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20 MARINE REVIEW. SHIP BUILDING AT PHILADELPHIA AND VICINITY. Philadelphia, Pa., Feb. 26.--As already announced in the Review the International Navigation Co.'s new passenger and freight liner Kroon- land was successfully launched from the works of the William Cramp Sons Ship & Engine Building Co. last Thursday. -The_ sponsor was Mrs. Rodman Griscom, daughter-in-law of Clement A. Griscom, prest- dent of the company. The launch, originally intended for the early days of February, was time and time again postponed, owing to the presence of the great amount of floating ice in the river, but as the work on the vessel had progressed to a point where it would be greatly retarded if she remained longer on the ways, President Charles H. Cramp decided to put her overboard despite the obstacles which intervened. There were present on the stand, by special verbal invitation of the owners and builders, a company of guests which included Mrs. Clement A. Griscom, Mr. and Mrs. Edward R. Starr, Miss Sophie Starr, Mr. and Mrs. Frank A. Potts, Dr. and Mrs. Gamble, Miss Florence Cramp, Dr. Coleman Sellers, Mr. and Mrs. F. N. Morris, Percy Chubb, Henry C. Boyer, E. B. Smith, Dr. Hendrick Muller of the Hague, Holland; Com'dr Moore, U. S. N.; Naval Constructor J. H. Hanscom, and Capts. Stchensnovitch, Pelican and Ossipoff and subordinate officers of the Russian navy, attached to the Retvizan. Although eminently successful, the launch of the Kroonland was not without a feature not down on the program, and one certainly not desired by the builders. It was no less than the freezing of the tallow, which had been spread thickly on the launching ways, and which resulted in the great craft sticking fast before she was fairly under way. Under the direction of Edwin S. Cramp, superintendent engineer of the com- pany, a force of mechanics, assisted by forty jacks, soon had the leviathan again in motion. At the luncheon which followed the ceremony there were several utterances by the president of the company to which the vessel belongs replete with significance to the future importance of the port. It is a well- known fact that Mr. Griscom desires more commodious and faster vessels for the Philadelphia-Liverpool service, and awaits but the long-deferred channel appropriation for materializing his project without delay. While it has not: been definitely promised that the Kroonland and her sister- ship, the Finland, will run to this port, it is more than probable that the two vessels which they will replace in the New York service will be trans- ferred to the Philadelphia line. The Finland is rapidly nearing the launch- ing point and will likely take her maiden dip within three weeks. An event of more than usual interest to ship builders generally will be the triple launching, from the works of the Harlan & Hollingsworth Co., March 1, of the torpedo boats Stringham, Hull and Hopkins. Prepara- tions are under way for elaborate ceremonies on the day of launching, and many representatives of the army and navy will be present. The navy department is awaiting with interest the outcome of the trial trip of this trio. As before mentioned in correspondence from this port, this species of war craft is viewed with distrust by all who have contracted for their construction. Naval Constructor Hanscom, heretofore reticent in expressing an opinion in regard to the merits and demerits of the original designs submitted by the navy department, and on which bids were asked, is now more accessible to interviews on the subject. It was largely through Mr. Hanscom that the bureau of construction decided on the changes in the lines of the hulls of the Bainbridge, Barry and Chauncey, with the end in view to make the successful speed trial less a matter of speculation. As heretofore explained, this was effected by cutting away the sterns and slightly arching them above the propellers, thus allowing them to pass more easily through the water. This change has not yet been determined on in regard to the Stringham, Hull and Hopkins, and, as the Bainbridge failed, will probably not be effected. The new Maine, at Cramps' ship yard, after strides toward completion scarcely less than wonderful, is now entering on a period which is, to say the least, vexatious to the builders. Non-delivery of armor-plate has ever been a bug-bear to the Cramps, and it is again in evidence with every possibility that there will be a repetition of the instance of the Alabama. If the Maine is delayed from this source, the builders will undoubtedly file a heavy claim against the government. They are desirous of having this vessel accepted by next February, at the latest, but from present prospects there is little hope for realization. For practically a week the port of Philadelphia has been closed to the sea by ice. Such conditions have not prevailed here for a decade, and the loss to vessel owners through the slow movements of their various craft will run into enormous figures. The city ice-boats have been found inade- quate to meet the severe conditions imposed upon them, and agents and others interested in the prompt delivery of freight are loud in their com- plaints. _ Shipping circles regret the sudden death of Robert Turner, who for . years was therein associated in the capacity of maritime reporter on the Public Ledger and later in the same capacity with the Evening Bulletin. Mr. Turner was an indefatigable newsgatherer, zealous and faithful in the discharge of his duty. He possessed to an unusual degree the confidence of the various large interests of the port, and leaves behind him a memory - which will long be cherished by his many associates. DEEPENING OF CHANNELS--LOWER LAKE LEVELS. Editor Marine Review:--I found enclosed in your issue of Jan. 30 a very interesting supplement in the form of a diagram giving fluctuations of the lake levels by months from 1860 to November, 1901. Accompany- ing the diagram is a table referring back to high water of 1838, which prompts the conclusion that the water was highest in that year, probably caused by unusual precipitation at that time over the lake region and the watershed tributary thereto. I have never seen anything on the subject of lake water levels that struck me more forcibly than this chart. Nearly all of the practical men of the lakes with whom I have discussed this subject during several years past are of the opinion that the deepening of channels by the government under present methods tends to permanently lower the water of the lower lakes, and I think this is proved conclusively by the diagram. Without going into a long discussion regarding the high water of 1838 or the diagram as a whole, let me call attention to the fact, Shown 'by the chart that front 1886 up to the present time Lakes Michigan, Huron, Erie and Ontario have fallen from 2% to 3 ft., while Lake Superior has risen about a fodf'ili the same period. Up to 1886, a year which probably marks the [February 97, ee Ba beginning of large dredging operations 1n the rivers, all the lower lakes practically maintained their respective levels with Lake Superior, fluctuat. ing from year to year in accordance with wet and dry seasons, and always highest about midsummer, this latter condition due to causes which it js not necessary to consider here. So it seems to me that a study of this chart certainly confirms the opinion that the deepening of channels through connecting waterways contributes to or even explains in full the iall of the lower lake levels. It is well known that since 1886 large dredg- ing operations have been carried on in the rivers. Beginning with the removal of shoals at the foot of Lake Huron, the work has extended to. deepening operations at the lower end of the St. Clair cut and a wide 20-f. channel has been dredged above Windmill point on Lake St. Clair. Then there has been a continuation of the same kind of work in the Detroit river over a long stretch from Ballard's reef to Bar point, including the éxtensive Lime-Kiln crossing project. At the lower end of Lake Erie the channel has been deepened into Niagara river and it is well known also that this work has extended on through the St. Lawrence river to tide water, The great bulk of these deeper channel operations, as well as the Chicago drainage canal with its great flow of water from Lake Michigan, are projects completed within the period to which this discussion relates, During all this lowering process on the lower lakes, Superior has not only maintained its level, but has risen about 10 in., which rise is undoubtedly attributable to the fact that thousands of tons of rock, taken from the reefs above the Sault canal, were dumped at the head of the rapids, fillin in and raising the bottom just where the water begins to feel a perceptible drop. Supplemental to this are the railroad bridge abutments in the same locality and a wing dam for the purpose of changing the current in con- nection with a water power enterprise, all tending to obstruct the flow and thus raise the Lake Superior level. It is not probable that the large power canal at the Sault will cut much of a figure as an offset to-the filling in above the rapids; neither will the deepening of the Sault river have any effect on Lake Superior, as the bottom of the river above the rapids is higher than the surface of the river below the rapids, so that if the river below the rapids was entirely dry it would not affect the level of Lake Superior. In the minds of some people, probably more capable of judging than myself, there may be other influences governing this matter, but during a life-long experience with the lakes my observation has not brought to my mind any other conclusion than that the digging and damming-up pro- cesses are the most potent factors in controlling the levels of the great lakes. JAMES STONE. Cleveland, Feb. 26, 1902. _ THE GREAT DINNER TO PRINCE HENRY. Probably the most notable event which has marked, or which will mark the visit of Prince Henry of 'Prussia to this country, was the din- ner given to him by the captains of industry in New York on Wednes- day evening. The prince met the men who control, pretty thoroughly, the industries of the country. It is really 'because they are so few that they are so powerful. One thing will strike the reader in reviewing the list--and that is that of several of them he has never heard before. They are silent workers in the inner councils of the industrial world. The hosts were: J. Pierpont Morgan, Morris K. Jessup, Edward D. Adams, George F. Baker, John Claflin, Elbert H. Gary, Abram S. Hewitt, Levi P. Morton, Alexander E. Orr, William Rockefeller, James Stimman, Wil- lam K. Vanderbilt and L. "M. Goldberger of Berlin. The captains of industry were: Edward G. Acheson, James W. Alexander, J. Ogden Armour, George F. Baker, Alexander Graham Bell, Edward J. Berwind, John S. Billings, E. W. Bliss, Emil L. Boas, Frederick G. Bourne, Henry P. Bowditch, John A. Brashar, Alexander E. Brown, Charles F. Brush, Adolphus Busch, Alexander J. Cassatt, Frank W. Cheney, Duane H. Church, Charles F. Clark, William B. Coggs- well, John H. Converse, Charles H. Cramp, Francis B. Crocker, Charles Deering, Theodore L. Devinne, William E. Dodge, John F. Dryden, James B. Dake, W. H. Dunwoody, Thomas A. Edison, Marshall Field, David E. Francis, John Fritz, George J. Gould, James B. Grant, Clement A. Griscom, James D. Hague, Charles M. Hall, Edward H. Harriman, Henry O. Havemeyer, Marvin Hughitt, Julian. Kennedy, Samuel_P. Langley, Robert T. Lincoln, Johnston Livingston, John A. McCall, John Markle, Samuel Mather, J. R. Maxwell, Charles S. Mellen, Rear Admiral George W. Melville, Albert A. Michelson, D. O. Mills, S. Weir 'Mitchell, Charles A. Moore, George S. (Morrison, Henry Morton, Frank- lin MacVeagh, Max Nathan, Simon Newcomb, Frederick Pabst, William Barclay Parsons, Edward C. Pickering, Albert A. Pope, Henry S. Pritch- ett, Michael I. Pupin, Norman B. Ream, Edwin Reynolds, John D. Rocke- feller, W. A. Roebling, Henry H. Rogers, Charles M. Schwab, Gustav H. Schwab, Irving M. Scott, Coleman Sellers, Samuel Spencer, Fran- cis Je Sprague, Nikola Tesla, Elihu Thompson, Robert H. Thurston, Herbert H. Vreeland, Charles D, Walcott, Rear Admiral J. G. Walker, George D. Ward, Levi C. Weir, George Westinghouse, Edward Weston, Frederick Weyerhaueser, P. A. B. Widener. Financially and industrially, the United States is practically directed iby these men. the Stockholders of the National Fireproofing Co. have voted to increase the capital stock from $5,000,000 to $12,500,000. The new issue will be $5,000,000 preferred and $2,500,000 common. This issue is to provide $1,000,000 working capital and buy eighteen plants now operated by fifteen companies. Directors were elected as follows: D. F. Henry, F. C. Grier, W. H. Graham, J. J. Booth, T. J. Hamilton, Adams Wilson, Frederick Gwinner, Jr., E. B. Alsop, W. A. Dinker, T. G. McCutcheon, H. M. Keasbey, R. W. Allison, W. D. Henry, J. P. Robbins and C. G. Jones. The officers chosen were: D. F. Henry, president; W. D. Henry, vice- president; R. W. Allison, general manager of sales; W. H. Graham, treasurer, and E. G. Jones, secretary. : _ A chart of the Detroit river in colors--the best chart of the river ever printed--has just been issued from the Detroit engineer office. It takes in everything from Windmill point to Bar point. All the changes re- sulting from extensive dredging, shifting of ranges, etc.. are very clearly shown, and the corrections are, of course, up to date. This' chart may be Oe had from the Marine Review. a}