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True and correct magnetic courses on Lake Superior as per a two course FOUtE? Daluth to: 2 point 29 miles SEYWE of Passage Island lighthouse, or to a point 32 miles N3¢W of Copper Har- bor lighthouse, true ENEKE (E by N WRN); correct magnetic NE by EXE From the above point to a point 6 miles north of Whitefish Pt. light- house, true SE by ESZE (small); cor-~ rect magnetic SE by EXE, The usual or chart distances on Lake Huron: Detour to Presque JIsleo:... c.c. 45% miles Presque to Thunder Bay Island.. 2634 Thunder Bay Island _ to Harbor Reath ee tse 86 i Harbor Beach to Port Sanilac... 31 ss Port Sanilac to Port Huron' Light- SHIP 0s Oo ee ee 29 S Totales eo sce ee ae 218% miles Distances on Lake Huron as per courses proposed by the Lake Carriers' Committee: _ Detour to 12 miles off Thunder Bay. Islatid: ofs6 eh ea oes 70. ~=--miles From 12 miles off Thunder Bay Island to 12 miles off Harbor Beach sess veces sey ee 90 ff From 12 miles off Harbor. Beach to Pott Huron lghtship..3(4.. 2. 60% * Bota 25s ee sien ee ee ee ee 220% miles Difference beween the usual and the 'proposed tracks 2% miles. Distances by a farther outside track on Lake Huron: miles SE 10934 miles Detour to a point 10934 5% S true from Detour........ From this last point to a point 9 miles abreast of Port Sanilac... 87% ~ " From Port Sanilac to Port Huron . lightship 66... esse e eee eee ener - 2814 Ota 6 esis ws a ne es 225% miles This route is 5 miles greater than the route proposed by the Lake Car- riers and 714 miles greater than the usual track. True and correct magnetic courses on Lake Huron according to the pro- posed route described by the Lake Carriers' Committee: Detour to a point 12 miles NEYE of Thunder Bay Island lighthouse, true SE 545; correct. magnetic "SE - by --S. ey : Thunder Bay Island fighbiotee tO. point 12 miles ENE of Harbor Beach lighthouse, true S by ESZE; correct magnetic S by EXE From this last point to Port Huron light vessel, true south; correct mag- netic S34W True and Correct Magnetic courses on outside route: Detour to a point 10934 miles true SESS of Detour; correct magnetic course SE by S. From the above point to a point 814 miles abreast of Port Sanilac, true S%E; correct magnetic SYE From the above point to Port Huron lightship, true S%W, correct magnetic S7AW TAE Marine. REVIEW From Nine Mile Pt. to a point 10 miles NEY%E of Presque Isle light, true ESEY% (E by S%S); correct mag- netic SE by E34E. The only advantage of the commit- tee's route over the one just recom- mended is in its lesser distance, but this counts for naught when we take into consideration the object sought. While I realize that it will be a very difficult matter to get all the boats, or even a small per cent of them to fol- low an outside course, no matter which "one, it should nevertheless be given a fair trial. No harm could come from it at any rate, and this would goa long ways in proving whether it is practicable or impracticable. There are many masters, especially those in the smaller boats, whose one great ob- ject is to make time, and to accom- plish this they many times take the most foolhardy chances. Every ambi- tious master is desirous of making time, of course, but he should use judgment and discretion in doing it. Cutting off corners in the courses is one of the things many masters do. They figure that they are saving a whole lot of time. At the most they ~ can not save -an hour's time in a run like from Chicago to Buffalo. This is figuring falsely, for what does this short time amount to compared with the chances taken of fetching the bot- tom by shaving too closely. To save this paltry hour or so, has often re- sulted in the loss' of a season's earn- ings to the ship so navigated. 'To take such risks there must be sufficient value ahead to counter-bal- ance many times over the worth of the risk taken. But how often is this the case. When one stops to think of the uncertainties in loading and unloading in port in addition to other delays for which there is no help, this insignifi- cant half hour saved is of no moment. No' master of sound judgment takes these risks. There are many men who think that by cutting the corners on courses that they are saving a great deal of time and distance, but a man having a proper knowledge of sailing a boat doés not have to be told that the difference is not worth recogniz- ing, and for the chances taken is not worthy of consideration. These fel- lows that are continually shaving and cutting the corners off courses are the ones that never have courses that they can depend on in thick. weather, and it 'is safe to say that all the time saved for a season in cutting courses is lost twice over the very first time the ship has a thick weather trip of it. It is false reckoning to say the least. ' CLARENCE E, Lona, . necessarily. 31 THE PATENT LOG. Question and Answer Department :-- Can the patent log be depended upon un- der all conditions? Will it register as accurately running half speed as when the ship is at full speed? Ifa log regis- ters about right when the ship is making full speed will it under-rate or over-rate at a reduced speed? A MASTER, Milwaukee, Wis., May 1. Answer :--While the patent log is not a perfect instrument it nevertheless af- fords the most accurate means available for determining the vessel's speed through the water. It will usually be found that the readings of the log are in error by a constant percentage, by either too much or too little, usually too little, but not The amount of this error should be determined by careful experi- ment and applied to all readings. The, readings of the patent log can not be depended upon for accuracy at low speeds, when the rotator does not tow horizontally, nor in a head or following sea, when the effect depends upon the wave motion as well as the speed of the vessel. The length of the log-line being towed has much to. do with the working of the log, and by varying the length the indications of the instrument may some- times be adjusted when the percentage of error is small; it is particularly im- portant that the line shall not be too short. The correct length of line used for high speed will not answer for a low speed. The line will be too long for the low speed. To register correctly for a low speed the line would have to be shortened considerably from the length that answered for a high speed. The same length of line will not answer for all speeds. A too long line will un- der-rate and a too short line will over- rate, ordinarily. The higher speed at- 'tained the longer length line required, and the lower the speed the shorter the line. There is a limit, of course, in the latter case, since the speed may be so _ small as to prevent the rotator from sink- ing. It requires a great deal of experi- menting to get a log to register ac- curately or nearly so. In the case of checking down to a certain speed in . foggy weather it is a good plan to have a length of line that will conform to this speed. It would be but little bother to substitute one for the other when neces- sary to do so. If this is not done then a correction should be applied to the log from the indications shown when at full speed. To do this accurately one should check down to the speed required in thick weather and then run a known distance and by a little experimenting the length of line required can easily be de- termined upon. Another good way, and one that will save a whole lot of time in the experiment, is to get the number of