The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

May 16, Igor. BOTTOMRY—RESPONDENTIA—HYPOTHE- CATION. The term bottomry bond is not frequently heard or used in the handling of lake owned vessel property, for which all interests ought to be truly thankful, however, as the word occurs in a paragraph of our ‘‘Shipping and Marine Judicial Decisions’? this week, we have thought it of importance enough to warrant us in printing a brief explanation of the word bottomry and alsoits sister terms respondentia and hypothecation or pledging, fulfilling, as they do the same transactions as mortgaging, bonding or loaning in shore parlance. Bottomry Bond—The contract of bottomry is a negotiable instrument, which may be.put in suit by the person to whom it is transferred; itis in use in all countries of maritime commerce and interests. A contract in the nature of a mort- gage of a ship, when the owner of it borrows money to en- able him to carry on the voyage and pledge the keel, or bot- tom of the ship as a security for the repayment. If the ship be lost the lender also loses his whole money; but if it re- turn in safety then heshall receive back his principal and also the premium stipulated to be paid; however it may ex- ceed the usual or legal rate of interest. The affair is, how- ever, only valid upon the ground of necessity, and thus ex- acting more than the interest allowed by law is not deemed usury. Respondentia.—A loan made upon goods laden in a ship, for which the borrower is personally responsible; differing therein from bottomry, where the ship and tackle are liable. In bottomry the lender runs no risk, though the goods should be lost, and upon respondentia the lender must be paid his principal and interest, though the ship perish, pro- vided the goods be safe. Hypothecation—An authority to the master, amounting almost to a power of the absolute disposal of the ship ina foreign country; he may hypothecate not only the hull, but his freight and cargo, for necessary and urgent repairs. ror or OWNERS CENSURED. The coroner’s jury impaneled at Houghton, Mich., which investigated the fire on the steamer Bon Voyage, brought in a verdict censuring the owners of the boat. The jury found that Mrs. Leah Sharpe, Mrs. Benjamin Altman and her two daughters came to their death by drown- ing while escaping from the burning steamer, and that the disaster was due directly to the wilful negligence of the owners of the vessel in not taking necessary precautions against fire and for the safety of the passengers. Mayor Archie Scott, of Hancock, was foreman of the jury, and the inquest has attracted great crowds of people to hear the testimony. Feeling over the accident runs high among many people. The Bon Voyage was destroyed by fire on the night of May toth, and the persons lost were all passengers. All the crew escaped. 8 eee THE tonnage of the Leyland line is now about 350,000 tons and the vessels building or contracted for will make an increase of 100,000 tons or an aggregate of 450,000 tons inall. The present tonnage of the Atlantic Transport line is about 150.000 tons and the vessels building and con- tracted for will measure nearly 100,oco tons or roughly, 250,000 tons inall. This would make an aggregate tonnage, were the two lines combined, of over 700,000 tons. The Hamburg-American would be the next with 630,000 tons, and the North German Lloyd third, with its 500,000 tons. THE MARINE RECORD. BRIEF HISTORY OF IRON ORE PRODUCTION. Four hundred years ago the United States were not in ex- istence; in 1585 iron ore was discovered in what is now North Carolina, and the first attempt to manufacture it was made in Virginia in 1619. In 1643-45 a blast furnace was built at Lynn, Mass., and three years later a forge was erected. In- terference by legislation of the British Parliament stopped the work for a time, but it was resumed later, and in 1740 one thousand tons of iron were produced. In 1790 the United States gave to the world 30,000 tons of iron, and was exceeded among iron producing countries by Great Britain, France and Germany; then it went forward at great leaps until 1870, when, with an output of 1,670,000 tons, it had passed France and stood second to Great Britain, the leader of the iron world for four hundred years. For about twenty- five years the two great nations stood in this relation, the United States gaining a little one year to lose it another, but in 1890, after a Titanic race of over I00 years, we forged to the front and led the leader of the world of nations with the production of 9,202,703 tons, an increase over the British output of 1,308,489 tons. We held the lead for three years, but in 1894 we lost it to gain it again in 1895, to lose it in 1896; but in 1897 we Jed again, and agajn in 1898, and in 1899, with our output of 13,620,703 tons, exceeding that of Great Britain by 4,315,394 tons, we have put our great com- petitor out of the race. This excess over Great Britain’s product is greater than our entire annual output of but four- teen years ago. Verily, for the youngest of the great na- tions we have done exceedingly well, and we shall hold the position we have reached because our youth gives us the advantage of illimitable fields of fuel and ore which are yet practically untouched and easy of access, while those of the old countries in competition have been worked almost to the limit. Under such conditions, it is safe to predict that the United States will not only lead the world in iron pro- duction, butin time will supply all the nations of the earth with their iron. That this country has so rapidly reached first place and already produces nearly 35 per cent. of the world’s product is earnest of what it can do when its full energies and resources are brought into active operation.— W.J. Lampton in Ainslee’s. oe <r The MARINE RECORD must have had its ear to the ground judging by the following: ‘‘A healthy rivalry has been en- gendered in regulating the running expenses, daily cost, or trip disbursements of a boat. While this isa commendable feature from every standpoint it ought never to be permitted to descend to the level of parsimony in the food supply ac- count, nor do wethink it will, among the majority of the present generation of lake vessel owners and managers.”’ The News-Record has been aware of the fact for some time, that there was many complaints from the seamen on some of the lake lines, in regard to both the quantity and quality of the food. One line has the matter down so fine that it fig- ures the number of men aboard a boat, the number of hours it will take to make the trip, and then supplies the steward with just enough, according to figures as to how much every man should consume, to make the trip. If any delay occurs or a portion of the food is spoiled the men go hungry. We know personally a number of men who have quit their work because of the insufficiency of the food supply. The RECORD rightly says, the matter of.food supply should never descend to parsimony. The work of a sailor is hard and demands a sufficiency of well-cooked and well-served food.—The News- Record, Sault Ste. ‘Marie, Mich. 13 SSS SUNS’S AMPLITUDES. The following approximate amplitudes of the Sun’s rising” or setting 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 éast- 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 setting. The bearing may be taken when the Sun’s center is on the horizon, rising or setting. The_ele-, ments which may be obtained by taking these amplitudes) are the quantities known as local attraction, variation andj: deviation, or the total difference between compass and true, or geographical bearings. LAKE ERIE AND S. END LAKE MICHIGAN, LAT. 42° N Date, Amplitude. Bearing P’ts. Bearing Comp. May 16.2.5... Bee Ne ee May 20.8: a.) E. 279 N. = N. 55% EK. =N. E. by E. 5% E. May 2368 6.4 E. 28° N. = N. 5% BE. =N.E. by E. % E. LAKE ONTARIO S. END HURON AND CENTRAL PORTION LAKE MICHIGAN, LAT. 44° N. Date Amplitude. Bearing P’ts. Bearing Comp. May UG ieiccct gx E. 26° N. = N. 5% E. =N.E. by E. % E. May.20........ E, 282 N. = N. 54 E. =N. E. by E. dg EB. May: 23 ce sii. oc E. 29° N. = N. 5% EH. =N. E. by E. % E N. END LAKES HURON AND MICHIGAN, LAT. 46° N Date. Amplitude. Bearing P’ts. Bearing Comp. May 16sshisoe% HB. 289'N. = N. 5% Eo 'N. BJ by E. % B, May 208.623. HE. rd NR LAist ERLE ins May 2302.2 ...: E. 30° N. = N. 54H. =N. E. by H. &% E LAKE SUPERIOR, LAT. 48° N Date Amplitude. Bearing P’ts. Bearing Comp. May 16.00.1004: E. 29° N. = N. 5% KE. =N.E. by E. % E. May 20,.2..0.-% H..30°.N. =Ni 5% H.=N, E. by E. 4 E. May 23.5 sau EH. 31°-N. = N. 5% H. =N.E. by E. % 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. rr ————————— The trip of the steamyacht Dreamer owned by Mr. Thos. Lawson, of Boston, Mass. and in command of Capt. John C. Silva, Grand Captain of theAmerican Association of Mas- ters and Pilots of Steam Vessels turns out to De ig ae no such voyage was ever intended. mt ah} MARVELOL sia THE NEW BAUSCH & LOMB-ZEISS STEREO we +O Seger ory 7 Fa PR A Ook ROTO Used by the Armies and Navies of the World. Invaluable for Tourists, Sportsmen and Every-day Use. Booklet Free. - Bausch 6 Lomb Optical Co., Rochester, N. Y. New Yor! Chicago. For sale by all dealers, Se boy oe a Bera. MARINE ENGINES, PROPELLER WHEELS, DECK HOISTERS d @ 312 ATWATER STREET, DETROIT, MICH. THE—_=~ Bliss LIQUID yy COMPASS Made in seven sizes by JOHN BLISS & COi, 128 Front Street, New York, sensitive, accurate and durable. and is extremely steady. pass ever made in this or any country. For sale by ship chandlers generally. ; is finely finishéd |. Moves * quickly © Is the best Liquid Com-