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THE MARINE RECORD. JULY’ 10, 1902. - A TRUSCOTT BOAT SIMPLE, SAFE, lighting. RELIABLE, SPEEDY. It may be possible to build better and. safer boats but it hasn’t been done yet. We send a completely illustrated catalogue and price list free, which tells you all sbout boats and WHY TRUSCOTT BOATS EXCEL. Truscott Boat Mfg. Co., ST. JOSEPH, MICH Pintsch Gas Lighted Buoys. Adopted by the English, German, French, Russian, Italian and United States Light-House Departments for channel and harbor Over 1,000 gas buoys and gas beacons in service. Burn Continuously from 80 to 365 days and nights without attention, and can be seen a distance of six miles. ...... Controlled by THE SAFETY CAR HEATING AND LIGHTING CO. 160 Broadway, New York City. NOTICE TO MARINERS. Licut-Housr EstaBlisHMEN', Orrick of tHE Licut-Housr Insprcror, Tents Disrricr, Burrato, N. Y., July 5, 1902. Niacara River, New York. Notice is hereby given that on or about July 10, 1902, Strawberry Island Shoal Buoy, red second class Nun Buoy, No. 14, Niagara river, page 28 List of Beacons, A. Duntap, Commander, U. S. .N. Buoys and Day Marks, 1g02, will be moved up stream a distance of about 250 yards and placed in fourteen feet or more of water to mark the extension of the shoal at the upper end of Strawberry Island and the head of Tonawanda channel. On the same date a black 25-foot spar buoy will be established to mark the end of a shoal extending from the foot of Squaw Island, Niagara river. The locations of these buoys will be more definitely an- nounced after they shall be in position. Inspector Tenth Light-House District. Dominion oF CANADA. All bearings, unless otherwise noted, are magnetic and are given from seaward, miles are nautical miles, heights are above high water, and all depths are at mean low water. -Laxg Erte—Prter Passace—Licut-Housr EstasiisHeEp. —The light-house, erected by the Government of Canada on a pier in 13 feet water on the north end of the Middle ground in Pelee passage, Lake Erie, will be put in opera- tion on the 4th July, 1902. The light-house consists of a steel tower, built in the form of the frustum of a cone, surmounted by a polygonal iron lantern, standing upon a cylindrical steel caisson filled with concrete and masonry, surrounded by a _ polygonal timber cribwork, rising 5 feet above the water level of the lake. The height of the light-house from the deck of the foundation pier to the vane on the lantern is 66 feet. The pier is brown, the tower white and the lantern red. The light will be a white light, showing two bright flashes of .58 second duration each, separated by an eclipse of .85 second duration, and followed by an eclipse of 5.48 seconds duration, the total period being 7.49 seconds, thus. Flash. Eclipse. Flash. Eclipse. .58 > sec. B52 5e¢. 50... SEC; 5.48 secs. The light is elevated 75 feet above the level of the lake, and should be visible 14 miles from all points of approach by water. The illuminating apparatus is’ dioptric of the third order. ; A fog alarm, consisting of a steam siren, located in the base of the tower, will be put in operation on or about 15th . July, of which further notice will be given. Dersorr River—I,IMEKILN CRossINC—SOUTH 1IGH'T-VES- SEL REPLACED ON sTATION.—On the 31st May, 1902,. light- vessel No. 64 was replaced on her station, at the western side of the southern end of Limekiln Crossing. dredged channel, lower part of Detroit river, and-relief light-vessel No. 63. temporarily marking the station, was then with- drawn. _ No change has been made in light-vessel No. 64, as to characteristics of light, fog signal, or general appearance. UNTTED STATES. LAKke St. Cratre—Grosse Pornt.—On or about the rst July, 1902; light-vessel No. to will be withdrawn from this station and the station will be marked, temporarily, by a gas buoy, painted red and showing a fixed white light. The station will be marked later by light-vessel No. 75, and dtie notice will be given when the date for placing the vessel on the station can be determined. ? The station is located on the southeastern side of the upper end of Lake St. Clair:twenty-foot channel. LAkr Suprrior—DvurutH HARPOR ENTRANCE—DANGER- 0US SUNKEN WRECK.—Jhe sunken wreck of the steamer Thomas Wilscn lies in ahout to fathoms water. off Du- Ist harbor entrance, in a position from which Du- Juth haber front light-house hears §S, 71° W., dist-. ance 4,800 feet. The wreck is in the direct track of ves- sels entering or leaving the harbor and is a serious menace to navigation, At present the wreck is marked ‘by a red flag flying from the mainmast which projects about 10 feet above water. F. GourpkAu, Deputy Minister. DepartTMEN’T OF MARINE AND FISHERIES: Ottawa, Canada, 25th June, 1902. Pilots, masters or others interested are earnestly re- quested to send information of dangers, changes in aids {o navigation, notice of new shoals or channels, errors in publications, or any facts affecting the navigation of Cana- dian waters to the Chief Engineer, Department of Marine and Fisheries, Ottawa, Canada. Such communications can be mailed free of Canadian postage. —— OO eo o—m— TERRITORIAL COMMERCE. Commerce between the United States and its newly acquired territory is growing with remarkable rapidity. In 1897, the year preceding that in which Porto Rico, Hawaii and the Philippines came under the American flag, the shipments to those islands were, according to the figures of the Treasury Bureau of Statistics, $6,773,560. In 1901 they were over $30,000,000 and in the fiscal year just ended they will be, according to the best figures that the Bureau of Statistics can obtain, fully $35,000,000. ‘T’o this may be added the estimate of $15,000,000 of shipments to Alaska in the last year. This. would bring the total sales of American goods in the non-contiguous territory of the United States up to about $50,000,000 in the last fiscal year against about $10,000,000 in- that same terri- torv in 1897. Considering the figures in detail, the Bureau of Statis- tics finds that the exports from the United States to Porto Rico, which were, in 1897, $1,988,888, were, in 1900, $4,640,449; in 1901, $6,861,917, and as they were $0,651,000 in the eleven months ending with May, it is safe to assume that the figures for:the fiscal year will show a total of over $10,0c0,0co ‘of shipments to Porto Rico for the year ending June 30, 1902) ‘To Hawaii, the exports in the fiscal year 1807, were $4,690,075; by 1809 they had reached $9,305,470; in 1900, $13,509,148. Subsequent to that time the Bureau of: Statistics of shipments to Hawaii are based upon estimates supplied by collectors of cus- toms at San Francisco and Honolulu and are put at $20,000,000 as a conservative figure. To the Philippines the exports in 1897 were $94,597; in 1899 they were $404,193; in 1900, $2,640,449; in 1901, $4,027,064 and in the full fiscal year 1902 will be fully $5,000,000. ‘T'o Alaska the shipments in 1894 were, according to the best figures that the Bureau of Statistics have been able to obtain, $3,924,000 and for the calendar year, 1901, $13,500,000, and for the fiscal year just ended will: probably be $15,000,- 000, bringing the total shipments from the United States to its non-contiguous territory up to $50,000,000. On the import side it may be said that the non-contig- uous territory of the United States now supplies $50,- 000,000 worth (per annum) of its product for use in the United States. In 1897 the imports from Porto Rico were $2,181,024; those from Hawaii, $13,687,709; and from the Philippines, $4,383,740. By ro0o0 the -imports from Porto Rico had grown to $3,078,648 from Hawaii, $20,- 707,903 and from the Philippines, $5,971,208. In the fiscal year just ended the merchandise received from Porto Rico will. be in, round terms, $7,000.000; from the Hawaiian Tslands, $26,000,000; from the Philippines, $7,000,000 and from Alaska about $7,000,000 in fish, furs and other pro- ducts of this character and an equal amount in gold and silver, thus bringing the total contributions of the non- contiguous territory considerably above $50,000,600. During the same time commerce with Asia and Oceania has also increased with very great rapidity, especially the exports. -In 1867 exports to Asia and Oceania were $61,- 627,073; in 1¢00, $108,304,082 and in the fiscal year 1902, the total, including. shipments to Hawaiian Islands, will amount to about $120,000,000. ate TREASURY DECISIONS—MARINE. Treasury DEPARTMENT, BuREAU oF NAVIGATION, Wasutneoron, D. C., July 1, 1902. Oatus To OWNERSHIP OF VESSELS. ‘lo collectors of customs: The attention of officers of the customs, owners and masters of vessels, etc., is invited to the modifications by the act of June 24, 1902, taking effect on the date of its passage, of sections 4139 and 4314 of the Revised Statutes, , relating to oaths as to the ownership of vessels. The sections as modified are as follows: Src. 4139. Previous to granting a register for any vessel owned by an incorporated company, or by an individual or individuals, the president or secretary of such company, or atty other officer or agent thereof, duly authorized by said company if writing, attested by the corporate seal thereof, to act for the company in this behalf, or the managing owner, or his agent duly authorized by power of attorney, when such vessel is owned by am individual or individuals, shall swear to the ownership of ‘the vessel without designating the names of the persons composing the company, when such vessel is owned by a corporation, and the oath of either of said officers or agents shall be deemed sufficient without requiring the oath of any other person interested and concerned in such vessel. Src. 2. That section forty-three hundred and fourteen of the Revised Statutes of the United States be, and the same is hereby, amended so as to read as follows: Src. 4314. Previous to granting enrollment. and license for any vessel owned by any incorporated company, or by an individual or individuals, the president or secretary of such company, or any other officer or agent thereof, duly authorized by said company in writing, attested by the corporate seal therecf, to act in its behalf, or the man- aging owner, or his agent, duly authorized by power of attorney when such vessel is owned by an individual or individuals, shall swear to the ownership of such vessel without designating the names of the persons composing such company, when such vessel is owned by a corpora- tion, which oath shall be deemed sufficient without re- quiring the oath of any other person interested or con- cerned in such vessel. E. T. CHAMBERLAIN, Commissioner. Approved: Lrsim M. Suaw, Secretary. f OO 2 oo Speed Permissible in Fog—‘Moderate Speed”—Under article 16 of the international navigation rules, which pro- vides that “every vessel shall, in a fog, mist, falling snow or heavy rain storms, go at a moderate speed, having care~ ful regard to the existing circumstances and condition the term “moderate speed” is a relative one and the time and place and all other circumstances and conditions must be taken into account before judgment can be pronounced on a given rate. Where a vessel with a normal full speed of twelve knots reduced to eight knots or less in a fog, it will be held a moderate speed, where it is shown without con- tradiction that, owing to her having little cargo and being very light, she could not be properly controlled at a lower rate of speed. The Eagle Point, 114 Fed. Rep. (U. S.) 971. Uialaae Saad nS Ry Se ae ees Steamer and Sailboat——Where it was found, on evi- dence which supported such finding, that a sailboat, when being overtaken by a steamer, was on a course nearly parallel to that of the steamer, and at such a distance as to involve no danger of collision if both vessels kept their course the steamer was not in fault for not reducing speed, although, by the navigation rules (20 and 23,) she was re- quired to keep out of the way, and “if necessary, slacken her speed or stop or reverse,” since by rule 21 the sailboat was required in such cases to keep her course and speed; and the latter must be held solely in fault for a collision brought about by her changing her course and attempting fo. cross the steamer’s bows, when, on seeing such maneu- ver, the steamer at once reversed, and did all that was pos- sible to avert collision. Jacobsen et al., vs. Dalles, P. & A. Nay. Co., 114 Fed. Rep. (U. S.) 705. : Sees x x ot AUN imcee 5