The Portland daily press. [volume] (Portland, Me.) 1862-1921, 1899-04-15

tween Portland. Maine, and Boston,
Massachusetts,.
10 intsrrogatory fifteen IL says: Ansel
L. Dyer, holding license number loi4, is
sued September 4, 1897, rs mate on ocean
going steamers, was acting rs first mate,
and John Mckie was acting rs second
mate ct the time Of the loss OF said stsam-
er. rs 49,
To interrogatory sixteen 1t says: On
the morning Of November 2Sth, when no
news from said steamer had been re-
ceived. upon the application of the libel
liant, the United States revenue cutters
stationed at Boston and Portland respec-
lively, went out In search Of said steamer.
the libellant also chartered a tug In Bos-
ton to proceed TO Provincetown to leai n IL
any news of said steamer could be had In
that vicinity. The libellant has never re-
ceived any sufficient information to en-
able 1t
TO LOCATE THE WRECK
Of said steamer with any definiteness and
indications point to the fact that the
steamer has gone down in such deep
water that the use OF divers would be i'm
practicable. Searches have also been in
stituted, as the libellant is informed, by
other parties, which have not resulted In
the definite location Of said steamer.
To interrogatory seventeen 1t says' Said
steamer had three water tight bulkheads
as required by law, which were built in q
thorough and substantial manner. The
first, or collision bulkhead, being located
about thirty feet from the st I'm; the
second forward of the engine and boilers;
and the third, aft of the engine and boil
ers. The materials, ana the method of
the construction Of these bulkheads were
as follows:
The bulkheads were built up to the
cabin floor with 6x12 yellow pine
tim bers, fitted to ceiling and bolted down
through ceiling into the frame with inch
bolts Of from two to three feet long, each
timber bolted down every IL inches with
7-6xss bolts.
Back OF the bulkheads was q 12xl2 yell
low pine timber as an additional support.
main deck beam locked into main beam
on top and looked into thick work OF
bulkh head at the bottom. The stanchions
were every two and one-half feet from
centres, and were of 5xo yellow pine.
Diagonal bruces of 12xi2 yellow pine OK
tended to centre OF top of tulkhead, and
were fastened at the foot with keys into
top of 12xl2 sill These braces were sup
ported by eight inch lodging knees aft
and eight Inch hanging knees below.
From the top of the main beam at the
junction OF ench diagonal brace with the
key pieces, and passing through each OF
them, were two and "a inch iron rods
with turnhuokles which ran to sister
keelsons wher they were fastened by
and IL inch plates inches square which
were fastened to the keelsons with l and
l-S inch iron screw bolts twelve inches
long, four in each keelson-
Another rod and "a inch with turn
buckle passed from side to side of ship
through the skin and timbers and
...lx .xxI S,xv ctv I'M nh arrl
plates, one inch thick, just above foot OF
the diagonal braces and passing thr ough
both braces.
The forward side Of the bulkheads were
covered with IA inch wrought iron plates
bolted with Ia machine bolts, into every
stsnohiop, six inches apart. Back of the
stanohion plates of lilo iron were
thoroughly fastened to each stauchion.
The stanchions at the side of the boat
were bolted through ceiling and timbers,
and the bolts were set up with nuts on
the inside.
There was also an additional bulkhead
of 6x12 hard pine timber built up forward
of the collision bulkhead from ceiling to
cabin floor, thoroughly braced and kneed.
To interroga tory eighteen it says: The
steamer was steered by steam steering
gear, of approx cd design, and 1t was
aintained in the best order She was
also fitted with large double hand wheel
in the pilot house, and with an additional
apparatus at the stern, in case both of the
former should be disabled. The
STEAMERS STEERING GEAR
consisted of chains from the niger head
to each quarter and then steel wire ropes
from the end of the chains the whole
length OF the steamers steam :steerer by
live inch manila wheel ropes of the best
quality. This manila rope was ordered
and made for this particular purpose.
The entire steering apparatus was daily
inspected by the captain and pilots OF
each steamer, and the steering apparatus
of the Portland was inspected on Novem-
ber rs 1898, and found In good order. No
repairs to the steering gear other than
change of ropes, or in minor matters had
ever been required, but the whole appara-
tus was overhauled annually and inspect
ed daily.
To interrogatory nineteen 1t says: The
basis for said allegations the fact that the
steamer was reported to have boen seen
under way on Sunday morning, Novem-
Der 9th, of Cape Cod. having weatherei
the gale up to that time. Later on the
same day, wrecssge from both the four
schooner, called the hing PhiIip,
and from the steamer Portland is re-
ported to have come ashore on Cape Cod.
at substantially the same place and time.
These, with other facts, point to so:ne
sudden disaster TO the steamer, and sug-
gest a possible collision between the two
vessels in the thick and heavy weather
then prevailing. The steamer Pentagoet.
which was also in that vicinity that
night, and which was also lost. must
havs been going over somewhat the same
course as the Portland, and 1t is possible
that they may have come in collision.
This view as to a collision is entertained
by many experienced mariners who are
with the facts attending the
loss OF said steamer Portland.
10 interrogatory twenty it says: The
steamer Portland had one vertical con-
densing beam engine, diameter OF cylin-
der 80 inches, stroke of piston - feet OF
about 1900 horse power, and also had two
return fiue and tubular boilers, II feet q
inches diameter of shell, 12 feet, inches
front, "a feet, s inches long each. They
vera tested for fifty five pounds of steam
by the United States inspectors.
THE BOILERS AND ENGINES
were in first class condition throughout.
having been thoroughly overhauled in
AZ. 1ooo 49, tha .,h;of appipoar man