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Plarine Becord. (” ESTABLISHED 1879.29 Published very Thursday at 144 Superior Street, (Leader Building) Cleveland, Ohio. SMITH & SWAINSON, Publishers. _ BRANCH OFFICE: 262 South Water Street, Chicago, Hlinols, THOMAS WILLIAMS. Associate Editor. TERMS OF SUBSORIPTION: One year, postage paid.. Six months, postage paid... Invariably in THE MARINE RECO sale by the following agents and news dealers: AMHERS1 BURG, ONT.—Geo. Taylor. ASHTABULA HARBOR, O.—O. C, Large. ASHLAND, WIS. " BUFFALO, N.Y.—Miss McCabe, E e CHICAGO, ILL.—Thomas Williams, 252 South Water street. H. BR. Hanson, 33 West Randolph street. CLEVELAND, 0.—Cleveland News Co., 118 Wood street; G. F. Bowmun, corner Pearl and Detroit street; R. A. Castner, 254 Detroit street; E. J. Ray, 452 Detroit street; Lar- wood & Day, Superior street; N. Hexter, 303 Superior street. DETROIT, MICH.—George Abrams, mar- ine reporter foot of Woodward ave. DULUTH, MINN.—Albertson & Chamber- lain, 323 West Superior street. : ERIE, PA —Reed Caughey, W. J. Sell. ESCANABA, MICH.—Geo. Preston, John Finnegan. LORAIN, 0.—C. C. Knapp. e MARINE CITY, MICH.—Robert McNiff. MARQUETTE, MICH —Vannier & Bige- low. : MILWAUKEE, WIS —T.S. Grey Co., 126 Wisconsin street. OWEN SOUND, ONT.—F. Nisbet, corner Brook and Wellington streets. PORT HURON, MICH.—D. Marine Reporter: SARNIA, ONT.—J. Sharpe, Jr.; J. G. Mc- Crae. SAULT STE. MARIE —J. P. Haller. ~ Subscribers and others are respectfully in- yited to use the columns of the MARINE RE- OORD for the discussion of pertinent topicsand all matters relating to the welfare of the Lake Marine. B.—We do not hold ourselves responsible in anv way for the views ex- ; d by our correspondents, contributions Sons 3 in eyery case be accompanied by the 82.00 EK, Lynn, j 1,00 | RD can be found for | | —Post Office News Stand. | : lk street, | Beedles of their compasses, iron rail work, |and free from debt, to change the nume of the ithe Marine Recoril. POLE COMPASSES. From the reports of the men who are en- gaged during the season of navigation in ad- justing the compasses of the lake fleet of large steel steamers, we judge that the pole com- pass will soon come into general use; especi- ally in the modern class of steel, composite and wooden steamers. ‘I'he wonder is that this important adjunct of safe navigation has not been adopted earlier, as the meriis of a pole compass over those fitted on the deck has been widely acknowledged by navigators for more than a score of years, The vessel- man who has given but a passing attention to the fact, must admit that deck compasses as ;now placed are subject to a multiplicity of | antagonizing forces, as represented by the thwart ship beams of iron running under; and in close proximity to the magnetic | | chain steering gear, davits for working an- cbhors, and many other appliances recently adopted, which tend to exercise an influence over the free and natural workings of the magnetized needles carried in their steering compasses. With the above forces in action as 1s ordinarily the case, it is not difficult to understand that the free agency of the arti- ficial magnets must be vitiated or destroyed; in the attempt to compensate or adjust them for the various and changing forces ever at work, we think that it ought to be clearly ad- mitted that the laws of magnetism, like those governing the power of steam are still subject to slight economic changes, the exact nature of which even scientist are yet unaware of. To compensate a compass for the magnetic needles is however a matter of small impor- tance in the entire catalogue of effects gov- erning the laws of magnetism; the errors of semi-circular and quadrantal deviation from the magnetic north; are tolerably well known and in these days are correctly applied, by persons who haye taken advantage of the experience dnd knowledge gained by others in the study of this special line of what might be termed magnetic aberrations, which are not so however in point of fact for the effect | may in allcases be traced to a distinct cause working in consonance with the economy of natural laws, whether comprehended at the time by theobserver or otherwise. The question however, arises in connection with the plac- ing of compasses on board of a vessel; is it not better to place the mechanical contrivance as far as possible out of the reach of the in- name and address of the writer, and be is office not later than Wednesday morn- the Post Office at Cleveland as second- SEL OWNERS fluences, than to endeavor to compensate by adding other features which are liable under certain circumstances to increase the original errror, be well acquainted with will be more n<ces— sary than it is at the present time, while it is quite within tae bounds of possibility that our navigators may be called upon to carry taeir freight from Chicago or Duluth direct across the ocean, should this time come in the near | 28 future an extra attention to the duties of a navigator as contained in the above example would greatly benefit those, who, while hold- ing subordinate positions now; are destined to become chiefs’ hereafter.—Ep. CHANGING THE NAMES OF VESSELS. Mr. Farquhar, from the committee on mer- chant marine and fisheries submitted the following report: Formerly all changes of vessels’ names were made by special act of congress. March 2, 1881, congress “authorized the Secre- tary of the treasury to permit the owners of any vessel, duly enrolled and found seaworthy same when, in his opinion, there shall be sufficient cause for so doing.”” The Secretary was to “establish such rules and regulations and procure such evidence as to age, condition , and pecuniary liability as he might deem nevessary to prevent injury to publié¢ or private interests.” On July 5, 1884, in the act establishing the bureau of navigation, it was provided, that The Comwmissioner of Navigation shall, under the direction of the Secretary of the Treasury, be empowered to change the names of vessels of the United States, under such restrictions as may bave been, or shall be, prescribed by act of congress. Different circulars have been formulated and used to govern, first, the Secretary of the Treasury himself, and, second, the Commis-— sioner of Navigation in the administration of this law. Some of the restrictions laid down are calculated to defeat the purposes of the law by blocking its operation. One of these relates to age. A vessel may be entirely rebuilt, and perfectly sound and staunch, but she has age say twenty years and upward. It las been held she was too old to take anew name in safety to the pub- lic. This restriction is absurd, since the safety of vessels does not rest on age, but wholly on condition, on soundness and strength, which is not governed by age in well kept, well re- paired vesssels. The bill now offered provides that ves— ses avd boats that have had accidents afflictive to the public, or been burnt, sunk, or abandoned as wrecks, and tuch as have not been inspected nor classed in an American register for marine insurance, and those once classed that have lost their rating, or had it suspended, and all that shall be rated below the grade of A2. (which is the fourth in ascale of six grades) by the Ree.rd of American and Foreign Shipping, or by the Inland Lio. d’s register of lake vessels, or fail to be worthy of such grade in cases of ocean and lake vessels respectfully, shall nut be allowed a change of name, THE DUMB COMPASS, (An Ilustration) As an example of the use of the dumb compass in orienting ship or finding compass error, I give the following illustration. At Cleveland, say May 20, (no matter about . Here would be a provision of law much better than any rule of the Treasury De- partment to secure the safety of the public. This provision is such as practical men in business life will appreciate and approve as sound and reasonable, and not an arbitrary regulation. Another restriction of the Treas- ury Department is that a vessel using a boiler over ten years old cannot have her name changed. This rule pays no heed to the fact ae 125,563 tons | the year), Lat, say 420, Dec. 200. It is de-|whether the water used is fresh or salt, or a Ss protects crews, sired to “swing ship” for the purpose of com— pensating her compasses. And we wish to orient ship by means of an amplitude at whether the steamboat inspectors certify it to be safe or not. Ifthe public safety depends more on the age of a boiler than the inspection certificate, then the inspection of boilers might inthe interest of |@vening. Computing the amplitude from the | as well be given up as useless. A boiler fed by unsel MANAGERS OR ADVISORY BOARD. H. M. Hanna, R. Ks Winslow, H. P. Lillibridge, P. G. Minch, M. A. Bradley, W D. Rees, Geo. P. Me- Kay, J. H. Palmer, Thos. Wilson, W. C. Richardson, J. W. Moore, James Corrigan, EXECUNVE COMMITTER. H. M. Hanna, M. A. Bradley, Thos. Wilson, J. W. Moore, Geo. P. McKay, Jas. Corrigan, B. L. Pan- ,NINGTON. SHIPPING MASTERS. A. R. Rumsey, 98 dock, Cleveland; Fred Bennett, Asst, Wm Rennjek, Ashtabula Harbor, 0-; John * O'onnor, 205 Madison street, Toledo, 0. MARINE RECORD—OFFICIAL PAPER, Tux river and harbor committee has recom- | the wheel to port or starboard, as may be re-| p D — = Sec L X Sin D, fabaveen. 47021 We ve Sec. 42 ate =,459=Sin. (279 20’ We have Sin, 20° =,34 ae) We have Var., say 192u’ W. — subtract 1° 20’ We have Magnetic Amplitude = 260 00 That is tosay the sun sets at N 64° W — NW by WW by the magnetic card. Having set the zero line of the dumb com- pass parallel with center line of ship. Set the upper index to magnetic place of sunset =N. W. by W. 8 W., and set the lower index at the point at which itis desired to bring ship’s head, as E. 8S. N. or W. Then the ship being under steam, give her salt water may be dangerous in three years’ time, while another one fed by fresh water may be safe for twenty years, yet the Treasury Department sets up the absurd rule that both are safe for ten years, and after that age danger- ous, notwithstanding the annual inspection. The bill provides that— : Vessels aud boats of past and present goo characier and rating, seaworthy in all respects, free from debts, liens, or liabilities, and whose owaers shall offer substantial and satisfactory reasons therefor, may have their names changed by the Commissioner of Navigation, ; The passage of this bill will greatly im- prove the administration of the law in Shae ing or refusing to change the names of vessels, and is earnestly advocated May 10th, 1890, MARKING VESSELS’ NAMES, The change of law sought by this bill is artly for the public convenience and partly mended ‘that $500,000 be appropriated for | quired, till the upper sight or index points to | !0 liberate ship owners from the restraints of beginning work on the Hennepin canal. Oaptain W. EL. Marshall, who will have charge | 8hip’s head is brought to the desired cardinal fe of the improvement, says the canal is to cost | point. Hold it there till the magnets are in | in the sun, thenis the card oriented and the the present statutes in marking vessels’ names. The recent International Maritime Con— rence considered the subject of this mark- g, and the recommendation of the Confer— $15,000,000, and will float boats of 600 tons’ | place, being careful that the indexes are not | ace Will doubtless be adopted by all nations. burden, It strikes the Mississippi at Rock Island and freight can be carried at a profit be- tween Chicago and Rock Island at 50 cents a ton, a8 against $2 and $2.50 now charged by railroads. The $200,000 appropriated in the river and harbor bill for the Illinois river will complete its improvement on the line | desired headings are indicated by the lower | stern originally marked out. It will give seven feet of water below Peoria, and Captain Marzhall anticipates a large increase in [ili- nois river traffic as soon as large Mississippi river steamers can get up the Illinois at all seasons of the year. é: on inter-state commerce as to whether there is any discrimination in the charges made for tolls ‘against United States-vessels passing through the Welland and St. Lawrence canals. The report asserts that unjust discrimination is made by Canada against American vessels on the lakes in the matter of entrance and _ elearance fees. Vessels passing through the Welland canal bound to Montreal have a re- ‘bate made of a portion of the tolls paid for _ anal passage, but if bound to any American port or to the St. Lawrence river, no rebate : is made. This, the report claims, is a viola— tion of the provisions of the treaty of Wash- disturbed from the readings at which they were set. Ifitis desired merely to find the error or deviation on particular headings, keep the upper index to its reading, and the sights pointing to the sun, while ship and lower index are swung under the ecard, till the index, when, steadying ship and taking read— ings of ship’s compass, we have the means of finding the desired deviation. H. C. Pearsons, In our issue of May 15th we gave a brief description of the dumb compass as invented by Mr. H.C. Pearsons whose researches in Senator Cuntom has concluded his report | the science of magnetism and the original | th upon the investigation made by the committee | causes of the compass aberrationsigfare well | th known to the lake marine. The above illus- tration is a most clear and concise method of arciving at the desired result, without requir— ing the mariner to be a mathametician, at least the study of angle measure as exempli- fied in the rules of trigonometry may be dis- pensed with, in determining the errors of his compass by the above method, a simple knowl- edgeof the terms involved in the solution, viz. latitude and declination, are all that is required. It is quite in order for the younger members of thelake community, to grasp the situation that in a few years time a wider knowledge of the subject with which the master ofa large iron or steel steamer should But there is a better reason for our adoption of it than even this one. Shipowners are not now at liberty to consult their taste or their economy in marking their vessels’ names. Many of them desire to put on carved letters, but are prevented by the statute 4178, and its amendment June 28, 1874, which provided for “painting” the name “on” or “upon the :’ By the steamboat law, section 4495, the name, in addition to being “painted” on the sterns of steamers, must be “placed” on the pilot house, and wheel house tf there be one. Thus, the pilot and wheel house name: may be of carved or ornamented letters. By this bill it is proposed to treat all vessels as having the same rights and privileges, re- gardless of how they may be propelled. There is now a fine of $50, half going to e informer, if vessels’ names are not put on e sterns with a paint brush, “ona black ground in white, yellow, or gilt letters”? The bill permits owners to use a light color on a dark prom, or a dark color on a light ground; and, while securing distinctness in the public interest, the new law will allow the owner to exercise his taste in painting his ship, steamer, schooner, or yacht, without fear of an informer or the Gah ofa revenue cut ter. The bill requires 4, in place of 3 inches for minimum length of letters. This will in— crease their visibility one-third. Perhaps the most important amendment of the law in the public interest is the requirement of name on each bow. Often it is that the stern can not of their names being marked on the bows. The bill seeks small amendment of our statutes, but it takes small strokes and light touches to work out perfection. This bill will perfect the marking of vessels’ names and, in this particular, bring our laws abreast of the e. é The committee recommend that the bill do ass Submitted by Mr Farquhar from the com- mittee on merchant marine and fisheries May 10th 1890, referred to the house calendar and ordered tu be printed. —— Detroit, Mich, Special tothe Marine Record. Commander Heyerman reports that good | progress is being made on the new steel light- | house steamer Marigold, building at Wyan- dotte. Upon thecompletion of the new boat, the Warrington will be turned over to Colonel Ludlow, engineer of the Detroit district, who will use her in construction work. J. B. Wilson & Co., have a fore and aft compound engine ready for shipment a Tacoma, Wash; dimension are 15 and 27 by 22 inches stroke, fitted with a Wheeler’s, independent surface condenser. This engine is enid to the be first one ever made in Detroit for ocean service, it will be placed on board of the Pacific, a new boat designed by Mr.. Wayne Choate, of Tacoma, Wash., who wa® formerly a resident of this city. Robert Mc- Clure late of the local inspectors office will take charge of the machinery as chief engi- neer. The Pacitic will do a general coasting trade going as far uorth as Fort Wrangle, Alaska. The Eagle Iron Works, are placing one of | their hoisting engines on the F. L. Vance, building four boilers 60 by 16 with all fixtures for Hudson’s large new building, One hoisting engine for the Michigan Sulphite Fibre Co. and considerable stationary work is being turned out. The United States government now require asworn statement of the value of new ton— nage from the builders, This is an innova- tion which has but recently beep authorized. Captain George King and Otto Gutbier, have bought the propeller’ Newsboy. They will place her on the route, between Detroit and river points. The uew wooden propeller F. H. Prince, left here Tuesday night on her maiden trip. The steam yacht Alcyone, owned by Henry F. Balch a Minneapolis millionaire, cleared for Ashland, Wis., last Sunday night. She was built here by the Coller Yacht Company, her cost being a trifle over $10,000. John Hurley, sold to Captain J. Dorrington, one quarter of the schooner Nassau. Con- sideration $2750. Martin Mullen, of the Cleveland Fueling firm, spent a few days in the city this week. . The propellers Ohio and Siberia, collided in Mud Lake, last Monday. Both vessels were rounding the can buoy, but through a mis- understanding of signals the Siberia sheered and struck the Ohio near the fore rigging, cutting her open. The barge went down im- mediately in 25 feet of water. The crew of | the Ohio were saved from drowning, but with Wednesday night. James B Chi one of Captain J. W. Westcott’s porters went alongside the schoone Hutchinson to deliver mail, ete. The ch er took a sudden sheer in towards the dod which the City of Cleveland was layirg the time, the reporters boat acted as a fe while Christie himself shinned up the side of the boat just in good time to escape bting hugged with a stronger embrace than bears could muster up. Jim cast his starbsard optic on the floating splinters of his threenew _ mail boxes «nd mentally thanked his | that there were no pieces of his 5 feet inches of stature mingled in the floating ¢ ‘ We congratulate Christie on his shi qualities, yet hope that it will be a long before he will have to get on end in such a hurry again. The boat was of course de- molished; but the floating letters and papers were picked up and carefully dried, ete J.C. Goss & Co, sail makers and riggers, are engaged fitting out several yachts, among their other orders is one for the outfit of the new steel steam yacht building atthe yardsof ~ the Detroit Boat Works. At the Springwells drydock, the steambarge Garden City is docked fora new Hodge wheel, light repair work is also being done on herma- chinery. I find the river steamers Darius Cole, Pearl and Dove, laying here and it is said that the excursion business will not amount to anything until July 4, The canal schooner John T. Mott, raised by Murphy, last summer, from the bottom of Lake Erie, where she had laid about three years, is now being thoroughly refitted. It ig singular to find that every scearph and batt in the vessel is as close and true as when she was first built. She has received an entire new how, including cant frames, stem, aprondead- wood, breasthooks, and deck beams and decks, ipa a new mizzen lower mast and three new top- — masts, new cabins and deck fittings, Thi Rochester Transportation Company are her registered owners and after her new upper works are completed she will be placed drydcek for a thorough calking inside | out. The foreman Carpenter William § is doing good honest work on her and no else but the best goes with Captain Blair who is closely superintending every detail of the work in hand. Ge Goble, Oswego, N. Y. was the builder Mott and his honesty as a shipbuilder is proven by the excellent condition | the schooner was found after layin off Point Pelee. It is expected pair bill will amount to $12,000. The sidewheel steamer City o} made the first excursion tri giving a delegation of short ride on the river last 1 The steambarge Ira Burt the customs authorities considerable difficulty. They lost all their] day effects. The steamer Majestid took the ship— wrecked crew to Sault ste Marie. The Ohio ‘i is owned by Estes, of Sandusky, and valued at} $50,000; the Siberia is owned by Rhodes, c Cleveland, and valued at $95,000. 2 The schooner Nassau cleared for Oswego Tuesday with 22,000 bushels of wheat cents. ne The John fore entering the Soo canal on Monday. She was drawing 14feet Sinches, Captain Samuel Mitchell, of Negaunee, de- nies the sale of the Jackson mine to an Eng- Oades had to lighter 80 tons be-} lish syndicate, but admits that negotiations | f are pending. The sale of the Ryan mine, in| Gogebic county, is in the same fix. The new Canadian Pacific car ferry steamer | wa Ontario has commenced crossing the river, |‘ She looks to be a commodious and serviceable ferry steamer and compares favorably with the Michigan Central transfer ferry boats. The schooner Henry Fitzhugh is unloading 240.000 feet of lumber at the Michigan Cen-|t tral wharf for Dwight & Co. She loaded the lumber at Harbor Springs, Traverse Bay, | Upon discharging her cargo the Fitzhugh will go light to Toledo for a load of coal for St. Ignace. . RUNG ic evegs The schooner John Schuette, anchored off the Wabash elevator, dragged her anchor in the heavy gale Friday night. The anchor dragged foul of the Western Union submarine cable and pulled it down stream twenty or thirty feet. A gang of men with the assistance of a lighter and the tug J. L. Miner, were at work on it all day Wednesday, splicing the damaged parts and getting the cable in its original position. The fine new Central Vermont Line pro- peller F. H. Prince, launched & short time ago from the yard of the Detroit Drydock Company, at Springwells, was given a trial | ¢ trip down the river on Monday afternoon, A | of large number of invited guests including many ladies were passengers. The engines worked satisfactorily. Manager F. W. Baldwin who came on expressly to attend the trial spoke in high terms of the latest additi their splendid new fleet. It is ramored the Central Vermont will shortly ‘ the passenger trade as there isa b be conveniently or possibly seen, and there} Sey i to learn the name. In the case of accidents in navigation it is very important to know the names of the vais Mae offend- ing vessels have escaped justice rpg want.