9
THE SUNDAY OREGOJOAN, PORTLAJfD, JATTT7A RY 31, 1915.
TWO GREAT LINERS FOR COAST RUN HAILED AS MARVELS
Great Northern and Northern Pacific, With Speed of 24 Knots and Designed as Model Steam Yacht; Are Expected to Equal Time of Astoria-San Francisco Rail Service.
WITH ppolntmenta said to be the
finest and most complete ot any
American vessel, and with speed
unsurpassed by any merchant steam
ehip afloat, except the Cunard express
Spokane, Portland & Seattle Railway
steamer, the Great Northern has sailed
from Philadelphia, where she was
launched, and her twin ship, the1 North,
era Pacific, will sail March 25 to enter
service between the Columbia River and
Ean Francisco.
The Great Northern, on her trial
trip, averaged 14.72 knots, demonstrat
ing;, it is said, that American shipyards
can build vessels as. fast aa any turned
out on the Clyde or the Tyne. The two
Cunarders are supposed to average 25
knots, although it is said neither has
made that speed for some time. The
tireat Northern and also the Northern
Pacific are expected to average 24.5
knots after they set into service.
Specifications for both steamers call
for an average speed of 24 knots.
They are expected to make the trip
from Astoria to San Francisco in from
25 to 26 hours, practically equaling the
time by rail and thus establishing a
direct route from the East to San Fran
cisco over the Great Northern Railway
lines.
The twin steamers have been de
signed on lines resembling a finely
modeled steam yacht. Speed, strength
and seaworthiness are qualities that
are seen at a glance. The characteris
tics of the ocean greyhound are ap
parent in design and build. They are
the largest turbine-driven passenger
ships so far constructed in this coun
try. Ftarnres Skew Details of Craft.
A few figures showing the chief de
tails of the two craft follow: Length
over all. 524 feet; length between per
pendiculars. 500 feet; beam. 63 feet:
depth, molded to A deck. 50 feet 8
inches; draft, full load. 21 feet; dead
weight carrying capacity, 21S5 tons;
cubic cargo capacity, approximately
260.0(10 cubic feet; shaft horsepower,
25.000: speed. 23 knots; passengers,
first-class. 650: second-class. 108; third-!
class. 19S: total passengers. 856: crew.
198; total on board, 1054; gross tonnage,
8255.
In addition to a cellular double bot
tom extending throughout the length
of the steamer, each ship is subdivided
into 11 watertight compartments by
ten transverse watertight bulkheads.
The double bottom, four feet deep, ex
tending fore and aft, is available for
carrying fuel oil or water ballast.
Equipment of the ship and the ac
commodations for passengers are elab
orate and complete. Every feature that
would add to their comfort. It seems,
has been incorporated. Few modern
passenger ships anywhere can boast of
more commodious promenade decks or
more tastefully decorated or conven
iently arranged public and private
rooms.
The A deck Is given over almost
wholly to the first-class public rooms.
For 125 feet the deck is protected by
sliding glass windows so that pas
sengers may enjoy the deck space for
dancing or promenading in all kinds
of weather. Within this glass en
closure are the main lounge, observa
tion room and lobbies, all decorated and
finished In the Colonial style. The
color scheme In the observation room
is green and old "Ivory, and In the
lounge there are old rose carpets and
tapestries. In both rooms there are at
tractive bay windows on each side
fitted with French windows.
Smoklng-Reom Done In Oak.
Further aft on A deck is the first
class smoking-room, the joiner work
of which is of oak, finished in natural
colors. The floors are f tiling of
soft, warm colors, harmonizing with
the russet brown leather furniture and
oak joiner work. In this room, as well
as in the lounging-room, is a large
fireplace that adds to the comfort of
the traveler. Just abaft the smoking-
room is a deck veranda, protected at
the sides with glass, but open toward
the stern. The furniture on ine veran
da is of Windsor design.
On the deck below are located special
suites of rooms, which include parlors,
single and double bedrooms, as well as
the ordinary first-class staterooms. The
rooms are provided with every acces
sory the traveler may desire, with pub
lic and private bathrooms conveniently
arranged. The staterooms are finished
in white enamel, with doors of mahog
any paneling, and are fitted with two
berths and a sofa lounge. There are
also writing rooms and a barber shop
on this deck.
The first-class quarters on the C deck
consist wholly of staterooms, lavatories
and bathrooms. The staterooms are of
the same order as those on the B deck.
although there are no suites. As the
main entrance to the first-class quar
ters is on this deck the purser's office
is located forward at the main stair
way, which leads down to tne main
dining-room on the deck below.
The dining-room Is decorated most
attractively in the Colonial style, with
alcoves along the sides of the room.
The round portholes are hidden behind
white latticed windows and panels on
the walls are fitted with large French
plate glass mirrors. The flooring here
also is covered with tiling. The pantry
and galley are immediately aft of the
dining-room and are thoroughly ven
tilated by exhaust fans of sufficient ca
pacity to change the air every two min
utes, and also to change the air in the
dining-room every seven minutes.
Fire Alarm System Is UansaaL
Arrangements for the second-class
passengers are said to be equal to most
of the present day first-class coastwise
ships. The staterooms are furnished
along the same lines as the first-class
rooms and the ventilation of these ac
commodations. Is part of the same sys
tem that ventilates the first-class
rooms.
The fire-alarm system is one of the
most Interesting and important of the
safety devices installed on the two
ships. The aero-automatic system is
used, extending throughout the craft,
and as soon as a certain rise of tern,
perature occurs at any point, it is at
once registered on various switch
boards and alarms are rung in the pilot
house and in the engine-room. As the
fire is reported at once, it may be
dealt with in its incipient stages in the
event of such an occurrence.
Considering the high standard of the
two new passenger liners for the Pa
cific Coast run, C, E. Stone, general
traffic manager of the Great Northern
Pacific Steamship Company, which will
operate the steamers, may be pardened
an expression of triumph when he said:
"These ships were built by the Bill
interests, a private corporation, with
out the loan of money from the Govern
ment or a subsidy like the Cunarders
receive annually from the British Ad
mirality, which amounts to $750,000.
"There is plenty of patriotism in the
United States to follow the flag when
you give .the public the best that can
De naa ana we nave tne men, tne ma
terials and the money here to do It.
AD IS TICKET FROM
PLAZA TO HAPPINESS
Daughter of Sweetheart of Youth Becomes Wife of "Down trnd Out"
Seven-Years Ago and Pair Now Have Family and Farm.
of
BY JOHN PART.
LTHOUGH Portland people are
now experiencing the opposite
side of the year they can readily
recall the regular Summer Sunday
afternoon scene in and around the
Plaza blocks.
One Sunday in July, 1907, exhorters,
gospelers, reformers and agitators
held forth long and lustily. Near one
corner a band of extremely "saved
exhorters shouted their blessed experi
ences of salvation and sanctificatlon.
A few yards away a verbally gifted ex
pounder of all mysteries, with an In
tricate chart before him, explained all
about God, creation, divinity, humanity,
nature, heaven, earth and hell, time and
eternity; he knew it all. Areund the
corner a detachment of the Salvation
Army, with sincere vigor, reiterated
their assertion and appeal. Not far
away an exceedingly rampant Socialist
rantlngly raged interminably against
nearly everything and everybody, de
nouncing whatever is and demanding
the immediate transformation of hu
man nature and all phases of human
life.
Men lounged listlessly, as if mildly
bored by the raucous speech about
them. As a rule they were decently
dressed but the great majority evi
dently were poor. .
As I sat on a bench a man on one
nearly opposite attracted my attention.
He had a problem face, a face with
Bermons in it. Passions and uncon
trolled appetite had wrought there,
but sense of duty had striven val
iantly, too. Failure had plowed there,
but not so deeply as wholly to oblit
erate . the desire and capacity for
worthy achievement. Disappointment
was written largely there, and de
spondency and shadowy signs of dis
grace: but one could scarcely read
despair there yet.
The Impression grew on me that 1
had known him somehow, away back,
and I sensed that without looking to
ward me he was diagnosing me. I
arose and went for a stroll but re
turned in half an hour and found the
man still there, but now writing on
leaves of a memorandum book. Having
finished, he looked directly at me and
said:
"You are a newspaper man?"
That Instant I discovered his iden
tity. As a youth, in another state,
twenty-odd years before. I had known
or rather known of him Homer Sloan,
as a man of more than mere local
prominence and distinction, of excep
tionally bright prospects, one honored
politically, one with a multitude of
friends, a rising and a winning man.
After coming far West I had heard
something of his increasing and per
sistent dissipation and recklessness,
but nothinsr for years; and there he
sat, verging on old age, seedy, adrift,
moneyless, homeless, friendless, alone.
Once when I was a mere .youth,
known to him only as the son of one
of his friends, he had done me a sig
nal favor, and as I looked at him now
I yearned to help him a little somehow,
though he knew not who, only what, I
was, as in response to his query I ac
knowledged.
"What do you think of all thisT" he
next asked, making a circular motion
with his hand. I divined that this was
not his uppermost thought, but ex
pressed a brief opinion not flattering
to the various speakers.
"I wanted to ask you to look over
what I have written here," handing me
the sheets.
It was In the nature of an adver
tisement for a situation, but it was
something more; it was a well-stated,
condensed epitome of his condition, and
a terse, vigorous appeal for work, for
any kind of work that such a man as
he had described, unused to most
kinds of labor but intelligent and wil
ling, could do. Some recent exDeri-
ences were pithily told, there was a
bit ot philosophy here and a touch of
humor there, but the main feature was
the cry for opportunity.
"I will see that it goes in tomorrow
morning," I said, seeing my opportunity
to help. "You remind me Of an old
friend of mine." he said. I knew he
meant my father. We shook hands and
parted.
The unique "ad" appeared, and I
learned later that it brought many and
widely varied answers, and that Sloan,
who had used an assumed name, had
found some sort of employment. Then,
except for an occasional fleeting
thought of it for a few days, the in
cident and man were' forgotten.
One perfect day late last Fall I was
traveling by automobile through Cen
tral Oregon, where homes have been
founded quite numerously in recent
years. A breakdown occurred as we
were crossing a creek, and we repaired
to the nearest house in quest ot as
sistance. It was a neat and fairly
commodious cottage within a yard
tastefully fenced and well tended; a
good barn stood rearward, in the vicin
ity of which were various well-cared
for domestic animals and fowls; sev
eral fields had been cultivated; all the
scene testified to the thrift and suc
cess of the owner.
At our knock he opened the door, and
behold! it was Homer Sloan, my brief
time acquaintance of the Pima, and
the "situation wanted" advertiser.
A woman who rose from the table
as we entered he Introduced as his
wife, and a 2-year-old son Introduced
himself.
When we happened to be alone to
gether for a few moments he told me
briefly his story. Through the adver
tisement he obtained temporary em
ployment at once, and corresponded
with others who answered It, select
ing as his employer a wealthy ex
stockman. Here he staid for three-years, living
well and saving about 1700. Then he
married a woman who had about the
same amount, and with this small csp
ital they bought a piece of Irrigated
land and four vears' work had pro
duced the home and farm that we had
visited. It took steady snd some hsM
work he confessed, but this was good
for him. he said.
"By the way. he anueo. smiling
broadly, "one advertisement worked so
well that I tried another to get a
wife and with 'even better success. I
suppose it is risky and unusually
foolish, 'but I was one of the few
lucky ones and drew an all-gold prlxr.
And, curiously. It turned out on ac
quaintance that she was the daughter
of an old temporary sweethesrt of
mine when 1 was not yet out of my
teens back In little old Vermont'
"Yes, I believe that advertising pays.
Arlington Creamery la Formed.
iRT.mr.TnV. Or.. Jan. 30. (Special.)
Forty-live leading farmers and busi
ness men or tills vicinny ana bkmiioh,
Wash., have organised the Arlington
r-o-onerattve Creamery, with a capital
of 16000 and the following officers: II.
M. Cox. cashier Arlington National
Bank, president: C. C. Clark, treasurer;
Mrs. H. J. Bernham, secretary. The
creamery plant has been completed and
accepted and will start operation Feb
ruary 1 with the first shipment of cream
from the Heppner and Condon branches
of the O.-W. R. A N. and from Blckel
ton. Wash., by auto truck and ferry.
More than 400 cows have been listed as
the first source of cream supply.
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TERMINAL FACILITIES BEIXG PROVIDED AT THE MOUTH OF THE COLUMBIA RIVER REPRESENT AX EXPENDITURE OF ABOUT 400,0O0. THE FIRST UNIT 0J"B DOCKS IS O0 FEET LONG AND 12 FEET WIDE, AND INCLUDES
BY SO FEET, TWO STORIES IN HEIGHT. TWELVE MILES OF SIDINGS HAVE BEES LAID TO FACILITATE THE TRANSFER OF FREIGHT BETWEEN TRAINS AND S fEAMLBS,
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