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_. highest terms. It is true that the master alone is responsible for the safe navigation of the ship; but in this case the aster admits in a manly manner that the loss of the ship “was caused by a mistake on his part. But, what have his Officers to say about the disaster? Did all of them make the _ same mistake as did their commander? If they did, it is _ certainly a very strange coincidence. In such ships as the Paris it is customary for every officer to navigate the ship with the same care, skill and interest as the master. Now, _ if the officers of the ship had taken such interest in their work, it is evident that they would have discovered the _ error in good time, and prevented the great loss of property and injury to a good man’s reputation. ‘Then the stranding of the ship seems to indicate that the officers under Capt. Watkins were of no use to him as navigators, so why should he praise them? A navigator cannot be too careful. Any one is liable to make a mistake, and therefore every officer should be a careful navigator, and when the master makes a mistake, such officers would very soon discover it.” It would be interesting to know how many certificated = officers were carried on the Paris, or if there was any one to take charge in the event of Capt. Watkins being suddenly keeled over witha slight attack of gout, or any other trifling indisposition to which sailors are sometimes subject. It was only the other day that the British Board of Trade went _after a fourth officer’s (professional) scalp,and they got it, too, for a while. What was the true inwardness of the situation on the Paris? Why was Watkins permjtted to ‘‘knock the brains out” of the Paris without a word of protest, advice or warning, when several men must have known exactly what he was going todo? ‘The trial, however, is over, and the ‘incident officially closed, unless indeed, a supplemental in- ‘quiry might be considered, in order to ascertain the reason _ of and for the above facts. _ SAMPLES of cement used in the antique water conduits _. about Ephesus and Smyrna were recently subjected to _ chemical analysis, and the results have proved interesting _ from the archaeological as well as the engineering point of view. While the different samples were from water works ' that dated from several centuries before Christ to 300 years after, yet it was found that the general composition of all “was quite similar. The chief constituent was carbonate of - lime, but mixed with it was from 2 to 8 per cent. of organic _ © material. This was ascertained to consist of a mixture of ~~ fatty acids, and it is believed that the cement was the kind _ which Pliny and Vitruvius mention in their works. Ex- periments were made with a cement consisting of burned lime and olive or linseed oil, but it was not found to be permanent. On the other hand, a mixture of two-thirds air-slaked lime and one-third olive oil hardened readily, and possessed great endurance, leading to the belief that this - was. the composttion of the ancient cements which were analyzed. OO Oe IN some way, some times, a line or word of satisfaction is heard occasionally. Relative to the editorial on ‘‘A Vessel’s _ Class,’’ in our issue of the 13th inst., an expert writes us as follows: ‘The article interests me greatly, especially the _ definition of a certificate of class, viz.: A builder’s receipt, - an owner’s guarantee, an underwriter’s authority, and a - shipper’s business guide. This is certainly the.most brief definitions of the functions of a register of shipping that -I have ever seen, and, while I have had frequent occasion to explain the relation that a classification society and its publication bears to the interests of the owner, underwriter builder and shipper, I have not been able to state it in so precise a manner as it appears in your editorial of the 13th inst.’”? We may say in this connection, that the certificate is, as we suggested, either this or nothing. 3 i 2 oe THE boats’ crew who rescued the castaways from the foundered steamer Margaret Olwill are entitled to the thanks of the marine community. Such bravery should meet with due recognition at the hands of people ashore. The engineer of the Sacramento, who so gallantly volun- teered his services, is especially worthy of commendation. There is a long road of red tapeism to travel to get this case before the Secretary of the Treasury, by whose authority alone a life-saving medal can be granted. The rounds of -circumlocution will have to be gone through, yet it ought ie to be tackled by some one. The owner of the Sacramento ‘can do a good deal in this direction if he is so disposed, it is also a long time since a lake engineer was awarded a life- _ saving medal. oe or own THE system of canals along the St. Lawrence river will goon be completed by the opening of the Soulanges canal. here are six of these canals—the Galop, the Rapid de Plat, THE MARINE RECORD. the Farran’s Point, the Cornwall, the Soulanges and the Lachine. They have all been enlarged so that they will ac- commodate vessels as large as can get through the new Welland canal, which permits of the passage of vessels 270 feet long, 45 feet beam, and 14 feet draft. These canal im- provements form a good reason why the deep waterway pro- ject of the St. Lawrence and Lake Champlain or some other adequate route to the coast should be adopted, if we would maintain our supremacy in the lake carrying trade. oO SO oS JoHN P. TRUESDELL, New York grain exporter of the Produce Exchange, was a recent witness examined by the State Commerce Commission. Mr. Truesdell answered questions with regard to the loss of trade by giving figures showing the decline of grain shipments at New York, as compared with the shipments from all American ports. The ratio in 1893 was 47 per cent; 1894, 40 per cent.; in 1895, 36 per cent.; in 1896, 29 per cent., in 1897, 56 per cent., in 1898, 40 per cent. The cause of the gain in 1897 was not stated by the witness. ‘This is a feature that seriously affects the lake transportation interests, as the bulk of the grain carried on the lakes finds New York City, asa terminal; after that foreigners take hold for further carriage by water. i Oe LAKE FREIGHTS. The feature of the week has been the advance in coal freights, 60 cents is now paid on anthracite from Buffalo and 55 cents on bituminous from Ohio ports to Lake Michigan, with shippers hustling for Milwaukee tonnage at the in- creased rate and even 5 cents better offered in some cases. For Portage so’cents is paid with vessels holding for 45 cents to Ashland and likely to get it, as Buffalo is charter- ing brisk at 60 cents and the freight market is advancing. The going rate to the head of Lake Superior from Ohio ports is still at 4o cents with a lack of tonnage to meet shippers’ demands. Grain rates have ruled at 2 cents on corn, Chicago to Buffalo, after the late raise of 4% cent, 13¢ cents to Port Huron, with an easy tonnage market for shippers, since the slump to 2 cents in the early part of the week. The Duluth rate, which also had been marked down to 2% cents, has gone back to 23( cents with very light chartering. Toledo wheat to Buffalo 1% cents. The $1 rate on iron ore has not been maintained and go cents is now the quoted figure from Lake Superior, although a few good charters were placed at the $1 rate with indica- tions that it will shortly reach that figure as a going rate. Escanaba, 75 cents Ohio ports and 70 cents to Buffalo, 85 cents as the last report from Marquette with light char- tering. The lake freight on lumber from Duluth to Tonawanda is $2.25, while a rate of $1.75 is paid from Menominee. These figures show an advance of 50 cents or more since the sea- son opened. At this time last year the prevailing rate be- tween Duluth and Tonawanda was $1.60, and $1.25 was paid from Menominee. ‘The close of last season saw the shippers paying as high as $3.00 on some of their cargoes. Compar- ing the advance in rates last season with those of this year, vessel men predict that at least $3.50 will be paid on the last cargoes down this fall. Lumbermen are complaining of the scarcity of tonnage. 2 Sg Ai RR I AN INTERNATIONAL LAW ON COLLISIONS. Delegates of the countries which were not represented at the recent International Maritime Congress met in London on Saturday last. Chief among the reforms suggested are the assimilation and codification of all maritime laws. It is obvious that if a collision occur between vessels of different nationalities the verdict ought to be unaffected by the country in which the case is tried. Under present con- ditions this matter is of much moment, and injustice is often inflicted which the common interests of ship-owners and ship- pers should have rendered impossible. This can only be accomplished by an international treaty to deal with all cases upon a uniform standard. eer oa CEMENT FOR RESISTING THE ACTION OF SALT WATER. Dr. Michaelis, an Austrian authority on cements, has an- nounced that his investigations have led him to the opinion that a mixture of Portland cement, puzzolana (volcanic tufa) and granulated blast furnace slag is better than Portland ce- ment alone where structures are to be exposed to salt water. A company is being formed for the purpose of developing the puzzolana beds in the province of Syra, Greece. LETTERS AT DETROIT MARINE POST OFFICE. JULY 19, 1899. : ‘To get any of these letters, addressees or their authorized agents will apply at the general delivery window or write to the postmaster at Detroit, calling for ‘‘advertised’’ matter, giving the date of this list and paying one cent. ; Advertised matter is previously held one week awaiting delivery. It is held two weeks before it goes to the Dead Letter Office at Washington, D. C. Butler, Frank, Beaudoin, Frank. Corlett, Chas., str. Iron King. Duranceau, Stanley. Elliott, Thos. H. Gallagher, Chas. Hayes, Edward. Henry, Wm. Hilbert, James S.. Hoskin, John E. Herbert, Duffy. Johnson, Capt. Kline, E. E. Keenan John. Leonard, James R., Halloran. La Tourneau, Israel. Lockwood, Walter. Moorton, Geo., May, Frank, str. Matoa. Menmuir, Chas. H., S. Mitchell. Mutard, Alex., str. E. Ward. McDonald, Fred. Mcintyre, Neil. McKenzie, G. R., str. America. McArthur, Duncan. : Ouliver, H. W. Quick, John A. Ratterman, Fred., Montgomery. Shahan, Ted. : < Schnetill, Edward. Sawher, Milton. Shaak, Andy. Thompson, Mr. Tobin, Jacob, str. S. Mitchell. Trombley, Jas. ; Halloran. Urquhart, John A. Monzo, F. L. Van Winkle, Harry. Mitchell, John, Walker, W. J., 2, st. Armour. North Land. Warren, Tom. Matheson, Murdock. Welch, W. A. Mills, Sherman. Walker, Joseph. Morrow, Edgar. Zunker, H. Merrick, E. Gerry, 2. OO OOS RECENT MARINE PATENTS. Patents on marine inventions issued July 11, 1899. Re- | ported specially for THe MARINE RECORD : 628,457. Producing electric currents by the action of waves. Max Gehre, Rath, Germany. ; 628,458. Wave motor. Max Gehre, Rath, Germany. + 628,506. Buoy. C. B. Wetterbergh, Malmo, Sweden. ~ 628,600. Compass and course corrector. J. M. Fields, San Francisco, Cal. 628,710. Rudder hinge. Conn. 628,757. Ship. G. A. Chaddock, London, England. 628,767. Rudder frame and gear. F.§. Cormier, Monc- ton, Canada. : 629,028. Dam. G. I. Cudner, New York, N. Y., assignor of seven-eighths to E. L,. Zalinski and H. Tweedle, same place. 629,133. Subaqueoustunnel. W.H. Knight and F. M. Lande, New York, N. Y. 929,135. Subaqueous tunnel. Knight, New York, N. Y. C. S. Hamilton, New Hayen, Lewis Nixon and W. H. é 629,250. Water-wheel. Patrick Henretty, Belgrade, Minn. 629,271. Lateral-motion reversible marine propeller. Alfred Reynolds, Dunedin, New Zealand. rr NOTICE TO MARINERS. ; ; LicHT-HOUSE ESTABLISHMENT, OFFICE OF THE LIGHT-HOUSE INSPECTOR, 9TH DIsT., I. CxHiIcaco, Il., July roth, 1899.) © MENASHA RIVER LOWER BEACON LiGHT.—Notice is. hereby given that the Menasha river lower beacon light in Little Butte-des-Morts Lake, head of Fox river, and lower end of Menasha river, Wisconsin, is reported as having been destroyed by fire. The light will be re-established as early as practicable. By order of the Light-House Board : iene F. M. Symonps, Commander U. S..N., Inspector 9th Light-House Dist. © or ior or SCHISEOPHONE. Used to detect flaws in metals. The instrument consists of a microphone combined with a mechanical striker and son- ometer. In using the instrument, one operator directs the striker over the surface of the metal under examination, while another listens at the telephone in an adjoining room. When the striker hits a point over a flaw, the sound is’ in- creased, and the increase is so magnified by the microphone that the listener at the telephone can detect its presence. : Tests of the instrument were made at Ermont on the rails for the Northern Railway Co., andin every case where a flaw was indicated by the instrument it was found to exist on breaking the rail. a Oo oe VESSELS CLASSED. Vessels classed and rated this week by the American Bureau of Shipping, New York, in the Record of American and Foreign Shipping, are as follows: Screw, Allan Joy, — owned by the Joy Steamship Co.; serew, Eureka, owned by the Eureka Transit Co.; schooner, Anna Murray; ship, St. Francis; bark, John R. Stanhope; bark, Samuel H.~ Nickerson; barge, J. B. King & Co., No. 19; British schooner, Arctic; British schooner, Bessie. —_—$—$————————aarrrerrr eae a _ | TE new White Star Atlantic liner Oceanic is insured at Lloyds and the Companies for $2,500,000.