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of one on the usual course. Such a course would insure safety from the lo- cal attraction along the north shore in case the vessel fetched northerly in ap- proaching Duluth harbor. The tendency of this local attraction is to pull boats toward the shore bound in and outward bound out--the same as an easterly ef- fect. It would also give boats coming out of Duluth on an outside course to Devils Island a good wide berth, I quite agree with "The Man on the Bridge" respecting what he says of the new rule to the effect that a steamer to ° leeward must keep out of the way of a steamer to windward in- thick weather. There would be lots of chance for con- fusion if this rule became a law. It would seem to me that if some signal made in conjunction with the fog signal of three blasts could be devised to indi- cate when vessels were coming out and going into narrow waterways, like from Southeast shoal to Detroit river light- house, Whitefish point to Gross Cap, and also at turning points where important - courses cross one another, such as White- fish point, that it would help a great deal in lessening the chances of collision. This additional signal could also indicate the starboard and port sides. 'The great trouble under existing conditions is to tell how each boat is moving, whether coming or going. This is especially true in the case of baats that have practically stopped or are very carefully feeling their way along. Another such signal could be devised for -boats coming into these narrows, such signal to indicate the opposite side agreed upon for boats coming out. In the case of boats that have stopped and are not sure of their position in these narrows, the present fog signal of three blasts could be made to indicate this. This would give other boats warning of their presence and lo- cation. Such a rule could be practically applied in the narrows mentioned. It should be understood that these signals are only to be used in certain waterways, where boats, are obliged to meet and pass one another continually. A similar signal could be devised to indicate the different courses boats are pursuing or about to pursue. For an example: Sup- posing there are two boats coming out of Detour passage, one being bound down Lake Huron, the other to Lake Michigan, the weather being thick, of course. Now if the one -bound down Lake Huron could indicate by her whis- tle in addition to that of her fog signal, that she was or is to pursue the outside course (starboard helm) and if the one bound to Lake Michigan could signal ac- cordingly (port helm), a boat making the passage bound up would have no trouble whatever in passing these two boats. os boat bound up Lake Huron from Presque "TAE Marine KEVIEW Isle to Detour could indicate her course so that boats bound down from Lake Michigan would know it before the in- tersecting point of her course was reached. If right-hand courses are to be ob- served the fact that upbound boats on Lake Superior taking the outside course would not prevent boats bound to Mar- quette and Portage from Whitefish point from crossing the course of vessels bound down on the inside course. By using the outside course for vessels bound up and the inside course for ves- sels bound down would neither prevent koats. bound from Whitefish point to Marquette and Portage from crossing the courses of boats bound down from those same points. I would suggest that boats bound from the Soo to Marquette and Portage turn Whitefish point at a distance of not more than 11%4 miles and then haul down on their courses. Boats bound from Marquette and Portage to Whitefish point should shape a course that will fetch them about 3 miles north of Whitefish point. Alterations in these courses could be made so easily that there would be no trouble in avoiding downbound boats with upbound boats. Boats bound to Devil's island from the Soo would shape their course from a point 4 miles north of Whitefish point to 12 miles north of Eagle Harbor. By following these courses there would be 'no occasion for boats crossing one an- other's courses. Boats from Marquette ard Portage in rounding Whitefish point at a distance of 2% to 3 miles could take the west side from there down to Parisian Island, and boats from Duluth ~and Two Harbors would round White- fish point at a distance of 6 miles north of it. These boats could take the east side of boats coming up from Gross Cap. This is the bad feature on Lake Su- perior, but it is impossible to make sep- arate courses, to all these points without crossing somewhere, so that at the points of intersection great caution must be observed in meeting and passing in thick weather. ; The course to Ashland should be shaped from a point inside of the course recommended from Ashland to Kewee- raw point. This could be done by round- ing Keweenaw point at a less distance than that given on the chart, say from 6 to 8 miles. CLARENCE LONG. THE SECOND SHIP BUILDING ' NATION. -- That Germany is second alone to Great Britain in the matter of ship building is interesting when it is known that this record has been at- tained in a comparatively few years. It was in 1869, 38 years ago, at the Kiel yards that Germany's great merchant a7 fleet had its inception. A few years later, in 1875, the manufacture of steel sheets was begun by the German yards and before the close of the century there were upwards of 60 ship yards, employing some 30,000 men. These yards - are mostly on the Baltic al- ~ though a goodly number are on the Weser and Elbe rivers. Foreign aid in the matter of iron and steel is unnecessary as Germany's own great works make her most independ- ent. Since thé establishment in 1905 of the Schiffsbaustahlkentck Co. at Es- sen all orders have been disposed of at uniform rates, which was of the greatest importance to the ship build- ers. German railroad rates are also very favorable to the great ship build- ing plants. That the United States takes its place toward the end of the list is ow- ing to the continued hostility of cer: tain interests toward any legislation tending to promote American shipping. NEW YORK SHIP BUILDING CO. GETS CONTRACT. The contract for building the eight lighthouse tenders for the government, bids for which were recently published, has been awarded to the New York Shipbuilding Co., Camden, N. J. They are to be built at a cost of $165,000 each, which is $17,000 lower than the nearest competitor for each boat. The total cost of the work will be about $1,325,000. | OBITUARY. Frank H. Goodyear died at his home in Buffalo last week at the age of. fifty-nine years. He was born at Gro- ton, N. Y., and in his early youth taught school, later becoming book- keeper in a saw mill. In 1872 he went to Buffalo and engaged in the coal and lumber business. At that time the hemlock and pine forests in Pennsyl- vania were practically unimpaired. Mr. Goodyear undertook his exploitation, purchasing cheaply tracts of timber land from which he and his associates were later to derive millions. He was president of the Buffalo & Susque- hanna Railway Co., connecting the lumber and coal regions of Pennsyl- vania with the great lakes; the presi-_ dent' of the Buffalo & Susquehanna ~ Coal & Coke Co. and president of the Buffalo & Susquehanna Iron Co. He also had investments in marine prop- erty, the steamer Frank H: Goodyear being named after him. A. P. Moorehouse, general manager of the Cunard Steamship Co., died at Liverpool last week. He had been ill for some time.