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OCTOBER 17, Igor. THE MARINE RECORD. SUN’S AMPLITUDES. The following approximate: amplitudés jof ‘the Stin’s ris- ing or setting will be given each week in this column dur- ing 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 elements which may be obtained by taking these .am- plitudes are the quantities known as local attraction, va- riation.and .deviation, or the total difference between com- pass and true, or geographical bearings. LAKE ERIE AND S. END LAKE MICHIGAN, LAT. 42°'N Date. Amplitude. . Bearing P’ts. Bearing Comp. Oct. oH. 13° S.== 8. 6% BE. =. EH. by S. 4S. Oct. ari." H. 14°S. = S>64 ER. = E. byS. X S: Oct. ..H. 15° S. =S. 65 E. = ..E; by-S: %°S. LAKE ONTARIO, S. END HURON AND CENTRAL PORTION LAKE MICHIGAN, LAT. 44° N. Date. Amplitude. Bearing P’ts. Bearing Comp. Oct. 18....E.13°S)=S. 6% B:' = EB. by S: % S. Oct, 21.....E. 15° S. = S..656 B. = E.byS.%S Oct. 24....E.16°S.—=S. 63H. == BE. by S. 40S. N. END LAKES HURON AND MICHIGAN, LAT. 46° N Date. Amplitude. Bearing P’ts. Bearing Comp. Oct.218).° 3B 14S) = S163, B.. == Ey by S. 4S. Ch eis. Hatihe) S.= 5.655 HB. = “EH. by S.34°S. Oct. “B.172:S. = S$. 6% EB... )E.by S. 4S. ni LAKE SUPERIOR, LAT. 48° N Date. Amplitude. Bearing P’ts. Bearing Comp. Oct.::18....E. 14° S: = S. 6 E.. = E: byS. echehs Oct. 217r:.E. 16°-S. = 8) 656 B.' =~ Ey by, S: 3% S Oct. in d79S. 9. 0% EH. =. E. by S. &% s. With a compass correct magnetic, the observed and true bearing or amplitude, will be the variation for the locality. Should there be any deviation on the course the vessel is heading at the time of taking the bearing, the difference between the observed and the true amplitude after the variation is applied will be the. amount of deviation on that course. If the correct magnetic bearing is to;the: right of the.compass bearing, the*devia- tion is easterly, if to the left, the deviation is westerly. rr SSS NEW LINES OF THE HAMBURG-AMERICAN STEAMSHIP CO. It is reported on good authority, states the U. S. Consul- General, at Frankfort, that four new lines are to be incor- porated with the Hamburg-American Line: (1) The ‘‘Jebsen”’ Line, between Shanghai and Tsintau. This line was subsidized by the German Government; it is proposed to enlarge the service and extend it to Chefoo and’ Tientsin, the Hamburgh-American Line wishing to gain part . of the Chinese shore trade. (2) The.share held by the Bremen firm of Rickmers ina line operated on the Yangtze by the North German Lloyd. It is expected that the Yangtze commerce will soon increase greatly. The North German Lloyd and the Hamburg- American Line in this case work together. (3) The third project isthe regular Kast Asia and San Francisco route, by which (using the overland route between San Francisco and New York) a more rapid communication with the Fst will be secured than via the Suez: canal. (4); The fourth enterprise is the purchase of the British Atlas Line, operating between New York, the West Indies, and South America. the difference between: A LARGE WHEEL FOR MINING PURPOSES. The Robert, Poole & Son Company, iron founders and ma-. chinists, at Woodberry, Baltimore, Md., is finishing what is said to be the largest wheel of its kind in the world. The wheel is 65 feet in diameter, and, with its supports, will weigh over 500 tons, The Railway and Engineering Review, Chicago, states that the order was placed by the Calumet & Hecla Mining Co. to carry away the refuse from the stamp mills at one of the great mines on Lake Superior. Upon the wheel, which is known asa sand wheel, will be arranged 550 buckets, each measuring, 4 ft. 6in. by 3 ft. As the wheel revolves each bucket will scoop up its capacity of earth and refuse, which it will dump into a troughat the top of the wheel, whence it will be carried away by the water in a sluiceway. The.axle is 27 ft. long, 32 in, in diameter, with a, 26-inch hole through the center, and weighs 21tons. The. wheel was laid off in 20 segments, and built up in sections. It consists of two concentric rings, one on the inside for the purpose of strengthening the entire structure, and another ontside, consisting of a toothed rim fastened to the inside rim with bolts.. Running from the hubs on the ends of the shaft to the segment are 4o steel spokes, built on the princi- ple of a bicycle wheel, and arranged with special nuts and threads for fine adjustments when the wheel is finally set-up at the mine. When put into actual use the wheel willbe. operated by an electric motor of about-7oo h. p. - Its motive power will be communicated to the big wheel, by. gearing. Upon each segment of the big wheel are; 29 ;teeth, or a total: of 520. The smaller wheel or pinion, by which it will,be driven, is 3 feet in diameter. When working at the mines it is expected that the big wheel’ will make. 10 revolutions. per minute. It ie expected that the wheel will be ready for delivery in about four months;:when 30 or 40 gondola cars will be required for its transportation, several of which will have to be built especially for the aceommodation of the- large castings. ELECTRICITY VS:, STEAM ON'SMALL BOATS. Referring to the fact that electrically propelled boats have already ceased to be a novelty among us, though the fact. has probably escaped the attention of the public at large, ow- ing tothe greater publicity given to the transformation of tram and railway lines into electric lines,a writer in Feilden’s- Magazine, in order to point out the adyantages secured by using electricity instead of steam on most of the smaller ves- sels, gives the summary of an article on the subject published recently by Mr. E: W. Ehnert, in a German engineering paper, from, which we quote the following: ‘‘Cleanliness and decreased vibration are in themselves strong points in favor of usingelectric energy, but, what in time will definitely detide the choice as far-as pilot boats and harbor police boats, for instance, are concerned, is the fact. that for all boats that are in constant demand the annual cost where electricity is used is considerably less than where steam furnishes the propelling power. Boatsthat must be in readi- ness ata moment’s notice, if steam is used in them, have to keep steam up, whether moving or at rest, and consequently. waste a great amount of fuel. If electricity is used the cur- rent can be shut off and restarted at any moment, so there is no waste of energy and fuel while the boat is at rest. The best, method of using electric energy in boats under the present conditions. appears to be the employment of accumulators;-and, as Mr. Ehnert points out, experience seems to show that thé old-fashioned Plante type accumula- tors are preferable, notwithstanding their greater weight and: cost, to.those with paste: plates. - There are,'no doubt, many other cases:in which electrically ; driven boats will supersedé those propelled by. steam, and'the-increase of their number will lead to the increase of charging stations on the banks of rivets ard lake shores, thus extending the limited radius within which electri¢ boats at present can be used. This adds another reason to the many which should induce manufacturers to secure at last a reasonable shate of the profits that during the. present century will be derived from j 8 electrical engineering, ery ; é SSS eS EXPANSION IN*USE OF ‘STEEL. . The Carnegie ship plate-plant is to be enlarged at-a-ccst of $3,250,0co. The pressed steel car plant will be.extended at a cost of $4,500,000. This latter enlargement is to enable the:company to manufacture steel car wheels of improved desiga: ; These facts indicate a growing demand’ for steel andi {ron by the concerns that provide the means of transportation on sea.andon land. The ship yards of America are pushed far, beyond their capacity and ‘are preparing to accommodate a larger. amount. of :construction. The expansion in the ship- building line will be something very great in the next few Years. tee we Besides these; ‘latpe items: of demand for steel, there are smaller, ones that are more or less new, and some of which, promise to grow. to large proportions. The tendency is to, substitute steel for wood in the construction of river, lake, canal and harbor barges, and the change must finally use up a vast amount of metal. It cannot be very long before steel will be substituted for wood in the frame work of all pas- senger coaches and sleeping cars. Wood is becoming scarce and dear. Its inferiority to steel in a great many kinds of construction has long been known, These two facts make the substitution of the latter. sie a matter_of time. ee + In-view of the statements which have been made arising out of the loss of the steamers Assyrian and Delmar, to the effect that the disasters might have arisen through the grave discrepancy between the British and American charts in, re, gard to the variation shown off Cape Race, the following pronouncement from Admiral Sir W. J. L Wharton, hydro- , grapher.to the Admiralty, will be read with’interest: ‘‘The ' variation curves shown on the Admiralty charts are drawn: from the most recent observations in the possession of: the Hydrographic Department, and are believed to be correct.’’, This implies of coprse, that the American data is not correct; and it is to be hoped, in the interest of navigators, that the United States Bureau of Shipping will take notice of Admirak Wharton’s statement.—Syren and Shipping, London. 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