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PR Ng ape ae have in former periods been as low, or even lower in one direction, they have never been so low at the same time in both directions, out and home, and so widespread to practically every trade. Many tramp steamers have been laid up, but not so many as former periods of depression when the ton- nage afloat was less. Unfortunately some steamers have had to be laid up in the east, and other distant parts, which must have involved heavy loss. The following abstract from my report of July 1, 1884, confirms the old adage that history repeats itself: "Orders for new steamers last year gradually decreased to the extent of 50 per cent between the first and third quarters, and a further 50 per cent between the third and fourth quarters. This depression has continued until,- with the exception of an odd contract to replace a steamer for a special trade, and these at prices that will not re- coup the cost, no orders have recently been placed. Freights generally will not repay expenses, and many owners have preferred to lay up their vessels to running them at a loss," These remarks were made on the state of shipping trade which, two years previously, was booming with 72/6 from Calcutta, 45/ from Bombay, 62/6 from Burmah, 82/6 from Java, 5/ per quarter from' New York, 7/ per quarter from Danube, 18/ per load sleepers, Bolderaa to London, and proportionate good freights outwards. When it is remembered that in 1884, as now, the cry of over production of tonnage was current, it may be some satisfaction to owners suffering from the present depression to remember that although the position was as above described, there have been since then, as there were previously, many good years with shipping, and such will doubtless come again. The total tonnage has so largely increased that it may be necessary for owners to con- sider whether the old methods of con- ducting chartering are suitable to maintain the market without combina- tion, federation, or some organized power to prevent the rates of freight and conditions of charters being, as they now are, at the mercy of the charterer, by the pressure of competi- tion of owners. Shipping must necessarily suffer from the contraction of trade, which the board of trade returns show for the past few months is taking place in every commodity. This contraction was inevitable, and time alone will change, as good trade in harvests in different parts of the world occur, ored to make the clear that they may be easily under- -- "TAE MaRINE REVIEW when shipping must be the first indus- try affected by such, although it may not occur immediately. It is, however, imperative that the restriction in pro- duction of liners and tramp steamers continues, so as to rectify the position that has existed so long of over sup- ply of tonnage. ; BOOK REVIEWS. "Practical Ship Building," a treatise on structural design and building of modern steel vessels, by A. Campbell Holms, second edition, two volumes, price $10, Longmans, Green & Co., 39 Paternoster Row, London. This excellent treatise on ship build- ing is offered at considerable less rate than the first edition, issued four years ago. The price is now $10 as against $16. The second edition has been thoroughly révised and _ all changes that have occurred in proc- esses and appliances during the past four years have been noted. To the book of plates which forms the sec- ond volume the author has added two new ones representing different structural designs for two large sin- gle deck vessels, and other plates have been modified to meet revisions in the text: The method of publishing this book is a departure from ordinary practice. The plates are published in a separate volume of sufficient size to bind them without folding, dispensing thereby with the unsatisfactory method of folding the plates throughout the text. The whole of the matter is in num- bered paragraphs or articles and this in the exhaustive alphabetical index greatly facilitates reference, not alone to the place but to the precise spot where any particular subject in the index is dealt with. Mr. Holms is a prominent member of Lloyds surveying staff and has had abundant experience to write a book of this character. As he says in his preface, he has avoided all abstruse questions of theory and has endeav- explanations so stood by any intelligent reader. He has described in a popular way those fundamental matters of theory which govern the structural design and with- out which an intelligent appreciation of the subject would be impossible. As he says in his preface, the plan of his book is briefly as follows: First, attention is given to funda- mental matters which govern design; the various stresses to which the hull is exposed, their straining tendency, and the different structural designs by Ore., is remarkable. 2/ which the necessary strength to re- sist them may be secured. Second, each important part of the hull is con- sidered by itself and each one from three points of view, viz., its purpose in the structure and the particular stresses and straining effects to which it is liable; the various formations adopted in its design with the rules governing them as regards scantlings © and strength; and a description of the actual work of making it in the ship- yard and fitting it in the ship. As a description of the actual work of the ship yard is reading. of a special char- acter, it is deal with separately in the second part of the book. As Lloyds rules govern all merchant ship build- ing practice, they are frequently re- . ferred to and explained, the numer- ous sktches in the book of plates be- ing practically all drawn in conformity therewith. There will be found chapters on corrosion, launching, etc.,and the work of the drawing office--that most im- portant--where, previous to the actual building work, the qualities of the ship. are decided upon and every part designed and measured on paper. The manufacture and mechanical qualities of mild steel are also dealt with at some length, a proper knowledge of this being an important matter to those whose duty it is to deal with the material in the ship yard. RECORD OF STEAMER FLYER. The record of the steamship Flyer, owned by the Columbia River & Pu- get Sound Navigation Co., Portland, Built on the Columbia river in 1890, the Flyer was taken to Puget Sound' in 1891 and has been running almost continuously be- tween Seattle and Tacoma ever since. Up to June 15 last she had run 5,1781%4 days and had traveled the ex- traordinary distance of 1,280,032 miles, or fifty-one times the circumference of the earth. The Flyer was built at Portland, Ore. by Honis & Nelson. Her hull construction is of fir. She is 170 ft. long, 21 ft. beam and 15 ft. deep. Her engine was built by Neafie & Levy, of Philadelphia, in 1890, and is triple-expansion with cylinders 21%, 331%4 and 54 in. diameters by 33-in. stroke. Her boiler was supplied by Freeman & Sons, Racine, Wis. She uses oil as fuel, consuming 61 bar- rels per day. It would be interesting to learn what steamers have equalled her record.