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feature that favorably impresses ev- ery person who has seen this boat, or had experience with the ordinary launch in which the machinery is ex- posed. The cockpit is roomy and luxuri- ously furnished and equipped. Wood work of best selected oak finely pan- eled, with richly upholstered seats and back rests; floor carpeted; deck trimming, port holes, rails, etc., of the best polished bronze. The equipment throughout is in keeping with the gen- eral magnificence of the boat. This model will be exhibited at all the prominent motor boat shows next season and will. without any doubt create a sensation among the enthusi- asts. This company has a handsome cata- log which can be had upon request. OLD-TIME CONDITIONS ON THE LAKES. -- "Sailing nowadays is not like it used to be, though the men of today .re made out of the same stuff as the old-timers were," declares Capt. John Miller, of Marine City, one of the youngest old tug- men now living on the lakes. "In many ways the conditions are different. "My first experience was cooking -on the little River King, a sidewherler run-° ning between Sarnia and Dresden, Ont. I was not much of a cook, but the pastrv and bread was bought ashore and I didnt need to worry about that. 1 d:d pretty well, but the potatoes would burn once in a while, no matter how cureful I Was. 5 oe "The stove I used was an old-jashioned one with the pipe running into the stack, and the King was a high pressure with an exhaust strong enough tor .a. boat twice her size. It happened that I ship- ped when she was in port, and I didn't know how the exhaust would act till she got under way. "Tick, tick, tick! Choo-o-o! "I was stirring apple sauce at the time and when the exhaust was thrown in the stack, the first thing I knew was sheet of flame and scorching hot air coming out across the legs of my trousers. When I looked down, my trousers were burned in two sections, the fire was out and my apple sauce was gone. I thought sure I'd jump at the end of the route. "Necessity, the mother of came to my rescue, and I soon got the best of that exhaust. I went out on deck. got three boards and enough zinc to make two metallic appliances to fit over my trousers. I hung them on me by means of my suspenders. "After that, I used to laugh when the flame would shoot out after the exhaust came down my stove pipe. I fixed the fire so it would'nt go out, and I could inventicn, "TAE Marine. REVIEW cook for hours without feeling the fire." Capt. Miller knows as much, if not more, about the old days when the river tugs reigned supreme as any living man. He sailed the queen of them all, the Champion, for ten years, and his one am- bition was to break all records, including his own. Towing eight or nine schoon- ers through the rivers and lakes was a daily occurrence with him, and getting out of tight scrapes was another. He would plug his boat through seas which made others turn. back. Another of Capt. Miller's experiences was when he left Grummond's employ as captain of the Champion to go on the Sweepstakes for Capt. Pridgeon. Capt. Grummond instructed his captains to watch Miller on Lake Huron and only let him» have one tow. Miller was on his way from Buffalo with one schooner at the time. As Miller tells it, the Grummond tugs Champion and William A. Moore got up on Lake Huron ahead of the Sweepstakes when they were shut in by a fog. The Sweepstakes came along later at a snail's pace, when every once in a while the op- position tugs would toot a fog signal. "T could tell each whistle," says Miller, "and knew exactly where they were. So 'I fixed my whistle with spun yarn so it sounded like a fish tug and kept on going for the straits, where I knew it would clear un." Miller reached the straits and it cleared enough to let him get his eyes on eight schooners laying "heads and tails" to get through. » "When-I saw that fleet there," he says, "IT knew I would have to get them, so I dropped the one I had and made ready for the eight. I was dead sure of things, because the Champion and Moore were far behind'me on Lake Huron." Miller picked all eight schooners up, but one was Grummond's and in order to give her captain a chance to drop off if he wanted to, he put her on the end. He knew the captain would go on the dock, when Capt. Grummond saw her going down past his office towed by the Sweepstakes. Capt. Grummond and a thousand and one others in Detroit had money up on his tugs and the Sweepstakes.' He felt sure Miller would lose with two of his best boats against him. But when he saw the tow, he is said to have closed up his office for the day. The Atlantic Works, Inc., 28th St. and Gray's Ferry Road, Philadelphia, Pa., recently received an order from Messrs. Noecker, Rickenbach & Ake, Camden, N. J., for one of their B-17 Bevel Band Saw Machines, which is made especially for ship yard work. + a aneety during 53 - ENGINEERING PROGRESS DUR- ING 1906. (From the Shipping Gazette, London.) The old year will, of course, stand out in marine engineering as the year of the Parsons' turbine, not so much because it was the period in which the Lusitania and the Mauretania were launched, as because it was the period in which the Dreadnought demon- strated to the world the efficiency of the new engine in its highest develop- ment. The success of the battleship proved beyond all doubt the superior- ity of turbines for high-speed war- ships. A point was made of the ease with which the vessel was. man- euvered. "This, « it' was Said; was. sur prising. Yet it need not have been, because the critics who took _ this particular line had their first shock of surprise more than a year ago be- fore the Carmania crossed the Mersey Bar for the first time. Her turning trials were the best of the whole series of her trials. It may be taken for granted, therefore, that after the Dreadnought there will be no more large British warships with reciprocat- ing steam engines. Nor are there like- ly to be many more foreign warships with such engines, because what we choose to do in naval construction is what other nations must do. OIL FUEL EXCLUSIVELY. For speedier, lighter craft, of course, the turbine has been out of question the engine for a long time. Its de- velopment is higher here, and naval engineers understand it better. They are certainly taking better care of the machinery of destroyers than they did in the Amethyst, for nobody has had to say about any of these boats what Engineer-Lieutenant Ewart said about the cruiser. Still there is plenty of time yet; and, in addition, the newer vessels of the type are much more in- tricate machines. To date, in the royal navy all the oil fuel that has been used has been sprayed on to coal. In the new destroyers--those_ placed last, at any rate--oil has to be burned the official trials. This may appear to be dangerously experimental; but it really is not. There is a wealth of oil-fuel data at the admiralty, now, and, like every de- parture of the Fisher regime, there is nothing of the nature of an experiment in it, NEW TURBINE STEAMERS, Of mercantile turbine steamers the year has seen some notable examples apart from the express Cunarders, which are, of course, yet to try. The. Viper, which the Fairfield Co. built for the Burns' Ardrossan-Belfast daylight