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; Rees, J. H. Palmer. J. W. Moore, W. C. Richardson. Blarvime Becora. Published Every Thursday at 144 Superior Street, [Leader Building] Cleveland, 0 A. A. POMEROY, EDITOR AND PROP BRANCH OFFICE: 252 South Water Street, Chicago, Illinois, THOMAS WILLIAMS, Associate Editor, TERMS OF SUBSCRIPTION: One year, postage Paid......s.+ serssesee ons seveee 2,00 Scots, postage PAid,..... ssceeere seseerees 1,00 Invariably i n advance. ‘RHE MARINE RECORD can ve found for sale by the following news dealers: OLEVELAND, O,—G. F. Bowman, corner of Pearl and Detroit Streets, Evans & Van Epps, Superior street, Cleveland, R. A. Castner, 254 -Detroit street, Cleveland, ASHTABULA HARBOR, O.—C, Large. CEMCAGO, ILL,—Joseph Gray, 9 West Ran- doiph Street. €WICAGO, ILL.—H. B. Hansen, 33 West Randolph Street. BUFFALO, N. Y.—Miss McCabe, Elk Street, near Ohio. DULUTH, MINN.—C., F. Johnson, 323 West Superior Street. MARQUETTE, MICH.—J. A. Vannier. ESCANABA, MICH.—Wm. Godley. ESGANABA, MICH,—George Preston, SARNIA, ONT.—D. McMasters, OWEN SOUND, ONT.—J. Sharpe, Jr. KINGSTON, ONT.—F, Nisbet, corner Bri ok and Wellington Streets. —— Subscribers and others are respectfully invited to use the columns of the MARINE RECORD for the discussien of pertinent topics. Cae a eee cee eae eee eee ee Entered at the Post Officeat Cleveland as secend- elasemai! matter. 7 at RIE EES cae ean eeenceeer sR Oe CLEVELAND, 0O., THURSDAY, MAY 10. CLEVELAND VESSEL | OWNERS’ ASSN’. ORGANIZED ED IN 1880. {[Membership, 1887] Sixty-five steamers aggregating. .-----.-..' 67,865 tons. Ninety-five sail and consort, aggregating.60,089 ons, Maintains shipping offiees at Cleveland and Ashta- bula Harbor. Regulates wages, protects crews, and takes cognizauee of all matters in the interest of its members and of the Lake Commeree generally. OFFICERS. EH M. Hanna, - fel as fe ce President, H P.laumrmer, - - -_ ~~ Vice President B. L. PmennineTon, - Seeretary and Treasurer. M.D, GOULDER 2 =) fs =) es Counsel EXECUTIVE COMMITTEE, H. M. Hanna, H. P, Lillibridge, M.A. Bradley, Geo P. MoKay, Thomas Wilson, R. K. Winslow, W. D. SHIPPING MASTERS. R. Rumsey, 98 dock, Cleveland; Fred Bennet. | dock, Cleveland; Wm, Reunick, hie RARINE. RECORD—OFFICIAL PAPER. 0 ICE ' 70 VESSEL OWNERS. | tion of the Cleveland Vesse! Jwr- , February 2, 1888, the assess: ‘op the tonnage fer 1888, custom hou-e _ levied the same as for 1887, ton on steam and 4c on sail and 1e secretary is not allowed to admit tonnage after the opening of naviga- tion, therefore, all wishing to enter, should write or apply at once to - 8B. L. Pennineron, Sec’y and Treas., 110 and 112 Water St., Cleveland, O. T HE CHICAGO BRIDGE CLOSING OR DINANCE. In last week’s REcorD we gave the pro- ceedings of a conference between vessel owners, representatives, tug men, city offi- cials and otbers interested, held at the lum- ber exchange in that city last Thursday, without comment. We think that in jus- tice to the many pedestriane who daily make use of the bridges, some reforms might be planned and carried into effect. But due reyard to the vessel interests would seem to prompt careful scrutiny of any measure calculated to curtail or interfere with their traffic. The statement of. His Honor Mayor Roche that “ there are 700,000 people in Chicago, who are not interested in shipping muct be taken with a grain of seasoning. For,in fact, no inhabitantof a city as much indebted to the marine inter- ests for her commercial prosperity as is Chicago, can be entirely uninterested in the same, be hecapitalist or laborer. If 100,000 of the citizens of Chicago are actively en- gaged in marine transactions there are cer- tainly as many more connected with them in relations so close ‘that an applica‘ion of the English statesman’s philosophy is apro- po. Chicago people who never see a ves- sel or even hear a tug whistle are certainly interested in the growth of their city, and the development of its bisiness interests, and £0 are, or should be, interested in the lake traffic, and if it be unreaconable to ask one clats of citizens to psrform their labor during the night time, we see no reason why it is not equally so with ancther. Should a vessel arrive at the piers at 6 a, m., which is as likely to be the case as for her to arrive at any other hour, and then to be prevented from going to her discharging dock by reason of a bridge ordinance, she would be subjected to an expense which we can call nothing else than unjust. The same reasoning would apply when ready to ‘Ihe Marine Reconi. shif: to her loading dock and also when ready to be towed out to sea, The Recorp hopes that the city officials and business men of Chicago may be bro: ght to view this mater in its proper light and that a jusr observance of the rights of all may obtain, THE MAGNETIC NEEDLE. Er, PA., May 5, 1888. To the Editor of the Marine Record: Humboldt’s Cosmos informs is that in China the directive property of the mag- netic needle was made tse of*on Jand 2634 years before the Christisn «ra. Their ves- sels were guided by the magnetic needle and throt gh them a knowledge of the com- pass was conveyed to India, through Ara- bian navigators to the Crusaders, by whom it was introduced into Eartern Europe. Ase Frode, the Icelsndic historian of the eleventh century, is the first European writer who makes mention of the use of tle mariners’ compass. From a Chinese work, wriiten between 1111 and 1117, A. D., we learn that the nee- dle was then suspended by a silk thread and that the mode of measuring the amount of declination had long been understood. Oo- lumbus probably wus the first who records the change in the sign of declivation, He has also the merit of being the first to dis cover a part of an agonic, or line ot no de- clination. The declination was marked on the chart of Andrea Beancoin the year 14386. Halley’s logonic chart was published about 1700, based entirely upon cb:ervations. The discovery of the gradual change of declina- tion is due to Sellibrand, of Gresham Col- lege, England. I also find the dip of the needle to be gov- erned by a periodic change of about 461% years. At St. Louis and other places in the western states the dip was decreasing be- tween the years 1819 and 1842, at an aver- age rate of two minutes per year, and tl.a' it became stationary about the same time on the Atlantic coast, and is now on the in- crease; this change reaches as far north as Sitka; it therefore appears with great prob- ability that over the northern part of the United States, from ocean to ocean, the change follows a uniform law. Observations of the horizontal force for intensity were conducted at Toronto, Bos- ton, New York, Philadelphia and Pascagolo between 1843 and 1845 and resulted in showing an annual increase of 1-1000 part of the force. At Anlezavic Island on the coast of Labrador, in July, 1860, the magnetic declination was found to be 52° 23’ 2” west, dip 82° 13/3”, and the horizontal intensity in English units 1-696; the geological for- | mation consisted of gneiss with traces of |scienitic rock portions of which contain gar- nets with no indication of the presence of | magnetic oxide of iron. At Absecum Light, in August, of the same year, the declination was 4° 54’ wert, dip 71° 47‘, and intensity 4.205; the. ground was white sea sand and the effect of the cast iron stair case in the light house was fcund itsensible. The line of no variation runs northwardly through the west end of Lake Erie, crossing Lake Huron at about Middle Island, thence cross- ing Lake Snperior in the region of White Fish Bay and looses itself in the Dominion of Canada, at Pancake Point, at Sandy Is- Jand in White Fieh Bay the declinarion is 0° 15. west, on Minnesota Point, at the Jake survey base line the variation is 11° 07’ east, My deduction from these observations is that latitude has no bearing on the question of magnetic declination, and its changeable character forbids -the hypothesis of ‘iron beds underlying the lake.’ I cannot fol- low the scientific analyses of this subject any further, nor c.n I adduce any formula for compensation, ‘lhe matter of most im- portance to the Jake navigator is the devia- tion caused by the induced magnetism of his ship from various sources constantly ut work, particularly in the case of iron cr steel ships; it is driven into the hull by the attrition given each and every rivet used in construction, agravated by the straining and pounding of the sea ang the revolving of ber screw, and the longer a ship is steered in a given course the greater will be the magnetic charge and the more slowly will it move with a change of course; thie is by some atithorities designated “ sluggish- ness,’’ and the amount of this error cannot be predicted; in some known cases it amounts to 10°, Sir Wm. Thompson gives as a warning for this cluggishness of the ship’s magnet- ism: 1, After steering for some time on westerly courses expect wcaterly error if you turn to the north, or easterly error if you turn to the south, 2. Afrer steering for some time on easterly courses expect east erly error if you turn to the north, or weste erly error if you turn to the acuth, The deviation arising from heeling of the ship is ancther very important fietor in the problem and is found to be greatest on north or south courscs, I bave known it to be 12° east on the starboard tack and 7° west on the port tack in the same ship, when headed north with a healing or 6°. ABRAHAM J, Lovucn. oo The are illumination of the fixed red light shown from the tower at Wind Point, Wis., to cover Racive reef has been changed so that it will be visible between north balf west to north north west quarter west, | about 18 hours, ' as she left was the sister steamer Cambria and TRIAL TRIP OF THE NEW STEAMER| LAKE CARRIERS’ ASSOCIATION, both forward and abeam on their respective CORSICA. This new steamer left the east pier at 8 P. M. Saturday April 28, light, fur Buffulo to load coal for Milwaukee, and notwithstanding some heavy ice was met with she arrived at Buffalo at2 P. M. Sunday making the ron down in | Following close in her wake the trial of speed was interesting to all on board of each boat, for during the latter part of the winter there has been considerable discussion as to the sailing wants of the two boats. The run to Dunkirk was made in about !2 hours, when the heavy ice was met with by the Corsica, the Cambria being five or six milesastern, Aftertthe Corsica had worked into the ice fur' about two hours the Cambria following in her wake, comes up and pulled out on the starboard side passed the Corsica leading her into Buffalo, the Corsica fullowing her into port in a few minites. of those two boats checked down until reaching! Arex McDoveaLn, - «© =< During the season the Corsica will) HARRY Murpry, Seoretary, = the ice. prove herself equal to the Cambria in every re- s;ect, for during this maiden trip she developed 1,300 horse ; ower, and made 13 miles per hour turning up an average of 73 revolutions of the wheel per minute, she could have done even bet- ter than this but Captain Wm. Cummings who commands her, had orders not to exceed 75 or 78 turns. Much credit is due to Mr. James Per- vis, chief engineer, who fitted up her machinery and made the run from Cleveland to Buffalo without heating a box or meeting with any other 14, ot March 1, 1883.) difficulty su liable to occur with a new boat, Among those on board who enjuyed the trip were: Messrs. M. A. Hanna, president of the line; J. F. Pankburst, vice president and gen- eral mavager of the Globe Iron Works Co.; J H. Smith spperintendant; Walter Miller draughtsman for the Ulobe Iron Works Co., builders of both the Cambria and Corsica; Mr, W.F. Gregory chief engineer of the Lehigh Valley line; Jack Beverly compass adjuster, and the editor man of the MARINE RECORD, all of whom ex) xessed them as well pleased with results, This splendid boat equals in every re- spect all expectations of those interested, and it is beleived before the close of the season she will give evidences of her speed that will sur- prise some lake men, She is without doubt one of the finest specimens of lake craft ever seen in these waters, and the best wishes of the RECORD follow her, her owners, and builders. TRIAL TRIP OF THE PHILIP MINCH. This fine new wooden steamer, Philip Mivch, built by Messre. Wm. Radcliffe & Sons for Mr. Philip Minch of this city, made her trial trip on Saturday afternoon, leaving the east pier at 1:30 p.m. She sailed due north about 5 or 6 miles and while out her compasses were tested and corrected by Mr. Juck Beverly. Her engines, built by the Cleveland Ship Building Co., which are triple expansioa, 19 80 and 52 inches by 40 inches stroke, ‘worked splendidly and turned’tp 80 revolutions of the wheel on 115 pounds of steam without heating a box. The draughtsman, who made the drawings, tock indicator cards which showed a per- fect working of the valves. This steamer is a fine beat and ber trial trip has very much pleased all who are interested in her con- struction and working facilities. There were quite a number ot people aboard, who participated in the enjoyable occasion, among whom were Captain James Gibson, appointed master of the new steamer Lacka- wana‘ built by the Cleveland Ship Building Co., Mr. Robt. Wallace, vice president of the Cleveland Ship Building Co., Mr. James Wallace, draughtsman for the Cleveland Ship Building Co., Miss Anna Minch, Miss. Hattie Minch, Misses Belle and Anna Pat- ton, Messrs. Louis Radcliffe, Chas. Parsons, M. Myers, Wm. H. Radcliffe and son, J Nichole, James Logan, Guss Leopold, Lou Dickie, Chas. Newell, M. Waller, Lou Mil- ler, Mrs. Cook, Mrs, Wilson and ye editor man of the Marine Record. The presence of the represeutatives of the dailies being Aery noticable by their being son:ewhere else. Owing to a prior engagement Mr. Philip Mineh, after conducting his daughters aboard, was cbliged to absent himself from the party, Captain Albert E. Myers will command this new boat the coming seasor, and Mr. Sealover is chief engineer. They are both good men for the position, and are as proud of their new boat as a Frenchman with a big string of fish, May they never get left on a lee shore is the wish of the Rucorp, THE EAR a ee LITTLE RECORDS, The vessel tonnage taken at Duluth for wheat is about 1,750,000 bushels, nearly all of it at 34 cents. Few cargoes will get out before May 15th, There will be 10, 000, 000 bushels in store by May 10th, Chicago coal dealers, are preparing for the shovelers’ strike, which 1s said to be ordered on the arrival of the first cargo from Buffalo, The union demands that no non-union men be em- ployod. The dealers are gatheri:g Italians as fast as possible to puton when the union men leave, At Port Austin, Mich., the schooner Emeu, of Sandusky, loaded with 200,000 feet of lumber, from Tawas for Cleveland, was driven back Thursday night by a heavy wind and struck the Port Austin reef near the lighthouse. The crew were taken off by the life saving crew and the schooner scuttled to save her. The Saginaw mine, at Ishpeming ,Mich., idle for four years, has been leased by a syndicate of Detroit capitalists and will be unwatered at once and actively worked during the season. At the Mitchel mine one hundred men have been laid off and one shaft only is being work; reason Neither | 8. P. Frrze¢eraxp, - points abaft the beam on either side. TO CONSIDER AND TAKE ACTION UPON ALL GENERAL QUESTIONS RE LATING TD THE NAVIGATION AND CARRYING BUSINESS OF THE GREAT LAKES ANDO THE WATERS TRIGUTARY THERETO, WITH THE INTENT TO IMPROVE THE CHARACTER OF THE SERVICE RENDERED TO THE PUBLIC, TO PRO- TECT THE COMMON INTEREST OF LAKE CARRIERS, AND PROMOTE THEIR: GENERAL WELFARE* BOARD OF MANAGERS, 1888, THOMAS MARTIN, - - - =~ Oswego, N. Y. James ASH, - - - - - Buffalo,” N. Y. W. BuLiarD,- — = - - Buffalo, N. Y. 8. D. CALDWELL, President, - + Buffalo, N. Y. E. T. Evans, - - Buffalo, N, Y. W. P. Henry, - - 2 . Buffalo, N. ¥. P. P. MILLER, - - Buffalo, N. Y. Frank J. FirTH, Vice President, - Erie, Pa, M. A. BRADLEY, - - Cleveland, O. H. M. HANNA, - - Cleveland, O. THoMas WILSON, Vive President, - Cleveland, 0. A. W. Cotton, - - Toledo, O. James W. MILLEN, Vice President, -Detroit, Mich. EpeR WARD, - - Detroit, Mich. James DaviIpson, - - - - Bay City, Mich. Jos AUSTRIAN,- - =* = © Chicago, Ill. W.M. Egan, - Chicago, Ill. Ira H. Owen, Vics President, - - Chicago, ll. Milwaukee, Wis Davip Vance, - - - = = Milwaukee, Wis. Jas. CAREY Evans, Treasurer, = MARINE RECORD—OFFICIAL PAPER. —_——oOO__ CHANGES IN STEERING AND SAILING RULES. Rules to be observed by vessels of the navy and the mercantile marine of the United States, navigating the harbors, lakes, and in. land waters of the United States. (Approved | by the secretary of the treasury, circular No. PRELIMINARY. The instructions herein contained will be observed in the navigation of vessels of the mercantile marine of the United States; and, by ‘provisions of the Revised Statutes the following rules, from one to twenty-four, inclusive, are made applicable to the navi- gation of vessels of the navy. (Collectors will notice the modifications ot the circular of February 17,1877, which is hereby super- seded.) Every sail vessel of the mercantile marine navigating without complying with the in- structions of this circular will be liable to a” penalty of two hundred dollars, for which sum the vessel may be seized and proceeded against. STEAM AND SAIL VESSELS. Rule One, Every steam vessel which is under sail and not under steam éhall be con- sidered a sail vessel; and every steam vessel which is under steam, whether under sail or uot, shall be considered a steam vessel. LIGHTS. Rule Two. The lights mentioned in the following rules, and no others, shall be car- ried in all weather between sunset and sun- rise: LIGHTS FOR OCEAN GOING STEAMERS AND. STEAMERS CARRYING SAIL. Rule Three. All ccean going steamers, and steamers carrying sail, shall, when un- der way, carry— (a) At the foremast head, a bright white light, of such a character as to be visible on adark night, with aclear atmosphere, ata distance of at least five miles, and so con- structed as to show a uniform and unbroken light over an arc of the horizon of twenty points of the compass, and so fixed as to throw the light ten points on each side of the vessel, namely, from right ahead to two (6) On the starboard side, a green light, of such a character as to be visible on a dark night, with a clear atmosphere, at a distance of at least two miles, and so constructed as to show a uniform and unbroken light over an are of the horizon of ten points of the compass, and so fixed as to throw the light from right ahead to two points abaft the beam on starboard side. (c) On the port side, a red light, of sucha vharacter as to be visible on a dark night, with a clear atmosphere, at a dis ance of at least two miles, and so constructed as to show a uniform and unbroken light over an are of the horizon of ten points of the com- pass, and ao fixed as to throw the light from right ahead to two points abaft the beam on her port side, The green and red light shall be fitted with inboard screens, projecting at least three feet forward from tke lights, so as to prevent them from being seen across the bow. LIGHTS FOR TOWING STEAMERS, Rule Four, Steam vessels, when towing other vessels, shall carry two bright white mast head lights vertically, in addition to their side lights, so as to distinguish them from other steam vessels, Each of these mast head lights shall be of the same char- acterand construction as the mast head lights prescribed by rule three. LIGHTS FOR STEAMERS NOT OCEAN GOING NOR CARRYING SAIL, Rule Five, All steam vessels other than ecean going steamers and steamers carrying eail shall when under way, carry on the star- board and port sides lights of the same character and construction and in the same position as are prescribed for side lights by rule three, except in the case provided iu rule six. LIGHTS FOR STEAMERS ON THE MISSISSIPPI RIVER. Rule Six. River steamers, navigating waters flowing in the Qulf ef Mexico and their tributaries, shall carry the following lights namely: One red light on the out- board side of the port smoke pipe, and one green light on the outboard side of the star- the failure to make sales of ore at Cleveland! board smoke pipe. Such lights shall{show sides, LIGHTS FOR COASTING STEAM VESSELS AND STEAM VESSEL8 NAVIGATING BAYS, LAKES, AND RIVERS. Rule Sever. All coasting steam vessels otber than ferry boats, and vessels otherwise expressely provided for naviyating the bays, lnkes, rivers, or other inland waters of the Unired States, except these mentioned in rule six, shall carry the red and green lights as prescribed for ocean going steamers, and in addition thereto a central range of two white lights; the after light being carried at an elevation of at least fifteen feet above the light at the head of the vessel. The head light shall be so constructed as to show 4 good light through twenty points of the com- pass, namely, from right ahead to two points ubaft the beams on either side of the vessel, and the atter lights so as to show all around the horizon. LIGHTS YOR FERRY BOATS shall be regulated by such rules as the board - of supervising inspectors of steam vessels shall prescribe. (See additional rules be- — low.) e LIGHTS FOR SAILING VESSELS. Rule Eight. Sail vessels under way or. being towed shall carry the same lights as steam vessels under way, witu the exception — of the white mast head light, which they shall never carry. (See rule three, 6 and ¢) EXCEPTTIONAL LIGHTS FOR SMALL SAILING VESSELS, Rule Nine. Whenever, as in case of stnall _ vessels during bad weatber, the green and red lights cannot be fixed, these lights, shall be kept on deck, on their respective sides of the vessel, ready for instant exhibition, and shall, on the approach of or to other veseel¢, be exhibited on their respective sides in sufficient time to prevent collision, in such a manner as to make them visible, and so that — the green light shall nut be seen on the port side nor the red light on the starboard side, To make the use of these portable lighte more certain and easy, they shall each be painted outside with the color of the light they respectfully contain, and shall be pro- vided with suitable screens, ’ LIGHTS FOR STEAM VESSELS AND SAILING YkS- SELS AT ANCHOR. on Rule Ten. All vessels, whether steam vessels or sail vessels, when at anchor or in rcadsteads or fair ways, shall between sunset and sunrise, exhibit where it can best be seen, but at a height not exceeding twenty — feet above the hull, a white light in a globular lantern of eight inches in diameter, — and so constructed as to show a clear, uni- form, und unbroken light, visible all around the horizon, and at a distance of at ees one mile. LIGHTS FOR PILOT VESSELS Rule Eleven. Sailing pilot eo ) not carry the lights required for other sail- ing vessels, but shall carry a white light, at the mast head, visible all around the horizon, and shall also exhibit a flare up light every fifteen minutes. ed LIGHTS FOR COAL BOATS, TRADING BOA RAFTS, AND OTHER LIKE CRAFT, Rule Twelve. Coal boats, trading boats produce boats, canal boats, oyster boats, fishing boats, rafts, or other water cra navigating any bay, harbor, or river, by hand power, horse power, &ail, or by the current of the river, or which shall be anchored or moored in or near the channel or fair way of any bay, harbor, or river, shall carry one or more good white lights, which shall be placed in sucha manner as shall be prescribed by the board of supervis- ing inspectors of steam vessels,?? Rule 12 shall be so construed as not to re- quire row boats and skiffs upon the river St, Lawrence to carry lights. (Act bp 1886.) Rules to be observed by vessels of the Navy ast the mercantile marine United States, navigat- ing the harbors, lakes, and inland waters of — the United States. (Approved by secretary of treasury, circular March 1, 1888)—Continued, LIGHTS FOR OPEN BOATS. Rule Thirteen. Open boats shall not be re quired to carry the side-lights required for other vessels, but shall, if they donot carry such lights, carry a lantern having a green slide on one side and a red slide on the other side, and, on the approach of or to other vessels, such lan- tern shall be exhibited in sufficient time to pre- vent collision, and in such a manner that- the green light shall not be seen on the port side nor the red light onthe starboard side. Open boats, when at anchor or stationary, shall ex- hibit a bright white light. They shall not, ho er, be prevented from using a flare-up ep tion, if considered expedient, LIGHTS ON VESSELS OF THE UNITED is NAVY. Rule Fourteen. The oxhibition of any li on board of a vessel of war of the United States may be suspended whenever. in the opinion of the secretary of the navy, the commander-in= chief of a squadron, or the commander of a ves- sel, acting singly, the special character of the service may require, BOG SIGNALS, Hs Rule Fifteen. Whenever there is a ie ; thick weather, whether by day or night, the fog Signals shall be used as follows: (a) Steam vessels under way sball sound 3 steam-whistle, placed before the funnel not! than eight feet from the deck, at not more than one minute. — (0) Sail-vessels under way shall sou horn at intervals of not more than five (e) Steam.vessole and sail