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322 strong. The vessel is equipped with two triple-expansion engines, having cylin- ders of 21, 34 and 56 inches diameter with a stroke of 30 inches, and sup- plied with steam from four Scotch boilers, 13 feet 6 inches in diameter and 12 feet 6 inches long, allowed a working pressure of 200 pounds. The horsepower is about 3,500 and the vessel is intended to maintain a sched- uled speed of 20 miles per hour. “EastLAND has three steel decks. Her main and upper saloons are fitted throughout in mahogany in the most approved manner. Her state- rooms, of which there are 100, reach flush out to the deck so that there is no promenade about them as in most THE MARINE REVIEW with every convenience, including electric lights throughout, a powerful searchlight, running water in every stateroom, etc. “The officers of EASTLAND are Capt. J. C. Perue, First Officer Charles R. Richardson and Chief Engineer Geo. F. Randall.” Two _ illustrations presented of EASTLAND. are herewith. Orie... Pig o; shows her as she looked just after she left the builder’s hands. This illustration was first published in The Marine Review, July 16, 1903. Fig. 1 shows the steamer in Chicago har- bor a few weeks before the accident. A comparison of these two views indicates that the structural altera- September, 1915 been tend calculations sels and facts which have brought out since the disaster to indicate that stability were not made by neers at the time the vessel was built. EASTLAND had a gross tonnage of 1,961, the net being 1,218. competent engi- She was owned originally by the Michigan Steamship Co., South Ha- ven, Mich. This concern found her unprofitable and in 1907 she was sold to the Eastland Steamship Co. of Cleveland, going into the excursion business between Cleveland and Cedar Point. The Eastland Steamship Co. was composed of Alexander Winton, Charles. Shank, Walter ..C.. Baker, John Krause and others. A $275,000 FIG. 5—HENRY PEDERSEN, CAPTAIN OF EASTLAND, IS SEEN AT THE RIGHT, EXPLAINING THE ACCIDENT TO ASSISTANT STATE’S ATTORNEY M. F. SULLIVAN, WHO IS SEATED AT THE EXTREME LEFT vessels. However, there on top of the deck with a about it. The dining room of the main saloon and is finished in quarter-sawed oak in con- trast with mahogany. The dining room reaches from side to side of the steamer and is, of course, abun- dantly lighted by that arrangement. It is probably the most attractive part of the ship. The smoking room is aft of the upper house, approached from the gallery, and the ladies cabin is on the saloon deck. The part of the vessel devoted to passengers is en- tirely free of annoyance on account of freight. The steamer is equipped passenger is a house promenade is forward tions which have been frequently re- ferred to recently -were not of an evident character. The later picture shows that the deck house, which orig- inally extended almost to the stern, was cut down at a point immediately abaft of the rear smokestack. There is no indication of any deck having been cut off, as has been currently reported. Originally the smokestacks were somewhat higher than they were at the time of the accident. The description of EAstLanp pre- viously quoted from The Marine Re- view of 1903 indicates that her build- ers were comparatively inexperienced in the construction of passenger ves- stock company was organized. Of this amount $140,000 was paid up in stock. The Depositors’ Savings & Trust Co., which was controlled by Tom L. Johnson, owned $130,000 worth of the bonds. After two years of operation the bond holders took over EaAstLtANnp. Following the liquidation of the Depositors’ Savings & Trust Co. a new company was formed to operate the boat. Peter Witt, now street railway co.-missioner at Cleve- land, was one of the principal officials in this new company. A $50,000 cor- poration was formed with a paid-in stock of $31,300. James F. Mulhol-