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¥ that John Bull received on Lake Erie.’ than any other old star or nation. THE MARINE RECORD. = JUNE 29, BRITISH—UNITED STATES—CANADA. A London shipping journal seems not to like our recent allusion to Commodore Perry’s victory on Lake Erie. It is also possible that they either have, or soon will appropriate the gallant Commodore’s battle cry of ‘‘Never give up the ship” and ascribe it to one of their own brass bound men- of-fight. Of course we hate to rake up old bye-gones and i only alluded to the Perry victory in the course of our inter- change of opinions with the ‘‘Canadian Manufacturer’ regard- ing the desire of lake shipbuilders to have the privilege of bidding on the construction of small naval tonnage. Our London contemporary objects to the imperialism of his own nation being touched upon at any stage, implying that Can- ada alone is interested in the question of whether citizens of the lake States may be permitted to build naval tonnage or not—forgetting that it was a British and not a Dominion fleet that was wiped out in 1813. Commenting upon a re- cent article in the RECORD, our British cousin considers that truth telling in some cases amounts to swaggering, hints about our heads being swelled by the recent naval victories over the fleets of Spain, and states that now an Anglo-Ameri- can alliance is in the wind, American journalists must really behave themselves, must, is good. We quote literally from our otherwise excellent mentor, who evidently is inno mood to hearken to an unpleasant historical episode of his nation’s defeat. “This hero’s blood, or ink, is up on the question of the American right to build war ships on the Great Lakes, and - he is not content to have it out with Canada, but must needs have a cut at John Bull—the man who stood by the States when they were at the mercy of Europe a little while ago. Out of danger, out of mind; and so the young warrior, for- getful of past favors, writes vauntingly of ‘the last whipping We would suggest that he has been reading his history up side down, and ~ would advise him to rest on his ink-stained weapon and -- leave alone old John Bull, who knows how to give, as well as how to take, a licking.’’ Our historical part of it is all right, there is no mistake about that, the only wonder is how the Britisher can forget such a well-deserved drubbing. However, London is far away from Lake Erie, and, as the great naval battle took place quite a dog watch or two ago, it is perhaps ruled out of Eng- lish history. This*is how Ohio people regard that period. In 1812, the dull routine of pioneer life was broken by the war and Hull’s surrender at Detroit. There were alarms, terror and confusion. In their dread of the British and their savage allies, many families abandoned their homes, stock- ades were erected, the militia was re-organized and compan- ies formed for the general defence. In 1813 Perry won his splendid victory on Lake Erie over the British fleet of super- ior force. As we remarked, the event occurred, in due - sequence and order, according to time, day and date. There’s no-swagger about stating so either. So, John Bull stood by the States when we were at the mercy of Europe a little while ago, did he? kind of news, this. Wonder what he was fish- ing for, or who asked him to stand by? Not the sovereign people through their representatives at Congress, certainly. _ Long drawn potations of the sweets of success at arms, on land or at sea, don’t cinch us a bit, nor is it likely to. We want and will have lots more of it as the years roll by, and, oh, yes, let us call our scribbling cynic to mind regarding that prophecy about the New Zealander standing on a pile of rubbish trying to locate where London had been, and the more apt one about the Star of Empire wending its way to the westward. Over acentury of ascendancy and now swiftly and surely approaching the meridian, a point at which Uncle Samuel will act upon the precedent established a little while ago, and command it always to keep there, and remain higher No one needs to be too touchy these times, anyway the truth is history. — or oo oor ELECTRIC POWER FOR SHIPYARDS. The shipyard, however, presents some new problems not encountered in the ordinary manufacturing plant, for power is required not only in the shops where regular machine work of all kinds is done, but also for the large derricks and traveling cranes in the yards, an extensive system of tram- ways, portable drills and other tools for use on the hulls, temporary lighting of the hulls, pumps for dry docks, and for various other purposes. Appliances, like those men- tioned, must be ready for use at any and all times, and in different parts of the yard. Furthermore, shipyards, with the exception of those on the Great American Lakes, are lo- cated on salt water, and as many of these appliances must operate out of doors, the motors and the conductors leading to them mnst be properly protected from salt air and from the weather. : Res Before the general introduction of electricity in shipyards it was customary to use compressed air for operating rivet- ters and drills, and for other out-of-door work. This not only necessitates an expensive plant for compressing and storing the air, but permanent pipes must be laid wherever the power is required, and flexible pipes must be used in the vicinity of the work. The system is cumbersome and ex- pensive, both in first cost and in operation, while not over 10 to 15 per cent. of the power generated by the engines driv- ing the compressors is realized in effective work. With electricity, the operating cost is greatly reduced, while an efficiency of from 60 to 70 per cent. is realized in the system. This, of course, means a smaller plant fora given amount of work, and, therefore, a lower first cost of installation.—S. Dana Greene in Cassier’s Magazine for July. oor irr SUN’S AMPLITUDES. The following approximate amplitudes of the Sun’s rising will be given each week in this column during the season of navigation. A second bearing may be taken by compass at sunset, by reversing the east bearing, given for the nearest latitude, as the change in declination for a few hours makes but a slight difference in the true bearing of the Sun’s set- ting. The bearing may be taken when the Sun’s center is on the horizon, rising or setting. The three elements which may be obtained by taking these amplitudes are the quanti- ties known as local attraction, variation and deviation. LAKE ERIE AND S. END LAKE MICHIGAN, LAT. 42° N. Sunrise. Amplitudes. Bearing P’ts. Bearing Comp. June3s0n.77. 10: EK. 31° N. = N.5% EH. =N. E. by KE. & E. j ily:. 26y vers “Hy. 31°. N. = N. 54% B.S N. E. by EB. YEH. JilyeSi EB. 31° N. =N. 54 EH. = NE, by. BE. Y EB: LAKE ONTARIO, S, END HURON AND CENTRAL PORTION LAKE MICHIGAN, LAT. 44° N. Sunrise. Amplitudes. Bearing P’ts, Bearing Comp. JME Bogs E. 32° N. =N. 5% E. =N. HE. by E. % EB. July; 2Se ast EH. 32° N. =N. 5% H. = WN. EH. by BE. % EB. July-8 4s ene EB. 32° N. =N. 5% E.=N.E. by E. &% E. N. END LAKES HURON AND MICHIGAN, LAT. 46° N. Sunrise. Amplitudes. Bearing P’ts. Bearing Comp. (umes Osa 5 et H. 340 Ne= N25 Hoa Ne Be by B, Weise ss or EH. 34° N. =N.5 HE. =N. E. by E. July-8i45 ee. H. 33° N.=N.5 EH. =N. E. by E. LAKE SUPERIOR, LAT. 48° N. Sunrise. Amplitudes. Bearing P’ts. Bearing Comp. JUNE SOR ace. He35 oN. == NAA ye By. = NB 7H plys 24 eee EH, 35° N. =N. 4% HE. =N. EH. ZBE. july Sac. ore: EH. 34° N. =N. 5 == N. HE. by E. With a compass correct magnetic, the difference between the observed and true bearing or amplitude will be the vari- ation for the locality. Should there be any deviation on the course the vessel is heading at the time of taking the bear- ing, the difference between the observed and the true ampli- tude after the variation is applied will be the amount of de- viation on that course. If the correct magnetic bearing is to the right of the compass bearing, the deviation is easterly, if to the left, the deviation is westerly. is LITE SE VISIBLE SUPPLY OF GRAIN As compiled for The Marine Record, by George F. Stone Secretary Chicago Board of Trade. CITIES WHERE WHEAT.| CORN. OaTs. RYE, BARLEY STORED. Bushels. | Bushels. | Bushels. | Bushels. | Bushels. Buffalo: sci cores 480,000 565,000 351,000 TIjO00)) ananaces CUIG ASO) hone t ten ie 5,191,000] 5,274,000 858, 000 332,000 517,000 DetrolteawA ike, 140,000 TO& 000 10,000 (= hs. 9.0| Para RaRn AE Duluth and Superior] 6,083,000 423,000 792,000 94,000 29,000 Milwaukee.......... 61,006 4,000 VABIOOO i vislira ng Ss 27,000 Montreal:;® 3.236 sis. 367,000 145.006 498,000 46,000 10,000 1,506,000 675,000 194,000 AjOOO Ris rae veg 48,000 ieee nits 10.0)0) | artrenrar a i 9,000 299,000 69,000, FRE OOO i rata 30,000 On Lakes). 3521 2. 1,299,000} 2,314,000 134,000 45,000 590,000 Grand Total..... 28,843,000] 13,105,000] 5,907,000 865,000} 1,303,000 Corresponding Date, PAGS itinerant eave 17,225,000] 22,424,000] 7,609,000] 1,017,000 366,000 Increase, nik Ga 920, 000 BOA OOO) sha oa es 46,000|\a7 2 Decrease inne, cine ECR a Ratner Ty344;000 |) scare chek 56,000 While the stock of grain at lake ports only is here given, the total shows the figures for the entire country except the Pacific Slope. —_——— ir ir VESSELS CLASSED. Vessels classed and rated by the American Bureau of Shipping in the ‘‘Record of American and Foreign Ship- ping ’’ this week are as follows : Ship, A. G. Ropes; barge, Glendower; barge, Marion; screw (tug), Gypsum King, owned by the J. B. King Transportation Co.; screw Jeffer- son, owned by the Old Dominion S. S. Co.; British tern, Clifton, and British half brig, Dixon Rice. ‘the freight, or a reasonable charge therefor, though the SHIPPING AND MARINE JUDICIAL DECISIONS. — (Collaborated specially for THE MARINE RECORD.) Seamen—Lien for Wages—Liability of Cargo for Freight. — —For their wages, seamen have a lien upon the cargo for vessel and cargo belong to the same person. Whitney et al. vs. Tibbol et al., 93 Fed. Rep. (U. S.) 686. Collision—Injury to Moored Vessel. — Where a sailin vessel safely moored to a dock, in a proper place, an unable to move, is struck and injured by a steam vessel, the burden rests upon the latter to exonorate itself from the charge of negligence. Henderson vs. City of Cleveland, 93 Fed. Rep. (U. S.) 844. Care Required of Fire Tug.—A fire tug owned by a city, and forming a part of its fire department, is not exempt, by reason of its employment from the duty of exercising ord nary care to prevent collision with other vessels, though what constitutes ordinary care, as a question of fact, may vary with the exigencies of the service in which it is at the time engaged. Henderson vs. City of Cleveland, 93 Fed. Rep. (U. S.) 844. - ; Admiralty Pleading.—There is no rule of admiralty plead- ing which renders a libel by a vessel owner to recove freight earned subject to exception for multifariousness and misjoinder because it joins the charterer and another, to whom the bill of lading had been transferred, and asks recovery in the alternative against one or the other, alleg- ing that by reason of certain facts, set out, the libelant is unable to say which is liable ; and the court has discretion to permit such joinder, where it will. conduce to its own convenience in the trial of the claims, and will result in no injustice to the parties. Neall vs. Curren et al., 93 F Rep. (U. S.) 831. ; Ship Brokers — Commissions — Sales—Options—Loss of Vessel—Insurance.—A charter party gave the charterer t option of purchasing the vessel at any time during th charter, and required the charterer to keep the vessel sured, and provided that a ‘‘commission of 5 per cent. the full amount of charter, also on sale of steamer, when sold, is due on consignment hereof, to (the broker who negotiated the charter), ship lost or not lost.’’ Held th where the ship was lost before an exercise of the option, tt broker was not entitled toa commission on the insuranc money, as for sale. Holmes vs. Montauk Steamboat Co. 93 Fed. Rep. U.S.) 731. ss x Transportation of Frozen Meat.—A steamship company contracted for the carriage of a consignment of fresh meat to a European port, the bill of lading containing a provisio: expressly exempting the carrier from liability for loss or damage arising from any defect or insufficiency in the refrigerating apparatus of the vessel. The meat became damaged on the voyage in consequence of the failure of the refrigerating machinery to work properly. Held, that due diligence was exercised by the owner of the vessel to pro- vide suitable and perfect refrigerating machinery, and th the damage arose from a latent defect, for which it was not responsible under the terms of the bill of lading. The ~ Prussia, 93 Fed. Rep. (U.S.) 837. Collision—Steam and Sailing Vessels Meeting—Care Re- quired of Steam Vessel.—It is the duty, of a steam vessel, and especially of a tug with a tow, when" meeting a sailing vessel where there is ample sea'room, and the approaching vessel is seen at a distance, to keep at a sufficient distan in passing to avoid all danger, and to make allowance for — the uncertainty in the movements of the sail vessel, which — is unavoidable ; and where she fails to do so, and a collision results, notwithstanding the keeping of her course by the sailing vessel untila moment before, she must be held in fault, and liable therefor, although the immediate cause of the collision may have been an improper movement of the sailing vessel in attempting to extricate herself from the dangerous position in which she was placed. The E Luckenbach, 93 Fed. Rep. (U. S.) 841. Shipping—Facts Considered.—The Austrian steamship Styria was loaded at an Italian port with a cargo of sulphur consigned to New York, and cleared on April 24, 1898. On the day before, a Spanish proclamation was issued, declaring the existence of a state of war between Spain and the Unitec States, and in which sulphur was declared contraband. On April 27, the master, who had not sailed, commenced the discharge of the cargo, which was completed May Almost immediately after the declaration of war the public prints contained statements of negotiations for the purpose of having sulphur exempted from contraband goods, an repeatedly stated that such efforts would be successful, o which statements the master was aware, and also of the an- _ nouncement of their success, and he was also notified of such result by one of the shippers before the discharge of — the cargo was completed. At the next Italian port, to whic he went for a new cargo on May 10, he heard read an official announcement to the same effect, though it had not bee! publicly proclaimed. Other vessels sailed at about th same time he cleared with cargoes of sulphur, and were nc molested. Held, that under the circumstances, it was hi duty to wait a reasonable time before discharging the cargo. and, as he had reasonable assurance of safety by May 10, was not justified in such discharge. The Styria, 93 F Rep. (U. S.) 474. .