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MARINE REVIEW. Me Short History of Lake Navigation. (By C. H. Keep, Secretary Lake Carriers? Association.) FRENCH NAVIGATION ON THE GREAT LAKES. The first white men who ever saw any of the lake water ways were the French navigators who, under Jacques Cartier, in 1534, sailed up the St. Lawrence river as far as Quebec. Cartier took home to France a glowing account of the noble river which he had explored and which he described as 90 miles in width at its mouth, narrowing to the ordinary dimensions ot a river at Quebec. In 1608 Samuel de Champlain settled at Que- bec and in the following year he led the Indians of that country in a campaign against the Iroquois nation. With a fleet of Indian canoes he passed up the St. Lawrence river to the mouth of the river Richelieu thence into Lake Champlain, which he first discovered and to which he gave his name. In 1615 Champlain pushed his explorations as far as Lake Huron and established missionary stations on the eastern shore of the lake. In 1641 two missionaries, Jogues and Rambault, reached St. Marys Falls,and in 1658 two venturesome fur-traders reached the west end of Lake Superior. In 1665 Alouez reached St. Marys falls and soon after established missions there and on the shores of Green bay. He called a great convention of the Indian tribes at St. Marys falls at which fifteen Frenchmen were present, in- cluding Joliet. Asa result of this convention and the friendly relations established with the Indians, Joliet and Marquette commenced their exploration, starting from St. Ignace on the Straits of Mackinaw and passing by the shores of Green bay into Lake Winnebago and thence up the Fox river to a portage over which they passed into the Wisconsin river. 'They descen- ded the Wisconsin and finally reached the Mississipi, which they navigated to a point below the mouth of the Arkansas. None of these explorers, however, had placed a regular sailing vessel on the great lakes, but on November 16, 1678, La Salle and Father Hennepin embarked on a schooner of 10 tons burden, which they had built on the site of the present Canadian city of Kingston. From there they proceeded to Lewiston, near the mouth of the Niagara river, where further navigation was stopped by the rapids. Here they disembarked and continued their journey on foot to a point on the Niagra river about six miles above the falls at the mouth of whatis known as Cayuga creek. Here they built cabins, and La Salle gave orders for the building of a new ship. He himself returned to Frontenac (Kingston) for anchors, stores, etc. In May, 1679, at Cayuga creek was launched the Griffin, the first sailing vessel to navi- gate the upper lakes. On the 7th of August she sailed out into Lake Erie, and on the 11th arrived at Detroit river after passing through Lake St. Clair, to which La Salle gave his name, the Griffin continued on its voyage and arrived at Mackinaw on the 27th of August. On the 2nd of September she left for Green bay, which was her final destination. On her return voyage she was supposed to have been lost at some point between Green Bay and Mackinaw, but the exact story of her fate has never been learned. In 1687 the French governor of Canada, De Non- ville, set out from Montreal with 300 bateaux with 1,600 white men and 400 Indians. Heset sail on the 4th of July, 1687, with this fleet for Irondequoit bay, where he arrived on the roth of July, after coasting along the south shore of Lake Ontario. After the loss of the Griffin the early Frenth navigation of the lakes seems to have been chiefly confined to bateaux, and about the year 1700 the French had two or three brigantines on Lake Ontario. 'The names of these vessels are not known. In 1756, just before the English conquest of Canada, the French had from six to ten schooners and brigs on Lake Ontario. In July, 1756, six of these vessels chased the English Commodore Bradley into the harbor at Oswego. After the conquest of Canada all the French vessels which were not sunk were surrendered to the English. Two were destroyed in the small bay on the west side of Carlton's island in the St. Lawrence river, where the remains could be seen till very recently. No regular French sailing vessels navigated Lake Erie after the loss of the Griffin, but many of the bateaux built by the French, particularly between 1750 and 1760, were of large size, capable of transporting troops, and are sometimes spoken of in history as vessels. YO BE CONTINUED. The description of the Metropolitan automatic injectors week before last stated that if the seats become badly damaged they can be replaced by putting the injector in a lathe and turning the casing up. It should have read that this conld be done without putting the injector in a lathe, Publications. \eolaat> 1Byhtelate re (Cloy axe) Queen Street Place, London, EH. C. have isstied a valuable guide to technical liberature one part be- ing devoted to a list of books on marine engineering. It is de- signed for the use of engineers and others in distant lands who require technical and industrial literature. Any one gather- ing a technical library will find it valuable. A comprehensive catalogue of air compressing machinery has been compiled by the Clayton company, 43 Dey Street, New York. Contractors for tunnels and marine work will be interested init. Nineteen divers working for the Vigo Bay Treasure Company, Philadelphia, claimed they could work with greater comfort with the aid of a Clayton compressor than with any other they ever saw. Two New York wrecking companies speak highly of it for the same purpose. "From the Forecastle to the Cabin," by Capt. S. Samuels, giving the life story of the captain, is one of the most interest- ing books on adventures of life at sea that has ever been written --probably because it is a true story. It contains enough ro- mance to brighten up the thread of narrative and it is written in very simple language. 'The book is published by Harper & Bros., New York, but copies can be obtained from the New York office of the Marine Journal, the author being one of the publishers of that paper. In General. The cost of the World's Columbian Exposition to date is $8,743, 259.22. It has been agreed to hold the New York state canal con- vention in Buffalo on Wednesday, Oct. 19. 7 A large and perfect model of the great Forth bridge has been secured for exhibition at the world's fair. Repairs to the electrical apparatus of the Baker sub-marine boat are nearing completion at Detroit and she will receive a severe test within a week or two. The engine and boiler have been removed and the storage battery will be depended upon entirely for propelling the boat. The storage capacity has been increased and there is every reason to believe that the boat will fulfill the government requirements. If it does it will probably be sold to the navy department. Two years ago the steamer Roumania struck an obstruction north of Squaw island, Lake Michigan. Recently in looking for a shoal spot in the same locality, struck by the steamer Lan- sing, Commander Ludlow encountered a number of bad places. As stated in a notice to mariners printed last week a red nun buoy in 28 feet of water was placed by the inspector, 700 yards S. EH. % S. from the shoalest spot found. It is probable that the Roumania's injuries were received on the extensive foul bottom located by Commander Ludlow. CHICAGO LAKE INTERESTS. WESTERN OFFICE, MARINE REVIEW, { No. 13 Western Union Building, CHICAGO, II1., Sept. 22. The yachting season will close next Saturday. More interest has been taken in this sport here this season than ever before, and it is believed that the foundation has been laid for a most successful season next year. More men with money are now becoming interested in it than ever before, and at the present rate it will not be many years before it will be the fashion to own a steam yacht. Reports come from all around the lakes that numberlegs steam yachts will come here next year, and a big effort is being made by the Chicago Yacht Club to secure proper harbors for them. At present there is not a fit place in all Chicago, except, a small lagoon at Lincoln park for these visiting yachts. When Capt. James Davidson was in the city the other day he told of his experience with the schooner Kate Winslow, which he built over twenty years ago. The inspector of Inland Lloyds would not give the boat a better rating than A2, and that is the rating of the boat to this day. The objection to her was she was too shaJlow for her length. This will sound strange nowadays,for the Winslow was 14 feet deep in her shoalest place. Krom that day to this, Capt. Davidson said, the Kate Winslow has not cost the insurance companies a dollar. He seemed somewhat nettled over criticisms about his building boats at times when many vessel owners believed there were boats enough. He said he expected to go right on building and selling his boats regardless of the talk. nee : The first trial of coke on tugs was not asuccess. Opinions still vary as to what can be done to avert smoke. Some tugmen hold that hard coal is the only thing, while others hope to secure some smoke preventative device which will enable them to escape fine. The Society for the Prevention of Smoke has given the tugmen just ten days to abate the smoke nuisance or suffer the consequences,