The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

14_ opening on three sides. In the midship portion of the vessel on this deck a neatly paneled wood casing has been arranged around the engine hatch and the deck itself car- ried with an easy slope over the paddle shaft, which is a considerable improvement on the older method of form- ing a step and thereby causing a dangerous stumbling block in the passage ways. After wing houses adjoining paddle box have been arranged for the first mate and chief engineer. Outside of the saloon enclosure proper the after main deck saloon has been arranged in three com- pattments, all of them well lighted by large sliding win- dows. Forward the quarter deck compartment is hand- somely fitted up with mahogany dado and paneled sides finished in white and gold with artistic frieze. At each side there are spacious mahogany stairways leading to the saloon deck over. Immediately after these spaces ladies' cabin is located fitted with olive colored plush sofas and finished in a similar manner to the quarter deck enclosure. At the extreme end of the house ladies' lava- tories, etc., have been arranged. There is ample walking space around this house on the outside, with deck lights arranged underneath the seats for lighting officers' quar- ters on the lower deck. The saloon deck extends for about seven-eighths of the en- tire length of the vessel and has a paneled deck house for about half this length, lighted by large sliding windows and upholstered, with cane: bottomed chairs arranged around the sides in groups, and in center line. This saloon will provide those passengers with shelter from wind and sun who do not care to avail themselves of the promenade outside. On each side at the forward end of paddle boxes on this deck the purser's room and director's room are located. The hurricane deck is built on top of the saloon deck house for half its length and has a large well-lighted dome supplying light and air to the saloon below. Arranged around the after end are slat seats and at the forward end there is a commodious house fitted up as captain's, pilot's, mate's and quartermaster's cabins with pilot house ai the extreme end of these. Ten life boats are stowed on this deck with facilities for handling them rapidly in case of emergency. The propelling machinery consists of one set of com- pound diagonal surface condensing engines supplied with steam by two large boilers, the installation aggregating 1,200 H. P., which will give the vessel a speed of about 15 miles per hour. The South Shore is lighted through- out by electricity and in addition a powerful searchlight has been mounted on top of the pilot house and a num- ber of large deck lights arranged in the open for illum- inating the promenades at night. Altogether the vessel is a notable addition to the al- ready large fleet of the Nantasket Steamboat Co. With her great accommodations, modern methods of construc- tion and the ample conveniences provided for the comfort of the passengers the South Shore should prove one of the best and most popular excursion vessels on the At-. lantic coast. Everything the forethought could suggest with a view of insuring the safety of the passengers has been incor- porated on this vessel, comprising life boat, life raft and life belt, capacity to take the entire complement of 2,300 people. Numerous hydrants with their attendant hose lengths have been arranged in easily accessible locations and most important of all a more minute sub-division of the steel hull than has been hitherto attempted in this class of vessel, so that in the event of a collision the vessel's buoyancy will be interfered with to a minimum. It is well within the bounds of moderation to assert that THE MarRINE. REVIEW this vessel in equipment, design and construction is prob- ably an advance over any vessel at present plying in these waters. MR. J. B. HAYWARD. Mr. J. B. Hayward, who has just been appointed as- sistant local inspector of boilers for the Cleveland dis- trict, has been identified with the marine engineering fra- ternity for the past sixteen years. He received his first training in marine work at the Globe Iron Works, Cleve- land. After working at the Globe shops for three years he started oiling on the steamer Northern King and the following season was second engineer on the steamer 4 Continental of the Republic Iron Mining Co.'s fleet. He MR. J. B. HAYWARD. followed marine engineering until 1904 when he entered the service of the Fidelity & Casualty Co., of New York, as boiler inspector for Michigan, headquarters at Detroit. Just previous to his engagement with the Fidelity & Casualty Co. he was chief engineer of the steamer Sir Henry Bessemer, belonging to the Pittsburg Steamship Co.'s fleet. The steamers Sir. William Fairbairn and Rob- ert Fulton belonging to the fleet of the Bessemer Steam- ship Co, and since purchased by the Pittsburg Steam- ship Co., were brought out by him, Mr. Hayward has been a member of the Marine Engineer's Beneficial Asso- ciation, of Cleveland, since he began work as an engineer. cia ees tienen estore The steamer Merida and the schooner Antrim, both of the Gilchrist fleet, were in collision at the head of the Jakes and seriously damaged. The Merida was leaving the Missabe dock .and the Antrim was being _ tiie dock by two: tugs, .The vessels collided just north Or ime Imerstate bridge. The bulwarks on the port bow of the steamer were stove in and several pl port bow of the Antrim were broken. were made. towed to ates on the Temporary repairs