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

MAy 23, Igor. THE MARINE RECORD. 9 4 THE LAW OF MAGNETISM. A SHORT AND CONCISE LESSON ON MAGNETISM AS IT AFFECTS THE MARINER’S COMPASS. BY CLARENCE HE. LONG, MILWAUKEE. (Arranged for Masters and Pilots on the Great Lakes.) CHAPTER VII. CORRECTING COURSES, To Shape the Course:—Place the bevelled edge of the parallel rulers over the ship’s place and the point bound to; then preserving the angle, slide the edge to the nearest com- pass diagram printed on the chart until it lies on the dot in the center; now read the compass point looking toward the place sought, and that will be the required course. This is called the True or Chart course, as it is meastited from the true meridian. : To Allow for Variation:—Easterly Variation is allowed to the Left of a True or Chart Course; and Westerly Varia- tion to the Right. The Variation applied to a True Course gives a correct Magnetic Course. : On some charts the north and south line of the diagram compass is parallel with the meridian line while on other charts the north and south line of the diagram compass forms an angle with the meridian line. In the latter case it proves that the diagram. indicates magnetic directions; con- sequently the course found by the parallel rulers will be steered (unless deviation exists) as the diagram on the chart is a reflection of the compass on board the vessel. On the other hand when the north and south line of the dia- gram compass is parallel with the meridian, it proves that the diagram indicates true or geographical directions. Lake charts on the polyconic projection (Engineers’) have the true compass roses printed thereon, and those published by the Navy Dept., on the Mercator projection, have both the true and the magnetic compass roses, the latter being within the former. Example.—Supposing that the true or chart course (the course found by a true compass) is North, and the chart tells us, where the ship is situated, there is one point of Wester- ly Variation, which means that the north end of the com- pass needle is inclined one point to the west of the true or geographical north. Under these circumstances it will be necessary to steer N. by E. by the ship’s compass in order to make a truth north course. If the Variation happened to be Easterly in the above case the vessel would have to steer N. by W. to make true north. To Allow for Deviation:—The rule for applying Devia- tion is exactly on the same principle as explained for Variation. Easterly Deviation to the Left and Westerly to the Right. The Deviation should be applied to the Cor- rect Magnetic Course, which gives the Compass Course. The Deviation to be applied should be that which’ cor- responds to the Correct Magnetic Course and not the True Course. Note:—Always apply the Variation before apply- ing the Deviation. Example :—Supposing the Correct Magnetic course is East, and there is one point of Westerly Deviation to be allowed when the ship’s head is on that course; consequent- ly, the compass course to be steered is E. by S. in order to make a Correct Magnetic East course. Remember this. Applying the Variation to a True Course gives a Correct Magnetic Course and the Deviation applied to a Correct Magnetic Course gives a Compass Course (ap- plying the Deviation to a True Course will not give a Compass Course; it would be nameless, unless there hap- pened to be no Variation, then the True Course would also be the Correct Magnetic course, and vice versa). The difference between a True Course and a Correct Mag- netic Gourse is the Variation, and the difference between a Correct Magnetic course ‘and a Compass course is the Deviation. RIGHT AND LEFT ON THE COMPASS. Right and Easterly are one and the same thing when ap- plied to the compass. Right nieans in the direction that the hands of a watch revolve; or in the direction of the ap- parent motion of the sun around the earth, that is across the sky from east to west, or left to right. To move to the right around the compass from North you would have to go by way of East, thence to South and from South to West, and from West back to North. Left and Westerly are just opposite to the above. Left would be against the direction the hands of a watch re- volve. .Starting from North in the direction of Left you would have to go to West, then South, East and back to North. A few examples will explain this: True Course is S. by E.=S. 11° E. (L. of S.) Variation 11° E, allow to the Left (L, ) Correct Magnetic Course S. 22° E. (L. of S.)=S.S.E. Deviation for S.S.E. 6° W. allow to the right (R). Compass Course S. 16° E.=S. by E. % E. : -Note:—Two R.’s or two L.’s (right and left) always add. An I. and an R. always subtract. Example:—The True Course is N.N.E. % E., Var. % Pt., &., Dev. 1% Pt. W. What is the compass course? True Course is N.N.E. 4E.=2% Pts. R. of N. Variation % Pt. E. % ‘“ J, (R.andL. subt.) Correct Magnetic Course 2 ‘* R. of N.=N.N.E. Deviation 1% Pts. W. 1% ‘ R. (Two R.sadd). Compass Course 3% “ Roof N.=N.E XN. Remember, that when you come to correcting bearings taken by your compass, which is effected by both Var, and Dey., you will have to allow Easterly Var. and Dev. to the Right and Westerly to the Left, in order to convert a Compass bearing to a True bearing to make it correspond with the chart. : Remarks :—When the Var. and Dey. are of the same name, both east or both west, they may be added together and applied. If the Var. and Dey. are of contrary names they may be subtracted cne from the other, and the bal- ance applied in the name of the greater of the two quan- tities. (To be continued.) OOD ACTION AGAINST THE CHICAGO DRAINAGE CANAL. Benjamin Schurmacher, of St. Louis, has obtained leave to file in the U. S. Supreme Court a supplemental bill in the case of the State of Missouri vs. the State of Illinois, in which the former State seeks to enjoin the discharge of waters of the Chicago drainage canal into the Mississippi river through the Desplaines and Illinois rivers. Permission also was granted to Hon. Wm. Springer, rep- resenting the State of Illinois in this case, to file a demurrer to one paragraph of the bill, and an answer to other portions of it. Mr. Springer sought to have the court indicate a method of proceeding in the matter of taking testimony in the case, but the chief justice declined to make any sugges- tion on that point. The counsel would, he said, have to make up their own minds. He agreed with a suggestion that a commissioner might be selected after the issues are agreed upon. » Mr..Schurmacher’s supplemental bill alleges that the drainage canal channel has been put into operation as was alleged in the original bill it was about to be, and it is furth- er set forth that the Chicago authorities have diminished the diminution of sewage transmitted through the channel from a flow of 20,000 cubic feet per minute for each 100,000 inhab- itants of the sanitary district to not exceed 10,000 cubic feet for such time and number. This diminution of water is claimed to be contrary to the Illinois statute authorizing the construction of the canal. It als) is asserted that the effect has been to destroy the water of the Mississippi for drinking and domestic purposes. Much sickness, it is stated, has been caused and will continue to be caused by the pollution unless the use of the canal as a drainage channel is enjoined. Mr. Springer’s demurrer to the paragraph in Mr. Schur- macher’s bill concerning the diminution of water in the canal is based upon the plea that this is a matter for the State of Illinois to decide and not one in which Missouri is concerr- ed in any way. Mr. Springer also asserts that the canal was opened before the original bill was filed, and he denies that the waters of the Mississippi are polluted by the discharge of the drainage canal. He also says the immediate discharge of the sewage of the city of St. Louis into the river is more damaging to the waters than is the Chicago sewage when brought from a great distance. SS TOLEDO’S NEW TONNAGE. Toledo, O., comes to the front this week in having a steel tonnage of 2,716 awarded official numbers by the Bureau of Navigation, Treasury Department, as follows: Steamer Puri- tan, 1,547 tons, built and hailing from Toledo, and the steel steamer Iroquois, 1,169 tons, also hailing from Toledo. Both these vessels were built at the yards of the Craig Ship Building Co. SHIPPING AND MARINE JUDICIAL DECISIONS. (COLLABORATED SPECIALLY FOR THE MARINE RECORD.) Admiralty Jurisdiction—Maritime Contract—Contract for Cargo Space.—A contract by which a steamship company agrees to furnish cargo space for a foreign shipment of cot- ton, and the other party agrees to furnish such cotton for shipment on one of the company’s vessels sailing late in a certain month, and to pay a stipulated rate of freight for its carriage, is maritime, and an action in personam for its breach is within the jurisdiction of a court of admiralty. Patterson et al. vs. Baltimore Steam Packet Co., 106 Fed. Rep. (U. S.) 957. Penalty for Delay in Payment of Wages.—On the discharge of a seaman, a dispute having arisen as to the amount due him, the master went with him before a shipping commis- sioner, who decided in favor of the contention of the master. Held, that such decision, although erroneous, constituted a reasonably ‘‘sufficient cause’? for withholding the addi- tional wages claimed to exempt the ship and owners from the penalty imposed by Rev. St. 2 4529, as amended by Act Dec. 21, 1898 (30 stat. 756), for a failure to pay promptly on discharge. The Alice B. Phillips, 106 Fed. Rep. (U. S.) 956. Salvage—Fire—Harbor Tugs.—Twenty-three harbor tugs, of the aggregate value of $300,000, extricated from the docks, which were on fire, a steamer worth $2,000,000. The moral certainty of great loss, except for their assistance, was the chief ground for substantial reward. There was little danger to the tugs; the time of service was short, an hour or two, except in the case of a few tugs, which, at the request of the ship, remained by her till the next morning, and there were other tugs present which could not find employment. Held, that $20,000 should be awarded for the service. The Kaiser Wilhelm Der Grosse, 106 Fed. Rep. (U. S.) 963. Admiralty—Jurisdiction.—Where a steamship company, in accordance with its custom to receive passenger’s baggage at its pier for transportation by its steamer, in anticipation of tickets to be obtained and afterwards presented, there receives baggage of a passenger, and gives him a receipt therefor, and he soon afterwards purchases a ticket, and presents it with thereceipt, but the baggage cannot be found, admiralty has jurisdiction of an action for its loss; its recep- tion forming part of the maritime contract from the time of the purchase of the ticket. The Priscilla, 106 Fed. Rep: (U. S.) 739. Right to Recover Bottomry Bond on Loss of Vessel.—The master of a vessel gave a bottomry bond, with the consent of the owner, to secure necessary supplies, and the agent of the owner on the following day, and as a part of the same transaction, executed a bond to the lender, conditioned to pay the amount so loaned, but which did not recite that it _ was in lieu of the bottomry bond. The vessel was lost at sea. Held, that the lender could not recover-on the bond given by the owners, since the latter bond, as: acollateral security to the bottomry bond, would only mature on the arrival of the vessel in port. Theo. H. Davies & Co;, Limited, vs. Soelberg et al., 64 Pac. Rep. ( Wash.) 540. Salvage—Salvage Vessel Becoming Salvor—Amount of Compensation.—The steamer S. having stranded, the W. Co., as salvor, made a contract to endeaver to get her off and deliver her at N. for sixty per cent. of the value recovered. The contract providing that such company should have the requisite possession and control of the property, and the reasonable use of material belonging to the vessel. Having got her off and made temporary repairs, the company started her for N. in tow of the steam tug M. The tug becoming temporarily disabled, by losing her smokestack and ruptur- ing a steam pipe, it was arranged that the S. should take her in tow to a place 178 miles away, which was accomplished in thirty-six hours. The M. was worth $46,000, TheS., which was afterwards taken to N., there sold for $45,000. Held, that while the owner of the S. was entitled to compen- sation for the service rendered the M., $750.00, besides an al- lowance for extra coal and oil consumed, was enough; the danger to the M. not being serious, and only the captain and engineer of the S. being aboard her, she being otherwise manned by the W. Co.’s men. The I. J. Merritt, 106 Fed. Rep. (U. S.) 970. Rescue of Disabled Steamship—Amount of Award.—A steamship worth $150,000, and carrying a crew of thirty- three men, broke her shaft, and lost her propeller, when 197 miles off the Oregon coast. Stormy weather came on, and she was unable to make repairs, or to make a port of safety with the sails she carried. She drifted in the direction of Cape Flattery four days, when she came in sight of a light- ship, and subsequently anchored in thirty fathoms of water. Two passing vessels, to which she signaled, attempted to take her in tow, but failed, owing to the parting of the lines and the heavy sea. Subsequently, libelant’s tug, a powerful and well-equipped vessel, came to her assistance, and by the prompt and skillful action of the master and crew of the tug she was towed to a port of safety, without injury, arriving the following morning. The service was attended by con- siderable peril owing to the severity of the storm, which also continued with increasing severity for some days thereafter; and the evidence tended to show, that if the ship had not been rescued that day, she would probably have anit lost. On such facts an award for salvage was made, apportioned among the owners, officers, and crew of the tug, amounting in all to $9,175. The Elm Branch, 106 Fed. Rep. (U. S.) 952.