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MARINE REVIEW. Plea for Safeguards on Lite-Boats. _ Editor Marine Review:--I have read with much interest mingled with profound) sorrow and sincere regret, the newspaper accounts of the loss;on Friday night last of the steamer Idaho above Long point on Lake Erie, and the heroism of the captain and crew of the steamer Mariposa in their endeavors to rescue the two survivors of that ill-fated vessel, who were found clinging to a spar in almost a hopeless condition, The rescue was a difficult task and the skill and good judgment displayed, which brought the Mariposa close enough to the spar in that terrible sea sO as to enable her crew to lift the two men aboard, cannot be too highly co mended. i Be are In many rescues that are made and get into public prin is very evident, and that is, that the sailor takes his fife ane his aw ee with but one chance in ten of accomplishing the object desired. He ynever gives a thought as to whether he can or cannot get his boat un- hooked after it is lowered, but jumps in and is lowered away irrespective of the consequences. All he knows or thinks about is to save the lives of his fellow beings. This is true heroism, and needs no comment, but who gets the benefit? Do the steamship owners, who should contribute the proper means to enable these heroes to save lives, at the peril of their own, receive a larger share, or does poor Jack? In almost every case is it not a fact that all the credit is claimed by the former? Yet I cannot see any reason why, as in the case of the Idaho I am almost thoroughly con- vinced that if she had been properly equipped with suitable life boats and a reliable releasing device that the chances are that some one or more lives might have been saved, because boats are more often swamped along- side in consequence of their tardy or total inability to be released than from their not being able to live in a bad sea._ I say this without knowing what kind of equipments the Idaho had, but I do know that many steam- ship owners, with the approval of the board of supervising steamboat in- spectors, cling to the old-fashioned wooden boats without air tanks, and the old: stiff hooks, on account of their cheapness, the use of which to launch a boat in a heavy sea is sure death. If the Idaho was thus equipped the steamship owners and the steamboat inspection service are responsible for the loss and sacrifice of at least some, if not all, of these twenty-two lives on Friday night last. If I were satisfied that the best equipments and devices were exacted by the inspection service for the rescue and preservation of human lives, I would say nothing in this particular in- stance, on account of the sad results and the heroism displayed, but I see from accounts of every disaster lately occurred that more lives are lost from the want of these safeguards than from heavy seas. New York, Nov. 9, 1897. M. T. DOOLEY. Plain Taik About the Inspection Service. Editor Marine Review:--The letter of George L. McCurdy of Chi- cago, under date of Oct. 22, 1897, addressed to James A. Dumont, supet- vising inspector-general of steam vessels, published in the Review of Oct. 28, ult., calling attention to improvements that might be made in the steamboat inspection service, has voiced the sentiment that a iarge number of people interested in vessel property have for many years entertained, viz.: that our steam vessel inspection service has fallen far short of what it was intended to be, and what its importance demands that it should be. That instead of being a department of the government providing experts, skilled in the art of ship building and navigation, and competent to pass upon the qualifications of those who desire to be trusted with the lives and property of the public, it has degenerated into a mere asylum for incompe- tents. The criticisms of Mr. McCurdy on the "rules and regulations" of the board of supervising inspectors, were not only pertinent, but they only called attention to a few, of the absurdities that have characterized the senile administration of the inspector-general's office for many years past. The navigation of the great lakes with their connecting and tributary waters is governed by the act of congress approved Feb. 8, 1895. The rules of navigation prescribed by the "White law" are so explicit in detail that little or nothing further is required to make them complete, and the practical effect of the so-called "inspector's rules" is to render obscure what should be a simple matter. What need is there for rule 1 of the "in- spector's rules" relating to the great lakes? Rule 17 of the "White law" in a few words states what is to be done in the situation described, and the inspectors have no power to modify or alter it, and their attempt at im- provement has much the appearance of an itching desire to have the public understand that nothing relating to navigation is quite complete without the finishing touch of that highly ornate but somewhat antiquated head of the inspection department. , The necessity for inspector's rule 2 is not apparent. Rule 18 of the "White law" clearly defines the duty of vessels in the situation named, and was carefully prepared, evidently with the intention of leaving the vessel having the other on her starboard side free to adopt such measures to avoid the other as the exigencies of the case might require. The inspector s rule attempts to deprive the master or pilot of the discretion given him by rule 18 of the "White law." And so through nearly the whole chapter of "in- spector's rules" is seen this disposition on the part of the board of inspec- tors to "tinker" with the rules of the "White law." It is a fair presump- tion that if these inspector's nas ier Brel sa safe navigation, con- ress would have embodied them in the "White law. es eee i The disp cae of the board to meddle with the rules of hasieaion among the least of its offenses, serious as this is. The inspection ee ' > is conducted in the most haphazard manner. The service has no rules Ior. the construction of hulls, whether of iron, wood or steel, and does not re- quire the material of metal vessels to be subjected to any test whatever be- fore it enters into the construction of a ship. The Seuviee fails to pipes in any manner for the installation of electric lighting, heanng Sia 'ship appliances on ship board, a subject that enters largely ane nee eae building, the efficiency of which cuts no small figure as to the y ship. : See i Thése and other criticisms that might be denged ste adden that the service is not up with the progress that ae een Pad Per ship building and marine engineering. Perhaps t oY ae osition mani- in connection 'with the whole inspection service 18 ae aca to rid the fested by the head. of the department, the SE ee ee ae eae himself, service of competent inspectors. Without a scientific eth either in ship building, tion has been marked b the retention of officer Navigation or marine engineering, his administra- y dhe Hiebostian te discourage the appointment or ucated along lines in advanc i i qe has been more than one instance where rofa eae eee Hike, from the service because they had the courage to, suggest needed reforms, and incompetent nobodies substituted in their place; men without education or experience in the line of duty required. It is criminal negligence to permit men who: have absolutely no nowledge of ship construction to pass judgment upon the safety of hulls and boilers, and this is a matter of daily occurrence. A reform is needed in the method of conducting the trials of masters and pilots charged with offenses against the navigation laws. Under the present system a ship's officer is charged with a violation of a rule of navigation. Often he does not know who his accuser is. He is summoned to meet the local inspec- tors: He is not permitted to have assistance of counsel, or examine wit- nesses, and in this star-chamber proceeding his reputation as a master or a pilot is left to the tender mercies of men not always impartial and quite as often prejudiced against him. _ The fact is, and plain speaking requires us to say, that the supervising inspector-general has long since outlived his usefulness, so far as this serv- ice is concerned. Modern ship building and modern methods have ad- vanced while he and his board have stood still. The supervising general can do the country no greater service than by retiring to private life, and by surrendering to more experienced men the direction of affairs that have outgrown his grasp. H. R. SPENCER. Duluth NG eC ---------------- That Double Track Idea. _ Since the idea of a double track for vessels on Lake Huron was sent out from Chicago and credited to Capt. James Dunham, the Review has heard from several vessel masters, who are inclined to the opinion that the prospective president of the Lake 'Carriers' Association was simply prompted by a desire to give a story to one of his friends on the Chicago newspapers. Most of the captains looked upon the double-track scheme as a joke, but one of them takes it seriously and presents an argument showing that in many respects it is impracticable. begeiced pean "We have a double, triple and quadruple track now," he says, "on Lake Huron and on all the lakes, in fact, if we were disposed to follow them. But of what use would the light-houses, fog signals, etc., on which the government has spent thousands of dollars, be to any of the. vessels excepting those using the inner course? Ships' courses are likely to vary from trip to trip. On one passage a vessel may make a good course, while on another, under similar circumstances, she will fetch far from her objective point, on account of deflection of compass, careless wheelsmen, variable winds and other causes, not wholly to be detected or accurately adjusted by the master without guide. from the shore. Consequently the captain figures on locating, as far as possible, every whistle, light-house or other fixed government mark, enabling him to prove up his course, as it were, and make a true and known departure for the next point ahead. In thick weather, although it is possible to determine the direction of a, whistle, it is most difficult to tell the distance it is away. A whistle, that will be brought to you clear and distinct at a distance of ten miles on one. trip, may, through causes of weather, sound dull and confusing the fol-. lowing passage at three miles. Imagine a double-track system in use in such waters, during thick weather, as from Bois Blanc island to Point au Pelee, from Presque Isle to 'Manitou, or from Whitefish point. into the 'Soo,' where a master must exercise about the same caution to keep his straight course in the center of channel, to find the narrow openings that confront him and to avoid dangerous ground on either side as if he were navigating the Sault river; and the finding of these openings from the open water end are equally difficult, without hampering the master as to what track he should use. In the clearest weather high winds will often. cause the vessel man to seek either shore, and keep it as close as safety, will allow, to protect his boat, cargo and crew from the fury of heavy waves. The fervent prayer of the lake vessel master of late 'is this: May. the land navigators, of whom there are some two or three most active, render us the great service to keep from trying to reform a business of which they have proven themselves quite ignorant." Detroit River Draft. Under strong westerly winds on Saturday last the draft of water in the Detroit river at Ballard's reef was reduced to about 16 feet. Following are the gauge readings at Ballard's reef for the past week: 0 dl DATE. DRAFT. | WIND, 5D, B Pe Meverecsreseeenseersereeeereasacerens Wetite 2. ii. Wier AG Kopapesy mex Sratiens gee eene eee renee 17 ft.8 in. N.N. W., strong. Noy. 3, 6 Gs Weeeescscrecsserecsecceceeeesnsceeres 17 ft. 15) 10. ON. NW en fe bb DOOM er seccoeescecseceseneroemarnnncsesae 17 ft. 4 © in, W., light. ee ce eG Pe WMeseseeeeens dee Scsearecsicneee 11 the a ils oy Sen heen Uta cee MIA Ighte......sceeeseeeeeseeeeeeeeeees vette koe okt S. W., light." Nov. 4, 6 a. Misecseccesseceeereeceeeeeeeneeecans L7-tt. 4 int, S., strong. - A} HG. SECO igepobooe toe bococ.0d2ouR00K 300000000 17 ft.3 in. §., fresh. ce CG Py Mac eccceeeceeneeece sereeeeenereeee 17 ft. 64% in. S.'S. E.; fresh. ce ee MAA MIGht..........ceeeseereeeeceeeeeees 17 ft. 346 in. S., fresh. -- Nov. 5, 6 A. Weecercccsssscsees eeesteeeeeee reece 17 ft. 6 in. S. W., strong. be 6 TOOT se eeece eee eeeenee caeccaeeneeceners i ote Ae re S. W., strong. Ce 6B Pe Wesseececccncecenecenereeaeeeenerees 17 ft.2 in. W., strong. cee MAA MIght........cceceeeseeeeceensseeees 16 ft.3 in. W., strong. Nov. 6, 6 &. Whescsecsecsccsesneseceecenseerenenes 16 ft.1 in. W., strong. . te 1) be) MOOD. ...t0000ecrreese Flirocnewaseecneh 16 ft-5 in. N. W., strong. «- gh G3 Matta. cs oo Seen ontecseeer atime tone 16 ft.9 in. W., light. © i cece « MIMMIght..........seseesessseceeceeeees 17 ft.2 in. N. W., light. \» Nov. 7, 6 A. We.ecccccsecsseecesecereesceseueneas: 17 £t.-4 "in: N. E., light." Epis ite OO Mest daene sacs ods sav eegeedeclanmrecevan 17 ft.-3 * in. S. E., light. f c « 6 Pe Whe eseeereveceseccereacecccerssesecees = Asahi. 346 in. S.-E., light. : 4 te ce: « MIM MIght.......-. ceseeesesereereeceees 17 ft.6 in. S. E., light.. Nov. 8, 6 Gs Wiseccsecrcessecesersscecsseneceres 17 finde 2 aa: Calne. aye 2 fo v2s66 | TIOOM seevnss c0deop-osnceesndsnsacieseee>are Tift. 2 its N. W., light. bc 6G Py Ma scacsecenscrcnncccsccossareepeces 7st. oe Ant Calm. » aaa 4 te © 66 TAIAMIGHt......0sceesereesereederceceser 17 ft.8 in. N. E., strong. Nov. 9, 6 a. UWeeeecsceccceeeeeeeseeeceeetcneent ers 18 ft. 2 - an. N. E., strong. 66 5 466 TOON ccvcesbadovsscneacomeascnconasseoast AY ttre, Gein, N., strong. .