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THE MARINE RECORD. 13 C—O Oe A NEW LIGHT-HOUSE TENDER. Many people are looking anxiously to learn that Senator McMillan secured the passage of his bill for the construc- tion of a tender to be used for supplying buoys with gas and carrying stores to the lights and fog signals as well. The boat is very badly needed. Owing to the vast extent of territory covered by this district, from Detroit to the head of the lakes, taking in Lakes St. Clair, Huron and Su- perior and all the waters between it, cannot be adequately reached by the single tender now in use, the Marigold. She cannot possibly be fitted with storage tanks for the supply of the buoys, as every foot of space on the boat is now taken up with the supplies and coal needed by the lights and fog signals. ‘ In the district there are six buoys, and seven more will probably be added to these by the opening of navigation. To refill these every three or four months the Marigold, in addition to her other duties, is obliged to take up reservoir buoys, anchor them in place of the empty ones, bring the latter back to this port and refill them. This necessitates a double set of buoys at an extra cost of about $7,000. If the new tender were furnished this would never have to be done, so that the six buoys could be planted immediately in necessary places. Others could later be bronght here for reserve purposes. Both the ninth and tenth districts also want new tenders. It is probable that when built they will be large enough to carry supplies and gas storage tanks as well, and the Dahlia, of the ninth, and Haze of the tenth district, condemned and sold or relegated to construction work. The need for new tenders in those districts, however, is not nearly so pressing asin the eleventh. The ninth is confined to Lake Michigan and the tenth to Lake Erie. oer oor THE COMMODORE PERRY. The Toledo Bee says: The Secretary of the Navy recently asked that suggestions be madeas to a suitable name for the new gunboat planned for the Great Lakes. The Milwaukee Journalis first in the field with a suggestion urging the claims of ‘‘ Mackinac,’’ the name of the historic island, asa suitable name for the craft. The real historic event that is above all others of importance to the Great Lakes was the victory of Commodore Perry on Lake Erie. The Bee sug- gests that the new gunboat be named the ‘‘ Commodore Perry.’’? In so naming the craft the Secretary of the Navy would overlook all localism. No section of the lakes or the territory tributary to them would be favored in the selection of a name and the greatest victory of the greatest officer who ever sailed the fresh water seas would be commemorated. Name her the ‘‘ Commodore Perry.’’—Sandusky Register. THE MARINE RECORD would also say that the new old name would be in no way misapplied. INNOVATION IN RIVER STEAMERS. Probably the most notable vessel built during the past year in the shipyards of the Ohio and Mississippi rivers is the steamer Kate Adams, completed some weeks since by Capt. E. Howard, of Jeffersonville, Ind., for the Memphis & Arkansas City Packet Co., of Memphis, Tenn. It is nfore than probable that construction of the Adams will mark a new era in shipbuilding on rivers. She is the first steel hull side-wheel packet boat built for passenger and freight service on the rivers. As strength has been sacrificed in large wooden steamers of the river type to secure lightness of draught, particular attention has been directed to the results obtained from the adoption of steel for this hull. When this boat went into commission with complete outfit on board, her draught was only 3 feet 3 inches, whereas two boats having wooden hulls, built at the same yard, of the same general dimension, and exactly the same engine and boiler power, each showed under similar conditions a draught of 4 feet 4 inches. ee oa RIPARIAN RIGHTS. A Milwaukee contemporary thus defines riparian rights in Wisconsin: 1. How far do riparian rights hold on streams, and how far has the owner of the bank got jurisdiction? 2. Who pays for the dredging in the various rivers in the city of Milwaukee? 3. Has anyone except the owner of the bank of a stream the right to cut ice on such stream, and have vessel owners the right to transfer goods from one vessel to another in mid- stream. Riparian rights extend to the center of the main channel of a navigable stream, and the jurisdiction of the owner un- der his riparian rights extends to that point opposite the bank he owns. The center of the channel is determined by governinent survey. In the city of Milwaukee when a new channelis dredged out and established the owner of the bank pays for the cost of dredging for fifty feet from his dock line. If the channel is more than Ioo feet across the city pays for the remainder of the dredging. After the channel is once dredged the city has to keep it dredged and in proper condition from dock line to dock line. The rights of the public on navigable streams are similar to their rights ona public road. They have the right of easement merely. Any act not necessary in using the stream merely as a highway of traffic or travelis unlawful. There- fore cutting ice on a river would be under the control of the owner of the bank opposite the point where the ice was cut. For the same reason the practice of transferring goods from one vessel to another in midstream would be exceeding: the NOT SUBSIDIZED. The subsidies granted to ships by the British are not called by that name. They are known as payments made for car- rying the mails. The annual charge for the Australian service via the Suez canal is $827,300, to which Australia contributes $364,900. The estimated receipts for sea post- age amount to $26,300, so that the annual loss on this service is $436,000. The payments on account of the service to India and China are about $1,290,600 per annum, of which about $360,120 is contributed by India, Hongkong, ete. Some $140,000 is received for postage, so that the loss here is approximately $800,000. The New York service for the year 1897-98 will cost $620,000; the receipts for postage will be about $200,000, and the loss $420,000. The fortnightly service to the West Indies is paid for at the rate of $390,320 per annum. ‘The contributions for the West Indies and from the postage bring the loss on this service down to $220,800. The Canadian-Chinese service costs $292,000 per annum, of which Canada contributes $63,000. The receipts for let- ters carried do not amount to more than $10,000, so that this service involves the British government in an annual expense of more than $200,000. These are the principal subsidies paid by the British goy- ernment. It would be denied in England that they are subsidies at all, and the denial would perhaps be correct, for their primary object is certainly not the encouragement of the merchant marine. It is necessary to the commercial and political welfare of England that she should maintain rapid and certain communication with her colonies and eastern dependencies, and this is the justification of her heavy payments for the carrying of mails in certain direc- tions. The payments for the New York service have been somewhat increased of late years, on account of contracts by which specified ships shall be transferred to the government on demand, to be used as cruisers. oo or or ADAM SMITH is considered the father of modern political economy by all free traders, and his ‘‘Wealth of Nations,”’ published 125 years ago, is still a standard of authority, the most common text book, in use among the free traders of to-day. But in the case of shipping, Adam Smith made an exception in his general advocacy of free trade. He says, in Chapter II., of his ‘‘Wealth of Nations:”’ ‘There seems, however, to be two cases in which it will generally be advantageous to lay some burden upon foreign, for the encouragement of domestic, industry. The first is, when some particular industry is necessary for the defense of the country. The defense of Great Britain, for example, depends very much upon the number of its sailors and ship- ping. The act of navigation, therefore, very properly en- deavors to give the sailors and shipping of Great Britain the monoply of the trade of their own country, in some cases by absolute prohibitions, and in others by heavy burdens upon the shipping of foreign countries. TOBIN BRONZE (Trade-Mark Registered. 5.F.HODGE & LO Tensile strength of plates one-quarter inch thick, upward of 78,000 Ibs, per square inch. Torsional strength equal to the best machinery steel. Non-corrosive in sea water. é ‘ Square and Hexagon Bars for Bolt Forgings, Pump Piston Rods, Yacht Shaftings, etc. Rolled Sheets and Plates for Pump Linings and Condenser Tube Sheets, Centerboards, Fin Keels and Rudders. right of easement which the public has on the river. Can be forged at cherry red heat. Round, Send for Pamphlet. Ansonia Brass & Copper Co SOLE MANUFACTURERS, 19-21 Cliff St., NEW YORK. MARINE ENGINES, PROPELLER WHEELS, DECK HOISTERS, MARINE REPAIRS... @ 3i2 ATWATER STREET, DETROIT, MICH. : Chas. E. & W. F. 58 William Street, New York City. C. T. BOWRING & CO. 5 and 6 Billiter Avenue, E. C., - Tnsurance & BROWN &CO., - - - J.G KEITH & CO., - Royal Insurance Building, Chicago, Ill. London, England. 202 Main Street, Buffalo, N. Y. PARKER & MILLEN, 15 Atwater Street, W., Detroit, Mich. 138 Rialto Building, Chicago, Ill. LA SALLE & CO., Board of Trade Building, Duluth, Minn. Are prepared to make rates on all classes of Marine Insurance on the Great Lakes, both CARGOES AND HULLS. Peck, ASSETS, - - CHARLES PLATT, President. CAPITAL, Paid up in Cash, - - ~ ~ GREVILLE E. FRYER, Sec’y and Treas. T. HOUARD WRIGHT, Marine Secretary. INCORPORATED 1794. Insurance Company of North America #7 9900.000.00 10,173,488.90 EUGENE L. ELLISON, Vice President. BENJASIIN RUSH, Second Vice President. JOHN H. ATWOOD, Assistant Secretary. L. McCURDY. Manaacer. Lake Marine Department, SF°°S* cucxco, ‘it.