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378 Commerce of Lake Superior The commerce of Lake Superior, as measured by the Sault Ste. Marie canals, reached the respectable fig- ure of 9,744,556 net tons during August, being 230,617 tons less than the movement during July, when 9,- 975,173 tons were moved. The move- ment to Sept. 1 totals 40,046,800 tons, as against 29,812,256 tons during the corresponding period last year. The figures for the coal movement rather belie the apparent lassitude in that trade and again prove the fact that the lakes handle enormous units so easily as to be really deceptive. The summary is as follows: EAST BOUND. é To Sept. 1, To Sept. 1, 1909. 1910. Copper, net. tons. ..... <2 65,499 77,070 Grain, other than wheat, DUSHEIS) 8. see waleelens ocd' 13,831,382 22,068,070 Building stone, net tons. 1125 6,990 Hlour, barrels sso. is «6 2,969,368 3,791,428 Iron ore; met tons... .... 21,320,149 28,055,531 Pig iron, net' tons... ... 5 17,549 19,331 imiber My it.) Bo M... 3153129 374,379 Wrieat, "bUShels.. 5s. os 24,497,194 32,695,234 Unclassified freight, net ROWS et oes Si eke es 89,654 87,357 Passengers, number .... 22/55 23,594 WEST BOUND. Coal, anthracite, net tons. 798,545 1,060,259 Coal, bituminous, net tons. 4,802,158 7,297,788 WMiour sbarrels;. <5 2355 1,805 1,100 Grain. bushels...) wan 1,000 2,100 Manufactured iron, net RONG tas Mince oe en eace sa) 272,979 247,327 lion ore, net tons... <3. 8,213 Beers Saltecbarrelss sees 444,404 397,367 Unclassified freight, net PATA G oe can ho seats paar ssinfatss oases 522,188 724,787 Passengers, number 24,652 27,567 SUMMARY OF TOTAL MOVEMENT. East bound, net tons....23,341,909 30,657,557 West bound, net tons.... 6,470,347 9,389,243 DR OLAL Se Nugeeee feces ole 29,812,256 40,046,800 The total number of passages to Sept. 1, 1910, was 13,118, and the net registered ton- nage, 32,540,548. A New Water-Tube Boiler The accompanying illustration shows a new type of straight tube boiler for marine and stationary use, built by the Charles Ward Engineering Works, Charleston, W. Va. The boiler shown is one of the smaller sizes and has 470 sq. ft. of heating purface and 19 sq. ft. of gtate, and weighs, complete, 5,730 Ib., built for a working pressure of 200 lb. steam. The front and back headers for re- ceiving the tubes are steel castings of rather novel design. The walls or plates are % in. thick, with a water space between. The two walls are connected to each other by vertical webs between each alternate vertical row of tubes, thus forming rectangular water passages. The webs stop a few inches from the top and bottom of the header, giving a passage connecting each vertical row and affording perfect circulation. The back header has a flanged con- nection to the bottom of the drum, which gives the down-flow passage and fis. 6 ft..2. in: TAE MARINE FlEVIEWw completes the circulation, which, due to the incline of the tubes, is free and unobstructed, each vertical row having its individual return tube to the drum. The boiler shown has 148 generating tubes, 2 in. diameter, and 18 return tubes, 154 in. diameter. All tubes are expanded into the headers and drum, Warv's New Warter-lTvuse. Boiler. no screwed joints in or near the fire. Screwed plugs opposite each tube give free access for cleaning or removing the tubes. Any tube can be removed and replaced without disturbing any of the others. The furnace door opening is water- lagged with ample passages to insure perfect circulation, eliminating all trou- ble with cast iron liners and fire brick. The casing is substantially constructed of sheet steel and angles, lined with 1%Z-in. asbestos, the front: and back are easily removed for access to the tubes. The floor space required is 4 ft. 3 in. by 6 ft. 3 in, and the height in: front The heating and grate surface may be varied by lengthening the tubes and grates, each additional foot of length increasing the heating surface about 80 sq. ft. These boilers are built in standard sizes, but dimensions may be varied to suit requirements. The larger sizes are constructed entirely of open-hearth steel plates, the headers riveted together and stayed by an improved method, which insures freedom from _ troublesome screwed and riveted stay-bolts, there be- ing no openings through the plates ex- cept the tube holes. In these sizes, the openings in front of the tubes are closed by small hand-hole plates--no screwed plugs. The builders now have under con- struction a boiler of this type, 9 ft. wide, with 432 tubes, 2 in. diameter and 36 tubes 3% in: diameter, giving about 2,000 sq. ft..of heating surface, the;.steam drum being 40 in. outside diameter and located on front header, which is the low end of the boiler. September, 1910 Obituary Thomas F. Griffin, nected with the firm of Corrigan, Mc- Kinney & Co. Cleveland, known from one end of the lakes to formerly con- of and the other through his wide knowledge died at Colorado Springs, on Monday, Aug. 29. It be- of the ore trade, came apparent about eight years ago that he was afflicted with tuberculosis. The firm thought so much of him that Mr. Corrigan sent him to Mexico in his private car, where he remained the greater part of a year. He later re- turned to Cleveland, but it was soon apparent that the climate of the lower lake region was too rigorous for him. He removed with his family to Colo- rado Springs seven years ago. He leaves a widow. Mr. Griffin was about forty-two years old. 'Capt. John Green, one of the notable men on the great lakes, died at Buf- falG, «on: Saturday, Aug. 27. Capt. Green was born near Dublin, Ireland, on Dec. 27, 1832. When eight years old his parents emigrated to Toronto, where his father died two years later. He began sailing at the age of ten. He secured a first mate's certificate within a.tewr weats...Later, .seeing..the possibilities in harbor towing, he went into that branch of the business and became the owner of a number of tugs. He was a blunt, straightforward man and was. much respected. Pere Marquette No. 18 Founders Carferry Pere Marquette No. 18, owned by the Pere Marquette Railroad Co., and operating between Ludington and Milwaukee, sank off Sheboygan, on Sept. 9, drowning 28 members of her . crew. The cause of the disaster is not as yet known. The carferry left Lud- imgton at' 11°30 --p. m., with' 29 loaded cars. There was a fresh wind blowing, but the carferry was apparently making good weather of it until 4:30 a. m., when she was observed to be taking water rapidly aft. She was headed with all speed for the Wisconsin shore, working 'her pumps meanwhile and flashing wire- less messages for help. Several cars were run overboard to lighten her, but at 7:30 o'clock she suddenly sank. Mean- while Pere Marquette No. 17 responded to the distress signals and arrived on the scene just as No. 18 ,went down. Lifeboats were lowered and about thirty members of the crew were picked up. Pere Marquette No. 18 was built at the Cleveland yard of the Ship Building Co., in 1902. American