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JUNE 13, I901. THE MARINE RECORD. i THE INTERNATIONAL DATE LINE. Travelers to the Philippines are interested in the interna- tional date line, the point where the day changes as ships sail across the Pacific. When this line is crossed going west ships gain a day; when they cross it going east they lose a day. Authoritiesdiffer as toitsexactlocation. TheChicago “Times-Herald’”’ points out that in the Royal Geographical Society of England, the position of the line is given by four “authorities,’’ and no two agree, but the U. S. Navy recog- nizes the line as beginning at a point north of Siberia, south- east to Bering Strait, through which it passes midway, leav- ing the St. Lawrence island on the American side, thence southwest, crossing the 180th meridian at about latitude 60 north, to a point just to the westward of the Near Islands so that all the Aleutian Islands are on the American side. Thence it proceeds in a southeasterly direction back to the one hundred and eightieth meridian at a latitude of about 4o degrees north, thence along the one hundred and eightieth meridian to a point about 5 degrees south latitude, thence in a direction about southeast by south to a point midway between the Fiji and Samoan Islands, the Friendly Islands being on the Asiatic side; thence about south by west to the vicinity of Chatham, leaving it on the Asiatic side; thence in a southwesterly direction back to the one hundred and eightieth meridian where it remains. Now having gone so far in this discussion it is as well to state that the ‘“‘Interna- tional Date Line,’’ is actually and practically ignored by all skippers and the time is not changed until the ship reaches 180° from Greenwich, as shown in the majority of charts and reckoned by the chronometer time as rated for Greenwich. This brings to mind a useful couplet which those, dabbling with longitude in time would do well to remember, Longi- tude east Greenwich time least, Longitude west Greenwich timé best. So that the practical time change occurs at 12 hours from Greenwich time. —$—$— arn ae ee” A BULK CARGO OF SALT. The steamer Faustin owned by T. M. Shackett, Marine City; discharged a cargo of several hundred tons of salt in bulk at Menominee last week, an experiment which promises to be-successful. The salt was loaded at Marine City. At Menominee a steam shovel was used in unloading the boat, the work requiring less than aday. The salt isto be placed in barrels and bags at Menominee, but some of it will be sold in bulk to fishermen. The salt.is easily loaded and un- loaded and as freight rates are fairly good the vessel owners realize a proper recompense for carrying the bulk cargo. or A corLEGH professor of marine engineering and naval architecture gives several reasons why the Tashmoo didn’t win the recent race on Lake Erie, as follows: 1. She was built for river, that is, shallow water, naviga- tion. | 2, She'was' traveling for the first time over an open and deep ‘sea course. 3. Her steerstman was not familiar with compass steering, being used to range lights and points, which are depended upon‘in river work. 4. She was not stripped naked as was the Erie; faces were offered'to the wind. 5. Attention was not paid from the start to her condensers. 6. She’did not carry enough ballast forward. After all this:he is willing to stake money on the Tashmoo if another hand took a trick at the wheel. AN indirect, or perhaps resultant very direct benefit of advertising in some way or somehow, came before me this week. A prominent member of a ‘shipbuilding firm noted a tag on some large-sized patent anchors, and, on returning from his Duluth trip, asked for the address of Rogerson & Son, anchor manufacturers, apparently a British firm. Our files of exchanges were closely.scanned and other efforts made to locate the ground tackle makers, but so far without success. If Rogerson & Son had had their light shining on a shingle, that is, shown their ensign, signal letters and house-flag in the columns of any of our marine contempo- raries, they might have been in receipt of an initial order by this time. ; Av last the down east shipbuilders and owners are begin- ning to find out that steel tonnage.has superseded wooden bottoms. A seven-masted schooner is to be built of this most serviceable and economical material from the plans of a celebrated yacht designer. MORE ST. LAWRENCE RIVER TRADE. According to a Montreal dispatch, one of the direct results of the deepening of Canada’s system of St. Iawrence canals to 14 feet is the announcement that a new corporation has been formed, composed of leading Canadian and American — commercial men, among the latter being Mr. W. F. Have- meyer, the New York sugar king, for the purpose of devel- oping the coal carrying tradé between the American ports on Lake Ontario and Montreal. “The Motitreal Coal & Towing Co., having secured a chatter from the State of West Vir-~ ginia, will not only be able to ship coal to Montreal, but do a coasting trade as well between the American lake ports. es An interesting feature in the new enterprise is the pecular kind of boat or barge selected for the work. They are de- signed from the old pin-plat of the French-Canadian voy- ageur, will carry 800 tons, and cost $8,000, against $25,000 paid for similar boats built at the American ports. They are good carriers, and as tugs do the propelling, they carry no sails. The capital of the company, which starts with a well equipped fleet, is $250,000, and the directors are Messrs. John Torrance, Hy. Miles, W. F. Torrance, S. O. Shorey, and G. Ernest Muir, Mr. W. F. Torrance becoming pres- ident of the company and Mr. Muir secretary and treasurer. OO OO DEATH OF AN AGED SEAMAN. Capt. Luther B. Parker, aged 94 years, expired Sunday morning at the home of his daugbter Mrs. Holt, Ashtabula, after a serious sickness of only four weeks, which was the re- sult of his advanced age. Capt. Parker was born in Burlington Vt., and followed deep water and the lakes all his active life. For years he was engaged in vessels on the Atlantic and later came to the lakes, where he was finally compelled to retire, owing to his age. For 11 years he resided in Ashtabula with his daughter and won a large circle of friends. He was undoubtedly one of the oldest lake captains in the country. —$—$——————— a LETTERS AT: DETROIT MARINE POST OFFICE. JUNE 12, Igol. 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. Allen Jno. McDonald Rod Batten A, J. MacDonald Geo. D. Barks L. MeDermaid A. R. Bittle Mrs. W. Nelson Chas., Str. Sitka Baker Geo. Ode J. W. Beach Jno., Str. J. F. Eddy Pulkey Oliver Cottrell Robt., Str. Huron Philip Albert, Str. Aug. Smith Currie W., Str. Yukon Rodgers Edw., 2, Str. Wade Connors Frank, Str. Yakima Retins Tommy Crooker Danl., Str. J..D., Reilly Thomas, 2 Marshall Regan J. W., 2, Str. Presley Carroll Mrs. P. H. Stevenson Frank, Str. Aurora Deedler O. B., Str. Fairbairn Saymond C. S., Str. Susque- Demars Frank, Str: Fairbairn hanna Ellison Norman, Str. Naples St. Aubin Geo., Str. Peshtigo Frauley Jos. Scott Geo. A., Str. Baltimore Fry James, Str. Wolf Schubick Emil, 2, Sitka Franke Otto, Str. Colgate Sillman Theo., Str. Carnegie Farley Ted, 2, Str. Tower Seipes Wm. Farrand Herb, Str. Chat- Shirkey Dosie tanooga Turner Smith, Str. Presque Gonian Al., Str. Orion Isle Grant P. M. Tennant J. C. Tanner Chas. F. Unsworth Wm, H., Str. Emily Wright Fred Worden Hiram C, Winnie Wm, Williams Thos. Walker W. T. Williams C. P. Gannon Frank, Fitzgerald Holden Chas. Harris Ray Henderson Robt. Hickey Danl. Irwin Wm., Str. Nyanza Kornmeier Mike, 3, Malta Koehler Hugo, Str. Sitka Kane W. EH. Winey Webster, 2, Str. Kirby R. S. Baltimore Kraft Edwin, Str. Carrington Wandrop H., Str. Huron Miller J. W., Str. Manola Wilson Chas., Str. Carrington Manwarren Willis, Str. Samoa Weller W. L. Marcoux Peter, Str. Baltimore Zedder Albert F. B. DICKERSON, P. M. iO 2 ee Tur Secretary of the Treasury has awarded a gold medal to Capt. W. W. Griesser, keeper of the Buffalo life-saving station, for heroism, displayed in saving life at that port, in November last. The closest inquiry was made into all the circumstances connected with the rescue and the medal was awarded solely on the grounds of merit. It would be not only just, but in every way beneficial, if afew more of these merited recognitions traveled lakewards, as occasion offers. Steamers sailing in the open lake. Justice Barnes. © Shortly before 8.27 a, m. on 2Ist Jnly last, the barque Em- COLLISION—COURT OF APPEAL. It is possible and even probable, while in point of fact, we know it to be-a fact that, slowing down to bare steerage way in a dense fog is not always strictly observed among The following collision case, which comes before us, is a marked one, as it involves one of thecrack Atlantic liners and the pride of the Cunard fleet, in charge of their senior, and one of the most experi-. enced shipmasters in the Atlantic ferry service. The Embleton v. the Campania.—Court of Appeals, 15th May:—This was an appeal against the judgment ot Mr. The collision occurrea off the Tuskar. bleton, which was on a voyage from Liverpool to New Z<a- | land with a general cargo, was proceeding down St. George’s' Channel, sailing close-hauled on the starboard tack under reduced sail, heading about S. % E., and making about two knots an hour through the water, her fog-horn being duly - sounded, when the steamship Campania’s whistle was heard apparently a long way off and broad on the starboard bow. The wind was S. W. by W. to W. S. W. by compass, a light breeze, theré was a dense fog, and the tide was ebb, running to the S. W. at a rate of 1% knots. The Embleton’s fog- horn was blown in reply, and each succeeding whistle an- swered, and she kept her couise and speed. The Campania drew nearer and nearer till she suddenly came in sight close to and abeam, proceeding at such a speed that, although she was loudly hailed, she came stem on into the Embleton’s starboard side, cutting her in two and sinking her, eleven of the barque’s crew being drowned. It was contended thet the Campania’s speed was excessive, and that she neglected to slacken her speed or to stop or reverse her engines, or take other measures to keep clear of the barque. It was stated in defence that the Campania was making from g to Io knots with her engines working dead slow, which was a moderate speed, and she could not be safely navigated at a lower speed. Itis maintained that a good lookout was not kept on board the barque, and that she neglected to duly sound her fog-horn and to keep her course. Mr. Justice’ Barnes, in’ giving judgment, had said that, apart from the question of speed, no precautions were neglected on board the Campama to ensure the safety of the large number of persons and property entrusted to the care of her experienced comman- der. The Elder Brethren were of opinion, and he agreed with them, that a speed of nine knots an hour, in such a fog as that which prevailed on the present occasion, was a great- ly excessive speed for any steamer to proceed at. At sucha speed it was practically impossible to take effective steps to avoid doing damage to another vessel after she was seen only 150 ft. off ahead. The greater proportion of ordinary cargo- boats, could not, he said, attain a greater speed than from 9 to 10 knots when going at full speed, and such a steamer would be condemned for excessive speed if she ran at full speed into a vessel in a dense fog. Defendant’s contention was that as their vessel could not go with safety to her nav- igation at less speed than about nine knots an hour she was justified in keeping on at that speed in a densefog But the 16th Article was imperative, and he believed that it would be most dangerous, having regard to the traffic to be met with everywhere, especially near to the coast in crowded waters, if this contention were to be upheld. Defendant’s contention was unsound; if the fog be not so dense as to re- quire the vessel to.stop, she could, he said, go at a moderate speed within the rules, by proceeding slowly ahead and stopping her engines from time to time. He pronounced the Campania alone to blame. Defendants now appealed, contending that the speed of the vessel was not excessive, having regard to her size and capabilities, and that at a slower speed she would belessunder command. Their lord- ships dismissed the appeal. The Lord Chief Justice, in giving judgment, said that he would not say that there might not be cases in which, under the rule, it would be right to go at a higher rate of speed than in other circum- stances would be thought to be moderate, and he could im- agine that even in a fog, owing to danger, it might be neces- sary for the safety of the ship to go at a higher speed. The present, however, was not one of those cases. They could not upon any ground of law hold that this speed at which the Campania was going was within the terms of Article 16, moderate, having regard to the existing circumstances and conditions. —— ee or MARINE PATENTS. Patents issued..June 4, 1901. Reported especially for the MARINE RECORD. We furnish complete copies of patents at the rate of 10 cents each. 675,474. Ball-Bearing for Screw-Propellers. L. S. Gard- ner, New Orleans, La. Carlos E. Hall, Mexico, Mexico. 6753;477. Propeller. 675,522. Anchor. Walter S. Bickley, Chester, Pa. 675,563. Propeller. Kirk G. Johnston, Piqua, Ohio, 675,705. Anchor. Frederick Baldt, Jr., Chester, Pa. 675,722. Screw-propeller. Jean P. Ducassou, Paris, France. 675,812. Navigable Vessels. J. Campbell, London, Eng. 674,901. Propelling Mechanism for Boats. G. F. Bryan, Meggett, S. C: 675,178. Apparatus for propelling and Steering Vessels, H. C. Vogt, Copenhagen, Denmark. 675,201. Boat. William A. Douglas, Monroe, Wash.