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1901.] by expositions for exhibition purposes that these models are to be seen for brief periods only, in the corridors of the navy department, where they were intended to be on permanent exhibition. THE DESCENT OF THE ADMIRAL. Rear Admiral Hichborn is a descendant of an old colonial family of unquestioned patriotism, one member of which, Deborah Hichborn, was the mother of Paul Revere—and of a stock that later became one of the foremost of the renowned ship building and seafaring families of New England. In November, 1875, he was united in marriage to Miss Jennie M. Franklin of Vermont, a lady whose many accomplishments are highly appreciated by those honored with her acquaintance. To the charming disposition of his esteemable wife and the complete domestic happiness that has always existed. Mr. Hichborn owes much for the continued success in his professional career. Chief ‘Constructor Hichborn has, for a number of years, been presi- dent of the Navy Mutual Relief Association. While on the Pacific coast he was initiated into the mysteries of free masonry, becoming a member and worshipful master of Naval lodge No. 87, of Vallejo, California, He advanced through the various graduations and in 1874-5 he served as captain general of De Witt Clinton commandery of Portsmouth, N. H. After reaching the top of the York Rite, he associated himself also with the ancient and accepted Scottish rite, and advanced to the thirty-second degree, the highest but one that can be conferred in masonry. His col- onial ancestry made him eligible to the Sons of the American Revolution, of which organization he is an efficient and popular member. The life of Admiral Hichborn has been a busy one; his advancement has been earned through strict application to whatever duty he was set to perform. Ambitious to excel, he has received the recognition of his labors. Always kind, sympathetic and considerate in his treatment of subordinates; a thorough mechanic and master of his profession, he has the confidence and respect of his men, who have invariably acknowledged their appreciation of his generous consideration by strict obedience to orders and faithful performance of duty. Without requesting, and much less demanding it, he has at all times received the full measure of each employe’s labor, which has gained for him that enviable and merited reputation for excellent management and executive ability, and which has been the prime cause of his success. MAINLANDER, OWNED BY: WESTERN STEAM NAV. CO. One of the most successful vessels on the Pacific coast is the Main- lander, owned by the Western Steam Navigation Co., operating between Tacoma, Seattle and Vancouver, B. She was built by Crawford & Reid, Tacoma, Wash., and is of the following dimensions: 162 ft. over all; beam, 28 ft.; molded ‘depth, 12 ft. 6 in.; gross tonnage, 505; net tonnage, 348. Her engines are triple expansion, with cylinders of 16, 27 and 44 in, diameter, and a stroke of 24 in., built by John B. Hardy, Tacoma, Wash. She is equipped with Seabury water tube boilers and Wheeler admiralty condensers. Her bunker capacity is 60 tons and her speed 14 miles per hour. Her designer was E. L. McAllister, Seattle, Wash. The Main- MAINLANDER, OWNED BY THE WESTERN STEAM NAVIGATION OO. Built by Crawford & Reid, Tacoma, Wash lander is named in honor of the people of Vancouver, who live on the mainland of British Columbia, and are called, therefore, ‘Mainlanders to distinguish them from the dwellers on Vancouver island. She is built of specially selected winter cut Douglas fir (Oregon pine), fastened with locust treenails and galvanized iron. All lights, including masthead and side, are electric. The dining room is aft on the main deck. Adjoining this is a pantry or galley. The main deck is used entirely for freight, the smoking room and crew’s quarters being below. The upper house is brought out flush with the lower, giving more room in the main saloon, in which no smoking is allowed, thus giving ladies and non-smokers free access to the forward observation room and purser’s office. She has thirty-one staterooms, equipped with Hartford link spring mattresses on enameled iron frames, and has accommodations for ninety-three passen- gers. The interior of the vessel, being finished with white enamel and mahogany, is especially fine. The vessel is heated throughout with steam. The four-masted schooner Charles S. Hirsch, building at the ship yard of Kelley, Spear & Co., Bath, Me., will be launched this week. MARINE REVIEW. i DEPENDING UPON SUBSIDIES. IMPORTANT CONTRACTS WITH ATLANTIC COAST SHIP BUILDERS—A BIG BUSINESS IN SIGHT, EVEN WITHOUT THE GOVERNMENT AID. It was announced a few weeks ago that the Atlantic Transport Co. had placed with the New York Ship Building Co. at Camden, N. J., a contract for four very large cargo steamers, conditioned upon the passage of the ship subsidy bill. The vessels are to be of twin-screw type, 12,000 tons displacement each, and to cost $1,250,000 each. Now comes ‘the announcement that the Boston Steamship Co. of Boston, 'Mass., has placed a conditional contract with the Maryland Steel Co. for two large combination freight and passenger steamships for transatlantic service, similar to the two illustrated in the recent ship building edition of the Re- view. A condition in this case also is the passage of the shipping bill. The Maryland company is already building several very large “tramps” for ship-owning companies that propose to increase their interests in for- eign trade shipping, irrespective of what congress may do regarding sub- sidies. ‘‘We are all watching the progress of the subsidy bill,” says one of the officials of a large seaboard yard, ‘‘as every ship yard on the At- lantic has contracts in view that depend upon this measure. If the bill is not passed we will still be busy on the large number of new orders for naval vessels given out of late and on a demand for coasting ships that will about keep the present ship yard capacity employed for the next two years, but what a humming condition of affairs would follow the passage of the subsidy bill! In any event it is quite certain that if big tramps of the kind now building at the Maryland yard can live without government aid we will soon find a large amount of capital going in for the trans- atlantic business in American bottoms.” The two new vessels for the Boston Steamship Co. will embody every modern feature of ship builders’ art and will rank at the head of the list of their class. They will be 480 ft. keel, 508 ft. over all, 58 ft. beam and 40 ft. deep. They are designed to carry 10,000 tons of cargo and 1,200 tons bunker coal. Hulls will be of mild steel and each ship will-have six water-tight bulkheads and six par- tial bulkheads. They will have double bottoms with a capacity for 1,900 tons water ballast. They will have nine large cargo hatches, will be fore-and-aft two-mast rig and have five derrick posts adapted for ventila- tion. The freight will be handled by twelve double-cylinder winches. Steam windlasses will be provided for handling heavy stockless anchors. The engines will be of the triple expansion type and the vessels will have a speed of 14 knots light and 12 knots loaded. There will be a super- structure amidships for a limited number of passengers. The steamship M. S. Dollar, which the New York Ship Building Co. of Camden, N. J., is building for M. S. Dollar & Co., San Francisco, is nearing completion. The vessel is designed for service between San Francisco and the Hawaiian islands. The vessel is 300 ft. long, 40 ft. beam and 26 ft. deep. She is of 3,000 tons displacement and is designed for a speed of 11 knots. The new steamer will be schooner rigged, carry- ing a fore staysail of 44 sq. yds., main staysail of the same size, a fore trysail of 71 sq. yds. and a main ttysail of 75.sq. yds. The main rigging will be of galvanized iron wire, of superior quality, the shrouds being 3/2 in, in size, 650 ft. in all. The fore and main stays will be of 334 in. wire, 140 ft.; the fore and main topmasts stays, 234 in., 190 ft.; the derrick topping lifts, 4% in., 260 ft.; the derrick guys, 4% in., 600 ft; the funnei guys, 134 in., 175 ft.; the davit guys, 134 in., 150 ft., ‘and the guides for mast headlight, 1 in., 180 ft. long. The steamer will catry two lifeboats and a dinghy. The Burlee Dry Dock Co., Port Richmond, S. I., launched las week the ferryboat Chicago for the Pennsylvania Railroad Co. The ves- sel is of the following dimensions: Length over all, 206 ft.; length to out- side of propeller posts, 179 ft. 6 in.; breadth of beam, molded, 46'-it.; breadth of beam, over guards, 65 it.; depth base line to top of deck beams amidships, 17 ft; depth base line at end to top of deck beams, 16 it.; depth of hold, 15 ft. 4 in. The hull is of mild steel, subdivided into five compartments. The Chicago has a compound engine with three cylinders. The high pressure cylinder is 22 in. in diameter and the two low pressure cylinders are each 32 in. in diameter by 24 in. stroke. Thornycroft water tube boilers are used. Other work now on hand at the ship yard includes a large steel seagoing tug, which is being built for sale, and a steel tug for the Cornell Towboat Co. It is announced that a new ship yard is to be built at Pensacola with a cash capital of $600,000. George W. Wright of Pensacola is to be president and Mr. Dushman secretary, with the following residents of New York as stockholders: W. H. White, J. T. Van Sickle, H. T. Knowlton, Percy P. Williams and Francis fo Graham, who will also constitute the board of directors. The plant walk be modern in every particular. THE CRAMP-VICKERS AND MAXIM COMBINATION. The Cramp-Vickers and ‘Maxim combination seems to exist only in the empty, vast and wandering atmosphere. Articles, ponderous enough to resemble verity, have issued from time to time in the press, but it seems as though there was really nothing in them. ‘Mr. Charles H. Cramp dis- cussed the latest story in his usual picturesque style: “Tt is all rot, this constant talk of a deal,” he said. “I imagine I would know something about it if it was about to be consummated, and I can simply say that it is not so. The stories are made up of a lot of old rumors, warmed up and spread around, and it seems all that somebody in London has to do is to say that the deal is off or on and away go the papers to speculating about something that there is nothing in. I think I have put myself squarely on record in regard to such combinations, as I would deem advantageous, and there is no need to go into it again. presume they will keep on speculating and guessing, but I am tired of entering denials every time somebody wants to put a report into circu- lation.” The president and the secretary of the navy have already selected the names to be bestowed on the next four armorclads authorized by congress. They will be called the Connecticut, the Louisiana, the Tennessee and the Washington. The naval bill, which has passed the house, calls for two battleships and two armored cruisers. If only two ships are authorized by the senate they will be named the Connecticut and Louisiana,