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JUNE I9, Ig02. ch aiaee ing vessels, and we call the.attention of our readers as well as the inspector to the fact that the law authorizes no special or. particular manner in which the giving way _ vessel shall keep clear, and it is technically and practically proper that the law should not’ seek to do so, for, the vessel whose duty it is to give way, must be given the right of*action in carrying out any manoeuver which she y see proper inorder to safely keep clear of those having the right of way. In the case in question, the findings of which is given n another column’ of the Rrcorp, the vessels were pro- ceeding on parallel lines and opposite courses, a situation which did not involve action in so far as the “Rules of the Road” were or are concerned, because, there was no danger of collision, nor in such cases can there be any as long as the two vessels maintain. their respective courses. We read, however, in the evidence presented before the inspector, that the one vessel. was so far to the unnecessary, at least none were given. The inspector ruled that the position of the vessels should have been understood as approaching each other end on.or nearly -so and that it was the duty of each to signal by whistle and then to port, a rational decision if their actual positions were such as assumed. To the average understanding of a majority of pilots it will no doubt appear -that the Hadley in describing a semi-circle from her position north of the Wilson, and cutting the latter vessel down by running into her port side, was clearly and solely at.fault, and that the Wilson by porting in extremis had acted skillfully enough to suit the inspector’s views, if she had only blown her whistle right along, or in other words if the master of the Wilson had been handling the Hadley as well as his own. vessel no collision would have occurred. —— ee DO" _ LOCAL ATTRACTION AND VARIATION MIX&D, Someone, apparently in ignorance of the formation of sailing ‘charts, has been writing the engineer office at Detroit regarding the issuance of a magnetic chart of Lake Superior. Major W. L. Fisk, Corps of Engineers, US. A., who is in charge of the lake survey office at De- troit, says: “The subject of magnetic observation has received con- siderable attention in this office and it is intended to con- tinue them in connection with the other work of the lake survey as has heretofore been done. As to whether a special chart devoted to magnetic curves only is desira- ble is a question not yet decided. Our charts now show the latest magnetic determinations at all places where re- liable observations have been taken, and it seems quite probable to me that this would be more convenient than to be. obliged to go to a special chart for such information. Ass the magnetic variation at Grand Marais, Minn., deter- ‘mined in May, 1887, varies from two degrees west to nearly twenty-four degrees east within a distance of about a milé, it is quite evident that a magnetic chart would be of little use in that particular locality.” Major Fisk fully realizes the difficulty of determining the curves of local magnetic attraction among the veins of iron ore in the vicinity of Grand Marais, besides, it is the work of the mining professional or prospector to locate the degree of attraction in such districts, and not the pilot or sailing master. So, even with a knowledge of the geological formation and consequent local attraction of the magnetic needle, it would be, as Major Fisk inti- mates, of little use to the person afloat and working along on a course clear of the coast line or spots wherein local attraction developes. oO owvmn _Apmirat Melville U. S. N., announces a notable ad- vance in oil fuel combustion, which indicates that the Navy may. soon dispense with coal. A board of engineers under his direction has succeeded in producing one-third more steam from a standardized boiler with oil than was pos- ble with the best coal, and it is thought that the use of iquid fuel is on the point of tremendous development for marine purposes. In careful tests, extending over a whole year, the value of coal as a fuel has been accurately determined, and in the last week the same boiler has been fired with oil in the preliminary series of exhaustive tests, ch will last several months. The result from the have astonished the skilled experimenters, and, while e wild claims of oil boomers are in no likelihood of ver- ication, it seems almost certain that oil fuel will supersede al as a controlling element of naval warfare. north of the other that passing signals wete considered’ THE MARINE ‘RECORD, SHIP BUILDING CO. BUYS STEEL WORKS. Daniel Leroy Dresser, president of the Trust Company ,. of the Republic, announces that his company has com- pleted negotiations for) the. purchase. of the Bethlehem: Steel Co, by the newly formed United States Ship Build- ing Co. A large portion of the output of the Bethlehem Steel Works is armor plate. 4 ‘ : Lewis Nixon said of the purchase: “It gives to the United States a company capable of building a battleship complete with armor and all equipment. No. such com- pany exists elsewhere in the world. Arrangements have been made with’the United States Steel Corporation by which prompt deliveries of hull steel on favorable terms will enable us to »romise vessels absolutely on time. The Bethlehem Steel Co. was organized in 1889 with a capital stock of $15,000,000, all common, par value $50, upon which $1 per share was paid: Later the company leased the Bethlehem Iron Co., the capital stock of the latter concern beine $7,500,000. In* August, 1901, the combined companies were purchased ostensibly by Charles M. Schwab, president. of the United States Steel Corpor- ‘ation, the purchase price being $24 a share for the 300,000 shares. The real purchasers are said to have been a syn- dicate of stockholders of the United States Steel Corpora- tion. The bonded debt of the company is $8,851,000. ‘The products of the corporation are armor plate, gun forgings and steel forgings for marine stationary engines. ‘The plant is located at South Bethlehem, Pa., and extends over an area of thirty acres under cover. ‘The officers are: Edward M. Mcllvain, president; E. Borie, vice presi- dent; H. §S. Snyder, secretary treasurer. Directors—R. P. Linderman, FE. T. Stotesbury, E. M. Mcllvain, Archi- bald Johnston, George F. Baer, J..P. Ord, and Charles McVeagh. ; > LOCATION OF WRECK. A survey party from the U. S. Engineer’s office, Duluth, have completed their soundings of the localitv of’ the sunken whaleback steamer, Thomas Wilson. The hull itself lies on the bottom about as follows: North, 5. de- grees west, true bearing and north 13 degrees west mag- netic bearing. The Wilson lies in seventy feet of water, 1,500 yards from the lake end of the ship canal and about 340 yards south of a line of axis of the canal if the line was prolonged. It is 187 yards south of the usual sailing course to Devil's island. The true bearing of the wreck from the light-hotse on the south pier is north 75 de- grees east and the magnetic bearing north 67 degrees east, showing 8 degrees variation in that locality, or 3% of a point. Capt. Gaillard, -orns of Engineers, U. S. A., in charge of the district, has notified the lake survey office at De- troit, the U. S. Engineer at Houghton, the “Soo” and the chief engineer cf the U. S. Army. Only a little discolored water made reddish from iron ore now shows the spot where the ill fated boat sunk. Occasionally little air bubbles come to the surface. on oo LAKE FREIGHTS. Iron ore freight rates rule steady at season rates with fairly brisk chartering, and less detention for vessels at both ends of the route. The several day’s blockade at the “Soo” permitted the receiving docks at ports of dis- charge being well cleared up, and this advantage has been maintained, amore liberal supply of cars allows the send- ing of iron ore forward to furnaces, and with no further delays the month has yet time to make a fairly good showing in’ the Lake Superior iron ore trades. Last season showed shipments of 20% million tons, this season the record is expected to reach 24 millicn tons, and the figures as already worked out makes this quantity well within the bounds of probability. Coal freights remain unchanged at 45 cents to Lake Michigan from Ohio ports, with steady chartering since the Pittsburg Coal Co. placed the % million tons two weeks. age, at 40 cents to Escanaba, and 35 cents to the head of Lake Superior, on season charters. Two small cargoes of anthracite, the first for the month, were placed this week at Buffalo at 30 cents. The demand for grain tonnage at Chicago or Duluth is simply nominal, a few scattering cargoes being placed at shaded rates, wheat from Chicago to Buffalo paid 1% cents. The freight market can be said to be lifeless, with not enough movement to supply even the line boats. The lumber rate from ports at the head of Lake Superior still holds at $2.50, and the indications are that the shippers will not be able to force a cut. A number of barges were dropped last week and others are slated to go to the dock unless there is an improvement in the trade. The ton- nage is plentiful. and the bidding for it continues to in- crease. The situation is more hopeful now from. the standpoint of a vessel owner, than it has been at any time since the decisive action of the Lumber Carriers’ Associa- tion in May. It is admitted, however, that the crisis is not past, and that the owners have not established abso- lutely the $2.50 rate from Duluth. There is still that ele- ment of risk about it which prevents many of the owners from withdrawing their tonnage from ordinary. Indeed, it-is said that the shippers would have more lumber to offer were it not that they are holding back loads with a view to breaking the rate. ‘Shipping, the London weekly, devoted to shipping _ FLOTSAM, J Capt, Cameron, who was at Marquette to revoke the license of Capt. Benson of the tug Schenck, at that port, to the time-of th Conspiracy, the same charge they have preferred aga the ses at Buffalo, Cleveland, Chicago and other pc is alleged. : Joseph L, Carozzi, Egitorincchiet of ‘the. Syren arrived in New York last week, on the St. L Southampton. Mr. Carozzi comes here to est American publication under the same name and: to the same interests, or as the English say “just a look around, you know.” Se ei Coal vessels drawing over thirteen feet six inc tered for Racine, cannot reach the coal docks above S street, the second bridge from the harbor. The Bac of the V. Swain tow, loaded with 1,700 tons of soft coal for-W. H. Pugh, blocked the channel for-five hours, goin: aground while being towed to’ her dock. The Baco drew a foot more than the river depth. BA RIE). What is said to be the largest cargo ever sent to Fort — William was shipped a.few days ago from Ashtabula. The steamer Steinbrenner loaded, 6,696 tons of coal for that — destination. Besides her cargo she took on 273 tons of — fuel. The new steel steamer Bonipener was built by the’ | Jenks Ship Building Co., Port Huron, and this 7,000 ton* cargo is not the best she can-do on a fair draft of water. ; The tugs Robert Emmett and Winslow, and one other tug belonging to the Saginaw Bay Towing Association were sold last week. Of the 20 tugs in the fleet there now remains but one as a reminder of the enormous raft- ing business the firm carried on for nearly a quarter of a_ century. The Emmett was sold to Chicago parties for oe $5,000, and the Winslow to James Reid for $16,000. °° barges to the ocean for coast work. It is, of course, well known that the canals do not accommodate lake and coast traffic. The Boutell Towing Co. and its towing — business is exclusively coastal, though formerly doing ~ business on the lakes. , elise a) A note in a bottle picked up forty-five miles_east of Halifax, N. §S., states that the steamer J1uronian cap- sized, and that the writer with thirteen others was in.a small beat. This is the first that has been heard from the Huronian which started from Glasgow for St. John, N. B., on February 7, last, and for which diligent search © ‘thas been made by British naval vessels. No doubt every- ‘ one who sailed on her perished, some of them perhaps in — great misery, as the few lines committed to the care of © the bottle by persons in the open boat would indicate. During the blockade of the American lock at the “Soo” recently, the Canadian lock handled. 396 vessels of a total net tonnage of 600,000 between Friday morning and the following Wednesday noon. i Successfully to shoot the most dangerous portion of the St. Mary’s rapids in a small boat—the first time on | record that the feat has been done—has‘ been the thrilling, though involuntary, experience of John ‘Trombley,.an-- employe of the Sault Ste. Marie canal. Not one out of, ,; a thousand like trips could be made without loss of life, is _ the general opinion. ‘The man had been fishing for trout — and started to return home. When in the swift current — in the middle of the river one of the oar locks became © useless, and, despite Trombley’s efforts to make headway :; with one oar, he was steadily drawn into the seething | rapids. Lying flat on the bottom of the boat, with hands grasping the sides, T'rombley was carried safely to « the foot of the rapids. Here he was bravely rescued by .' two Indian fishermen, a fact in itself no small feat. peas OS The new turret steamers, Turret Cape and ‘Turret Court, that are to run in the grain trade on Lake Superior, will soon be in service on the lakes.. Those. who have | seen them say they are not very handsome looking craft, but are in some respects superior to the whalebacks, as © their hatchways, three in number, run lengthwise of -the vessel, and can be battened down securely. . The turret is _ a steepled extension of the deck, which brings the hatches high, but makes them too high for an elevator leg. The steamers are owned in Newcastle, England, and have’ been sent over here as an experiment. They will carry wheat from Port Arthur to Midland and other Georgian Bay ports, as a feeder to the Grand Trunk railways, and will carry 100,000 bushels on Sault river draft. There are ~ quite a large number of this class of steamers in English ~* service, and they appear to be good cargo carrying ‘and +: seaworthy craft. They are often .seen in New, York ,; and other salt water ports. Only a few of them are short. enough to navigate the Welland Canal. The third ~~ steamer, the Turret Chief, is to come over later this sea- son. im rae