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DEVOTED TO NAVIGATION, COMMERCE, ENGINEERING AND SCIENCE. ESTABLISHED 1878. Pusiisnep Every THURSDAY BY THE MARINE RECORD PUBLISHING CO. Incorporated. Cee RUSKIN cs sicie «cscs s Oe Une s ehure Pe wa ..- Manager Carr. JoHN SWAINSON........0.eeeeeeees Pee ees < BuGltOr CLEVELAND, CHICAGO. Vestern Reserve Building. Royal Insurance Building. SUBSCRIPTION. One copy, one vear, postage paid..........2.+seeeeee $2.00 One copy, one year, to foreign countries............. $3.00 Invariably in advance. ADVERTISING. Rates given on application. pe eee ee All communications should ee addressed to the Cleveland office, THE MARINE RECORD PUBLISHING CO. Western Reserve Building, Cleveland, O. Entered at Cleveland Postoffice as second-class mzail matter. No attention is paid to anonymous communications, but the wishes of contributors as to the use of their names will be scrupulously regarded. CLEVELAND, O., MAY 15, 1902. RIVER AND HARBOR LINES. At, on, or about the time a river or lake port begins to show a volume of commerce, the most valuable frontage, reclamation and riparian rights are held in possession. The next step is to importune Congress for an appro- priation of certain moneys to be expended in facilitating the general commerce of the port or locality. The Chief of Engineers, Corps of Engineers, U. S. A., is then called upon for a report, and he in turn must receive the assent of the Secretary of War, to cause preliminary examinations and surveys to be made, also estimates of the projected improvements, etc., the same to be submitted to a Board of Engineers, and thence through the Chief Engineers to the Secretary of War, to be later placed in the hands of Con- gress. : : By this time, the port has already loomed into a district of commercial importance (as witness the number on each lake during the past decade) and riparian rights, fore-shore privileges, etc., are brought under consideration. It may be understood that at all ports there is what is known as an inner and outer harbor, the lake limit of the former furnishing the inner or shoreward line of the latter, this feature, coupled with riparian and insome cases squat- ter’s claims, holds the lake front property in the vicinity of the harbor, in continual and long drawn out litigation. The inner harbor, its conservancy and improvement, rests with the municipality, and is a distinctly local feature, the outer harbor is, for the same purpose, under Federal juris- diction. The argument which we seek to bring forward in this connection is the advisability of the outer limits at the inner harbors being fixed and delineated prior to any claims being made on Congress, as it is stated that encroachments have been made and buildings erected, etc., on what was formerly considered Federal improvements. There can be no good reasons advanced in support of delaying preliminary surveys, while there is much to be said in favor of establishing harbor limits, especially in those localities where there is a prospect or probability of _improvments being required in the future. It is well understood that the Corps of Engineers, U. S. A., are now more than eyer, a well worked, busy, scientific arm of the government, at the same time there might be - the lakeward lines of all probable harbors, and, even should a modification of these lines be found of advantage in the be future, with good reasons adduced therefor the change sufficient talent at occasional leisure at disposal to lay out THE MARINE RECORD. could be brought about in due course after a final survey had been made, and estimates placed before the River and Harbor committee for action thereon to be taken by Con- gress. i —$—$— — ———— rr ee “Wunp velocity and: fluctations of water level on Lake Erie,” is the title of a pamphlet just received from the De- partment of Agriculture, Weather Bureau, prepared under direction of Willis L. Moore, Chief U. S. Weather Bureau, by Alfred J. Henry, professor of meteorology. It is with some degree of satisfaction that we note the attention now being paid to the meteorology, hydrography and general physical geography of the lakes, and prevailing local condi- tions. . The Weather Bureau in particular is deserving of commendation for its active, technical and scientific re- searches in the interest of the foregoing. ———— OoOgqO eo IN view of the increased commerce from the lakes via the St. Lawrence route, it is gratifying to learn that the Dominion government intends to pursue its investigations relative to Gulf and costal tides and currents in that viéin- ity. We have excellent authority for stating that the action of the currents and dangerous indraught off Cape Race will be closely observed by the highly skilled and trained scientists now in the service of the government. The work along these lines now in hand is unquestionably of the greatest maritime and commercial importance to Canada, and meas- urably so, to the citizens of the United States. ——$—$—$ $$$ $$$ <<< Tue thanks of Tue Recop are due Hon. E. A. Bond, State Engineer and Surveyor, Albany, N. Y., for a copy of his annual report for the fiscal. year ended September 30, IQOI, as transmitted to the Legislature of the State of New York, January 22d, 1902. ——$— a So MORE HYDROGRAPHIC WORK. Capt. Southerland, U. S. N., chief of the Hydrographic Office, has been deeply interested in the physical changes reported to have taken place in the Antilles as a result of the earthquakes and volcanic outbreaks, and he is planning to undertake immediately, with the approval of Admiral Bradford, U. S. N., a series of hydrographic surveys. If the current reports as to the tremendous subsidence of the sea bottoms near the Antilles are accurate, then there un- doubtedly have been corresponding upheavals of the bot- tom in other sections which have created great menaces to navigation through the fact that they.are not charted. Capt. Southerland points to a curious fact, namely, that a year ago there was what might be regarded as a promoni- tory sign of the tremendous disturbance which has just taken place in the earth’s crust. The “Notice to Mariners,” of June 8, one year ago, contains the following note: “Capt. Thomas, of the schooner Kate, reports that May 5, about 3 miles eastward from the south point of Martin- ique, the sea rose with great fury, breaking as if on rocks. This continued for about four hours; then the sea became quite smooth again. The schooner labored very heavily, sustaining slight damage, and was uncontrollable during the phenomenon, the light airs from the southeast not giv- ing her steerage way. No current was observed. The weather was fair.” —_—_——_—_—_——— Oe THE SHIPBUILDING INDUSTRY. The Census Bureau has issued a report on shipbuilding and repairing in 1900. It shows a capital of $77,362,701, invested in the 1,116 establishments, reporting for the in- dustry. This amount does not include the capital stock of any of the corporations. The value of the products is returned at $74,578,158, involving an outlay of $2,008,537 for salaries of officials, clerks, etc.; $24,839,163 for wages; taxes, etc., and $33,486,772 for materials used, mill supplies, freight and fuel. The report says: In 1900 the tonnage under American registry was only 826,694, showing a loss of 461,631 tons since 1890, a shrink- age double the total new registered tonnage built in the United States during the decade. The number of shipbuilding establishments, from 1850 to 1900 increased 17 per cent., while the capital invested in- creased 1,340 per cent. During the same period the average number of wage earners increased 261 per cent., and the total value of con- struction and repair 340 per cent.’ ‘The average capital invested in the eight navy yards of this country is $6,785,- 064. At all the shipbuilding establishments in the coun- try, from 1890 to 1900, the average capital invested per establishment increased 129 per cent.; the average wage earners, 55 per cent., and the average product of the es- tablishment increased 59 per cent. The following states re- ported either a capital of products of more than $1,000,000 each :California, Connecticut, Delaware, Illinois, Maine, Maryland, Massachusetts, Michigan, New Jersey, New York,Ohio, Oregon, Pennsylvania, ginia, Washington and Wisconsin. The report says it is probable that the contest for primacy in shipbuilding during ‘the next decade will be between the Delaware river and the Chesapeake Bay districts. — Rhode Island, Vir-° MAY 1 UNIVERSITY OF WISCONSIN. Summer School for Apprentices and Artisans, ducted under the auspices of the College of Engi Second summer session, June 30, August 8, 1902. school is intended primarily, to give to stationary neers, superintendents of power stations, machinists, tisans, and apprentices in various trades, such math cal, laboratory, and shop instruction as would be of most practical value to persons in these employeme and which could be imparted in the limited time of weeks. peice Any person over sixteen years of age, speaking the lish language and having a fair knowledge of arithmeti will be admitted. ‘The school has a faculty of ten, con posed of regular professors and instru¢tors - fro faculty of the College of Engineering. Deo Correspondence school students will find the opportu: ties for laboratory and shop work here offered particularh helpful. In case the classes of practical workers named aboy not furnish all the students which can be accommodate others will then be received as follows: Regular studen in the College of Engineering who wish to do their sh work during the summer school; persons who wish to qualify themselves to teach manual training in high schools; and high school students who wish to get manual training practice. The tuition fee for the term is fifteen dollars for courses. In addition to this there are laboratory fees o five cents per hour for all time spent in such practical Power, Steam Engineering, Strength: of Materials, Shop Work in Carpentry, Forging, and Machine Tools. For a more detailed description of the work given, i these courses, and for other information concerning t summer school, send for Bulletin No. 44, to. J. B. John: son, Dean of the College of Engineering, Madison, Wis. © This is an effort on the part of the regents of the Stat University and of the faculty of the College of Engineer- ing to do what lies within their province in the great fiel of industrial education. The school was started las year as an experiment, and has proved eminently success ful, as shown by the personal endorsements of some of those who took the courses as given in the accompanyin' four-page circular. This school is not self-supporting, - as the fees pay but a small -ortion of the expenses; th remainder is paid out of the general University funds. $e ABLE RIVER PILOTS. Everybody knows about the pilots of the ferryboats — on the North and East rivers, who, whatever the wind — and whatever the state of the tide, bring their boats into — their slips trip after trip with such nicety of handling that you can scarcely tell when the big boat strikes the bridge. — But there are other pilots on the Harlem and Hudson ~ rivers who do remarkable work of this sort, too, of whom ~ very few people hear; the same being the pilots of the big tugboats that haul down the great floats with railroad freight cars. ' Up the narrow Harlem, from the East river, comes the big tug with two great unwieldy floats, each carrying eight — or ten cars, lashed one to either side. Big as she is she looks small, and she is small, as compared with th long, wide, blunt-ended floats. ar But the tug has got the power, and the man at her whee knows how to handle it; and, whether the tide is ebb or flood, or whatever the wind may be he brings the two great scows up the narrow river, and puts ’em in the slips” where they belong just as nearly and surely as he wou! put himself in there alone. The river is so narrow tha a man can’t come at the slips straight from open water in front, but has to come up and stop and turn and work his way in. But this he does in a manner to command ad miration. : With those two great, bulky barges lashed to him h comes up the river to pretty nearly opposite the ends 0 the slip, coming along just as quietly and easily as can b and then he begins manipulating his tow to get it heade around toward the slip. You can hear from where are standing on the bridge over the river, every now an then the deep, sonorous sound of the engine room go as the man in the pilot house pulls on the finger-h and instant with the sound of the gong comes the churn of the water under the tug’s stern, as the screw is turne in answer to the signal; for the man in the pilot hous and the man in the engine room work together. Ha There’s no hurry or worry about it all, but to the accom painment of an occasional musical gong strike or two, an the churning of the tug’s propeller, you see the two greal floats with the tug between them turning steadily, and thet before you know it two floats are going in. a With the floats secured at the shore and the tug ca loose and backs out clear of them into the stream, aml then for the first time the folks looking on see what sort of boat she is. Before that about all they had seen of ht was her smokestack and pilot house rising above the roof: of the cars on the floats, but now here she is, with no g gerbread work about her, but an able boat and with : steamboat man in the pilot house. 2