New-York Tribune from New York, New York • Page 26

it the first of the year several articles have appeared in tfcesa columns discussing the questions Of fireproof construction, fire flgiiting appliances, and the means of escape from fire. They were with a vlsw of furnishing- information as to the state of the art in the several departments of fire safeguards, of acquainting the public with the of certain evils, and of suggesting needed changes, and improvements. The work enlisted the co-operation of municipal authorities. Insurance underwriters, and scientific and practical experts enraged in the trades having to do with such matters The wide interest excited both In and out of the as shown by both written and verbal comments of experts, is sufficient encouragement to the continuance of the series. The numbers of the series already printed dealt with fire safeguards on land: this article is devoted to a presentation of like matters in the marine service, and, it is hoped, will dissipate the rears of water travel, which cannot be said to have been ill founded, a year or more ago, but causes for whicto have since then been largely removed.

It is recognized that, as the layman Is less at Home on the water than on land, he is likely to harbor more unnecessary fears as to conditions on the former, for it is the unfamiliar that those existing at the time the Slouv ma so harrowed the press with a famished unthinking merino accident that SrjnS a comparison that portation Committee ot the the fall of 1904 jnthe Paseenhaotod, and so had a in emergencies. furnish al i paraphernalia The life saving apparatus ana nOt were in nhout as bad a iK. proper boat, let alone tha th. wnlch swung other fault was that lie DO "re found to be inboard and tested on chocks were ot bolted fast-in formal part have been swung oul -P a ca 'V frequently the superstructure. LU bulkheads Sound to be faulty, that the pUt Kwere not soldered and riveted were to have cases substituted to have been jhe inspectors had to relj solely on to Inspectors had to torn to "cvlifiders with hammj rs: th re pioc.P to be The i pr.at yMg ierver-? uf-d granulated ior uuu rammed rk wnc'simply poured Into They were allowed to lie in wi re ets.

leaving focused public attent on oi this fac disaster focused public attention on thK- met. mmmmm upon "Steamboat Inspection law requires tVu e.ne^hird cubic space of life boat service may be made good by life- rufts. but while not prescribes the Nation of the life raft, it does not prescribe flcial arS: Therefore, while the raft may I--, the requisite number of in the Ringing to it. It lacks a pood deal v. bein ahk to carry them safely.

Tho Carley Life Kloat does this It fully answers all the requirements of a 4SS and 459 of the United States Bevtled Statutes, provide that all vessels should be equ lpped with releasing hooks for suspending lifegSSfroS but they have never been enforced There aro devices of tnih kina, tne bt't being that adopted by the United States navy as the Raymond Automatic Releasing A. White. C. Nay. Archt.

Mar. chairman Association Passenger Steamboat Lines, comparing conditions prior to the Slocum disaster with those of to-day, says: "Even previous to June. 1904, United States Inspection rufes were probably the best of any nation of the world- the only weakness then being a lack of rigid and Proper enforcement of con- came largely from the tact that the departric--'was not supplied with a sufficient number of Sin to properly carry out the details of inspection, and perhaps also from the fact, that, like many ether departments of this character, they had 4 to the most prolific sources of fire peril aboard ship, he outlined substantially those mentioned by the various expert constructors and manufacturers hereinafter quoted. He wouid add however to the file equipment suggested liquid end dry powder the latter for buckets containing liquid fire extinguisher, portable pumps, buckets of sand, in the and hand grenades." A.X regards the means of escape from vessels, he believes first, in metallic life boats, and, second. in 55 rafts.

Concerning the letter he says: "I consider the Carley superior to others, as it Is the only one fo far ihat'will meet all sensible Asked about the matter of establishing and maintaining discipline, which will make a crew equal to emergencies, he answered: "I am a believer In eternal vigilance and frequent fire drills; and never letting those drills become a perfunctory service, but that each one should have an objective point on The steamer to reach, so that a man may know exact-y how to lead his hose to any part of the boat. We have these fire drills once a week, as the law He remarked, parenthetically, that newspapers should discriminate between the wildcat Mr.c. doing a pickup business with makeshift crews, and well organized, responsible transportation com' panics, that recognize their obligation to the travailing public Their well meant criticisms, intended for the irresponsible lines, unfortunately are often thought to apply to all lines. Describing present conditions he said: "I consider that the public is now most carefully safeguarded; eteamboating was never so safe as it is to-day. I think the government should, however, have more Inspectors, and that the qualification for inspectors be almost as much as for the naval constructor.

Corporations are very much like individual some good, some bad; some law abiding, some law evading; but with a sufficient and efficient force of inspectors it is possible to see that the rules and regulations are obeyed, and that the shiftless ones are made to conform to right regulations." To the credit of transportation companies, constructors arid manufacturers, it may be said that the great improvement in conditions has been largely due to their conscientious efforts, though, of course, they have been greatly aided by science invention, which promptly came forward to mend the shortcomings in fireproof construction, fire prevention, disclosed by the great disaster of last year. The government, too. has shown Intelligent appreciation of the difficulties to be met. and a praiseworthy readiness to adopt and enforce needed precautions; while its officials' zeal end efficiency in executing the law's behests entitle them to public confidence, their work showing great Improvement on past performance. Where both the government and its officials might better cafe-guard life and property, from marine tires, Is Intelligently suggested in several of the interviews which follow: and it seems from recent indications, that, especially In the particulars demanding the employment of the best methods In extinguishing: fires in ships' holds, anil of providing for escape from doomed ships, it will speedily adopt the ideas or practices the said suggestions convoy or commend.

Kor it is not thought that it will fall to- put In force in the merchant navy i the necessity for which it If so keenly alive to in its own service. That In the latter it iit-glects nothing that will provide for the well being of its servants, the writer has recently had opportunity of observing, through the courtesy of General C. F. Humphrey and Major Chauncey Brooke Quartermaster's Department of the United States who, with Captain Nye. of the United Statts Army transport Bumner.

showed him through that vessel, explaining its equipment ami appointment In every These officers dwelt with pride upon fact thiit the service of bo other nation equal? curs In resect of the thororisfhrets of that everything was of the lHtest and best. General Humphrey and Major Baker had over from Washington to examine a boat lowering Installed on the Stunner, and which is described elsewhere. The subject of this article bear upon 1 the three questions of fireproof construction Bre fighting equipment, and the means of escape' and, that the story may be the more effective Interviews Are supplemented by description of con- MTmi itleiis. appliances, and devices, and by cxthey State of the Art Contrasted witK Past-High Purpose of Constructors. Zeal of Officials.

Aided by Science and Invention. Have Worked Wonders. planation of their purpose. method ami fact-are, together with something foncermnv tne experiences and achievements of their aut hors the last, by way of adding a Uvtog to ho story, and of furnishing a means of piuglnt 1 weight of the testimony of these practical experts. FIREPROOF CONSTRUCTION.

For reasons which will declare themselves in the course of this article, the testimony and expressed opinions of Andrew and William H. Fletcher as to the practice in marine fireprof construction and protection add weight of authority to this attempt to give Tribune renders an insight into the "state of the art." and to aid in the progress of the allied industries upon whose intelligent forethought and skill those "who go down to the sea in ships" are as much dependent for safety from fire disaster as upon the officers and crews of the perhaps more, for the most careful se.i-man cannot safeguard from fire in a "fire trap They say come as near as 'tis vxisslble to making a boat lireproof. it must be constructed of that which will riot burr. steel or iron, and the maohinerv boilers and engines must be isolated i ted decks over, and steel inclosures around the latter extending up. through and above all joiner's decks, and Insulated with non-conducting material, where they come in contact with Hi-avy steel plates must be used for all Inclosures.

The Sound steamers built by us are so constructed. On these vessels, there are many boilers. furnaces, and therefore a high degree of heat, for there are the largest fires aboard ship: the coliar-Mng of a flue or tube, forming a back draught nr.d blowing fire out of the furnace into the ship hull is tile danger to be provided this was cause of the terrible Seawanhaka disaster, where so many lives were lost. Lamp rooms and other places where infUmnsable material are stored, or used most also be Insulated. Another thing for which protection is most essential is the electric lieht installation, and the work must be done in the best possible th-ere is more danger from improper wire insulation than from the dynamos.

Wires should be inclosed in iron conduits, and the insulation of exposed fixtures should bo watertight. Inland waters, the great superstructures are demanded by the exigencies of the traffic, and, as LLUSTRATING THE PENETRATING POWER OF CLAYTON GAS. must be of the lightest possible material, it necessarily follows that they are. to a large extent, inflammable; but this is provided for-nre danger is minimized by isolation and insulation, and thermostats are placed in each stateroom so that if the irresponsible, the drunkard through carelessness, or "an insane person by intent, starts a fire, the alarm will be instantly communicated to the shipboard we now have every device calling attention promptly to. and also the most efficient mbeans for putting out, tire.

First, there Is tho fixed fire svstcm. which consists of the and Its pipe connectlons-whlch is ready at all times; then its auxiliaries-the fire hose and the chemical fire extinguisher. The big boats of the Sound and river have more of all these than the law describing faulty installation of the fire system, they said: "Passenger boats. In many instances, have the pipe connections with fire pump through only one standjilpe; a better method is to install four separate one for the forward ptarboard. one for the forward port, one for the after starboard and one for the after port, sum of the ship; and also to have many fire nozzles, with sho-t lengths.

instead of Tew with long lengths. of tho latter are apt to kink and so lose the firefighters precious time. Should a fire occur forward, say, it might burn the one standpipe and leave it with an open end, which would put no pump service out of commission all over the ship: but with four ytandpiue3. three are more than apt to survive to cope with the fire." They have cause to plume themselves on this Innovation. MODERN STEAMBOAT BUILDING.

Along the waterfront of Hobcken, from Mth-st. down the North River, the distance of half a block below lie the great and splendidly equipped shipyards of the W. A. Fletcher Company, the output of which is to be found on all the coastwise waters. Eovnds, and navigabla rivers of this country.

It contracts for the complete construction of many descriptions of steam craft, building and installing all their motive power, and subletting the contracts for their hulls and joiner work to other important specialists, the last mentioned task including tho painting and decorating of the superstructure. It is building for the Champlain Transportation Company, to run on Lake Champlain, a side wheel steamer of 1,500 indicator! horsepower; is completing a double screw propeller ferryboat, of 1,500 indicated horsepower, for the New-York Central, for Its West Shore ferry. and of the same- type as its Syracuse and West Point boats; has the contract for the splendid indicated horsepower steamer Hudson, of the Albany Day Line, which is to be fitted with threecyltnder inclined compound engines; and has the contract for the (probably) ihst turbine steamer to be completed in this country, to be built for the Eastern Steamship it is to be of lite Parson's type, of 6,000 indicated horsepower, and with an esUmdle.il spe-ed of knots, a length of feet, beam of 51 feet, depth of 20 feet 6 inches, and a draught of 14 feet. This company also nuildlng- two magnificent indicated horsepower turbine (Parson's) Steamers for the Metropolitan Steamship Company, which aro to run between New-York and Bpston, and arc Intended to carry only passengers and express freight. In all, the Fletchers" work in hand comprises the immense number of 33.500 more, perhaps, than can be counted in the navies of gome of the powers, and all of this great work is to be done in the next eighteen months, in fact, part of it much earlier.

When the. achievements of this great industrial concern are studied, one can easily follow, step by step, the country's progress In the art of steamboat building: First, in the famous old Mary Powell. Is seen the single cylinder radial wheel side, wheeler; second. In the Albany Day Line's fine boats, the Albany and the New-York, the single cylinder, surface condensing, feathering wheel sidewheeler; third, in the Fall River Line's Puritan, the compound walking beam, surface condensing, feathering wheel; fourth, in their Prlsollla, the double compound inclined, surface condensing, feathering Wheel; fifth, in their Plymouth, the four cylinder, triple expansion, inclined, surface condensing Fidewheeler; sixth, in Commodore J. Pierpont Morgan's flagship Corsair, the four cylinder, triple expansion, high balanced twin screw propelling engines; seventh, in the Spaldings" (Boston) Isls.

three cylinder, triple expansion, high speed, twin screw propelling engine, and eighth, in Lloyd Phrenix's auxiliary yacht Intrepid, the compound, high speed, single feathering, screw propelling engine. The above named vessels do not, of course, represent all the classes of steam craft which have come from the yards of this old concern, but are selected from its long roll partly for. the reasons given above, and partly because they are known far and wide. The concern was founded, as long ago as 1853. as Fletcher, Harrison by Andrew and William Fletcher and Joseph G.

Harrison; later, in Mr. Harrison retired, when the firm name was changed to W. a. Fletcher Then in 1883, on the death of Mr. William was Incorporated as tho W.

A. Fletcher Company of New-York, and eventually, in 1890, was rffnoorporated under the name and style of the W. A Fletcher Company of New-JaracT, whan the business was removed to Hoboken; the second generation of th.i Fletchers in represented in the company by its president and treasurer. Andrew Fletcher and its vice-president, Willinm H. Fletcher.

STEAMBOAT FIRE DANGERS. On a certain class of coastwise craft a on the fUamers of inland the danger of fire is greatly increased by their greater superstructures and the fact that these last are, to a eat extent' built of combustible material. Charles M. Knells, an expert constructor describes these as the danger points on such surroundings of boilers. oil the dynamo rooms, the electric wiring and -ill UR Quarters, storage which tiadar' KEW-YOTtK DAILY TRIBUNE.

SUNDAY. OCTOBER 29, 1905. ON MARINE FIRE SAFEGUARDS. observation of crews, but rarely under that of their officers, and where there are accumulated paper and other waste material. He says: "Get away from awnings; they a mistake, especially the overhanging ones.

Tnerniosats should be installed in every place not "constant service; sprinklers cost too 0 ns they sometimes go off unexpectedly, and as tne inflict "considerable loss from water damage. He says steam is used for fire extinguishing in all rooms used for storage, except these are placed in portions of the vessels used for sleeping quarters: and only below deck, and in SUCB closed compartments on the main deck as are used for storage of inflammable materials: and that in saloons, staterooms, halls and on deck it is best to use the water fire service, employing chemical extinguishers us auxiliaries. Ho that marine Insurance underwriters should designate the grade of hose to bo used, and that both the) and the Federal government should inspect them frequently, testing them thoroughly at each inspection. He believes frequent fire drills essential, but says that they shoul.l not be had in the prince of passengers, where it can possibly be avoided, for fear of panic among the latter. STEAMBOAT SUPERSTRUCTURES.

The concern of "Charles M. Englls" is the successor of John Englis Sons, which for generations was located at the foot of East River, and which moved. in 1870. to Greenpoint. It built all the large freight and passenger steamers on the Hudson River from the "New World." of 1559 to the W.

Morse" of to-day; it built the Old Colony Sound steamer. "Newport," and the New- Haven Line steamer H. Northam." and all the early steamers running out of Boston and Portland. It also constructed the old ante-bellum steamers of the Charleston Line, which it then owned and all of the early steamers of Alexander Havana Line from the City of Mexico to the City of Vera Cruz, and it also built seven steamboats for river work in China. The latest vessel under construction by the concern IS numbered 107.

It is now building five veseels the ferryboat "Rochester," the Lino Steamer "Hendrik Hudson "a turbine earner to run from Boston to St. John's N. 8.. and the ever constructed in this country, and two turbine steamers to run between New-York and Bopton for the Metropolitan Steamship Company. This concern and that of W.

A. Fletcher before mentioned, one of the foremost beam engine works in this country, and which, as eaid, put in the engines of the "Prisc.illa," the Day Line boats the "New-York" and the "Albany," the "Morse" and the 'Adirondack" of the night line, and Is constructing the turbines for the vessels mentioned, contract jointly for work, the superstructures being built at "Greenpoint an-1 the engines installed at Hoboken. Mr. Enfflls's work is confined to inland and coastwise vessels, and of these he builds only the superstructures. Ilis practice in this is generally accepted as quite as up to date as that of any constructor in this country, and far ahead of any abroad; in fact, he is said to lead in the adoption of novel Ideas to effect the solution of difficult problems.

For example, the weight of superstructures having, on account of that of hull and machinery, to be cut down as far as possible, he has introduced the use of wood pulp which has the added advantage of being "slow burning" to replace wood. He approves steel enclosures around boilers. lined where come in close jjTOximity to or contact with wood or other inflammable substances, on their reverse side, with fireproof material. The galley, another danger point, he says, should bo Inclosed similarly, and that, as an added precaution, tho sarr.o practice should be adopted with the smoke vent of the first, over the range. Instead of putting solid panels in storage closets, he uses wire, so that their contents are always In view and open to inspection.

Ho lines paint and oil rooms with steel throughout, and, also, all rooms on main deck, such as storerooms and crews' quarters. In the latter he makea the bunks of Iron pipe construction, with steel wiro springs, thus insuring both safety and sanitation. He explains that, all the construction running below line of dock is of steel, the decks themselves are protected with white lead paints, which quickly work into the fabric, and soon grot such a hard surface that there Is little danger of their taking fire. All fore and aft girder 3 and the stanchions under same are of BteeL and both are protected with fireproof material. He lines all wood near heating pipes with sheet lead, and has all exposed pipes, other than heating pipes, also the boilers, covered with magnesia, for the dual purposes of safety and economy.

He covers the floors of barrooms, washrooms, lava-1 torles, quarter deck and smoking room entirely with interlocking rubber this being made of hard rubber, will not ignite, and a perfect protection against matches and the "live coals" from pipes end cigarettes. It will be seen that In describing Mr. Englls'9 practice, and in presenting his suggestions here Tho Tribune is doing much toward giving a clear understanding of the "state of the art' In marine fire construction and flro protection. OBJECTIONS TO WOOD. The Increasing scarcity of, and certain Insurmountable objections to, wood In superstructures Is leading to the Ktneral substitution of wood pulp.

ward Hill, an authority, says: "Wood's objectionable features ari its tendency to swell and buckle, its weight, its limited as width; and its Inflammability. Still, it may dot bn dispensed with. and. therefore. It becomes r.ecessary to remake It.

Its more valuable characteristics must be preserved, though." BOARDS OF WOOD PULP. Mr. Hill is president of The. Composite Board Of Niagara Kails. N.

the product of which Is lumber or boards composed entirely of wood Pulp, chc-micnllv In course of manufacture. This retains the natural properties of wood, and can tooled like It. its treatment Increases Its MM. and its debility, and It non-tuflam. mable and noaselaterable.

Bxtreme la AUXILIARY LIFE CUSHIONS AND PILLOWS. (Oopyrtghtsd by OsUrmoor A Co.) finishing renders it very MMfe so that, unlike many other substances used In sheets for pane.s, It houis nails and screws as well as hard wood. It can made of ntiy thickness with a. superficial area or by 14 feet, "and so is specially adapted to minw work, where" lointless etirfaofs are de-sired: and il may be curfd to any radius (In manufacturing), and thus is specially fitted for bulkheads and circular surfaces. Much lighter than wood, impervious to moisture, and easily applied, it has been used on several large bonts, and on the city ferry boats, and will" be extensively used on frari now" under contract.

It is also largely used in railroad passenger coaches for roofs and for interior finish; nnd its greater resistance to electric cuire-nts, as compared with wood, makes it specially desirable for electric cars. THE SHIP'S FIRE PUMPS. Marshall T. B. Davidson.

M. Am. Soc. M. and Soc.

Naval Architects and Engineers, thinks that: "Too many fire pumps are made to sell, rather than to serve, their maker? being mislfd by the eiemands of unscrupulous contractors: these pumps are advertised having a certain efficiency, when, owing to unreliable valve motion, they cannot make the stroke callt-d for. and consequently fall off in efficiency. trouble on vessels to-day is that, they may have efficient pumps, they take bo much, time to get moving, make hose connections ana nozzles; they should be kept moving when is uneser way. the water being permitted to pass from discharge into suction, or overboard. They can then be speeded up.

and. in sixty seconds after alarm is given, the streams of water should be on. Standpipe connection should be placed in each looking forward ana att-and hose should be attached to each stannpipe nozzle with a quick motion, lever handler valve or cock In passenger vessels, these nozzles snouiri be on each deck, with hose nnd hose nozzles the crew would not lose time, hunting around for latter. No steamship should be permitted to carry passengers without having a nrepump capacity of not less than two hundred gallons per minute, under fifty nound pressure at hose nozzlo, for each two hundred passengers; the hose for vessels should be of the best quality. And there should be a law passed to allow no hose, or pump, to go into a ship before it is inspected by a sworn officer of the government.

"Were I to build a ship for myself, to carry I to insure their safety, to protect" my property, and to get a low rate or in two pumps of a thousand gallons each, capable of throwing four each through one and onft-eigrhth inch nozzles, a horizontal distance of one hundred and fifty feet, which would re-ach the entire length of a three hundred foot craft. And these pumps should be for fire purposes only, except in great emergenciessuch as collisions and running ashore, when they could bo used as hllse for dirt accumulates in bilges, and it mipht lodge under valves, putting them out of commission when the pump most needed." THOROUGHLY" EFFICIENT PUMPS. Mr. Davidson designs and manufactures pumps of one grade only, not pumps of cheap, medium and good graeles, aa Is, he explains, too common a practice: and this Davidson pump is the result of fifty years' research, study and practical experience, backed by an intelligent appreciation of Its Important place in fire fighting equipment, and of his responsibility to the public, the safety of which from fire danger so much depends upon the pumps' efficiency In time of need. His training has been both scientific and practical, those having been the schools through which he has passed: First, the Polytechnic Institute; second, the drafting room of the marine engines' machine shop; third, the shop itself: fourth, as junior, and then as chief, engineer on steamships, and last as manufacturer of pumps.

He builds steam I'umpa for all kinds of service, ashore and aboard ship, and, for the latter, every kind that goes into it. There are said to be more T. Davidson Pumps" in the United States Navy than there are of any other He now putting in those of the Connecticut and the New-Hampshire and of the cruisers Washington and St. Louis, now in course of construction. Among the many naval vessels which he has already equipped may be mentioned euch fine ships as the Chattanooga, the Denver, the Tacoma, the Chicago and the San Francisco.

Two of the finest eteamships on the Atlantic Coast, the Apache and the Arapahoe. of the Line, have these pumps. Mr. Davidson claims the proud distinction of beinp "the highest priced man in the business," and explains that ho could not sell cheaply, because his conscience would not permit him to build a pump that was not the very best In design, material and workmanship. That his product is standard is shown by Ita very general uso by Uncle Sam, for no maker is allowed to build a pump for the latter without his inspector's knowledge of just what is going: into indeed, all parts have to be approved by his naval engineers before they are shipped to the pump maker.

FIRE AT SEA. "Fire at Sea!" Three nine letters In yet what a world of fearful meaning they contain! Fire on land may mean awful danger, but at least there's the encouragement and sympathy of the swiftly assembling 1 crowds, the hope of rescue by the daring and devoted firemen. Fire on Inland waters well, there's the land in sight, and almost always the possibility of escaping to or of receiving aid from it. But out on the wide ocean, with naught in sijjht but the pitiless sea and a lurid sky, with a volcano of seething fires beneath, and the blazing cordage and flame wreathed canvas overhead, with not boats enough, not life rafts enough, perhaps not even wreckage enough left, to float tho survivors until they can, after days of thirst and hunger and exposure, be picked if indeed they are round ere the dread Reaper has harvested that's the horror of horrors! And yet how few will grasp the significance of the story as told below, in the journals' curt style, in the dispassionate statement of the man of affairs, who presents only the commercial aspect of this that to in the testimony of the simple sallormen who record, with "log" like brevity and directness, tha untoward or other- i 3e their voyage, and in the underwriter's calculating estimates of "risks." One must read between the lines to get a vivid realization what each of these probably would merely consider sidelights on a serious transportation the cheek-blanching terror, first, then the harrowing agony of suspense, and. last, the awful realisation.

Try to think the thoughts, to feel the emotions, of the mnuter, responsible for llfo ami treasure, of the devoted crew, with little leaa responsibility, and their own lives nt stake, and of tho affrighted tho men. unacquainted with other than the eafo and peaceful ways of lifo ashore, the frail wXHXMII and the little children, accustomed to naught but the shelter of ami loving guardianship In tho face of such calamity. And to think that this hideous rate of vessel, crew and pMKUM might be that it need never befall. Authorities pronounce the cargo holds of coastwise and oceangoing to be the chief danger points, and cotton, Jute, and the fibres Kt'rierally, and coal, to ba the stoat combustible of all f-olphta. Coal fires are commonly the result of spontaneous combustion.

Coal is carried In bulk, ordinarily filling tho hold to a depth of twenty-four feet, and as movement of the ship causes It to settle and pack, until It bennies an almost solid inabH. the seat of tho lira ftiuiut be reached by mochunlcal firo 'fighting sippllaniva. especially na combustion generally logins about two feet from bottom of holi. lacing of the coai bunkers next to the boilers and furnaces causes the heating of tbfl contents of tho former, as In the case of the "Minnesota." Bunker fires In menof-war always necessitate the flooding; of the rnuKazlnes, as locution of the coal then a menace to what it was designed to protect. Borne ttt slaaflM UM4 MaaaV Uk generating' the iliumlnant acetylene only needs the addition of water to make a highly explosive gas.

Until 187-1. when the United States passed a law requiring ships to have hoses connections with pipe leading from boilers to holds so that, in case of fire, steam could be Injected info the latter, water was solely used. Now. one objection to the use of water as. a flro extinguisher Is that if the tire Is in the middle of the it la not possible to insure its reaching the flro until it rises above the level of the latter, which, of course, endangers the ship's stability.

In any case, water causes too much unnecessary damage: "Lloyds" says tho damage is usually divided thus: 25 pts cent from and 75 per cent from water. fltenm. with some if injected before the fire gains headway, will keep the under: but when si fire has gotten well under way aboard ship, steam merely odds fuel to the flames, as Is evidenced by the fact that it is often sprayed into furnaces to make fires burn better. A REMARKABLE SYSTEM. The general public has the idea that no efficacious means exist for preventing or conquering fire in a ship's hold.

Such impression has been erroneous since years or more. of London, on the cth makes the following contrast: "The following is the report of the Suez Canal Company. Issued on Friday last week, in regard to the blowing up of the steamship 'The explosion of the "Chatham," in the opinion Of the engineer of the Nobel Dynamite Trust Company, was a total that is to say, that all dangerous matter or. board the ship has been destroyed. The explosion raised a Jet of water which was estimated at from EK'i to 1.000 metres.

Immediately after the explosion, which was effected by means of electricity from a distance of four and a quarter miles, the agents of the Suez Canal Company proceeded to the spot. The Asiatic bank is covered over with debris, there are only a few pieces of plates tom off the shin's deck on the African side which the explosion has not damaped at all, and which was only wet from the Jet of water which fell upon it for a length of 870 yards. The railway and the fresh water canal, which supply Port Said, both on that bank, have CARLEY LIFE FLOAT. Size Bft xl 2 Gross Weight, 760 lbs. Number Men, Total Weight Men, 5.600 lbs.

Rated by Inspectors for 23 Persona on Ocean, and 28 on Bays. Rivera and Sounds. not suffered at all. The only effect of the expbsion on tho African side has been to force the telegraph posts out of the perpendicular. Some deor.3 is naturally to be found In tho maritime channel.

but from the first soundings they seem luckily or llttlfl importance In general. The soundings, which are now being proceeded with, will enable an opinion to be formed as to the number of days lln which steamers will be able to pass. It may he hoped that the suspension of the traffic will be of short duration." "Tho Suez Canal authorities on Saturday night stated that transit would not be possible before the "A parallel might be drawn between the blown up in the Suez Canal, and the fire in the steamship at Wellington. In the former case the vessel was sunk to extinguish the fire on board, and In the latter case the fire was extinguished within twenty-four hours with slight damage, although tho cargo on fire consisted partly 01 flax, .1 particularly difficult commodity to extinguish when once it gets alight. Fortunately, however for owners and underwriters alike, the Turakina" is fitted with a Clayton fire extinguishing machine, and from the cables received it Is evident that this device did its work well and quickly, furnishing yet another proof of its necessity in the equipment of an up-to-date vessel.

It will be interesting to compare any claim that may be made on underwriters by reason of this fire with the probable claim had it been extinguished by steam or water and, unfortunately, there are too many instances in general average records of the extensive damage done by water outside the actual fire damage Itself. By the Clayton system, of course, such damage is entirely avoided, and by the prompt application of the gas in case of fire, the damage by burning is reduced to a minimum." It Is conservatively estimated that the total loss, Including damage to and repairs of tho canal, loss of vessel and cargo and cost to owners and consignees by the detention of steamers at both ends, consequent upon the breaking- out of fire on the "Chatham." amounted to $2,000,000. The loss caused by the conquered fire on the "Turaklna" will hardly reach as many hundreds. But this does not take into account tho loss of life that might have, occurred on the last, named vessel had she not been so efficiently safeguarded by the Clayton machine. Her exceedingly inflammable." cargo would have allowed crew and "passengers small chance of escape.

The above machine is manufactured by the Clayton Fire Extinguishing and Disinfecting Company. of New-York. London and Paris. The system, which was patented in 1533. but has since been greatly Improved, was first introduced to displace the old and dangerous methods of fumigation, which were apt to set things ablaze, as.

indeed, actually happened, at New-Orleans. The agent used was christened "sulphur-polyoxide." though it has since been pretty generally designated as "Clayton Gas." (For example. The Tribune's press dispatch from Lima, under (Sate of August S. reporting yellow fever at Callao noted that "The government has declared that All from Panama and Guayaquil must be disinfected with Claytongas at Payta, It Is composed of sulphur dl-oxtde and sulphur trioxlde; it Is the first that extinguishes fire. The other Is toxic and penetrating; without it the gas could not get to tho henrt of certain fires.

Marine Insurance underwriters make rebates, according: to the class of freights carried, to vessels equipped with this apparatus. Perhaps no better evidence of the merits of the Clayton apparatus has been offered than that of Its adoption by such a progressive steamship management as those of the Great Northern Steamship Company, the American Line, the North German Lloyd and the Mail Steamship Company. AN ALWAYS RELIABLE DIBINFECTOR. The system's place In the world's estimation aa a disinfecting ngent is shown by the fact that the French government voted francs to be applied to installing Clayton disinfecting plants In certain of the principal ports of France; that Portugal already has them In her important ports, and that Italy and Spain are following suit. These disinfecting Plants Are to be found In the French Boudan.

In British India. In Cochln-Chtnn, In Australia In Madagascar, In New-Caledonia, and In Great Britain; and the coast line of South Is thickly dotted with ln fact, ono Is to bo found aa far In the interior as Iqultos, Peru. 2.000 miles up the Amaion. AN ALL ROUND EXTERMINATOR. Tnat the extinguishing of fire And kllllnr of bacilli are not the only MM to which the system can be put is evidenced by tho statement of the captain of the steamship "Abergeldle," who used It successfully for destroying mosquitoes on board ship; by the successful experiment, nt the PlOpltal de la Balpetriere, In Paris with the system as a bedbug killer, by the report of John Ross, of the United States Coast Geodetic Survey, to the company's general manager, of steamer "Hydrogrnpher'a" riddance of bugs and roaches.

IT ASPHYXIATED FIRE. As regards the efficiency of the system a3 a fire extinguisher. It may be said that It bears the stamp of approval of the United States Navy, which has given It an exhaustive examination. And United Slates law which read that must be provided with suitable pipes and valves attached to the boiler to convey steam Into the hold. to extinguish fires, tins bean so amended as to permit owners to use "other approved apparatus." A report of the United States Steamboat Inspectors with the statements that gases generated by the Clayton system will extinguish fire In a practically airtight oompfirtmtnt: that a central cargo would not be damaged to any great ran he quickly and app'led when system Is properly Installed on board of a As compared with steam the Inspectors of the opinion that the efficient for "xtinsTMishlna; a in the hold of a vessel, and with less damage to cargo.

The sense of security on equipped with the Clayton Is strikingly exemplified In tho following. The United States government was sending of coal to Manila. There a aad a sailing Phlp lying at Norfolk, for the purpose of taking on a shipment of this coal. It proved to wet. and the captain refused to take it.

fearing spontaneous combustion. The Bailing ship wax equipped with Clayton apparatus and unhesitatingly to take the cargo. The Arthur Sowall ship, W. T. Babcock here, loaded with coal and 1.000 tons or of calcium, for San Francisco an unusually danjercus cargo, for.

tossing of the ship in aolnp around the Horn broken a "drum" of the Latter: and water from any source reached it, the vessel would probably have been utterly destroyed. It Is safe to say that the Babcock would never sM shipped that cargo had she not been equipped with the Clayton. HOW IT IS USED. The generators are generally Installed In rooms, though certain steamers have special compartments for them. They connected by means of piping: with the different holds of vessel, pipe being run to the bottom of tit hold, and another, diagonally opposite, to tha top.

The first pipe contains the gas. and second, when the compartment is cnarged. extracts the heated resulting from the fire, and conveys It to a cooler, which forms the base of the generating machine, passing It through sarca to lower temperature. Thence It Is comrapal back into the hold through the first, or "charging," pipe. This dual operation is continued until the tern- perature is at the normal in the hold.

When the latter may be opened without danger of It must be explained that the gas will Etop combustion, but will not lower temperature without the aid of the cooler. A certain quantity of air is extracted from the hold, in tha beginning, to make the gas which replaces it. A blower supplies oxygen and, at the same time. Injects gas the latter being first cooled. It is not claimed for Clayton gas that It Is in any parts of a ship save compartments where it can be confined, and yet the smallest and least valuable service 'i plant can render, the cool- ing and ventilating of the for the machine which is used to disinfect and to prevent.

5 or extinguish fires, can he to cool and circulate pure air. a boon In warm many times its cost. FOR CRAFT ON INLAND WATERWAYS. i On river and sound steamers, which have practl-" cally no cargo holds, their superstructures shelter- Ing and accommodating both freight and passengers, and. for the matter of trat.

in quarters other than holds and confined apartments of lake and ocean going craft, a good chemical (liquid) fire extinguisher is an effective fire-fighting appliance, And none better measures up to this standard than "Minimax a German invention, which has fully described In these columns. It la simpis, is instantly effective, is easy to a cr.ua can manage it with one is absolutely reliable. is durable, and costs comparatively little. It Hi claimed, besides, that the chemical agent it ploys will not harm machinery, decorations, furnishings, or mt-rchandise. And the room it takes up "3 so small It can bestowed anywhere and everywhere.

DANGERS OF ELECTRICITY. As on land, electric fires are frequent on board. The fact that the science Is still in ttl Infancy, of course, accounts for this in great measure, but not entirely; too, often these f.re* are the result of crass Ignorance of. accepted practice, carelessness, worse parsimony. James R.

Strong, il. Am. Inst. E. says: "Most electrical fires are caused by old and worni out equipment, and by careless construction, tm i better class of contractors represented In tho Na- I tional Klectric Contractors' r.ow urging licensing, in order to remove another dangerous factor, the employment of the in the work of Installation.

"Deterioration of, insulation on wirs and of the' various electrical appliances, whicS takes placii; more ly on shipboard than on shore, and llsions, result in the staving of bulkheads and consequent parting of which causesshort are fertile sourses of disaster. Besides, many old boats' dynamos are installed ia wood celled rooms, and poor and crowded locations, where they cannot receive proper care; and switchboards are often so placed that the burning of fuses endangers surrour.dings. especially whera flashes are likely to Ignite oil, waste, as la engine rooms. "Formerly insulation was entirely of rubber which, having a life of about ten years, begins to disintegrate, gets brittle and loses its elasticity. when the least movement causes it to drop off.

Then owners make the mistake of patching up, Instead of installing an entire new equipment; they do the work themselves too frequently, taking not tolerated on shore. As Inspection on boats never as rigid as ashore, it is necessary that workmanship should be of a better class. "Most of these evils can be remedied by replacing, by latest the wire and insulation is no better than of the deteriorated equipment the best insulated wire should be Installed, and t.iat with the best possible protection; wherever ths conduit can be used it should put in. Thirs are three classes of conduits which best meet tea approval of experts: The iron conduit, which la rigid and watertight; the flexible metallic conduit, and the flexible armored conductor. And if a covering- is used, better protection will ta "The latest appliances should be used: the factor of strength, and therefore of safety, -M been increased.

On snlpboar-l heavier lnaulatloaj and purer rubber should be used, and wires sr.ou.J be stranded to obtain greater this would help to take care of movement at marking. Joints of vessels. Dynamos should be installed in fireproof rooms, and all their machinery should ps easy of access, and not too crowded. or switchboards should be enclosed In fibre or tubes, so that the flashing (when fuse Mows eu-) will not set surroundings aflame; the old was simply open wire. The substitution of copper wire for the fuse, in ordar that a circuit may made to carry more than intended complsnitnj of lights, Is as criminal as the fastening the safety valva of the boiler, acd yet It is too frequently done." EXPERT ELECTRICAL INSTALLATION.

i Mr. Strong is the president of the National trlcal Contractors' Association, and also of the Tucker Electrical Construction Co. the Utter of' ganized in 18ST. is probably the oldest company Ua Its line) bearing Ita original name in this country. Ha la a graduate of Trinity College, Hartford.

long, varied and comprehensive la actual handling of Important works the value of his statements and spent four yea.is in the factories of the U. 8 K-eotrio Lighting and the Watte- Campbell-Corliss Works, In Newark; six years in charge, construction here fur the U. 8. Illuminating co and has been associated with the Tucker Eleotrloai Construction Co. since IS9O, in charge of side construction work.

This company does not manufacture, but or ail kinds of shore and marine ejeflino work. It Installs both power ami light. lndJCiol engines, generators, motors, wires, fixtures, and such appliances switchboards, ptinol thesn are the distributing points, and nwurteJ on slate or murble. arid encased In boxes lined wiio either of materials, and so boxes for portable (coras). Is a firm believer In.

and uses only, high Insolation. vnifv Ttie excellence of workmanshlo and i's ewiur to meet fair competition are largely Insured by completeness of its estimating ana drafting ar ments. where axe employed engineers of deserveojj high reputation. Important In the Immediate, charge of H. A.

Sinclair. M- liut. B). £.. the company's secretAry ana Lr fr uxisrj.