite. The Sharon Steel Co. has let contracts for the erection of ten sheet mills and four additional open hearth furnaces. These additions will necessitate the expenditure of something like $1,000,000, which, with the plants already in operation or in course of construction, will represent an investment of more than $8,000,000. The new sheet mills will have a capacity of 100 tons per day, which will bring the total average daily finishing capacity of the Sharon Co's. works up to 900 tons per day. 'Contracts for the erection of the buildings have been let to the American Bridge Co. The new North German Lloyd steamship Kronprinz Wilhelm, built by the Vulcan Ship Building Co., Stettin, Germany, made a preliminary trial trip on the Baltic this week, developing 27,000 H.P. Her engines ran at about three-quarters speed and worked smoothly. The Kron- prinz Wilhelm is designed to be a fraction of a knot faster than the H'am- burg-American liner Deutschland, which holds the record across seas. She is scheduled to sail from Bremen on Sept. 17 and from Southampton and Cherbourg the next day. PEN SKETCH OF J. PIERPONT MORGAN. Go to the corner of Broad and Wall streets, New York, climb ten steps on the southeast corner, enter a large counting-room, and in a long olfice behind glass partitions, with wide-open doors which are never closed, you see between 10 a. m, and 3 p. m. J. Pierpont Morgan, either seated at the big desk or walking nervously up and down, usually with a cigar in his mouth and his hands in his pockets, says a writer in the Chicago Chronicle, His clothes are English in cut and sometimes loud in design. He has the shoulders and waist of a pugulist; a clean shaven chin, with lips that close like a steel trap. He is no exception to the rule that masterful men in the world's history have always had big noses. He has Iron-gray hair, rather thin at the top of his head, a moustache lightly tinged with gray, and tremendous hands. which he uses with unusual grace. But there is one feature of his face which has not been mentioned. It will never be forgotten by any one who has talked with Mr. Morgan five minutes--his eyes. They are very large, with overhang- ing brows, and the pupils have the rare color of polished steel. When there is any feeling or passion behind them they take all the colors of a chameleon. No one has seen a pair of eyes like them. They dart fire, they blaze with passion, or they glow like iron at white heat. They have the power of penetration of the X-ray. A railroad president once said that when Mr. Morgan looked at him intently he felt as though his flesh and bones were transparent, while his very soul was laid bare to Mr. Morgan's eyes. Mr. Morgan has never been a wrecker. On the contrary he has al- ways been a builder up of fabulous fortunes for himself and his associates in the street. Mr. Morgan always evinced the greatest contempt for the late Jay Gould. He never employs a "wrecker." <A student of atavism might wonder from what remote world-conquering aficestor Morgan de- rives his wonderful personality. His sternness and austerity may well come from a line of Puritan Morgans which reaches back for nearly three centuries. He was born at Hartford, Conn., April 13, 1837, was educated at a high school in Boston, and finished his schooling by three years at Gottingen, Germany. His father, Junius Spencer Morgan, was a great banker and a good man, the partner in many philanthropic enterprises of George Peabody in London. Morgan's father made him, after his return from the German school, the junior partner in the banking firm of Dabney, Morgan & Co. An older man was put at the head of the firm as a check upon the impetuous, domineering will of young Morgan. At the age of thirty-two Morgan defeated Jay Gould in a contest for -- the control of the Albany & Susquehanna Railroad. and from that day all Wall street wreckers, except Gould, have felt in the presence of Morgan those sensations ancient Greeks felt in the presence of the oracle at Delphi. His work as a railroad reorganizer has given him among rail- road men a reputation such as Moses may have enjoyed among the Israelites, and, like Moses, he holds himself above and beyond the men whom he leads. No one but himself can approximately estimate Mr. Morgan's wealth, and probably he could not guess within a million of the true figure. At sixty-two Mr. Morgan has probably amassed nearly as large a fortune as the late Jay Gould, and it is mounting very rapidly in these days, for besides his railroads he has a controlling interest in many other corporations...There is not a clerk in his employ who is not in Occasional personal contact with Mr. Morgan, and he knows the minutest detail of every clerk's business better than the clerk himself. - A REMARKABLE NAVAL COINCIDENCE. It is perhaps 'not: generally known that the Confederate privateer Sumter, which Semmes commanded before he became captain of the Ala- bama, and whichfor a time' was a terror to merchantmen, was built in Philadelphia. She came origitially from the ship yard of Birely & Lynn, after models made by John W, Lynn, and her machinery was constructed by Reanie, Neafie & Co. She was called the Habana when she was launched several years before the opening of the war, and was noted for her swiftness, having made a record in the Delaware river of sixteen miles in fifty-eight minutes. She was built for James McConnell & Co., of New Orleans, in the Cuban trade, and soon after the civil war broke out she attracted wide attention by her operations as a privateer, which, how- ever, were entirely eclipsed by those of the Alabama. When the Alabama was built in the ship yards of the Messrs. Laird at Birkenhead she was known as "290," which was her number in the list of vessels there constructed. As "290" she was allowed to escape on the high seas and proceed to the Azores, and it was not until she was turned over to the command of Raphael Semmes, in the summer of 1862, that she was christened the Alabama. In all the correspondence and negotiations over the attempts to prevent her from leaving English juris- diction she was described as "290." More than a generation afterwards a curious coincidence happened in Philadelphia. Under the second adthinistration of Mr. 'Cleveland the navy department was managed by Hilary A. Herbert of Alabama as sec- retary, and the duty devolved upon him of giving a name to one of the battleships which the Cramps of Philadelphia, contracted to build and which only a short time ago went into commission among the most for- midable fighting ships of modern times. Secretary Herbert decided to give the vessel when she was launched the name of the state he had long conspicuously represented in congress, although there was some ex- pression of opinion at the time as to whether it was exactly proper to revive thus the name of a craft which had been associated with all that was most destructive in the Confederate navy next to the Merrimac, and which many northerners had once regarded as an odious pirate. These objections, however, were few, and they gave way to the sentiment of sectional reconciliation. But when she was called the Alabama _ the Cramps looked at their books and there, unknown to Mr. Herbert, it. was found that she too was set down as "No, 290."'--Philadelphia Evening Bulletin. The company with which Mr. Lyman C. Smith of Syracuse, N. Y., and Capt. W. W. Brown of Cleveland are identified and which has five vessels under construction in the yards of the American Ship Building Co. (consolidated lake yards), has been incorporated at Newark, N. J., under the name of the United States Transportation Co. The company is capitalized at $1,200,000, divided into shares of $100 each.