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x locks, etc., the world over. THE MARINE RECORD. MITER SILL AT THE ‘‘SOO’’ LOCK. The miter sill is the key to all enclosed docks, cana\ The officers in charge of such froperty always take the greatest care to learn that no vessel attempts to enter where her draft will not allow a little to come and go on over the sill, and usually there is a penalty attached to the act, for anyone who is daring enough to risk all consequences, though on a dark night or with a ripple of a sea on, when marks cannot be deter- mined very closely, vessels frequently name three or four inches less than their draft on the strength of feeling as- sured that the officer in charge had allowed a liberal fac- tor of safety in limiting the draft at which the vessel could clear the miter sill. This ground was gone over to a greater or less extent at the “Soo” lock some years ago, and if we remember right, the sill was lowered somewhat. The subject comes up again at this time, according to the following corre- spondence: Reports from the Soo indicate that the s'il of the movable dam above the dock has been encountered by the bottoms of passing vessels. The Yuma and Queen City, both steel steamers, have rubbed against it. Captain Daniel Buie, of the Yuma, claims that his vessel was not drawing a fraction of an inch over sixteen feet when she passed through. He reported: “This striking was caused from filling the lock, which lowered the water in the canal about eighteen inches. Some regulations governing the filling of the new lock should certainly be put in force; otherwise there will be considerable damage inflicted this year to vessel property in the canal, that will more than offset all the supposed advantages of the patrol service below the canal. After I got out of the lock and when in the jaws of the canal piers, about 1,500 feet, more or less, below the lock, the vessel again struck bottom. It is, of course, expected by everybody that there is plenty of water at this point. We rubbed heavy. I will examine the bot- tom as soon as unloaded. It is a burning shame to think that this Government work should be pronounced all right, and the channel declared open to deep-laden ves- sels, when a pile of unknown rock is left directly in the middle of this important channel and just about a stone’s throw from what we are told is the greatest lock in the world. There are obstacles just below the Canadian lock, but the people over there are interested enough in the wel- fare of vessel property to tell us of the dangerous spots and also to put stakes on them.”: Captain Thomas Wilson, owner of the Yuma, wrote to Col. Lydecker, in charge of the work. Concerning the shoal, the colonel said it had been found last November; that there was a channel on each side of it; that the offi- cials of the canal took pains to notify all passing vessels of its existence; that on April 22 he had received word that the outfitting of the dredge had been completed and that he had ordered her to begin removing the shoal. In the meantime every precaution had been taken to make masters aware of its presence. When Col. Lydecker wrote to Supt. E. S. Wheeler, of the canal, inclosing the letter of Capt. Wilson, Mr. Wheeler replied in substance as follows: “T have examined the matter and find that the Yuma did rub heavily on the sill of the movable dam. The low water at this time was not caused wholly by the filling of the lock, since this was done before the Yuma reached the movable dam and long enough so that the-oscillations must have nearly ceased. There were, however, on this day fluctuations in the water level in the canal, caused by outside influences and amounting to as much as two feet. Capt. Buie, of the Yuma, tried to cross the sill when the water was low. “On the first trip of the Yuma Capt. Buie had been fully instructed by Supt. MacKenzie not to go on the sill when he saw the water was low. Foreman McDonald heard and remembers the conversation. Capt. Buie disregarded his instructions and went on the sill when he could plainly see that the water was low. “The Yuma also grounded on the shoal at the foot of the lock. When she was starting out of the lock, Assistant Superintendent Rains, who was on duty, told Capt. Buie to keep close to one or the other of the piers so as to avoid the shcal in the middle. Supt. MacKenzie stood by and heard the order. Capt. Buie paid no attention to it, kept exactly in the middle and struck the shoal. It is very probable that Capt. Buie had been notified of this shoal several times before. “T observei that Capt. Buie does not say that he was not notified concerning this shoal, but he evidently wishes to have the inference drawn that he was not notified.” Supt. MacKenzie says that on that date the wind was from the east, and an east wind causes low water in the canal, veiving according to the strength of the wind: Be- low the lock the variation is from three to six inches, and above the jock from one foot to two. The water rises and falls suddenly, which was the case that day. The lowering of the wat2r was not caused by the filling of the lock, as the lock was filled before the steamer reached the mov- able dam. At all times when there are vessels in the vicin- ity of the bridge the lock has been filled with only two valves to prevent a sudden fall in water. Col. Lydecker says that the sill will have to stay where it is the reinainder of this season, at least. He continues: “The movable dam above the lock is necessary as a pro- tection to the canal. Should a passing vessel through any cause whatever break the upper gates, direct connection would be established right through the canal between Lakes Superio:. and Huron. The water would rush through even faster than it does over the rapids, and the canal be renderéd utterly useless for the passage of vessels. “So the movable dam is a necessity. It is in the form of a bridge from which are depended, on chains, long steel wickets, perhaps twenty in number, that rest against the sill on the bottom, which is made of timber with a con-. crete founcation. Thus is the water held in check when necessary. This is the one built originally for the old Weitzel lock. The contract for the completion of the Poe lock extinded into this season, whereas, at the solici- tation of the vessel owners, and by the paying of a bonus to the contractors and doubling the working force ard using it night and day, the lock was completed, though in a rather crude state, in time to allow its use several weeks last iall. That was why the new sill was not built. “However, a new sill will be put in place next winter, and until that time the owners will have to wait. At the ordinary stage of water this season, with no influence to disturb the rates, there are seventeen feet over it.” oOo THE TWO PASSENGER BOATS. The Northern line steamer North Land went in dry- dock last week and the North West will go in this week. Both vessels are receiving overhauling at the yards of the American Steel Barge Co., preparatory to the season’s business oe oor UNITED STATES AHEAD. “At the recent annual meeting of the British Iron and Steel Institute, American competition was one of the chief points of discussion. President Martin spoke of the enormous output of the leading American steel works and pointed out that the Americans were out-distancing the British in the use of steel. He instanced the steel build- ings being erected in nearly all the large cities of the United States and urged lower freight rates, saying that the present cost of transportation was severely handicap- ping British industries, as the rates, not only in America, but in Belgium and Germany, were greatly below the English rates.” oo or oo ANOTHER RECORD BREAKING PASSAGE. The Cunard line steamer Lucania, Capt McKay, which left New York May 8, clearing Sandy Hook lightship at 11:55 a. m. that day, arrived at Queenstown 7:24 a. m. on Friday, after a passage of five days, fourteen hours and fifty-four minutes, during which, over the distance steamed, 2,939 knots, she made the best time on record, 21.80 knots per hour. During two days steaming the Lu- cania maintained an average speed of twenty-two and one- third knots per hour. The long distance steamed was due to the fact that the Cunarder ran south in order to avoid ice. 2 SSSS——_—_ DULUTH-SUPERIOR FREIGHT AGENTS. The freight agents of W. Superior and Duluth, who have had a joint organization for mutual purposes, have separated, and while continuing the head of Lake Superior organization and retaining its membership in the national association, the two sides of the bay are now separately organized. The Supreme branch, Lake Superior Local Freight Agents’ Association, has named the following of- ficers for the coming year: President, John P. Dooley, of the Eastern Minnesota; vice-president, Frank L. Bacon, Omaha; secretary, S. R. Brown, Terminal; treasurer, A. L. Palmer, St. Paul and Duluth. AN AERIAL SMUGGLER. zs Surely no person of ordinary sanity would be aia enough to convey a diamond stud from point to point by mezns of a carrier pigeon when our postal arrangements and express companies offer every possible safety and fa- cility for such a person, and especially if the stone was of any value, as diamond studs go. The report says that as the steamer Challies Stewart Parnell was proceeding east on Lake Erie, on Monday, bound from Chicago to Buffalo, two carrier pigeons lighted on the vessel presumably to rest. They appeared to be two ordinary pigeons and the captain got a pistol and shot one of them before he discovered that they were homers. The other flew off to the westward. On examining the dead bird the discovery was made that it was carrying a culrious message, consisting of a dia-— mond stud. There was no letter with it, but the silver band on its leg bore the initial letter “T,’ and the number “43,800.” Capt. Griffin is of course very sorry that he shot the bird and is taking this way of discovering its owner. Admitting that the story is correct, as far as>it goes, ~ then Capt. Patrick Griffin is likely to be ahead one dead pigeon and one diamond stud, for in place of underground this is a sort of ovethead method of smuggling between Canada and the United States. Such being the case, the original owner will not apply for the restoration of. his property. However, as the circumstance has been widely tele- graphed across the country, there may be a sequel to the story. Furthermore, these are the days of flying homing pigeons on the lakes, especially Lake Erie, two or-three of the passenger lines having now their regular coop of birds trained for flight between the ports they frequent, and it is just possible that some risky individual undertook. all chances in sending a diamond stud by the speediest and most direct route, although the most dangerous one. Later.—Capt. O. Groll, Detroit, secretary of the Central Homing club, states: “The bird belongs to G. A. Rein- hart, of Buffalo, N. Y. The ‘silver’ band was only alumi- num and the diamond was probably in the captain’s eye. Perhaps he got a grain of powder in his eye when shooting the pigeon. These bands are furnished by the National Federation of American Homing Pigeon Fanciers, and are placed on the bird’s leg for registering purposes. The letter T signifies the year the bird was hatched (1806).” Hence ‘a good story is spoiled and Capt. Gritin has’ a bushel of free advertising to his credit. EASTERN FREIGHT REPORT. : According to the last weekly freight report as fur- — nished the Marine Record by Messrs. Funch, Edye & Co., New York, chartering for grain cargoes has been light for prompt boats; the enquiry, as noted.in our last report, turning to later months, notably August, for which term several boats have been placed. The demand for large steamers for general cargo from the out ports is very light, and stich tonnage can only be disposed of at quite a-con- cession from rates still ruling towards the end of April. Enquiry for case oil to the Far East is light, but freights fairly well maintained, owing to demoralized freight mar- ket likely to be met there. Deal charters from the Proy- inces continue showing a slightly: declining tendency; only freights for timber from the Gulf ports are well maintained, and the requirements of shippers quite up to the amount of tonnage offering. Since our last report a few charters for petroleum in bar- rels have been made for Europe by sailers taken to arrive, almost all large-sized vessels, at rather low rates, since, apart from the above, demand for this class of tonnage remains very light. Freight for cases to the Far East hold their own, with a fair enquiry, except for Java, for which — at the moment 18 cents is top, on account of the late heavy : shipments and engagements in that direction. Very, little has lately been done in lumber for South America, owing © to the unfavorable financial situation in the Brazils, and an apparent unwillingness of owners to let their ships go to the River Plate, although there is some demand in the latter direction. Naval stores freights from the South con- tinue dull, and, as plenty of tonnage continues offering, we can hold out no prospects of a speedy improvement. In general cargo there is but little doing in any direction, but, in view of the. general scarcity of tonnage, fair rates are occasionally obtainable, and the outlook for suitable vessels continues not unfavorable. ,