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OCTOBER 24, I9OI. THE MARINE RECORD. 13 SUN’S AMPLITUDES. The following approximate amplitudes ‘of the Sun’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 ERIK AND S. END LAKE, MICHIGAN, LAT. 42° N Date. Amplitude. Bearing P’ts. Bearing Comp. Oct.724.2. 1.1595; = S, 654 E.. = Et by S345 Och 2c,.-.H.i7, So. 5. 64 BH.) =) Ec byiS. %.o. Oct. 31....%. 19° S/— 8; 634 BE. = “Ey by S: 5s S. LAKE ONTARIO, S. END HURON AND CENTRAL PORTION LAKE MICHIGAN, LAT. 44° N. Date. Amplitude. Bearing P’ts. Bearing Comp. Oct. 24....H. 16° S, =S. 63.2. = HE by S..%.S, Oct. 28....H. 18°'S2= 5.636 Bot Be by S.. 56) Si Oct. 31....E. 20°S.=S.64% HK. = E. byS. % S. N. END LAKES HURON AND MICHIGAN, LAT. 46° N Date. Amplitude. Bearing P’ts. Bearing Comp. Oct. 2 17° S. == See Bate: GH. by. Se 4S. OCte 28.00.1929) .——.5,1096 Ho —— He by S58. S. Oct 31... 20° S’ = 9; 634 b. = BE. by S. 56S. LAKE SUPERIOR, LAT. 48° N Date. Amplitude. Bearing P’ts. Bearing Comp. Oct. > HAI77S.=S 6%E. = E.byS. ¥% S: Oct; <28). . sh); 20°'S: == 'S: 64, = bby S. % S. Otte er. 41> Oo) — 51 Oe bh by S783 With a compass correct magnetic, the difference between 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. —$———— er ANOTHER ICE CRUSHER. The Milwaukee Evening Wisconsin has the following under recent date: ‘‘After announcements and’ contradictions covering a pe-- riod of several seasons, the Ann Arbor Railway Co. has at last practically arranged for the construction of a powerful steel car ferry designed to maintain amopen channel between Frankfort and M:nominee during the winter months. The design is to cross Green Bay via the Sturgeon Bay canal, and it is intended that she shall be able to break through the heaviest ice that may form, in windrows or otherwise... The No. 5, when built, was designed to accomplish this work, but her power, which consists of the forward engines remov- ed from the Nos. 1 and 2, proved inadequate for the task. The use of these engines, which was determined upon as a matter of economy, proved to be a great mistake, as the hull of the car ferry is said to be strong enough in all respects for ice-breaking purposes. “The new car ferry will be of about the same length and beam as her predecessors, but the hull will be deeper. Thus, in order that she may utilize the Sturgeon Bay route, it will be necessary to create a channel of at least 20 feet. depth, and an appropriation for this purpose will be solicited at the next session of Congress. The plans call for an over-all length of 287 feet, 54 feet beam, and track capacity for 24 cars—the same number that each of the others carry. Her engines are to develop 5,000 horse-power. This will make them, it issaid, about twice the size of those in the Pere Marquette No. 1. It is given out that the car ferry will be built at the Amer- ican Ship Building Co.’s Globe Iron Works plant in Cleve- land. The work of construction will not be commenced until about June next because of contracts'now on hand, and she will therefore not be ready for service until late in the fall of 1902. The steamer’s cost is placed at about $300,000, and the Ann Arbor officials have the utmost confidence that she will be able to force a passage through the Green Bay ice at any and alltimes. Itis about time that their hopes ‘were realized, as they have already expended many thous- ands of dollars in futile efforts to establish this winter route. ‘In this connection, it is intimated that the order for the new car ferry will insure the extension westward of oy Me- nominee & St. Paul railway.’’ Notwithstanding the foregoing, it is not learned that any contract has yet been closed with the American Ship Build, ing Co.—Ep. M. R. or DISCUSSION OF MISSISSIPPI RIVER IM- PROVEMENT SYSTEM. A paper, which was read before the Intérnational Engin- eering Congress, at Glasgow, (Waterways andj Maritime ' Works Section) last month, entitled, ‘‘The Improvement of the Lower Mississippi River,’ by J. A. Ockerson, was pub- lished in full-by the Nautical Gazette, New York. The dis- cussion which followed was interesting, Mr. Whiting, referring to the fact that at the present day’ dredging on the Mississippi was carried out by means of water jets, said it was a fact that when the dredgers are pro- vided with, Mr. Bates’ cutters, the output was very much greater than’ was obtained by the water jets. Mr. W. H. Wheeler asked why more use had not been made of the transporting power of the water instead of. re. moving the material. He paida great deal of attention to the subject some few years ago, and for the last few years he had had in operation an eroding dredger, with which he had’ deepened a number of shallows in a river’ where the mate- rial used to cost something like 1s. 6d. a yard for removing; but which was now removed for about 3d. per cubic yard. ‘It seemed to be a very economical way of deepening the river to stir up,the material and make the water do its own transport. Then another question was, Why stone was used for the mattresses instead of clay? Stone was expensive, and clay was much better for ithe purpose. rivers large mattresses were not used, but fascines about 6 ft. long and 1 ft. in diameter. He had drained a river with a depth of 20:ft. at.low water, and a current of four miles an hour, without any trouble'with the fascines. The fascines should be laced together, and the quantity of earth be more than the weight of the fascines.: Some of the work on the Fen rivers.had been done for more than three-quarters ofa century, and it stood the heavy wash of stcamers of several thousand tons, and avery large fleet of fishing trowlers, which are always running into the banks. Mr. William Brown, of Woolwhich, said that with regard to better work being done by cutters than by water jets, his firm ‘had constructed 10.or 12 dredges a year, and never two alike; and he thought it would be agreed it was hardly possi- ble to say. that:one dredger:was better than another. Each dredger was made for the local conditions with which it had ‘voyage to America. In the Fen — to deal With regard to Mr. Bates’ system, the results brought out on the previous day were very good, particularly in dealing with dense clay. It was quite possible for build- ers in this country to build a dredger of 7,5001. to do 8,000 tons an hour. Mr, Vernon Harcourt thought one of the reasons why the cutters were suppressed was on account of the trunks of trees in the Mississippi, and what were called ‘‘snags.’’ It was found where bars had been recently formed, chiefly of land, that the water jets stirred up the material sufficiently well, and gavea better result than the cutters, which were liable to be damaged by any obstacles which might happen to be amongst the bars. He could hardly believe that the American engineers would use stone for the mattresses if clay did quite as well, and if it was cheaper. — The chairman said the mere statement of the immensity of the problem of the Mississippi was in itself. most interest- ing to see how the American engineers had adapted local materials to their requirements in the construction of the enormous mattresses. MARINE PATENTS. 684 429. Visual indicator for submarine boats. John P. Holland, Newark, N. J., assignor to Electric Boat Co., of New Jersey. 684, 486. Adjustable rudder. Elijah F. Wees, Point Pleasant, W. Va., and William H. Martin, Galipolis, O. 684 697. Storage battery for boats. Robert M. Lloyd, New York,‘N. Y., assignor to the Electric Boat Co., New York, N. Y., a corporation of New Jersey. 684,748. Transporting apparatus. Alexander K. Finlay, New Orleans, La. 684,749. Ventilating system for vessels. Alexander K. Finlay, New Orleans, La. i ———— __ eee A foreign contemporary while condoling with Sir Thomas Lipton over the cup races, Gourock congratulates herself on the fact that Charles Barr, who brought the Columbia so successfully through the ordeal, isa Gourock man. He was originally apprenticed to Messrs. McSymon, the well-known Greenock grocers,, but the’success of his brother John as a yachtsman induced him to follow his example. Charles Barr was one of the crew of'the Clyde 20-tonner Clara on her He also took charge of the American go-tonner Navahoe on her voyage from New York to Cowes, and sailed the Fairlie-built Minerva to Boston in 28 days, His crowning success has been his management of the Columbia. Parveroes bs BAUSCH & LOMB-ZEISS STEREO 2" Used by the Armies and Navies of the World. - Invaluable for Tourists, Sportsmen and Every-day Use. Booklet Free. Bausch é Lomb Optical Co., Rochester, N. Y. New York. hic For sale ae all dealers. MARINE ENGINES, PROPELLER WHEELS, DECK HOISTERS, ! & & . @ sie AT WATE R STREET, sp see ge Re eR RSS a ES SES FECTS TROIT, M THE—_> if azn | = Bliss LIQUID (it COMPASS Made in seven sizes by JOHN BLISS & CO., 128 Front Street, New York, is finely finished sensitive, accurate and durable. and is extremely steady. pass ever made in this or any country. For sale by ship chandlers generally. Moves quickly Is the best Liquid Com-