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26 the distance column will be found the distance to be sailed to get back from starting place and the angle or course found on the top of the page will be the course to steer; 25 and 15 will be found under Diff. of Lat. and Dep. for 23% points, and opposite them in the distance column stands 29; 29 repre- sents the distance the steamer must run in order to return to the place of - starting after having run 15 miles east and 25 miles north. The course of 234 points means 234 points from the meri- dian. The course must be SSW 3% W, since the ship went east and north and to return she must come west and south; 29 in the dist. column for 234 points stands opposite 24.9 and 14.9, so that for 15 and 25 the distance would be a trifle greater than 29 miles; 15 and 25 may stand for base and perpen- dicular and 29 the hypotenuse of a right triangle. If your ship had steered east 25 miles and then north 15 miles the distance back would be the same thing but the course would be SW by WW, a 5 %4-pt. course, the complement of 234 points (8-234). The simplest way of working these examples is to project them on a chart and then measure the distance off and run the course off with the parallel ruler. A protractor and scale of equal parts can be used likewise. An inspec- tor has no good right to ask such ques- tions, unless he permits the applicant' to use the chart and work the problem by construction. An inspector only shows his ignorance in asking such questions, "(To be continued.) CANADIAN GRAIN SHIPMENTS. Editor MARINE REVIEW, Sir :--Below please find statement of the grain ship- ments out of Port Arthur and Fort Wil- liam for the season of 1906. These fig- ures do not include the grain carried by the steamers of the Canadian Pacific Railway, or the regular liners of the Northern Navigation Co. They are, however, near enough to give-a clear idea of the amount of grain that has been moved out of these ports. The statement also shows the amount of grain moved in foreign bottoms, and the various ports to which the grain has been consigned. Total grain shipments Total wheat shipments Total oat shipments' Total barley shipments Total flax shipments Total screening shipments 47,423,600 bus. 41,365,319 bus. 4,922,688 bus. 674,848 bus. $85,145: bus. 125,600 bus. Total grain carried in Can- Beton Dettams,: iis. 36,467,835. bus. Total grain carried in for- Cig: bottoms "..5..'.:.. 10,955,765 bus. Total carried in Canadian bottoms to: Bitrala. i053). Pee as 2,454,545 bus, PO TLAFON ho ee eve ee 535,000 bus. 'TRAE Marine. REVIEW - Bey oie iliac os 238,000 bus. Mitandesce.. a5) Se ans 4,270,000 bus. WMG SIO ga sinc Gp see oe 9,443,148 bus. Montreal ee bas 3,801,760 bus. Point' Hdward' 25, .60.303 1,574,007 bus. Depot Parbor ives. .s 5,282,371 bus. Owen Sound ..... hi teas 3,840,455 bus. Peo Stanley i es 169,000 bus. Maria oe cs 351,000 bus. Pe Coloma uke 184,000 bus. Goling wood: eo Oke. 625,000 bus, Goderich icbree 4c ees 1,682,919 bus. ONGIU ike Vile eo a ego 450,000 bus. MEd DLC 6 ee ee. 1,500,240 bus. Prescotr fia nes 66,000 bus. Total carried in foreign bottoms to: Huttalos nd is ok 9,905,399 bus. Port Huta es) cane 485,640 bus. Pe Gea on ae iS 439,126 bus. Clicaen ye. fee ee 125,600 bus. J. J. O'Connor. Port Arthur, April 8. HAMBURG-AMERICAN PROGRESS. The following comparative figures for twelve years of the Hamburg-American line show at a glance the figures of the great German company: - Gross Profits in Percentage Depre- Gross of Gross ciation Year. 'Profits. Capital. written off. TOO Gah epee £1,850,000 24 £1,350,000 HOOS tees 2,000,000 adi 1,200,000 WOOF es sk 1,550,000 23 900,000 TOOS Peon neo 150.000 De 700,000 TOO 2 eee aie 950,000 14 550,000 TOO Tees 4 avr * 1,100,000 18% 700,000 TO GR ee re Bre 1,250,000 27% 750,000 LQ os ee 900,000 24% 600,000 DR eisai ate ae 750,000 24 500,000 MBE Aa ee re egy iis 450,000 17 300,000 US 96 Bae ie: 450,000 21 300,000 1895 ai yak 300,000 15 200,000 Percentage Book Value Percent- of the age Ocean of Book Steam- Divi- Open Year. Capital. ers. dend. Voyages. M9062 a oe 18 18 10 . £700,000 TOS ie cede 16 15 i 600,000 LOMA. neues cocks 13 12 9 750,000 LIOB Ae ee us eg 10 9 6 300,000 DOOD e re etait. 8 8 44 150,000 VOOM rhs 12 10 6 250,000 TOOON acca.» 16 14 10 350,000 TOO0 aa t 16 14 8 15,000 BOS ee aa 16 14 8 40,000 UB OT aes Ao AO 9 6 80,000 SOG ro eres 14 12 8 75,000 MBO ae Roe. 10 9 5 20,000 Ocean Steamers. Total Working. Building. Capital Year. Gross Reg. Tons. Liabilities. NOVO eae se 740,000 141,000 £7,600,000 LOOD Cae 692,000 81,000 7,450,000 NODA a Gece isa cry 615,000 110,000 6,850,000 LOO Beers ets, 622,000 72,000 6,900,000 TOD i ag 578,000 42,000 6,950,000 MOON es ee ee 552,000 78,000 5,950,000 NOOO iced eesti 478,000 99,000 4,600,000 BOO) dase ee 336,000 179,000 3,800,000 VOOR etic ar st, 263,000 129,000 3,150,000 BOT ae eines ere 250,000 73,000 2,900,000 NEQG ies oe sins 231,000 61,000 2,150,000 TRO ee eet cgi i deel 5 a4' 2,200,000 SUBMARINE SIGNALS ON THE LAKES. On Saturday, April 13, a test of sub- marine signals was made on the Pitts- burg Steamship Co.'s° steamship, George W.: Perkins, 6,400 tons. Spe- cial apparatus has been devised for these lake vessels, which have a light draught forward The tests were sat- isfactory in every particular, and work on lake vessels is being pushed. MARINE GAS PROPULSION. 'Marine Gas Propulsion in Relation to Imperial Commerce and Defence" was the title of a long paper read before the Manchester Association of Engineers, re- cently, by Mr. A. Vennall Coster. The main difficulties, the author enurherated as: .(1) The construction of a gas pro- ducer able to gasify all grades of bitumi- nous coal; (2) a simple method to cleanse the gas from tar, either before the intro- duction of the fuel into the producer proper, when: in the producer, or after the gas had left the producer on its way to the engine; (3) perfect control of the gas-propelled vessel in starting, stopping, reversing, and running at all speeds. . . Dealing with No. 1 and No. 2, he said that if anthracite coal or coke were used these difficulties were entirely avoided, but with a limited supply of anthracite the wisest course was to leave it out of _the question altogether. For marine pur- poses they must .deal with the ordinary coal that might be obtained, not only in Wales, but in various parts of the United Kingdom and the many coal fields scat- tered about the world. Bituminous coal was cheap compared with either anthra- cite or coke, and was the only possible fuel for marine gas producers. Its ther- mal value varied from 10,000 B,.T. U. to 14,000 B. T. U. per pound, and cost from 6s to 7s per ton. For many years gas engines had been driven by bituminous coal gas, and the difficulty had always been to get rid of the condensable hy- drocarbons which filled and clogged the valves and gas passages of any engine they were allowed to enter. This prob- lem was one to be faced rather by our chemists than by our 'engineers, and many notable firms had already solved the problem, but not in that simple man- ner that made the gas plant perfectly suitable for marine purposes. It was re- ported from several trustworthy sources that a simple solution had been discov- ered. Then there was the necessity of deal- ing with the many grades of bitumin- ous coal, some suitable, many unsuitable. Shipowners would have to insist on a correct analysis being supplied prior to delivery so as to ensure gas-producing qualities. There were also other diffi- culties within the producer itself, in the behavior of the coal when heated up. Bi- tuminous coal might be either of the caking of non-caking variety, and al- though of very similar composition these behaved very differently under treatment, The non-caking varieties were more suitable for their purpose and made the best gas, whereas the caking coal often led to the formation. of a hollow fire, with the result that the gas produced was of poor quality. It had been pro- posed to coke the bituminous coal before introducing it into the gas producer, so