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Steel Tug Schenck. tug S. C. Schenck, without doubt the most perfect boat class on the chain of lakes, was built by the Union Dry Company of Buffalo last year. She was built of steel, is over all, 2034 feet breadth of beam, draught 12 feet. fore and aft compound engine built by H. G. Trout of Bu ; Size of cylinders 20 x 4ox30, with Worthington inde- pendent condenser. All other pumps run independent of the engine. The engine turns a Trout wheel 9 feet in diameter and 12% feet pitch 140 turns running light and 115 tied up. The boiler is of the marine type and was built by the Lake Erie Boiler Works of Buffalo, 9% feet diameter and 14 feet long, steam allowed 125 pounds ; has 63 square feet of grate surface with air tight ash pit so arranged as to burn hard coal screenings; has 47 inch fan blower run by small engine 7 x g inches stroke, _ that gives forced blast, making all the steam she can use without the least trouble. She has the Dunham steam steerer. One of the nice features of this boat is that there is no coal smoke to _ hide the stakes and fill the eyes of the captains of vessels being towed when the wind is ahead. She is owned by S. C. Schenck, Toledo, and in connection with the tugs Butler and Uncle Sam makes _up the White Star Tug Line at Toledo. 3 Ss = Around the Lakes. Anybody knowing the whereabouts of William Russell, who was on the steamer Lowell this season will oblige by send- ing a postal to the REVIEW. John C. Estes, Sandusky vessel owner, died at Glenwood Springs, Col., Sunday. He was born at Cape Vincent, N. Y., and was in his sixty-sixth year. Clayson’s compound is the name of a new crank pin grease that engineers should enquire about Full particulars may be had by writing or calling on the Commercial Oil Co., 17 Main street Buffalo, N. Y. fate Geo. C, Hartnell is the engineer in charge of the work of constructing the American Steel Barge Company’s dry dock at West Superior. It is expected that the dock, which will require about 1,000,000 feet of timber in its construction, will be ready for service in August next. Chicago and other Lake Michigan cities are again urging upon Congress the necessity of replacing the old revenue steamer Andy Johnson by a boat of modern design. The Chicago board of trade adopted a resolution with that end in view a few days ago. As the treasury department again recommends that the Johnson on Lake Michigan and the Bibb on Lake Ontario be re- placed by new vessels that may readily be equipped for war service, it is more than probable that Congress will see the necessity of making the necessary appropriations. é 2 large map showing the connecting channels of the faves ak ee the St Meiy's Falls canal and the mouth of the Detroit river attracted a great deal of attention at the Detroit waterways convention. All of the shallow places in ~ yee where it is proposed to deepen the channels, as Ret _ 1e government works already completed, were shown 1n the a ing. It was the work of H. Molitor, who has been connecte ee MARINE REVIEW. : 9 with the office of Gen. Poe in Detroit for a number of years"past, and who isa specialist in this line of engineering work. Buffalo received by lake during the season just closed 129,- 193,020 bushels of grain and 6,322,490 bushels of flaxseed. ‘The City elevator alone handled 33,500,000 bushels of grain. ‘The aggregate of receipts was 40,000,000 bushels larger than last year and 24,000,000 bushels larger than during 1880, which held the record up the past season. Receipts of flour were 7,093,340 barrels, also beating the record; last season’s were 6,245,- 580 barrels. Of lumber 262,729,000 feet were received, against 282,251,000 feet in 1890. Iron ore showed 419,890 tons, against 551,940 tons last year, which were the largest on record. Grain shipments by canal were 34,267,000 bushels against 38,218,- 960 bushels last season. In 1880, when the lake receipts were much smaller than this year’s the canal carried 71,690,260 bushels. Coal shipments by lake aggregated 2,436,330 tons against 2,157,810 tons in 1890, and 2,556,270 tons in 1888, the heaviest on record. Sea Performance of Lake Steamers. ‘Lhe following figures were computed by W. A. Livingstone of Detroit, Mich., from results of several typical lake steel: steamers, equipped with tri-compound engines and having an average speed of from 12 to 13% miles per hour loaded. They represent the average results obtained while running in open lake, from port to port, under ordinary conditions. It is, per- haps, needless to remark, that on a “picked” trial trip higher efficiencies are obtained. The cargo capacities of the steamers varied from 2,500 to 3,200 tons on 16 teet draught. Co-efficient of displacement varied from 1.76 tojo.84. Average co-efficient of displacement 0.81. Steam used at 155 pounds gauge pressure; rate of expansion of steam 11% to 13%. Consumption of fuel per square foot of grate, 14°to 20 pounds per hour. Average consumption of fuel per square foot of grate, 17 pounds per hour. Average consumption of fuel per I. H. P., 1.95 pounds per hour. Average consumption of water per J. H. P., 17.1 pounds per hour (partly estimated). ; Rate of transportation: One ton of freight carried 100 miles on a consumption of from 534 to 8 pounds of fuel. Aver- age consumption, 634 pounds fuel. [Norr.—Owing to the small dead-rise in the floors of these steamers, their co-efficient of fineness is very little more than their co-efficient of displacement. A full set of brass signal lamps in McBean, Edge & Co’s store, Buffalo, attracted the attention of an old line boat captain who remembered that when side-lights were first used, not so many years: ago, he paid as much as the cost of the brass lamps for galvanized lamps, half the size. That was before that com- pany began to make lamps but since they began work they have turned out 1,415 large lights, fourteen sets of brass signal lamps having been manufactured this season, The Cleveland Wheelbarrow and Manufacturing Company has moved to larger shops equipped with the latest machinery, between (Wason st, and Case ave.) on Hamilton street,