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THE MARINE RECORD. AUGUST 29, 1901. CORRESPONDENCE. Aay-We do not hold ourselves responsiblein any way for the views or opinions expréssed by our correspondents. It is our desire that all sides of any question affecting the interests or welfare of the lake ma- rine should be fairly represented in THE MARINE RECORD. AND HARBOR WORK. CuHiIcaGco, Int, August 27, Igo! To the Editor of the Marine Record : Knowing that the MARINE RECORD has always advocated the value to the whole country, asa nation, in liberal appro- priations being made for the improvements of rivers and harbors, also that you have maintained how it is wrong in principle to make all citiz:ns contribute their quoto for purely local work, is the cause of my addressing youon this occasion. I notice from the RECORD columns that acall is now being made for all coast, lake and river commercial in- terests to meet at Boston, Mass., and formulate plans for making what appears to be, at first blush, a concerted raid on the Treasury at the next Congress. The convention is not given even the semblance of a national marine improve- ment committee, but rather does it seem to raise the ques- tion of Congress carrying out works for the advancement of personal riparian rights and the protection of products and industries bordering thereon. The proprietors of one or more lake shore manufactories have no right, rhyme or reason to join forces in making a demand on the Federal Government tor special protection in the form of tremendously expensive and extensive works, such as piers, breakwaters, dredging, etc., or, if so, those most directly benefited should be re- quired to contribute Avo vata. There would be just as little reason in the River and Harbor Com, mittee advising an appropriation for a concrete boulevard to be built in front of Johann Von Der Flukens, Coney Island summer resort, as there would be in the wire pulling tactics of Hans Doodle- dans looking towards Federal protection for his goose-pen on the shores of a lake or river... The average interested citizen seems to think that it is the Mrs. Partington province of the United Stat-s to take care of the water, and, if it laps where it is not wanted to lap, or does not flow where it is personally desired to flow, or in greater or lesser quantities, then, forsooth, it must be madeto do so, as witness the western irrigation. project foisted upon the last River and Harbor Committee, but, fortunately, for the revenue of the country, there is not the “I Will’’ influence of:a . Chicago drainage canal commission to bring about the successful accomplishment of joint individual | schemes for the enhancement of private rights, » wealth and privileges and to accept the taxes of the Dakota wheat grower for the distinctly per- sonal benefit of the proprietors of the lake front furnace, even admitting, for the form of argument,.that by so doing the production of the furnace would thereby be cheapened to the people, and ina similar ratio, as would the national building of a network of railroads. through the sparsely settled farming communities of the great un- developed West. River and harbor works are solely and distinctively for the advancement of the general maritime traffic, as it differs from inland commer-ial progression. The United States Government is not offering subsidies or bounties for the allocation of industries ‘on its coast line or water front, nor are prizes thrown in to further reward the generelly pros- perous and flourishing industrial pursuits carried on in those localities. : There is great safety, gratification and a probable salva- tion in having such a mau as Hon. Theodore E. Burtonin the chairmanship of the House River and Harbor Committee. Now, if ever, and never before has he been so thoroughly en- ‘rapport with the duties of his important office, and all in- terests are safe in his hands, for he will fight the fight of the just while shunning the pamperings of the unworthy cause. Yours truly, RIVER FON Ss: or or LIFE IN SAWN TIMBER. : DuLurH, Aug. 24, 1901. To the Editor of the Marine Record: I wish to mention, through the columns of the MaRrINE RECORD, a singular circumstance that I witnessed years ago. I built the schooner Pioneer in 1866 and sailed her up to July 1868, when it was found necessary to dock her to repair bot- tom damage and in taking several bottom planks off our su- prise was great to find that the floor timbers, which were mostly white ash, had sprouted and brush from % to 1 inch in size had grown out from the corners of the 10 by 10 tim- bers. It is the only case where timber actually gave out life and grew after being built into a vessel and to such an extent that we had to take the lining all out to cut away the brush so that it would not choke the limbers. Yours truly, Capt. WM. OSBORN. — — a oer RECORD OF OLD TONNAGE. '- FRANKSVILLE, WIS Aug. 26, 1991. To the Editor of the Marine Record. Will you please state in the REcoRD the builder, place of building and date of the Jake steamers Amazon, 1,406 tons, Chicago, 935 tons, New York, 704 tons, Susquehanna, 540 tons, Tioga, 695 tous and Wabash, 932 tons. Tuese boats all ran in the 7os. Yours truly HERMAN C. RUNGE. In looking up this inquiry we ran across an omission in the records and accordingly corresponded with Capt. A. B. Drake, Chief Inspector of Inland Lloyds, Buffalo, who very kindly furnishes the following. The Inland Lloyds, as an association,extends back to 1887 and previous to the Inland Lloyds the Associated Lake Underwriters published the book as ‘‘Lake Uaderwriters Association’? but their records'do not mention any ship which passed out of existence previous to 1871, the date of the first Register they published. As the Wabash was sunk evidence is produced that the number has been marked upon the vessel’s main beam. For all seagoing vessels of 100 tons or over numerals and letters are to be designated, and for all other vessels num- erals only. Signal letters may also be assigned to vessels of less than 100 tons when special application is made therefor through the collector. The official number of a vessel must be carved or marked on her main beam, preceded by the abbreviation ‘‘No ’’ and her name, number and signal letters must appear in all her documents. The number must be marked at the expense of the owner, in Arabic numerals, at least three inches in height, when the size of the main beam will permit. Ifthe main beam is of wood, it must be carved or branded in fig- ures not less than three-eights nor more than one-half inch in depth. If the main beam is of iron or other metal, it must, if the beam is black, be marked in white oil paint, and in black oil paint if the beam is any other color. The main beam of vessels plying upon the western rivers is con- sidered to be the beam under the after side of the starboard hatch; and that of other vessels to be the beam under the forward side of the man hatch.- The vessel’s net tonnage must also be carved or perma- nently marked on her main beam, under a penalty of $30, on every arrival in a port of the United States. $$ or a or A CONTINUOUS GAS-LIGHTED BUOY. ILLUSTRATED. Among the marine exhibits at the Pan-American Expo- sition in Buffalo may be found oue of the Pintsch lighted buoys. The buoy is equipped with the flashing light device and is shown in the park lake on the PINTSCH GAS LIGHTED BUOY. by collision with the steamer Empire State before 1871 there is no record in my office as to the time, place where she was built, in fact there is nothing about her. She was built in Cleveland and my impression is that Quayle & Martin were the builders, in 1863 or 64. Capt. John Kirby, of your city, brought her out and no doubt can give you the information you want. The record of the others is as follows. Str. Amazon...... 1406 A. A. Turner, Trenton 1873 ‘*° Chicago...... 935 Banta & Bidwell, Buffalo 1855 ‘* NewYork (833) 704 be ff ss 1856 ‘* Susquehanna.. 540 Moses, Cleveland 1858 “ Tioga 695 Quayle & Martin, Cleveland 1862 The Barge May Richards is built on the bottom of the Susquehanna, From the records we have the propeller Wabash, 721 tons, was built in 1862 and sunk at Port Huron through collision in 1870. —— OO oS or MARKING THE OFFICIAL NUMBERS. CLEVELAND, O., August 28, 1901. To the E-ditor of the Marine Record: I have recently sailed on a steamer where no official num- ber was shown on her beam and it seems never to have been there. Is there not a law requiring the tonnage of a vessel to be painted on the beam as well as the number. What is the rule and law in this case? Yours truly, DA OF) The rules governing the marking of official numbers and tonnage are as follows: Every documented vessel is required by law to have an official number given by the Commissioner of Navigation, upon application of the master or owner through the col- lector, and documents will not be delivered until proper exposition grounds, where it appears to excellent . advantage. On this page will be found an illustration show- ing one end of the lake, and the Pintsch buoy ap- pears prominently in the forward part of the pic- ture. The tower is somewhat different from the standard type as it was made of ornamental’con- struction especially for this exhibition buoy. The building in course of construction, shown in the background of the picture, is the Albright Art Gallery. ——-o TO MANN THE NAVY. The Bureau of Navigation will this year ask of Congress an increase of not less than three thousand men to the authc rized enlisted strength of the Navy. With the recent completion of several battleships and with the prospective completion of seyeral other vessels now under construction, it has be- come imperative that there be a corresponding in- crease in the enlisted personnel. At the present time the Navy is short five thousand men in the enlisted strength of twenty-five thou- sand authorized. It is hoped by the Bureau of Navigation that before Congress convenes the needed five thousand men will have been obtained, and that then it may, with perfect propriety, ask for an increase of thre. thousand, bringing the total up to twenty-eight thousand. An cfficial of the Bureau of Navigation is now preparing a statement which will conclusively show that the commis- sioned and enlisted strength of the Navy will have to be greatly increased during the next five years to keep pac with the proposed plan of increase for the floating strengt.. In 1905 the enlisted strength should be as large as 35,000 men, er a LIGHT-HOUSE BOARD NOTES. ’ S Ay 09 wht The lists of lights and fog signals of the United States, {*? the lists of beacons and buoys in the different light-house 1 districts, or copies of bulletins, published by the Light- 1’( House Board, can be obtained, free of charge, on application 0/* to the Light-House Board, Washington, D C., the inspectors -9" and engincers of the several light-house districts, the United States Custom-Houses, the principal agencies of the United19/™ States Coast and Geodetic Survey, the Hydrographic Office*9w of the United States Navy, and the Branch Hydrographic 09 Offices. - Pap 5) All bearings are given approximately. Bearings are mag-riqo netic and distances in nautical miles on the Sea and Gulf, 5. Bearings are true and distances in statute miles ae coasts. the Northern Lakes and Rivers. Bearings relating to vi bility of lights are given from seaward. positions are given approximately. referred to mean high water. Depths are referred to mean low water. Odd numbered buoys are black, even numbered buoys are red. HS. signifies red and black horizontal stripes. PS. signifies black and white perpendicular stripes. Geographical 70% Heights of lights are — *