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MARINE REVIEW. 13 Wrecking Operations on the Gresham. The Review herewith presents a picture showing-the appearance of the revenue cutter Gresham just after the accident at Ogdensburg, three weeks ago. The Gresham, it will be remembered, had been cut in two to permit of her passage through the canals, but just as these preparations had been completed, the forward section, weighing about 85 tons, turned over and sank in from 30 to 40 feet of water. The accident is generally accounted for on the theory that the pontoon on which the section rested was filled with water. The Ogdensburg Marine Railway had the contract for taking the boat through the canals, and they conducted the wrecking operations, which were somewhat delayed by reason of a lack of facilities. Private telegraph advices from Ogdensburg state that an inspection made since the forward section has been raised disclosed the fact that many of the plates are bent and the vessel is leaking badly. Preparations are already in progress for taking the cutters Algonquin and Onondaga, now building at Cleveland, through the canals. The it THE GRESHAM AHTER THE ACCIDENT. Globe Iron Works Co., the builders, will in this case take extra charge of the work. They have leased the pontoons and apparatus of the Ogdens- burg Marine Railway, and Supt. Newman of the Globe company will take a force of men from the Cleveland yards to cut the vessels and load them on the pontoons. The Globe company will deliver the cutters to the United States government at Montreal. Death of a Pioneer Mine Promoter. Capt. Nathaniel D. Moore, one of the first prospectors of the Gogebic iron range and famous during the Gogebic range mining boom, died at Spokane, Wash., on June 1. Capt. Moore was at one time the proprietor of a small grocery store at Ashland, Wis., having come there from the Rockies, but he sold out in 1885 and started prospecting for iron ore on the Gogebic range. He afterward claimed to have made the first dis- covery of iron ore on the range, but this claim was disputed. He was interested in Hurley with the firm of Moore & McFerran; in Milwaukee with Moore, Benjamin & Co., and in Ashland with the firm of Moore & Vaughn. He was the founder and owner of the famous Colby mine, and while acting as a' promoter of mining enterprises, accumulated consider- able property. The collapse of the Gogebic "boom" in 1887 seriously impaired his fortunes, however. When the Mesabi range was opened Capt. Moore again took a hand in development enterprises, but he quit before the Mesabi excitement was fairly under way and went to British Columbia, where he was engaged in gold and silver mining up to the time of his death. Capt. Moore, who was about fifty years of age was twice married. His first wife died in Ashland twenty years ago, while his sec- ond wife and four children reside at Spokane. Registration of the Ship's Roll. An inclinometer, designed to register the exact roll or list to port or starboard of a vessel either at sea or in harbor, involves the latest appli- cation of electricity to maritime uses. It is claimed that this newly de- vised instrument is extremely sensitive, and absolutely unerring in its indi- cations, and consequently should prove of inestimable value to naviga- tors and ship owners. The face of the instrument is fashioned in the form of a dial, divided into quadrants, which in turn are divided into degrees reading from 0 to 90. Just inside the dial is a glass tube provided with a partition separating two columns of mercury. A movable hand is pro- vided, which may be placed at any point, and when so placed, should the vessel roll that amount, the mercury column would complete an electrical circuit and ring an alarm gong, thus notifying the captain. The instru- ment is also provided with an index to record the great roll. One point of value in the instrument is its serviceability in trimming a ship in har- bor or any place where it is essential to keep the vessel as level as possi- ble, its use enabling discernment of the slightest movement. The instru- ment has attracted considerable attention from marine men and the public at large. On the vessel on which a trial of the invention has just. been made, the passengers made it a regular practice to lay wagers each day on the maximum roll. English Eagerness For American Contracts. _ Not even the manifest friendship of Great Britain for the United States in our present international complications would prevent a temptation, on the part of American shipping interests, to take umbrage at the recent remarks of Fairplay, a representative English shipping paper, were it not manifest in reading between the lines that the Britishers are not really serious in their comments and are seeing the future as they would wish it, rather than as development will make it. The offending article, which appeared in the last issue of Fairplay and has caused no little discussion in this country, amounted to little less than a very optimistic essay on the upbuilding of the American merchant marine likely to result from the present war, and the large amount of work sure to accrue to English yards in such an event. The writer on the other side of the Atlantic has, how- ever, in a moment of evident seriousness, made one assertion so thor- oughly at variance with the facts as to compel contradiction. "Nor will American ship yards," says he, "which are very few in number, and which, with only two or three exceptions, are in anything but a flourishing state, be able to supply the probable demand for mercantile tonnage which will be made upon them, particularly as it is now beyond doubt that their energies will be required to produce additional vessels for the. navy." The point at which particular issue may be taken with this British critic is in his assertion that the American yards are not thriving. How- ever, the condition of the yards of the Cramps, the Newport News Ship Building & Dry Dock Co., the Bath Iron Works, and the Union Iron Works, taxed to their utmost capacity with foreign and American orders, to say nothing of the plentitude of work at all the big yards on the great lakes, affords a sufficient and convincing refutation of this statement with- out a further discussion. It may not be amiss, in passing the subject, though, to call attention to the fact that the steel ship building industry in America is the growth of only a few years under adverse conditions, while the British builder has back of him the steady development of that nation's principal enterprise during half a century, and yet the American builder, by means of labor-saving machinery, new tools and advanced methods, is so rapidly overcoming the separating distance that the deeper thinkers among British maritime men are already beginning to speculate upon the length of time that shall intervene before their supremacy will be called in question. The animus of the contributor to Fairplay is ap- parent, for he goes on to say: "It is equally certain that the United States government would, under such circumstances, be acting in a highly un- patriotic manner by maintaining, in the interests of a few ship builders who will have ample government work, the laws precluding the registra- tion of foreign-built ships in America." The jocular mood is, however, soon permitted to resume full sway, and as the British joker approaches the climax of his remarks he waxes particularly humorous, saying in part: "The assumption is therefore jus- tified that at the end of this war there will be a strong demand for first- ' class tonnage in America. The ship owners in that country are distinctly wealthy, having had a highly protected trade for many years, and having sold their tonnage to the government at no doubt very acceptable prices. Once the door is opened to the purchase of shipping abroad, we may look forward to very substantial buying on the part of America, and a boom in ship building may also be anticipated on this side. None of the con- tinental countries at the present moment are able to satisfy even their own demands. Germany, which has made some substantial progress in ship building, and which appears to be the only country at all likely to come into consideration as an opponent to Great Britain for supplying this demand, is still unable to meet the requirements of its own ship owners. All these factors point to a very rosy prospect for ship builders and ship owners having tonnage in course of construction, and, although tonnage has materially risen in value during the last few months, it is difficult to tell to what high figures it may rise when once our American cousins have come into the market." Coming Promotions in the Navy. Promotion in the navy is just now a matter of considerable interest. If the regular order is maintained, Acting Rear-Admiral Sampson will become a commodore on July 3, upon the retirement of Rear-Admiral Kirkland, the present senior officer of the service on the active list. Admiral Sampson is at present the senior captain of the navy, having been advanced to that grade by the promotion of 'Commodore Dewey to the rank of rear- admiral. From July until November Sampson remains junior commo- dore, but in the latter month the retirment of Commodore Norton will move him up one number. Admiral Kirkland is the first officer of the navy from the south to attain the position of senior officer of the whole service since the civil war. The admiral, upon retirement from the serv- ice, will go to his old home in North Carolina. He is at present acting as commandant of the Mare island navy yard. After the retirement of Kirkland under the age limit, Admiral Miller, now in command of the Pacific station, will become senior officer, and will so remain until late in the autumn, when he too will retire. After this, Admiral Sicard will be- come the ranking officer. Of the six rear admirals now serving, only two are in command of squadrons, one of whom is Admiral Dewey and the other Admiral Miller. The personnel of the six flag officers afloat in- cludes two full rear admirals, one acting rear admiral and three commo- dores. It is a strange coincidence that the junior officer of the naval register, Admiral Sampson, commands the most powerful fleet, while the senior officer, Admiral Miller, has the smallest fleet. The authority of Admiral Sampson is exercised over seventy-six vessels, while Admiral Miller has only three ships. Oak Point beach and other picnic groves on Nickel Plate road for church, Sunday school, societies, clubs and camping parties--Committees desiring special train service for Oak Point beach or other pleasure groves may secure information by calling on agents or addressing the general passenger agent, Nickel Plate road, Cleveland, O. 54-June 30 One-Fare Sunday Excursions.--Tickets are on sale from all stations on Nickel Plate road. 65, June 30 a iia i ee