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alts ~ man’s dog, who was only tied up loose at one end. ever, where is the boat-lowering apparatus on the lakes THE MARINE RECORD. ESTABLISHED 1878. Published Wikoy Thursday by THE MARINE RECORD PUBLISHING CO., Incorporated. GEO. L. SMITH, President. -C. E. RUSKIN, - . - - Manager. CAPT. JOHN SWAINSON, nat a aes Editor. THOS. WILLIAMS, Chicago, - - Associate. CLEVELAND, CHICAGO. Western Reserve Building. Royal Insurance Building. SUBSCRIPTION. One Copy, one year, postage paid, - - $2.00. One Copy, one year, to foreign countries. - - $3,00. Invariably in advance. ADVERTISING. Rates given on application. All communications should be addressed to the Cleveland office. THE MARINE RECORD PUBLISHING CO., Western Reserve Building, Cleveland, Ohio. ntered at Clevelan1 Postoffice as second-class mail matter. CLEVELAND, O., APRIL 29, 1897. We note a growing feeling at this time to style U. S. Naval Engineers the Engineer Corps. There is a distinc- tion, of course, between naval and military engineers, but the Corps of Engineers, U. S. A., has the seniority or “priority of title and the difference between the duties are such that care should be taken relative to the introduction - of which to many might appear another branch of the na- tional service carrying a similar name, or, further, that both belonged to the same branch. There is not to the civilian a very marked difference betwen Engineer Corps, U.S. N., and Corps of Engineers, U. S. A. ee oOo After the accident to the Glidden the underwriters, Secretary of War, or even the interests of general com- merce would seem to be justified in piacing a few sticks of dynamite in and around the hull of the sunken steamer Grand Traverse, sunk last fall through collision with the steamer Livingstone, and blowing her clear of the fair- way or channel off Colchester, Lake Erie. On the other hand, Pfohl & Son, who own the Traverse, say that the barges Fern and American Giant are ready to go and that wrecking operations will begin as soon as the weather is favorable. They are sure that the steamer will come to the surface easily when her coal is pumped out. oO oO Oe In the Revised Statutes of the United States, section 4488, the Board of Supervising Inspectors of Steamboats makes the Secretary of the Treasury “launch” boats hang- ing from or in the davit falls. We can conceive how a boat or any specified number of boats can be lowered away, whether the vessel is stationary or under speed, but to launch from davit falls with tackles attached smacks a good deal of Mark Twainism. A large safe weighing a ton or two could be hoisted up or lowered away from the _ top of a fifteen story New York or Chicago building, but to launch it from there would be a case of “stand from under.” In the same section the Secretary commands, whether through act of congress or otherwise we know not, that “every vessel on the lakes, shall have, whether under way or stationary, such a suitable disengaging ap- parattis as to permit of one person disengaging both ends of the boat simultaneously from the tackles. This after “she was launched we presume, only that there would be a slight difference between such a launch and the Dutch- How- that will permit of one person unhooking both tackles at the same time? STRANDING THROUGH FOGS. Hardly has the season of navigation opened before that dreaded enemy of lake pilots, a fog, sets in to strand sail and steam. During the past week several A 1 steamers haye been piled up and this, too, from Lakes Superior to On- tario. This circumstance, when but few vessels are yet at work, clearly indicates what would certainly have been the result had the full tide of lake commerce been on the route from port to port. Whether looked at from a pilots’, shipowners’ or un- derwriters’ standpoint, these strandings are harmful in every way, and it is a question if the vessel owner is not at more of a loss than his underwriters. The most that can be asked for or gotten out of insurance on ship, freight and cargo, is an indemnity for the actual financial dam- age and that the property be placed as in its former condi- tion previous to the casualty, detention and other conse- quent evils falling on the shoulders of the owners, besides, there is always the fear that even after a close survey and skillful repairs have been made, that the vessel is not in as good shape as before stranding. This is positively so in the case of wooden vessels, as the shock of striking, and straining while on the bottom, especially if there is any sea, swell or surf to give the hull a motion, must shake up more or less all of the fastenings, etc. The same can be said of iron and steel hulls, and no matter how minute the search for damage, there are hidden defects which even the most practiced eye is unable to discover, at least, so much can generally be said or anticipated. From the foregoing, it would occur to the thinking mind that there must be some remedy for the above evils, and as there can be no effect without a- cause, then the lat- ter should be determined, the effect being apparent. One thing is evident, and that is, the hull did not strand of its own volition, as if it wanted to rest awhile, though an excellent answer as to how it got stranded was given the other day by the master of an Atlantic liner, as follows: Sitting well towards the foot of the captain’s table in the dining room was a very inquisitive elderly blue-stocking. Early that morning we had sheered inshore at the mouth of the Gulf of St. Lawrence to have a closer view of a large new steel steamer recently run ashore and wedged in solidly between the rocks, making her a total loss (fog again). At the breakfast table our estimable femi- nine friend asked in rather a loud tone of voice, address- ing the master at the other. end of the table. “Captain, dear, what put that beautiful ship on the rocks?” With- out a moment’s hesitation, and as if wishing to cut the subject short, he at once replied: “Her propeller, madame, her propeller,’ emitting a special low growl half to him- self, “of course her propeller did it.’ But to come back to the cause of stranding in fog and admitting the propeller part of it. The question o¢curs who controls the motion and direction of the vessel? Well! at present the master doés and universally so, then in thick weatherwhat is he- guided by? his compass, does he control or has he a therough knowledge of the workings of that instrument? This with the usual aid of the three L’s, viz: lead, log and lookout, is the key note to the situ- ation, and demonstrates from cause to effect. Now, while none are infallible and casualties of a more or less serious nature will ever take place, in the future as in the past, there is no reason why the ordinary precautions should not be observed, nor is ignorance of surroundings or conditons any excuse for the omission of these safe- guards, It may now be thought in order to inquire how the ex- isting evil is to be eradicated and by what process of rea- soning may we point out a remedy? One word will suffice to answer the query, and that is, culture, the discovery or possession of such to be amply demonstrated in the offices of the local inspectors of steamboats, the license issuing power, and in whose hands the whole category of circum- stances from cause to effect, rests, from safe sailing to not sailing at all, at least in charge. We therefore ask with all due humility that from strandings, collisions and sudden death good local inspectors deliver us. THE TIISSISSIPPI FLOOD. The whole western country has been interested for the past week or two in the efforts of the people living along the banks of the Mississippi to keep the river from over- flowing the levees or artificial banks. The proposition has been put forward that it would be the best for that section of the country if the Aver break through and find its natural bed at a mean level with the surrounding country, then, natural banks woul be formed and with a moderate amount of dredging the navigable channel might be safely maintained, other. wise, it is argued, the system of raising the artificial banks or levees, year by year, will only result in a final over whelmmeg of lives and property wherever the floods may ultimately reach to. There seems to be considerable logic in the foregoing but it is not borne out by science and experience, Th Mississippi is a silt-bearing stream and thus is continual- ly raising the level of its bottom, the area is so” extensiv that dredging is out of the question and there is no mean known to the engineering world at present whereby a sedi ment carried along in suspension can be prevented from depositing silt only at one particular place, and ce is especially true of the “Father of Waters.’ / ; The Engineering Magazine discusses the silt Sechieat and says that “engineering experience has not yet shown — anywhere in the civilized world any more satisfactory system than that of levees for the control of floods in silt-bearing rivers,” and it at the same time declares tha there must be a raising of beds and banks wherever depo sitions of silt occur. From this it would appear that the inhabitants along the Mississippi River must continue to repair and raise the levees from year to year, as the bot- tom of the river rises, and eventually place their propert and homes much farther below the level of the river tha they are at the present time. The river will continue to dictate terms to those who choose to live upon its banks It is not practicable by artificial means to induce a silt bearing river like the Mississippi to lower its bed continu ously throughout great stretches of its length. $ It would therefore appear that until some economy is devised whereby the silt can be filtered and deposited where it will do more good than harm, the bed of the river must perforce keep on rising, for, as we have said, dredging is simply out of the question, and the levee system is the only method by which the great river can be kept within its banks during flood seasons, Further: more, it has been proved, that when properly maintained, the levees have been and are effective, but they requ eee hie all along the line. oO ee —— WHARVES, DOCKS AND PIERS. Amore suitable and commodious system of docks and piers ought to be built in all of the large ports on the lakes to take the place of the decaying old structure which at present disgrace the banks of the riers. The old, rotten, and primitive looking. structures should be demolished by unanimous consent of the city councils, and solid, clean, stone structures erected to keep pace with the march of improvements, and to facilitate the handling of cargo, and the mooring of vessels. While attention i directed to the grading and widening of streets, in the heart of the cities, and parks, etc., receive a favorable share of the people’s wealth, the main artery of trade and commerce is left sadly neglected, and not more in one large city than another, for the old, rotten, tumble down wharves are to be found in each. The fact that water transportation has been the chief factor in making thos cities the center of trade, and prosperity, ought to call for a greater degree of consideration than has ever been awarded to them by any local council, and we would yen- ture to say that if any of the minor ports could grasp the future importance of their towns, due regard would be — paid to the system of dock buildings, and the approaches to their harbors. An unobstructed system of good docks : ought to run in a continuous line both sides of the differ ent rivers. Nor should a wooden dock be any longer per- nussible, at least within the city limits. Instead of which docks of solid masonry in concrete or stone, well lighted and made passable at all times to accommodate the traffic to and from the shipping frequenting the ports, with good well-paved roads leading thereto. Already difficulty found and expense is incurred in securing suitable and safe berths for the winter months, and many valuable ve sels are obliged to make fast to docks which are not fit to tie a raft up to, while the miserable approach to then 1 is in many cases a disgrace to any city. We have | 1 other occasions called attention to the increasing demat for better dock and river frontage conveniences. Tt time to remedy the present evils, and bring about a sy tem of docks and wharves which will no longer be a di grace to large and important centers of civilization.