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AUGUST 22, I90I. SUN’S AMPLITUDES: ~ The following approximate amplitudes of the Sun’s rising or setting will be given each week inthis column during the season of navigation. A second bearing may be taken by compass at sunset, by reversing the east 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, varjation and deviation, or the total difference between compass and true, or geographical bearings. LAKE ERIK AND S. END LAKE MICHIGAN, LAT. 42° N. Date. Amplitude. Bearing P’ts. Bearing Comp. Aug. 22....E. 16° N. = N, 6% K.=K. by N. YN. Aug. 25....E. 15° N. = N. 656 E. = E. by N. % N. Aug. 28....6, 14° N. =N..6% EH. =F. by N.iwoN. LAKE ONTARIO, S. END HURON AND CENTRAL PORTION LAKE MICHIGAN, LAT. 44° N, Date. Amplitude. Bearing P’ts. Bearing Comp. Aug. 22....E.17°N. =N.6%E.=E. by N. YN. Aug. 25....E. 15° N. = N. 6% HK. = KE. by N. % N. Aug. 28....E. 14° N. = N. 6%.E. =E. by N. YN. N. END LAKES HURON AND MICHIGAN, LAT. 46° N. Date. Amplitude. Bearing P’ts. Bearing Comp. Aug, 22....E. 17° N. =N..6% E. = HE. by N. 34 -N. Aug. 25....E. 16° N. =N. 65 EH. = E. by N. 3% N. Aug. 28....E.. 15° N. = N. 656 KE. = E. by N. % N. LAKE SUPERIOR, LAT. 48° N. Date. Amplitude. Bearing P’ts. Bearing Comp. ‘Aug. 22....E. 18° N. = N. 6% E. = E. by N. 56 N. ‘Aug. 25....B. 17° N. =N. 6% HE. = E. by N. % N. Aug. 28....B. 15° N. = N. 656 E. = E. by N. 3% N. 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. rn > FUEL ECONOMY AND SPEEDS. A paper of first-class importance was read at the meet- ing of the Institute of Mechanical Engineers recently, at Barrow, England, by Mr. McKechnie, giving a review of marine engineering during the last ten years, in the course of which he spoke at considerable length of fuel economy. He said that in 1872 the average coal consumption per ih.p. per hour was 2.11 lb. By 1881 this figure had been reduced to 1.83 lb. In 1891 -the triple-expansion engine had been brought to 1.52 lb., while at the present time the average figure is put at 1.48 lb. The average pressure now ranges between 180 lb. and 214 lb. per square inch. A ship to carry 5,000 tons of merchandise requires 3,475 i.h.p. to propel her thirteen knots, and 8 lb. of coal will be suffi- cient to generate steam to carry each 100 tons one mile. The advantages due to larger ships were set forth. The total number of vessels over 10,000 tons was but two ten years ago; now there are 51, of which ten are over 13,000 tons, of which four belong to Great Britain and six to Germany. Ten years ago there were only 91 vessels ex- ceeding 5,000 tons; at the end of last year there were 505. It would seem that the limit has been reached with tank boilers, because shell plates have been brought to a thick- THE MARINE RECORD. ness of 1 19-32 of an inch, and that with a diameter of shell of only 13 ft. The preference in the merchant service is given to heating the air before it reaches the furnace by a closed ashpit and either forced or induced draught. Oil: fuel confers great advantages in uniform’ and’ easily regu- lated stoking, and the price of oil relatively to that of coal ds decreasing.» As an auxiliary to coal, and burned in con- junction with it, the advantages for war-vessels appear considerable. Mechanical stokers, though now widely adopted for land boilers, have not been’much used ‘afloat, though there seems a wide field for them, especially if the water-tube boiler with its large grate is likely to come into use for mercantile as well as navy vessels. In 1891 there were only eight vessels whose speed exceeded 20 knots, but now there are fifty-eight. The highest speed attained twertty- five years ago was. 25 knots recorded for a British-built Brazilian torpedo-boat, the fastest torpedo-boat in the Brit- ish navy. then>being 22% knots. Now the record is held by, the steam, turbine propelled: destroyer Viper, which has attained a maximum of 37.113 knots and,a mean for one hour of 36:581 knots. The highest ocean speed’ ten years ago was 20.7 knots made by the Paris. Today the highest speed on an ocean run has béen achieved by the German liner Deutschland, which has: maintained an average of 23.51 knots. 4 t The destroyer Viper, which struck on Burhow Island, Alderney, Channel Islands, August 3, when steaming away at 17 knots an hour, having ;escaped the enemy during naval manoeuvres, was launched from the yard of Messrs. Hawthorn, Leslie & Co., Ltd.,;on the Tyne, on’ the 6th of September, 1899. On her unofficial trials,on the 18th of July, 1900, she made 37.113 knots, or 43 statute miles an hour. She was fitted with the Parsons turbo-motors to indicate 12,000 h. p. The accident is attributable to the dense fog into which the Viper entered.’ She jumped a ledge, tear- ing out her bottom, her bows ,going under water, her stern being thrown high out of water, while’ the vessel was held amidships by the rock. She was 21o ft: long by 21 ft: beam, and had a displacement of 350 tons. Her boilers are of the water tube Yarrow type. $6 EASTERN FREIGHTS. Messrs. Funch, Edye & Co.,,. New York, report the con- ditions of the Eastern freight market as follows: The Government Crop Report recently issued, practically confirms the anticipated damage to and consequent short- age in our maize crop, and whilst opinions vary as to the extent of this damage the further advance in prices. both in wheat and maize, without response on the part of Euro- pean purchasers, has increased’ the difference between the respective markets to such an extent that new business, for the. time being, has become'practically impossible. The grain markets on this’side, however, are. beginning to show a weakening tendency and as. Europe remains apathetic a serious decline on this side will be needed before business becomes again practicable. Tonnage continues to press upon the market and prompt vessels are experiencing the greatest possible difficulty in finding employment. The fact that not a single grain char- ter has been reported during the present. week shows most conclusively the demoralized condition of our market. The many regular line vessels which have to be despatched on time are the most-serious sufferers, and most of them have taken coal for the round ‘voyage as offering better results than grain if accepted at the extremely low figure offered by shippers, The position is still more aggravated: by the evident fact that shippers have been and are still consider- ably long of freight room, therefore a marked improvement in rates does not appear likely for at least some weeks to come. aes - Cotton charterers show no disposition to take up’ ton- nage until they are’able to make definite bookings of cargo. which seems impracticable at present. Phosphate and’ deals are the only trades offering employment for prompt ton- nage. ae - In reference to sail tonnage, the market continues feature- less. Inquiry has been limited and not confined to any particular branch at nominally unchanged rates bid and asked. : Grain, Liverpool or Glasgow, 2 cents; London, 2% cents. ST ee THE CANADA’S CUP. The international. challenge cup had its origin in 1896 when the citizens of Toledo, O., donated it for competition between Canada and the United States on the great lakes. The cup was lifted by the sloop Canada, of the Royal Canadian Yacht Club, which won three out of five races from the Vencedor, owned by Commodore E. C. Berriman, of Chicago... The Canada was handled by Aemillius Jarvis, present sailingmaster of the Invader. After this race the ' trophy became known as the Canada cup. In 1899 the Chicago Yacht Club challenged for the cup, and won by defeating the defender, Beaver, with the Gene- see. America held the cup two years, and last winter ac- cepted a challenge which resulted in last week’s races, ter- minating in favor of the Canadians. PROPOSED PATROL BOAT FOR USE OF OHIO FISH AND GAME COMMISSION IN WATERS OF LAKE ERIE. The Ohio Fish and Game Commission will receive bids at Auditor of State’s office, Columbus, Ohio, 2 p. m., Tuesday, Septem- ber 24th, for the construction of a patrol boat for use in the waters of Lake Erie. Plans and specifications may be seen at Auditor of State’s office, Columbus, Ohio, or copies of same may be secured upon applica- tion from the Secretary of Ohio Fish and Game Commission, Athens, Ohio. The Commission reserves the right to reject any or all bids. Bids may be mailed to Ohio Fish and Game Commission, care Auditor of State’s office, Columbus, Ohio. 34-35 Lee ae MARVELOUSIA THE NEW BAUSCH é LOMB-ZEISS STERE Binocular Glasses. Used by the Armies and Navies of the World. Invaluable for Tourists, Sportsmen and Every-day Use. —_ Booklet Free. Bausch & Lomb Optical Co., Rochester, N. Y. New York. Chicago. For sale by all dealers, 5.F. HODGE &l MARINE ENGINES, PROPELLER WHEELS, ‘ DECK HOISTERS; MARINE REPAIRS. @ 312 ATWATER STREET, DETROIT, MICH. THE—<~ Bliss COMPASS LIQUID (iii pass Made in seven sizes by JOHN BLISS & CO., 128 Front Street, New York, is finely finished sensitive, accurate and durable. and is extremely steady. Moves quickly Is the best Liquid Com- ever made in this or any country. For sale by ship chandlers generally.