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~~ 4 Zhe Marine Record. Plarine Hecord, rents, etc., and if necessary, look for wind to drive her along. “The hydrographic report quotes the methods of working and projecting the great circle as devised by the most eminent astronomers, navigators and scientists; yet, a number of years ago, arhipmaster named Bergen, constructed his own charts on the Published Every Thursday at 144 Superior Street, [Leader Building) Cleveland, O. A. A. POMEROY, EDITOR AND PUB’ BRANCH OFFICE: 252 Seuth Water Street, Chicago, Illinois, THOMAS WILLIAMS, Associate Editor. TERMS OF SUBSCRIPTION: Ime year, postage Paid...scrree serseeere ove senses $2,00 Six months, postage paid...... sevsevees eseosesce 1,00 Invariably n advance. Se eae Gnomie projection, and demonstrated their accuracy to the satisfaction of all parties interested, and we consider his treatise or. this valuable subject remarkably clear and comprehensive. Mr. Gustave Herrle, of the United States hydrographic office, has the credit of furn- ishing the simplest method known at the present time for practical use in great circle sailing, so that with the modern :improved charts the navigator will no longer require to make curves on an apparently straight line, but on the contrary, will sail his vesse) straight on the curve, as the shortest dis- tance between any two points on the earth’s surface is contained in the are of a great circle passing through both points, THE MARINE RECORD can ve found for sale by the following news dealers : CLEVELAND, O,—G. F. Bowman, corner of Pear) and Detroit Streets, Evans & Van Epps, Superior street, Cleveland. R. A. Castner, 254 Detroit street, Cleveland, ASHTABULA HARBOR, O.—C. Large, CHICAGO, ILL,—Joseph Gray, 9 West Ran- dolph Street. CHICAGO, ILL.—H. B, Hansen, 33 West Randolph Street. ST. CLAIR SHIP CANAL. During the past week and at the present BUFFALO, N, Y.—Miss McCabe, Elk Street, mear Ohio. DETROIT, MIC H.—Connors’ Marine News Ce. MILWAUKEE, WIS.—T. S. GRAY, CO, 126 Wiscensin St. SAULT STE MARIE—J. P. Hal'er. ASHTABULA HARBOR—O. M, Kahne. ERIE, PA.—Reed Caughen, 816 State St. DULUTH, MINN.—C. F. Johnson, 323 West Superior Street. MARQUETTE, MICH.—J. A. Vannier. ESCANABA, MICH.—Wm, Godley. ESCANABA, MICH.—George Preston, SARNIA, ONT.—D. McMasters. OWEN SOUND, ONT.—J. Sharpe, Jr. KINGSTON, ONT.—F. Nisbet, corner Brcok and Wellington Streets. Subscribers and others are respectfully invited to use the columns of the MARINE RECORD for the discussion of pertinent topics, Entered at the Post Cfice at Cleveland as second- class mail matter. CLEVELAND, O.. SEPTEMBER 6, CLEVELAND VESSEL OWNERS’ ASSN’ ORGANIZED IN 1880. {Membership, 13887] Bixty-five steamcrs aggtegaling....---.... 67,865 ons Ninety-five sail: nd consort, aggregating .60,089 ons, _ Maintains shipping offices at Cleveland and Ashta- ‘bula Harbor. Regulates wages, protects crews, and es cognizauce of all matters in the interest of its _ mbers and of the Lake Commerce generally. Chee OFFICERS, - = = = «= President - - Vice President ee Secretary and Treasurer. = 2 = = = ‘Counsel ee EXECUTIVE COMMITTEE, _ z ‘H. M. Hanna, H. P, Lillibridge, M.A. Bradley, Geo. _ ‘BMcKay, Thomas Wilson, R. K, Winslow, W. D Rees, J. H. Palmer. J. W. Moore, W. ©. Richardson. . SHIPPING MASTERS. = A. R. Rumsey, 98 dock, Cleveland; Fred Bennet. assistant, 98 dock, Cleveland; Wm, Reunick, Ashta- ula Harbor. MARINE RECORD—OFFICIAL PAPER. GREAT CIRCLE SAILING. A recent report from‘ the United States hydrographic office reveale the fact that the important and scientific branch of naviga- tion called great circle sailing is meeting with a more general recognition than it has received for the last few years, for, although the navigutors of this and other countries have been well aware of the advantages they would enjoy by projecting a great cir- ele and sailing on it, yet, the Mercator chart had become so popular that it was only an exceptional case when it was not used. Our modern navigators, however, are evi- dently desirous of dropping the Mercator projection in favor of the more accurate and correct method of sailing on an arc of a great circle. Yet it must be admitted that the Mercator chart has been a universal and useful method of laying off a ship’s position for a great number of years, and has been found all suffivient for the most lengthy and hazardous voyages that naviga- tors have entered upon; but the march of mind and science has almost relegated it to the realms of oblivion,and in a few years more a Mereator chart will be obsolete, or at least the exception, for we presume there will be a certain class of old navigators who will undoubtedly practice the same methods as they have used voyage afte: voyage. Besides this fact, the earlier mode of pro- jecting the great circle was rather a little more brain work than taking a course from the Mercator projection, and in the event of the circle striking the land, ice, or a too high latitude, it would be necessary to pro- ject another circle. However, the sailing vessels have frequently derived great benefit through sailing along by this method, and which will at certain times be found to allow a vessel to sail with the wind well free, whilethe Mercator course would keep the vessel head reaching or braced sharp up, and then finding herself a couple of points off her course. There is yet another point that has pre- vented great circle sailing from becoming popular, in our merchant service, for a ves- sel with only canvass as a propelling power must kcep out of the way of culms, cur- time of writing navigation has been seri- ously obstrected in the St. Clair canal through an insufficiency of water, and all vescels are recommended not to load deeper than fifteen feet, The fact that our water traffic is thus endangered at the most im- portant part of the season points out the necessity of having two or more large steam dredges stationed on the great lakeg, so that, in the event of any obstruction or other im- pediment arising on the lakes, prompt measures could be taken to re-open commu- nieation. The dredges to be thoroughly equipped and fitted out, would each have a competent man to carry on sub-marine ex- cayations and other duties connected with diving. The immense interests involved warrant this expenditure at an early date. The lake trade ought not to be harassed and delayed in this manner, for not only are commercial interests involved, but our standing asa nation might at some future time be seriously jeopardized by the shoal and unnavigable state of so important a link in the chain of lakee. The St. Clair canal is 8 much a connecting link between tuese western states and the eastern as the Atlantic is to the old and new worlds, The importance of immediate action in deepen- ing this much used waterway can not be too persistently advocated and desired. At a meeting of the Vessel Owners’ association of Cleveland the following resulutions wele adopted ; it : Whereas, the water in the St. Clair Flats ship canal has become so shoal that many vessels are grounding in the eacal, and it is almost impos- sible tor loaded vessels to meet and pass, and difficult for single vessels to navigate the canal; and besides much direct damage and delays to | vessels by groundings; lumps and bars have been formed in that part of the canal, making it al- most impassable; ; Resolved, That since it appears from the re- ports of the United States engineers that the pre- sent appropriation is insufficient to complete the proposed general improvement of this canal,there for as recommended by General Poe, no part of the appropriation should be diverted to Grosse Point Channel and that the appropriation would be most wisely expended in sheath piling and dredging the west side of the canal so as to afford a sufficient channel throughont its entire length on the side of the canal used by descending ves- sels, and that in the meantime proper action be taken to secure the appropriation necessary to complete the improvement, : Resolved, That since all the through com- merce of the lake is compelled to use this caval, the preseut situation is critical and calls for the most prom;t and efficient action to remove the lumps and bars which constitute the most pres- sing and immediate hinderance to navigation. Resolved, That this association has confidence in the judgement and the will of General Poe in these matters, and pledge to him its support in all his efforts toward.the immediate opening up of the canal and towards maintaining ut all times a sufficient depth of water in the canal, THE MARINER’S COMPASS, Kditor Marine Record, Cleveland, Sept. 2. The following description and sketch of the mariner’s compass is here given toshow plainly how useless are the words, port and starboard, and also to show how plain and perfect are the words, left and right, and how well they would answer in all cases, whether the steering chains be crossed or not. Tbe mariner’s compass is a circular, card by means of which a sbip’s course is denoted. The circumference is divided into thirty-two equal parts called points, which are again sub-divided into half and quarter points. North, south, east and west are the cardinal points. North-east, south-east, north-west and south-west are called the half cardinal points, and the eight points half way between either are termed the false points, north-north-east, east-n orth-eust, east-south-east, south-south- east, north-north-west, west-north-west, west-south-west and south-south-west. The by points, of which there are sixteen, are those which are nearest the cardinal and half-cardinal points. The card with mag- netic needle, which in north latitude always points north, attached underneath, oscillates freely on a pivot, and is usually inclosed in a brase, hollow, semi-circular box with a glass cover, which is suspended in a con- centric ring, eslled a gimbal, in the binna- cle cup or bow], so adjusted that whatever way tke ship may roll or pitch the card is kept horizontal inside the bow], andina line with the vessel’s keel is marked what is known as the lubber’s line, and the point of tue compass card which cuts this line marks the direction in which the vessel is moving. Half cardinal points are alwaye four points from a cardinal point. Ifa ship’s head marke a cardinal point, such for example as north, the stern and beams will also mark cardinal points, half cardinal points marking each bow and guarter. The compass is subject to numerous corrections, prominent among which sre variations, local attraction, and the effects of magnetic storms, and those in iron or composite ships require in addition to be corrected for deviation, heel or other disturbing influ- ence, fo that however perfect it is and however accurate our, knowledge of it may be the sailor’s three L’s should never be lost sight of: Lead, log and lookout. Tne sketch here given represents a vesse! steering north. Inside the lines of said sketch can be seen two lines diawing fore and aft; one of these lines represents port and the other starbourd. Just notice, these lines starboard and port answer all right for their reapectiye sides, until they go to the wheel, then they cross. Why don’t we throw them overboard and use the worde right and left which are so plain to he seen on each bow, beam and quarter, The mari- ner will never have a true compars or a perfect guide until port and starboard are abolished. «Patrick CaROLaN. ‘ OBITUARY. Special to the Marine Record. we JOHN PARSON CLARKE. After having reaped a full harvest of years Mr. John Parson Clarke departed to the val- ley across the great river after a long illness. While Mr. Clarke was not a public man his marked individuality, sterling character and rugged constitution made him a marked man in Detroit. He wasa man of generous impulses but somewhat eccentric and was always a noted individual in Detroit. For more than fifty years Mr. Clarke has been a familiar fig- on the street. A tall form and strong face which in later years became deeply lined, piercing eyes, overshadowed |.y heavy brows made up an appearance which was largely responsible for a reputation for him as a strict man of business. By nature comba- tive, he became a familiar figure in the courts and before various legistlative bodies where he had property interests ..involyed. . No one would wage a fight longer or accept defeat more cheerfully than Mr. Clarke and many -ancedotes are told about his habit of render- ing tribute to a victorious opponent. : Mr. Clarke was born in 1808 near Catskill, on the Hudson. He moved with his parents to West Detroit then a portion of Wyandotte township in 1818. In 1825 his father died, after which the care of the family devolved upon himself and elder brother, The family was poor and young John received a severe schooling infugality, finding it difficult of- tentimes to make both’ ends meet, But by diligence and economy he was enabled, in 1826, to bvy an interest in a fishing business in the great spawning grounds of the Maumee This he continued until 1832, when he en- gaged in supplying wood to the fishermen in that locality. In 1886 he got up an explor- ing expedition to the west shore of Lake Mich- igan, and located extensive fishing grounds in’ that region which are still.in use. In 1838 Mr. Clarke made his first venture in the purchase of vessel property, a small schooner. This proved a paying investment and he bought others as his means permitted and he finally drifted into the vessel broker- age business. In 1850 he built what is known as the Clarke dry dock where he constructed a large number of steam and sail vessels, In recent years this dock has been operated by the Detroit Dry Dock Co, under a lease ad- vyancing years, with growing infirmaties mak- ing it impossible for Mr. Clarke to give the business the personal attention it required, Mr, Clarke invested his means largely in farm lands and Detroit suburban prop- erty, all of which proved profitable in- vestments. He was twice married, his last wife dying in 1885. He leaves five children Mrs, J. A. Hakking of Paris, Mrs. George F, Atchison of St. Louis, Norman L., also of St. Louis, Alvin S. and Florence M. of Detroit.’ CAPTAIN JOSEPH GRESNHALGH. On Monday, August 27th, Captain Joseph Greenhalgh arrived in Chicago from Cleve- land, Ohio, to vicit his son Oscar. On August 29th, (Wednesday,) while leaning over the railing which extends around the rear porch that is connected with the house occupied by his son, he had an appoplectic fit and fe.l over the railing to the stone flag- ging below, a distance of fifty feet, killing him instantly. He was 64 years old last April and one of the oldest marine captains on the chain of lakes. The remains were sent to Cleveland, Ohio, and services held by the Rev. Doctor Jones, of the Cleveland Bethel. He was laid to rest in Woodland cemetery, where be has a wife and three sons. ‘Che only one of his family living is Oscar, who he was visiting when he met with the sad accident which caused his sud- den death. Old Captain Joe was one of the oldest and best known steam- boat men on the lakes. He was born in Bolton, England, in 1824, and came with his parents to Willoughby, Ohio, in 1886. Becoming tired of farm life, he started (with a team of dogs he had trained to haul him and a wagon he had made himeelf) for the far weet, first loading down his wagon with vator and Botsford’s new elevator are just in range over the spot. Boats drawing fifteen feet and six inches will strike it. It is sup. posed here that the hidden obstruction is the hull and spars of the echooner Sunnyside, lost there a few years ago. A buoy should mark this dangerous spot as deep laden ves- sels from Escanaba might be sunk by strik- clothes pins and washboarde, the production ing on the sunken spars. of the jack-knife of himself and “crony,”| Complaint has been made to the govern- John Bowesfield,who came over in the same} ment inspectors of steamboats that Robert ship from the old country. John Bowesfield ; Craig is managing the machinery of the pro- afterwards went into the woodenware busi-| peller Messenger under an Inferior grade of ness in Cleveland,Obio. From Willoughby | license. The attention of the district attor- little Joe and his dogs went to Cleveland, | rey bus been called to this alleged violation thence through Indiana, Michigan and Illi- | of the law and the boat will be libeled. The nois, thence to Wisconsin. The Indiane not being very friendly he returned to llli- nois and finally arrived in Chicago in the fall of 1838, and was hired by Joel Fuller, then foreman of the Clyborn house then loads of meat to the town of Chicago, and to watch the slaughter house at night, and Joe’s knowledge of machinery got him all of the repair work, as his father was an en- gineer and had taken pains to show the son penalty is a fine of $100. A special officer of Canadian customs has seized the American tug Gladiator on Geor- gian Bay for having towed a raft of logs from French river, Ont., to Midland, and Algoma Mills, pending a deposit of $400 or release by the department. Most of the machinery of the steamer Pa- cific, wrecked last fall at Deer park, Lake Superior, has been removed. jand 18 men. There will be 5,786 men on| to admit of a larger a1 all the little points about machinery that came in the way. In the spring of 1839 the dogs were poisoned by tramps. ‘his partially threw him out of employment, and one day when standing at what ie known as River atreet, he was hired by old Peter Casey as assistant bridge tender at Rush street bridge. (An old flat scow that was pulled across the river by means of a chain, and the only bridge in Chicago at that time.) In the spring of 1842 Casey went into thie saloon business, and, through the influence of the vessel men, he was made bridge tender. It was in this year that he assisted Patrol Police Officer Miller to save the lives of the Chicago fire depart- ment, (one hand engine) as the fire laddies came on to the float with such force that they capsized the bridge and was saved by Officer Smith and Joe Greenhalgh. Officer Smith is still alive, being made cap- tain of police of the West’ Side when that side could boast of twelve police officers. He retired some years after and is at pres- ent a partner of Alderman Harris in the law business. In 1848 Joe returned to} Atthe English shipyard at Neweastle on Cleveland and went to work in the Cuya-| the Tyne there are ten tank steamships un- hoga machine shop where he served an | der contract all for the United States petro- apprenticeship of three years, coming out} leum trade. ‘ z of the shop in 1848 to take charge of the} THe Chicago board of marine under- old ‘‘Bunker Hill,” a steamer well remem-) writers met last week, and adopted the bered in marine circles. Then he was|lowing echedule of rates per trip on grai transferred ‘to the *:Highth’ Ohio,’? them ‘he the same to go into effect at once unti brought out. new the five little steamer] wise ordered: From Chicago to po “Challenge,” acd in 1852 bought the old| Lake Michigan, 40 cents net; to “Niagara.” Captain Greenhalgh built the Lake Superior, 50 cents; Lake Huron, first and only iron boat, at that time, in the | and Detroit River 35 cents; Georg’ atate of Ohio, calling her the ‘‘J. K. White’’ | 40 cents; Lake Erie, 50 cents; to 0: and placing her in the excursion business | cents; Ogdensburg, 55 cents; Mont: between Rocky River and Cleveland. Joe Greenhalgh was then employed as master mechanic by the Dewey ccal company, and | in 1882 went to work for an Hrie, Pennsyl-. vania erecting company. In 1885 return- ing to Cleveland, Ohio, where he remained until he left last week, Wednesday, to pay his son a visit, where’ he met hisdeath. He A ‘isa brother of Robert Greenhalgh, the well fon he vise oe expressed, known tug owner, of Cleveland. There me ae allow ae 5 SG a >“ |the City of Detroit to pass unc are very few marine men who did not know | .honid like to ask G. A. ae Wa him, and his sudden death will be regretted’! vessel, hailing from the por by his many friends. ‘be regarded as a foreign to any port in the United Stat : the Atlantic to the Pacific FORE AND AFT. that such a statement ev -A steam whaler recently arrived at San | shows a dense ignorance « Francisco with a catch of thirty-five whales, | by his own showing, has travel the largest on record. ‘The yield was some | twenty-two years. = 8,500 barrels of oil and over 50,000 pounds| The citizens of Clevela of bone, the whole valued at $66,800. stop and think of the risk ~ The ekill with which dock rats board a| their loved children and versel by ranning along her cables has long | ° board of @ well foand, been a terror to ship owners. A protector = pisses me has just been invented in the shape of a big rom shale own alts peace beneath notice, though liable funnel through which the cable runs. The |, =i who are unacquainted big end of the tunnel faces the shore, and/q a Bp, may apply hi the rats can not surmount it. service on land, and see the fs The new navy, when completed, will con-| oning at a g'ance. The cit: sist of 22 vessels ranging from the armored | are asked to look carefull in eruiser Maine, carrying 444 men, down to a| it is not at all necessary, fo first-class torpedo boat, carrying 4 officers | excursion business becomes The steamer Owego of the Union line ar- rived in Chicago at 11:35 Friday night, hay- ing made the run from Buffalo in 61 hours and7 minutes. This breaks the record again, being 1 hour and. 238 minutes ahead of the Chemung’s time on ber last trip, TheOwego carried a cargo of 1,400 tons package freight, and was drawing 14 feet aft and 10 feet 7. icches forward. The trip up Lake Michigan from Mackinaw, a distance of 317 miles, was made in 21 hours and 7 minutes—a rate of 15 miles an hour. She consumed only 120 tons of coal on the trip. ree Bids are being received by the Canadian government for the construction of the ship canal and now that the threatened retali- atory legislation by the United States has come into such prominence, it is thought that the work will be pushed speedily for- ward. These improvements, together with the work of the Canadian Pacific road in putting in big yard facilities, promise to make a lively whirl in the Canada Soo for the next year or two. { located at what is now called Clyborn place, | not reporting or clearing at either place. the dogs being employed in hauling small vessel is in charge of the sub-collector at EXCURSION STEAMERS. : DerRoIT, To the Editor of the Marine . Under the above heading you pu ter in your last issue, sign (though the writer seemed > board the 22 vessels, 500 officers and 5,286 | vessels,,G. A. B. may rest assure sailors and marines. terprise and capital will be The schooner R. Hallaran will be libeled | the service kept well ahead for sinking the schooner Oades on Lake Erie as €00n as the evidence is in shape, so Cap- : tain Crosby says. The loss on the Oades| ‘T## following statis was $6,000, and this will be the claim of the; °f St. Mary's Falls insurance companies in the suit, August, 1888. i A new method of using oil for reducing. Nor ay waves in a storm is mentioned by the Liver- canals pool Journal of Commerce, which consists of firing oil rockets to windward. This isa German patent, and in a recent experiment |_ between Breman and New York, the ex- plosion of five rockets at distances of from 1,200 to 1,500 feet from the vessel covered a space of 1,500 to 2,000 square feet with oil and calmed the waves’ immediately. A] 8 rocket has been thrown 900 feet against a] largest m strong wind. The patent is said to haye been | the canal. The regist bought by the North German Lloyds, | nage exceeding the gre Captain Fick of the propeller George T. | (J uly, 1888) 119,635 nnd 90 Hope reports an obstruction in Lake Huron, jively. The business of the one mile north-northeast from Fort Gratiot | that for August of last y light. The legs of the Point Edward ele- istered tons and 238,96