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FEBRUARY 13, 1902. THE MARINE RECORD. 43 t === ee TREASURY DECISIONS. MEASUREMENT OF VESSELS. Spaces exempt from measurement under French laws, but not exempt under laws of the United States, may be separately stated in an appendix to American: registers for use in French ports. TREASURY DEPARTMENT, BuREAU oF NAVIGATION, Wasuincron, D. C.,January, 29,1902. Collector of Customs, New York, N. Y. Sir: Your attention is invited to the decree of March 7, 1899, of the French Government, by which, in ascertain- ing the tonnage of French steamers under the French law, it 1S not necessary to include spaces above the deck for the exclusive use of passengers, such as smoke rooms, con- versation or’ social halls or music rooms, ladies’ boudoirs, bars, skylights, or staircases. There are also excluded so-called navigation spaces, such as sky-lights, wheel room, chart room, cabin for helmsman, side-light turrets, storeroom, refrigerator, bakery, lamp room, hospital, and, in general, all spaces not available for the transportation of passengers or merchandise. An act approved March 2, 1895, provides— Upon application by the owner or master of an Ameri- can vessel in foreign trade, collectors of customs; under regulations to be approved by the Secretary of the Treas- ury, are authorized to attach to the register of such vessel an appendix stating separately, for use in foreign ports, the measurement of such space or spaces as are permitted to be deducted from gross tonnage by the rules of other nations and are not permitted by the laws of the United States. Upon application by the owner or master of an American vessel engaged in trade with France, you are authorized to attach to the register of such vessel an appendix, for use in French ports, stating separately the measurement of the spaces mentioned above in so far as they are not, required to be added to the tonnage under the laws of France, but are required to be included in tonnage under the laws of the United States. Such an appendix should cite this letter as authority, and should be under your seal and signature. Respectfully, T. CHAMBERLAIN, Commissioner, Approved: O. L. Spaulding, Acting Secretary of the Treas- ury. Priot VESSELS. Pilot vessels must be enrolled or licensed under the navi- gation laws, if of the capacity therein specified. TREASURY DEPARTMENT. Bureau oF NAVIGATION. Wasuincron, D. C., January 30, 1902. Sir: This office is in receipt of your report, dated the 23d instant, upon the application of Mr. John P. Virden, president, of the Pilot Association for the Bay and River Delaware, that the pilot schooner J. Henry Edmunds, be exempted from enrollment. The question involved whether such vessels may properly be exempted from the regulations relating to the enroll- ment and license has been considered heretofore. Decision of January 17, 1877 (T. D. 3076), states: The subject has already been before the Department, and received its mature consideration in the case of pilot ves- sels plying in other locatities, and the ruling made, with the grounds on which it rested, is as follows, viz.: All vessels used in the business of pilotage are regarded as en- gaged in “trading,” and should be required to be licensed under the coasting laws. A failure to comply would sub- ject them to the burdens and penalties prescribed in sec- tion 4371 of the Revised Statutes. The safety of the reve- nue demands that vessels whose occupation causes them to have intercourse with others entering ports of the Unit- ed States should be under the regulation of the revenue laws. The collector of customs at Boston in that case was in- structed to require the vessels concerned to be documented. The regulation has been in force since, and the Bureau per- ceives no good reason why such vessels should not be in- cluded in the statistics of tonnage of the United States, or why they should not be documented so as to be subject to the penalties denounced by the act of January 16, 1805, relating to violations of law on the part of licensed ves- sels, etc. In the case of the steam pilot boat Philadelphia, mentioned in the Bureau's instructions of July 7, 1897, you were advised that you need not require enroliment until you should have evidence that she was “employed in trade, as comtemplated by law.” No law is found expressly exempting such vessels from the regulations, and the Bureau declines to waive its re- quirements, in favor of the pilot schooner in question. It may be stated that in other districts it is the practice to document such vessels. ; You will please be governed accordingly. Réspectfully, E. T. CHAMBERLAIN, Commissioner, Collector of Customs, Philadelphia, Pa. or ior LAKE SUPERIOR NAVIGATION. The publication in The Mining Gazette of stories of the early sailing on ijake Superior has aroused some in- terest on the part of well known citizens who have begun to look through old scrap books with the result that some very interesting articles are found. W. D. Calverley has an interesting collection of stories of the early days in the copper country, which he has given the Mining Ga- zette to use. These stories will be published from time to time and others having data would confer a favor upon the paper if they would send it in. One of the stories published in the Detroit Journal several years ago, reads as follows: Captain John Parker, of Ontonagon, who is 78 yars old, claims to be the only surviving lake captain who was mas- ter of a vessel on Lake Superior as far back as 1874. He was on the Mississippi in 1844, running between St. Louis and New Orleans, went on the Great Lakes in 1846, por- taged,;around the ‘Soo’ before the government had dug a canal, shot the rapids, was overturned, and three men were drowned, and in his career has explored every nook and corner, of the Great -i,akes. Capt.. John,G. Parker left Milwaukee with Capt. Calvin Ripley in the spring of 1846 on the propeller “Genesee Chief” for Mackinac, then took the steamer Franklin (Cap- tain Benjamin) for the ‘Soo,’ where Captain Ripley had left the. schooner Fur Trader, which he had hauled‘ over’ the nortage in 1845. “The season of 1846,’ says Capt. Parker, “we ran be- tween the ‘Soo’ and upper lake ports. In 1847 Capt. Ripley left me in charge to carry stone for the first lighthouse on Lake Superior—-on Whitefish Point. The next light-house was built on Manitou island, off Point Keweenaw. The next was at Copper Harbor. house on Lake Superior, as the light-house on Whitefish Point was finished in 1848. Y “Martin Beaser and myself bought the Fur Trader in the fall of 1849. She was lost in Eagle Harbor in 1852. In the spring of 1853 I bought the schooner George W. Ford, in company with the Minnesota Copper Company, and James Burtenshaw, of Ontonagon. I hauled her over the portage at the ‘Soo’ and traded between the ‘Soo’ and upper lake ports. The Ford was lost at Eagle Harbor in 1870. “In the meantime I sailed the propeller General Taylor in 1859 and 1860, the Mineral Rock and Burlington in 1860 and 1861. In the fall (or winter) of 1860 the Burlington landed at La Pointe on Deceinber 8, with FE. F. Prince and his winter supplies. - I went down to Ontonagon and laid’ up the Burlington on December 9, and took her below AOS REE SS TEES RN IA ORNL WINTER MOORINGS. A 32-page booklet showing where about 2,000 vessels are Jaid up for the winter. It gives steamers, schooners and barges and a list of tugs as well as a list of the vessels which were lost last season and is quite re- liable, being taken from correspondence at the various lake ports. Copies sent by mail prepaid on receipt of 25c. The Marine Recero Publishing Co., Western Reserve Bldg., Cleveland. Ohio. In 1847 there was no light-. ee to Detroit in the spring of 1861. I then sailed the George W. Ford until she was lost in 1870. “In 1850 the ‘Soo’ canal was opened. The steamer Illinois was the first boat through on the way up, and the North Star next. The George W. Ford was the first vessel locked through on the way down, with a load of copper from the Minnesota mine. “I located in Ontonagon in 1848, and built the first frame house there. The lumber was cut by Irving Leihy on Bad river and was taken to La Pointe on battons. Front there I took it to. Ontonagon on the Fur Trader. Onton- agon has been my home since that time. I landed the first barel of freight at Carp river (now Marquette) for the Jackson iron mine in 1848, with the Fur Trader. “In 1846 the Fur Trader landed an exploring party on Minnesota point (now Duluth and West Superior) in charge of Capt. Peck. It was there I met Mr. Bungo, a full blooded negro. who said he was the first white man settled in Superior. ; ‘ “The following boats were in commission on Lake Su- perior in 18467," - oe “Schooner Whitefish, owned by the Hudson Bay Co., Capt. Lampshire. ‘Traded principally on the north shore for the Hudson Bay Co.? ; “Schooner Julia Palmer, Capt. Wood. “Propeller Independence, Capt. Avery. ~ “Schooner Unclé Tom, Capt. John Standard (run the rapids at the ‘Soo’ in 1847). “Schooner Swallaw, Capt. Redmond Ryder. “Schooner ‘Merchant, Capt. Moore (lost in 1847). “Schooner Fur ,Trader, Capt. Calvin Ripley. “Schdoner Chippewa, Capt. Tom Clark. “Schovner Napoleon, Capt. Stewart. “Schgoner Siscawit, Capt. Barney. “Sloop Argyle, Capt. Joy (owner). bette ch doner Algonquin, Capt. John Kay, Sr. “There were other. boats on Lake Superior before 1846, but-I give this list simply to show what vessels were doing business at that date.” oo or oo The shipyatd at Collingwood is working on plans for three large steamers, one of which, being built for the Playfair Co., will have a capacity of 185,000 bushels. The yard will be enlarged in the spring. ——$—$—— a or The “Prensa,” of Buenos Ayres, recently published a very interesting accoynt of the expedition sent to Cape Horn by Chile with the object of selecting a site for a lighthouse, which it is proposed to construct upon Land’s End, the southernmost point of South America. Contrary to the experience of all previous expeditions, the surveying ship reports most. delightful weather in the vicinity of the Cape, with calm, bright days. A fine bay was discovered in the vicinity of the Cape, which is described as being one of the best of natural harbors. This discovery and the pro- posed placing of a lighthouse in the locality named is of:, great importance to navigators. | i hae ee 2} a SA a Oe POI oe SR ee MARVELOUS THE NEW : BAUSCH & LOMB-ZEISS STEREO 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. ¢ " K BY fig" Me ate AEE Oe eae 5. HOD GEAL MARINE ENGINES, ae -) Co) -1 1 i - We e ~ DECK HOISTERS, MARINE REPAIRS. a @ sie ATWATER STREET, DETROIT, MICH. THE —~_ HLL & | Bliss LIQUID iri Made in seven sizes by JOHN BLISS & CO., 128 Front Street, New York, is finely finished sensitive, accurate and durable. Moves quickly Is the best Liquid Com- and is extremely steady. CO A | Pp ASS pass ever made in this or any country. For sale by ship chandlers generally.