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ESTABLISHED 1878. VOL. Xxx. No. 26. CLEVELAND=--JULY - I, 1897---CHICAGO. LAKE CARRIERS’ ASSOCIATION. ‘To consider and take action upon all general questions relating to the navigation and carrying business of ine Great Lakes, -¢naintain necessary shipping offices and in general to protect the common interest of Lake Car- riers, and improve the character of the service rendered to the public. PRESIDENT. Capt, JAMES W. MILLEN, Detroit, Mich. as VICE PRESIDENTS. J. S. Dunham, Chicago. Howard L. Shaw, Bay City. C. E. Benham, Cleveland. F. i, § Firth, Philadelphia. David Carter, Detroit. Sullivan, Toledo. S. D. Caldwell, Buffalo, . Cummings, Oswego. W.H. Wolf, Milwaukee. Geo. ‘Berriman, Erie. W.C. Farrington, Duluth, SECRETARY. CHARLES H. KEEP, Buffalo, TREASURER. Grorce P. McKay, Cleveland. j COUNSEL. Harvey D. GouLpER, Cleveland. : COMMITTEE ON LEGISLATION. = L. M. Bowers, Cleveland, Wm. Eisieeecte, Detroit. ei E. T. Evans, Buffalo, 3: S. Dunham, Chicago. : P. P. Miller, Buffalo, D Caldwell, Buffalo, H.C. French, Buffalo. ‘ets Speuding, Chicago. Charles Paine, Buffalo, Bay City. Edward Smith, Buffalo, eho McDougall, w. Spektor; H, M. Hanna, Cieveland. F, J. Firth, Philadelphia. James Corrigan, Cleveland. FINANCE AND EXECUTIVE COMMITTEE. ames Corrigan, Cleveland, W.P. Henry, Buffalo. ohn Mitchell, Cleveland, . J. H. Brown, Buffalo, A. Hawgood, Cleveland. . P. Fitzgerald, Milwaukee. Thos. Wilson, Cleveland. C. W. Elphicke,’ Chicago, M. A. Bradley, Cleveland. H. G. Dalton, Cleveland. ok Gilchrist, Cleveland. W.C. Richardson, Cleveland, . C. Waldo, Detroit. B.L, Pennington, Cleveland, D.C. Whitney, Detroit. THE ‘‘SOO’’ RIVER RULES AGAIN. June 30, 1806. To the Editor of the Marine Record. - The article in last week’s issue of the Record re- “Soo” River rules, came very near hitting the nail on the head only it did not go quite far enough and “the kicker” should have given it one more welt or blow. In your editorial note you state that the rules are as he masters wanted them and good reasons would have to be shown for any change before they would be altered. That is all right enough and I am the second one to at- tempt to show why some changes are wanted. For argument’s sake I admit that the rules emanated from the ship masters themselves, though not quite as framed, or intended, even so, it does no good to per- petuate errors and if the masters erred in the speed limit, others have erred also. At the time the rules were formed we had but one lock at the “Soo’ and it was inadequate for the traffic so that ew had a continual jam or bunch- ‘ing together of boats, but. now the conditions are changed. We have now three locks at St. Mary’s Falls Canal capable of accommodating nearly double’ the present amount of traffic and the consequence is that the bunching of boats is almost unknown. Again, Sailors’ Encamp- ment was so shallow that loaded boats could pass it only when the water was high, which was another cause for boats getting bunched up together, but now we have a good 18-foot channel and there is no. reason for the boats being bunched up at that point any longer. In fact, the conditions have changed to such an extent nearly the entire distance of the river, that I fail to see any valid yeason why the rules should not be changed so as to con- form with existing conditions. utes from the north entrance of Little Rapids cut to the _ government pier at the “Soo.” This is all open river and I again fail to see why there should be any time limit there when the channel is clear of boats. The rules now act as a restriction to the traffic returns _As the law now stands we have a time limit of 14 min- of the American St. Mary’s Falls Canal in the following way: A steamer passes the above light-house just as they are opening the lower gates to admit a waiting steamer. It would detain the steamer entering the lock, also boats in waiting above to lock down, too long to wait for the steamer coming up the river, so the gates are closed and the captain of the up-bound steamer sheers over for the Canadian lock in order to avoid delays, whereas, if he was or had been allowed to run full speed he could have passed through the U. S. Canal without causing much, if any, delay. Where a number of boats, say fifteen, are waiting to start down the river at day light, it would according to the present rules, be three hours after day light before the last boat could leave the “Soo,” a ridiculous waste of time, but if the first boats were allowed to start off full steam as far as the light-house it would require but a short time to get them all straightened down the river prompt- ly and in good shape. There are many better correspond- ents than the writer and I would be pleased to hear from them. It is only by agitation that we can have wrongs righted. A “SOO” RIVER PILOT. ee ENTRY AND CLEARANCE OF VESSELS NAVIGATING THE WATERS OF THE NORTHERN, NORTH- EASTERN, AND NORTHWESTERN FRONTIERS OF THE UNITED STATES OTHERWISE THAN BY SEA. Treasury Department, Bureau of Navigation, Washington, D. C., March 5, 1897. To Collectors of Customs and Others—Y our attention is invited to the following provisions, concerning the aboli- tion of fees for the entry direct from a foreign port and for the clearance direct to a foreign port of vessels navi- gating the waters of the northern, northeastern, and northwestern frontiers of the United States otherwise than by sea, of the act approved March 3, 1897, entitled “An act to amend the laws relating to navigation.” The act will take effect July 1, 1897. | Sec. 9. That fees for the entry direct from a foreign port for the clearance direct to a foreign port of a vessel navigating the waters of the northern, northeastern and northwestern frontiers of the United States otherwise than by sea, prescribed by section 4382 of the Revised Statutes, are abolished. Where such fees, under existing laws, constitute in whole or in part the compensation of a col- lector of customs, such officer shall hereafter receive a fixed sum for each year equal to the amount which he would have been entitled to receive as fees for such ser- vices during said year. EUGENE T. CHAMBERLAIN, Approved: Commissioner. J. G. CARLISLE, Secretary. —_E——— or LIFE SAVING SERVICE RULES. General Superintendent S. I. Kimball has issued an order approved by Acting Secretary Spaulding with re- gard to the employment of substitutes in the life saving service which will go into effect July 1. The circular provides that whenever a surfman is absent from duty during the active season, except on account of sickness or other physical disability, for a period other than be- tween stumrise and sunset of one day in each week the keeper will employ as a substitute the best qualified person obtainable. The substitute is to be compensated by the surfman at the regular rate of pay, and keepers will certify all such transactions to the district superintendent, who will pay no surfman for whom a substitute has been em- ployed any part of his wages until a receipt is presented showing the substitute to have been paid. A similar rule will prevail with regard to keepers, and whenever it is made to appear to the satisfaction of the war department that absence on account of sickness or other physical dis- ability or either keeper or surfman will be permanent or of long duration, the position may be declared vacant and filled in the usual manner. No substitute employed un- der this circular will be entitled to the benefits provided by the act of May 4, 1882, nor will his widow and children, in the event of his death, receive the bonus paid in the case of regular surfmen. ee CHANGE OF LIGHTS--COURSES. To the Editor of the Marine Record. June 28, 1897. It is my opinion that changing the color of Pipe and Frying Pan lights would be a mistake on account of the lights on shore as well as the number of lights shown by vessels at anchor in that locality. I also think that it would be a mistake to limit the speed of boats across Lake St. Clair. In the spring of 1890 a number of captains, the writer included, met and discussed the subject of running slow or fast across the flats at Grosse and Bar Points, and we decided to expeti- ment by running full speed across said flats and.on certain ranges and all will admit that we had deeper water from that time till the new channel was opened, than was ever known before. My belief is that deep draft boats running fast in shal- low water planes or plow, off the lumps and the refuse either drifts to one side or lodges in the holes. If the captains of steamers will pay strict attention to the following they will make good courses on Lake Supe- rior, viz.: From Soo Canal on ranges, W. by S. 4S. From Eagle River to Devil island, W. by S. 4S. From Devil Island to Eagle Harbor, E. by N. 4+ N. To Soo Canal on canal ranges, EN. 4 N. From Topsail Island on ranges to canal, NW. by W. % From Whitefish Point to Manitou Island, WNW. From Manitou sland to Whitefish Poine, E. by S. 8 S. From Soo to Topsail Island on ranges, E. by S. ? S. From Pt. Au Par to Round Id. on ranges, SW. by W. g W. From Eagle River to Lapoint, SW. by W. ? W. The same from Devil Island to Duluth. Range the 2 points on the south and west end of Mag- dalene Island, when coming out of Chaquamegon Bay will give a true course to Eagle River. The courses given above are not true, but parellel courses showing the difference between some land marks and lake courses. If captains will carefully note all river courses they can make true courses from and to almost any Places on the lakes. I could give parallel courses for all points, but think it will do more good to set officers thinking and figuring for themselves. ONE WHO IS IN HARNESS: (While generally in accord with the views expressed by the above correspondent, we may point out that the courses given in his letter may be compass, corrected compass, magnetic, or true as he has found them or now finds them in his own vessel, and, from the marked suc- cess which he has had during his career they are no doubt positively accurate. It should be stated, however, and it is well to consider, that no two.compasses act alike, <specially in iron or steel vessels. To be safe this should always be the assumption until correct deviation tables or a curve had been properly ascertained after the ad- justment of a compass.—Ed.) es