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1900.] MARINE REVIEW. 21 CONNERS' MONTREAL PROJECT. It has been said several times during the past few months that W. J. Conners of Buffalo failed completely with his big undertaking for the con- struction of grain elevators, warehouses, etc., at Montreal; that the har- bor rights which he sought in the beginning were of great value, but that what he finally accepted, under guarantees of large business to the city, was not at all what he started out to secure. In other words, it was said that on account of the opposition which he met from his home city of Buffalo, and his determination not to be beaten from that source, Con- ners accepted conditions in his contract with Montreal which he did not expect to have forced upon him, and which weakened the contract as a document intended for the purpose of securing funds to go ahead with the Montreal improvements. However this may be, it would seem that he has not given up the task, as indicated by the following extract from a 'Montreal paper of a day ot two ago: "On his arrival here Mr. 'Conners lost no time in putting himself in communication with the harbor authoritiés. To all with whom he came in contact he still spoke with the utmost confidence of being able to carry the harbor works to a successful issue upon the lines agreed upon. 'I am here,' he said, 'to tell the members of the harbor 'board that I intend to carry out the agreement as it stands, to build the working-house and the freight and. storage warehouses exactly as they are set forth in the plans and specifications. There have been unforeseen difficulties in the way, obstacles that I had not contemplated and could not have contemplated, and these have been the causes of the delay, but now they have been pretty nearly all overcome." "What about the capital?" "I have men behind me who are willing to put up all the money that is required to carry out the scheme. 'As soon as the company is organ- ized we will go ahead. The company is not yet actually organized. That is partly what I am here for, to see my lawyers about the organization of the company. Then I intend to go ahead and see the thing right through." "Do you think you will have the work actually in progress this autumn?" . "TI think so. I have strong hopes that the foundation will be laid this fall, and think we shall go on with the building during the whole of the winter months. The delay has been unfortunate. Nobody has been more keenly disappointed than I have been myself. Nobody will be better pleased than myself to see the work in progress. You will see how we'll make things hum when we begin. Had it remained with me we would have been further advanced than we are. I can hurry myself, but I can- not hurry the others. At all events here I am and here I mean to carry the project through as rapidly as possible." PASSING SIGNALS -CANADIAN SAULT CANAL. It is more than probable that the Lake Carriers' Association at its next annual meeting will give attention to the complaint regarding negli- gence on the part of vessel masters in the matter of blowing passing signals. Several vessel owners who have made trips on their own ships during the present season enter complaint on this score. Some of them say that it is undoubtedly the kind of inattention to duty that eventually results in accidents. Capt. W. C. Richardson of 'Cleveland is the latest to call attention to the matter. Knowing that the captains are not them- selves disposed to enter complaint with officials of the steamboat inspec- tion service, he says that the vessel owners should take up a few cases of violation of the rules and present the necessary evidence to the govern- ment. Another matter to which the attention of owners is also directed is the disposition of vessel masters trading to Lake Superior to pass up and down almost exclusively by way of the United States canal at the Sault. The Canadian canal has had such a small percentage of the business this year that there is some fear of the Dominion government closing it to navigation. The expense of maintaining a force of men at the Canadian lock is, of course, an important item. If the Dominion officials, knowing that their own vessels, so few in number compared with the United States craft, could be easily taken care of in the American locks, should con- clude to close their canal and thus save themselves this expense, the re- sults might well be feared by our large shipping interests. In event of accident on the American side, a closed lock on the Canadian side would not be a happy thought to contemplate. Then, too, it is- very unfor- tunate that more use is not made by 'American vessels of the magnificent canal and lock on the Canadian side of the river in view of the great expense undertaken by Canada in providing this waterway. It will certainly be badly needed before the contemplated enlargement of the old lock on the American side is a reality. One reason why the vessel mas- ters do not go by way of the Canadian canal is the fact that letters and telegrams are usually forwarded in care of the American canal office. This could be changed, of course, as far as the correspondence of the ship with her owners is concerned, but it is claimed also that the upper approach to the Canadian canal is a narrow channel and that there is not the certainty of deep water in it that there is in that part of the river leading to the upper ends of the American locks. NAVAL ARCHITECTURE AT THE UNIVERSITY OF MICHIGAN. Professor Herbert 'C. Sadler, B. S., late of Glasgow university, Scot- land, has reported for duty at the University of Michigan and will begin work in the new course in naval architecture and marine engineering at the opening of college, Sept. 25. Prof. Sadler is well known to the naval architects of this country, many of whom have been his associates or under him as students at Glasgow. He is a man of charming personality and unquestionably will find a warm welcome from students and col- leagues in his new field of labor. Prof. Sadler received his training in one of the principal ship yards of the Clyde and at Glasgow university, of which institution he is a graduate. For the last four years he has been assistant to Prof. Biles, who is well known in America, and has been associated with him in his practice as a consulting naval architect. He has had a large and varied experience in all branches of naval architecture on its practical side, and this, together with his experience as assistant professor at Glasgow university, renders him eminently suitable for the position he now holds. : The course of instruction in naval architecture at Ann Arbor, which is arranged as a graduate course, will commence at the second semester of the senior year and extend to the end of the fifth year. At the end of the senior year students may receive the degree of bachelor of science in engineering and at the end of the fifth year that of master of science. For this year only a special course has 'been arranged, which will extend from the commencement of the coming semester to the end of June. In the future the course will be that already prescribed, namely, will extend over one and one-half years. The work will consist of lectures, drawing and visits to ship yards, and will in general follow the course given at Glasgow. Lectures will be given upon ship calculations, strength of ships, resistance and propulsion, stability and rolling, ship design, practi- cal ship building and marine engine and boiler design. In the drawing class each student will perform all the calculations connected with a ves- sel and will also prepare one or more designs, including complete plans and specifications. : BUF*¢ALO WARBOR REGULATIONS. Major T: W. Symons, United States engineer, has just issued, with the approval of the secretary of war, the new regulations governing the navigation and use of the entrance channel at Buffalo. These regulations go into effect at once and are as follows: In the entrance channel of Buffalo river, or harbor, N. Y., between the United States breakwater light station and the junction of Buffalo river with the city ship-canal, the speed of all vessels shall be limited to and not exceed 6 miles per hour. While dredging operations or repairs of the United States piers along this entrance channel are going on, all vessels shall slow down to a speed of 4 miles per hour, while passing said dredges or pier where repair oper- ations are in progress, upon being requested to do so by the display or waving of a red flag or red lantern, or the blowing of a succession of short whistles. Dredges and attending scows and tugs are expected' and required to give half the channel for passing vessels, and the latter are required to do the same when passing the dredges or other craft. For the information of masters and pilots, the following data in re- gard to distances between points, and the minimum time required for passing between these points, are given: ~ From the breakwater light station to the junction of the Buffalo river and the city ship-canal the distance is 4,200 feet, and the time required is 8 minutes. From the Buffalo breakwater light station to the outer end of the south pier the distance is 2,100 feet, and the time required is 4 minutes. From the outer end of the south pier to the junction of the Buffalo river and city ship-canal the distance is 2,100 feet, and the time required is 4 minutes. : Attention is also invited to the regulations regarding anchoring and mooring vessels in the entrance channel to Buffalo harbor, which provide that no vessel of any kind shall anchor in the entrance channel to Buffalo harbor between the north and south United States piers, or be moored to or lie at the United Staes south pier, or be moored to or lie at the United States north pier abreast of another vessel at said United States north pier. This regulation does not apply to government vessels, or vessels of any character engaged in the work of improving the harbor or entrance channel. AROUND THE GREAT LAKES. George W. Wallace, whose resignation as superintendent of the Fayal mine went into effect Sept. 1, has accepted a position as general manager of the Corrigan, McKinney & Co. interests in the Lake Superior district. The Minnesota line steamer 'Maricopa and the schooners Manila and Marsala, which were towed by that steamer, delivered 22,635 net tons of iron ore at the works of the Illinois Steel Co. at South 'Chicago a few days ago. The whaleback steamer Christopher Columbus, engaged in excursion business between Chicago and iMilwaukee, has just finished a very pros- perous season. Her total of passengers for the summer of 1900 was 200,- 000, as against 186,000 last year. ee Depth of water at the entrance to Lorain harbor is now 22 ft. The dredge Gen. Meade has been at work there all season for the government and has excavated 115,000 yards of mud and sand. Besides deepening the channel between the piers, a strip on each side of the harbor entrance 500 ft. in width has been dredged. ; - Col. Wm, P. Anderson, well known to_ vessel men as chief engineer of the 'Canadian department of marine and fisheries, has been carrying off 'great honors at rifle shooting of late. At a recent fidtional prize meeting he won the governor-general's prize, $200 and a gold medal--the big thing of the meeting--which makes him, for this year, the champion rifle shot of Canada. The steamer (Carlo, which hails from Fredericksvaern, Norway, is undergoing boiler repairs at Detroit. Capt. Karl E. Andersen, whose home is in Sandefjord, Norway, says the fresh water is responsible for the accident to the boilers. Capt. Andersen has sailed on salt water as a ship master for thirty-seven years, and during that time has carried every cargo known to commerce, and he has navigated in almost every salt sea. He is thoroughly disgusted, he says, with his brief experience during the present season on the great lakes, though he admits that the venture has been profitable to the Carlo's owners, Blum & Olsen, of Fredericksvaern. The steel steamer building at the Wyandotte yards of the Detroit Ship Building Co. for the Eddy-Shaw fleet will be launched Saturday afternoon. The new boat has been known as "No. 136," but she will be christened Howard L. Shaw. She is almost an exact duplicate of the steamer Simon J. Murphy, completed and launched June 23 last at the same yards for the same owners. The new ship is 451 ft. long and 51 ft. beam, with molded depth of 28 ft. Engines are triple expansion with cylinders of 22, 35 and 58 in. diameter and 42 in. stroke. It is calculated that 1,500 H. P. will be developed at 165 pounds steam pressure and 85 revolutions of the wheel a minute. The boilers are 13 ft. 2 in. in diameter by 12 ft. long, of the Scotch type, each having two furnaces and using Howden hot draft. The propeller is 13 ft. 10 in. in diameter with 14 ft. 6 in. pitch. It is expected the Shaw will be ready for commission within two weeks after the launching.