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AvucusT 3, 1899. THE MARINE RECORD. 13 SALARIES OF LOCAL INSPECTORS OF STEAM- BOATS. Under the provisions of section 4414 of the Revised Stat- utes of the United States, as amended by the act of Congress approved March 1, 1895, it is provided that the salaries of the local inspectors of steam vessels shall be regulated in proportion to the number of steamers inspected in each of the various districts, as follows: In districts inspecting 100 steamers and less, to a salary of $1,200 per year each. In districts inspecting over 100 and less than 150 steamers, to a salary of $1,500 per year each. ‘In districts inspecting 150 and less than 200 steamers, to a salary of $1,800 per year each In districts inspecting 200 and less than 300 steamers, toa salary of $2,000 per year each. In districts inspecting 300 and less than 500 steamers, to a salary of $2,250 per year each. In districts inspecting 500 steamers and upward, toa salary of $2,500 per year each. The act further provides that the basis of salaries from the date of approval of the act March 1, 1895, shall be on the report of inspections for the preceding year, and thereafter according to the number of steamers reported inspected at the end of each fiscal year, which shall regulate the salaries for the following year, for each local board, as reported by the Supervising Inspector-General. Therefore, in accordance with the report of that officer for the fiscal year ended June 30, 1899, the salaries of local in- spectors of hulls and local inspectors of boilers from July 1, 1899, to June 30, 1900, inclusive, are hereby established, as follows: For the districts of Evansville, Ind.; Louisville, Ky.; Memphis, Tenn.; Nashville, Tenn.; Cincinnati, Ohio; Gal- lipolis, Ohio; Wheeling, W. Va.; Burlington, Vt.; Bangor, Me.; Galveston, Tex., and Apalachicola, Fla., at the rate of $1,200 per year for each local inspector. For the districts of New Haven, Conn.; Savannah, Ga.; Charleston, S. C.; Dubuque, Iowa; Superior (Marquette, Mich.); Mobile, Ala., and Jacksonville, Fla., at the rate of $1,500 per year for each local inspector. For the districts of Portland, Oreg.; St. Lotiis, Mo.; Os- wego, N. Y.; New London, Conn.; Portland, Me.; Detroit, Mich.; Pittsburgh, Pa.; Alaska (Juneau); Port Huron, Mich., and Providence, R. I., at the rate of $1,800 per year for each local inspector. For the districts of Puget Sound (Seattle, Wash.); Al- bany, N. Y.; Grand Haven, Mich.; Milwaukee, Wis.; Chi- cago, Ill.; Duluth, Minn., and Norfolk, Va., at the rate of $2,000 per year for each local inspector. For the districts of Philadelphia, Pa.; Boston, Mass.; Bal- timore, Md.; Buffalo, N. Y.; New Orleans, La.; Cleveland, Ohio, and San Francisco, Cal., at the rate of $2,250 per year for each local inspector. For the district of New York, N. Y., at the rate of 2,500 per year for each local inspector. or ol io SEA TERMS USED ASHORE. The use of sea terms, as applying to matters ashore, is so common nowadays that one seldom stops to think of their origin. The forecastle of the deepsea ship is by no means acollege of learning, but from Jack’s vocabulary many terms particularly applicable have been borrowed. Take the word ‘‘mainstay.’’ ‘‘He is the mainstay of the family,” is heard every day. The mainstay is the most important part of the rigging of the mainmast, hencea term. A cou- ple are said to be ‘‘spliced’’ when they are married. When the landsman considers that in splicing, the strands of the rope are intertwined, as the two lives should be, so strongly that a union is formed which will withstand more strain than any other part of the rope, it signifies marriage as it should be according to Jack’s ideas. It is common to say a man is on his ‘‘beam ends’’ when he is in financial dis- tress. As with a ship his position is one of danger, with probable disaster ahead. The term ‘‘hard up’’ indicates a position of difficulty financially. When a ship is in a posi- tion of difficulty or danger her helm is put ‘‘hard up,”’ in an effort to avert the danger ahead. ‘‘Taken aback’’ is a familiar expression. When a ship is taken aback her sails are flattened against her masts, stopping her headway and paralyzing her, so to speak; two other nautical expressions often used ashore are ‘‘turn in’’ for going to bed and ‘‘turn out’’ for rising. To say a man intoxicated is ‘‘half-slewed’’ means that he is half turned around and travels an errati¢ course. A man without ‘‘staying power’’ is another term. When a ship will not ‘‘stay”’ she will not come around into the wind so as to be put on the other tack, hence she will not make headway. To say aman is ‘‘on another tack now’’ means he has changed his course of action from one method to another, the same as a ship changes her course when she tacks. ‘‘I’ll get to windward of him yet’’ isa common ex- pression, when one desires to indicate that he will get a position of advantage over another. It is also said a man is ‘‘sailing close to the wind’’ when it is meant he is acting with great caution. Then you hear it said, ‘‘There was a hitch inthe arrangements.’’ ‘“I’llrun afoul of him some day’’ is another natural expression in daily use. A man is “cranky’’ when he is mentally unbalanced. A ship is “cranky’’ when she leans or lists perilously to one side or the other under the pressure of light winds or moderate seas, There are hundreds of these sea terms used every day ashore as, for instance, ‘‘making headway,’’ ‘‘a shot in the locker,”’ ‘‘sailing under false colors,’’ ‘Show does the land lie?’’ ‘‘Is the coast clear ?”’ “‘rigged out,’’ ‘‘cruising about,’’ and many others. oO Ol Fault in Management of Vessel.—After a vessel had been out of port only four or five days, and had encountered no severe weather or known accident, both covers of one of her ports were found to be open, and water had entered and damaged cargo in the compartment into which the port opened. Neither the covers nor the surroundings of the port were injured, and the hatches had been battened down since the beginning of the voyage. Held, that neither evidence that the vessel was inspected the day before sailing, and the port believed to be closed, nor even the positive testimony of witnesses that the covers were closed and screwed fast when the vessel sailed, was sufficient to establish such fact, but that, under the rule laid down in The Sylvia, 19 Sup. Ct. 7, 171 U. S. 462, the condition of the port did not render the vessel seaworthy, and the failure to close it before the injury was received by the cargo was a fault or error in the manage- ment of the vessel during the voyage, for which the owners are relieved from liability under section 3 of the Harter act. Farr & Bailey Mfg. Co. vs. International Nav. Co., 94 Fed. Rep. (U. S.) 675. HYDROGRAPHIC OFFICE NOTES. Lake Superior—Minnesota—Two Harbors — Information Concerning Breakwaters—Depth Alongside Docks.—The following information concerning the government break- waters at Two Harbors was obtained from Mr. J. H. Darling, U.S. Assistant Engineer : The breakwater at the west side of the harbor is built to the length of 750 feet, 150 feet to be added and finished in the year 1900. The breakwater at the east side of the harbor is built to the length of 750 feet ; the proposed extension of 250 feet in the same direction has been abandoned and in its stead an extension at an angle of 45° southward 300 feet in length is proposed, making the entire length of this (Eastern) breakwater 1,050 feet. This is also to be finished in the year Igoo. Information has been received from Mr. R. Angst, chief engineer of the Duluth and Iron Range Railway, that the least water on both sides of all the ore docks in Agate bay, Two Harbors, is 20 feet, 18 feet on both sides of the mer- chandise dock, and the same depth on the southwest side of the coal dock. Lake Superior — Marquette Bay— Presque Isle Point— Particulars of Breakwater—Ore Docks.— Information has been received from Major C. B. Sears, Corps of Engineers, U. S. Army, that the breakwater off Presque Isle Point, Marquette Bay, Michigan, in course of construction for the protection of the ore docks in that locality, is at present 500 feet long and is to be extended 500 feet in the same direc- tion lakeward, the work to be finished in the year Igoo. Information has been received from Mr. J.-F. Deimling, chief engineer of the Lake Superior and Ishpeming Rail- way, that the depth of water on both sides of their ore dock at Presque Isle is 20 feet, and 18 feet at the merchandise dock. oro Contract for Repair of Vessel—Extra Work—Waiver of Written Contract.—A provision of a written contract for the repair of a vessel, that no extra work should be done unless an estimate in wrtting was first made and submitted to and signed by an officer of the company owning the vessel, may be waived; and where, after the vessel was stripped to begin the work, it was found to be imposible to make the repairs specified in the contract without to a large extent rebuilding the hull, and after consultation with the officers of the com- pany the contractor was told by the president to go on with the work, which he did, and under the direction of a super- intendent employed by the company, and with the knowl- edge of its officers and directors, replaced all the rotten parts of the hull, and made the vessel sound and seaworthy, the company, having accepted the vessel, must be consid- ered as having waived the written contract, and cannot in- voke its provisions to defeat recovery for all work done not specified therein. The Sappho, 94 Fed. Rep. (U. S.) 545. ——$———<———a ee aa ae There is no part of the world which has such a record for wrecks as the narrow Baltic Sea. The number in some years has averaged more than one a day, although it should be stated that the majority were small craft, fishing boats, etc. The greatest number of wrecks recorded in one year was 425, and the smallest 154. About fifty per cent. of these vessels became total wrecks, all the crews being lost. 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, SOLE MANUFACTURERS, a 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. Can be forged at cherry red heat. Round i (Trade-Mark Registered. Send for Pamphlet. 99 John St., NEW YORK. MARINE ENGINES, PROPELLER. WHEELS, DECK HOISTERS, : : MARINE REPAIRS. | @ Hi 0 D G ea a LO. ATWATER STREET, DETROIT, MICH. © Chas. E. & W. F. 58 William Street, New York City. Royal Insurance Building, Chicago, Ill. Peck, C. T. BOWRING & CO. 5 and 6 Billiter Avenue, E.C., =. ’ BROWN & CO., - - - 202 Main Street, Buffalo, NW. Y. f PARKER & MILLEN, 15 Atwater Street, W., Detroit, Mich. J.G. KEITH & CO., - 138 Rialto Building, Chicago, Ill. LA SALLE &.CO., Board of Trade Building, Duluth, Minn. Are prepared to mcke rates en all classes of Marine Insurance on the Great Lakes, both CARGORBS AND HULLS. London, England. ASSETS, - - CHARLES PLATT, President. CAPITAL, Paid up in Cash, - - - 4 GREVILLE E. FRYER, Sec’y and Treas. T. HOUARD WRIGHT, Marine Secretary. INCORPORATED 1794. Insurance Company of North America $3,000,000.00 10,173,488.90 EUGENE L. ELLISON, Vice President. BENJAIIIN RUSH, Second Vice President. JOHN H. ATWOOD, Assistant Secretary. Cake Marine Department, SFORSE 5, McCURRY: Manacen Po