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THE MARINE RECORD. Sessa SS eee Notes. Tue United States Engineer for one of the lake districts has ordered from the publishers three copies of ‘‘Pearsons Manual of Navigation for the Lakes,” We noted ina previous issue that the advance sales of this book were large, it is now learned that the first edition was half exhausted within ten days of its date of publication, Ty a Jetter to Tum Marine Becorp, Pawling & Harnisch- feger of Milwaukee, Wis., manufacturers of the Beck Steam Steerer, state that they have now on hand orders for twelve of their Steerers and are constructing three machines for the American Steel Barge Co, Superior, Wis., besides receiving a great many inquiries from intending builders and owners, THE Naval Bill introduced by Mr. Herbert, from the com- mittee on nayal affairs contains a clause asking for an appro- priation of ten thousand dollars for ocean and Iake surveys, the publication and care of the results thereof; the purchase ‘of nautical books, charts and sailing directions. We can not refrain from stating that ten times this amount could profitably be expended for the Great Lakes alone. Tuomas Drery & Son, Wilmington, Del., have just re— ceived an order from F. W, Wheeler & Co., Bay City, Mich., for four of their 20 foot metallic life boats, A large number of inquiries are being regulurly received from lake shipyards and owners and the order for shipmentin April and May aggregate six car loads, four boats going in each car, all for lake use. Mr. Harrison B. Moore, president New York Lighterage & Transportation Co., has had a Roberts boiler in his steam launch Pampero on Lake George for the past three years and claims 22 miles per hour. She is undoubtedly the fastest boat on Lake George, although there are about 20 others with Roberts boilers in them. Mr. Moore is now building a salt water yacht of about 112 feet length. She will have a Roberts boiler with about 40 square feet of grate. We have received from the Kendall Marine Reporting Co., Port Huron Mich., a handy compendium styled ‘‘A Wages Table Book’ containing calculations by the day from $5 to $125 per month, also hour work from five to sixty cents per hour. This little work, will, no doubt, be of advantage to ev- ery vessel master as a ready reckoner in making up wages ac- counts during the season, the nominal sum of twenty-five cents which the publisher charges, will, no doubt, secure for it a wide sale. Mr, Ed. Kendall will please acce pt thanks for the copy now before us. Tue contract for the construction of the new steel passenger steamer for the Goodrich Line will be let during the month of April or early,in May. She will be 45 ft longer and will have 6 feet more beam than the Virginia. The dimensions decided upon are: 300 feet keel; length over all 320 or 322 feet; depth of hold 25 feet. The extra beam will enable the introduggion of two tiers of staterooms without resorting to the arcade plan of the Detroit and Cleveland steamers, or infringing upon the width of the saloon. It is claimed that the width of the hull will not prevent builders from obtaining lines for speed, and the intention is to have her fully as fast asthe Virginia. Tp following notice to owners and masters of British seal- ing vessels has been issued from Ottawa, under date of March Zist: ‘Notice is hereby given to all persons having claims for compensation for loss or damage by reason of expulsion from, or warning out of, Behring Sea under the provisions of the modus vivendi between Her Majesty’s Government and that of the United States of America during the year 1891, that all claims must be lodged at the office of the collector of customs at Victoria, B. C., within a month from the date of this notice. Claims not lodged within the time specified will not be considered.’”’?’ Cuartes H. Tupper, Minister of Mar- ine and Fisheries, Mr. Joun M. Cronenworts, a well known marine engin- eer, writing to the manufacturer of the Kendall Piston Pack- ing, under date of January 12, 1892, says: “Iam pleased to say that your packing placed in the tug Torrent has given entire satisfaction, We commenced to tow rafts (the hardest kind of work for an engine) in March, and ran continually until No- vember, the rings never gave the least trouble. I took them out this fall, cleaned them, put them back, and they are all right for another season. The engine works very free with your rings, makes more turns and uses less oil than with any other rings I have ever used in my experience as an engineer, I cheerfully recommend to any one wanting a good reliable piston ring.’’ ¢ Eyerrynopy who recalls the conundrums of his youth will remember that a woman is often like a ship. Some time she is -attached to a buoy, or is tender to a man of war, or hankers after a swell, Some times she goes into stays, or mokes up to an old pier. Sometimes too, she is a whaler, and sails into a a little cove like good old Mrs. Trimmer. It has been further pointed out that the word for aship is feminine in most Jan- guages, and that women haye trequently been called ducks, ‘doubtless from the natural way they take to the water extern- ally and internally (and eternally too, it is devoutedly to be hoped.) Some esoteric pundits hold that Paul saw the resem- _ blance between gals and galleys when he spoke of woman as the “w aker yessel,’’ A miserable cynic ina garrison town : adds that when a weaker vessel isa tender toa man of war, he is often 4 cutter to a man of peace, OFFICERS APPOINTED. Thomas Adams of Detroit, Mich., has made the following appointments to his fleet for this season: Steamers, Thomas Adame—Capt. D. Nicholson, Engineer James Kelly; Jesse H, Farwell—Capt. D. Duncanson, Engineer W. F. Cullen: Spin- ner, Capt. George Kendall, Engineer T. J. Kelly. Schoon- ers, G, H, Rutter—Capt. 8. L. Ketchum; Jeremiah Godfrey, Capt. D, W. Matteson; Shawnee, Capt. John Eberlein, Capt. John Shaw, manager of the Shaw-Eddy fleet, has made the following appointments: Steamers, ©. A. Eddy— Capt. H. L. Shaw, Engineer M. Owen; E. CO. Pope—Capt. H. Zenland, Engineer R, Hill; N. A. Eddy—Capt. T., W. Manuel. Mr. Washington Bullard, General Manager of the Union Steamboat Co. has appointed the following named masters und engineers to that Line for the season of 1892: Chemung— Capt. Walter Robinson, Engineer Chas. Wall; Owego—Capt. John Byrne, Engineer HM, C. Jordan, Tioga—Capt. A. A. Phelps, Engineer John Mayberry; H. J. Jewett—Capt. D. Bordeaux, Engineer Geo. Fritsche; Rochester—Capt. W. P. Garden, Engineer N, Johnson; New York—Capt. J. M, Clos- sey, Engineer Jos. Howlett; Avon—Capt, J. Frawley, Engi- neer F’, Colton; Portage—Capt. Jas. Jacksou, Engineer Geo. Haig; Nyack—Capt. Thos, Judge, Engineer Alex Jones, $< a REPORT YOUR BOILERS. The local steamboat inspectors, of Milwaukee, have suspend- ed the license of Joseph A. Sweetman, of Sturgeon Bay, last season engineer of the steamer William Rudolph, because of a violation of one of the rules promulgated by the board of su- pervising inspectors for the Government of steam vessels. The board held that he neglected the boilers of the Rudolph and thus impaired its serviceableness. The above particulars were taken from the Evening Wisconsin, of Milwaukee. Mr. Sweet- man states that when he took charge of the boat in the spring he found that the boiler had been left in very bad shape; but that the owners asked him not to report it to the inspectors, as it would make them trouble and cause the engineer who was on her the season before to lose his license. He therefore cleaned the boiler up and got it in as good shape as possible. He was somewhat surprised to find that the engineer who was really to blame for the condition of affairs had made a com- plaint against him for neglecting the boilers. The papers were revoked for only thirty days, which time expires on the 20th of this month. Mr. Sweetman has a good reputation as an engineer and the suspension of his license seems to be a new departure in the duties of the local inspectors. No engi- neer ought to be asked to condemn or pass judgement upon the skill or the work of his predecessor. $$ rr LIGHTSHIP COMMUNICATION. The technical difficulties of laying a telegraphic cable be- tween lightship or lighthouse and the shore cannot be re-.|- garded as insuperable. Other nations have overcome them, and it will be remembered that the Telegraph Construction and Maintenance Co., in 1871, established and maintained for ashort time telegraphic communication by cable with H, M. S. Brisk, which was moored about 60 miles from the Land’s End aud was intended to be used asa floating telegraph sta- tion. The Sunk lightship, too, was effectively connected with Walton-on-the-Naze, a distance of 9 miles, some 4 or 5 years ugo. But, because no great maritime disaster was held to have been averted by this telegraphic connection, the cable was re- moved. If we were to follow this principle of removing every- thing that did not within a certain limited period demonstrate its usefulness, we would perpetrate some grave errors. As well remove a shi,’s boats because they were not required on one particular voyage, or a lifeboat from a dangerous coast, be- cause during one season no wrecks occurred there.—Nautical Magazine. _ ED oe AN EFFICIENT FOG-HORN. There has been a growing necessily for a more eiticient me- chanical fog-horn to be used on the sailing tonnage of the United States and to meet this demand we find the Gas Engine and Power Co., Morris Dock, New York, have placed upon the market a device which is likely to supersede the ‘‘Nor- wegian”’ and other styles of horn in use at the present time. The law now calls for a mechanical instrument instead of the mouth and chest purchase formerly in use, and those vessels who do not have the mechanical appliance are liable to vitiate their insurance besides standing their chance to lose their suit in a case at law, The new device patented and manufactured by the above named firm is styled ‘‘The American Fog-Horn’’ and is not affected by exposure. All of the working parts of this horn are of superior metal and the inventor has paid special atten- tion to the factor of durability as well as efficiency in its special use, eee LOADED DOWN WITH HONORS. A communication from Wisconsin was delivered at this office a few days ago addressed to the Secretary of an exten- sive and universally known shipbuilding firm, although the face of the envelope bore the house flag under which this paper travels, the purser dare not ignore the superscription traced so legibly above the colors under which we are sailing, and clearly recognizing that the very name was a synonym of punctilious perfection in commercial and mercantile ethics (although his palms itched to ascertain if a small share of the long green might not be under the cover for appropriating into his always collapsed coffers) he nobly, disinterestedly and with the most business like discipline that ever was observed in the sanctum of a marine paper or in apything or anywhere else appertaining to the marine element in so far as we are advised, enclosed, sealed and addressed this package, and be- fore any long shore pirate had the chance to board him for that of which he has but all too little, he heroically consigned the communication, containing perhaps the elixir of life, to the tender care of the postal officials, so that this puissant arbiter of the ‘filthy lucre” whose cognomen it bore, might become duly possessed of that which belonged to him. All so far was fair weather, clear sailing, and everything ship shape and above board untila Wanamaker satellite came hovering around the quarter deck with the following :— March 22, 1892. Publishers Tue Marte Recorp. GENTLEMEN:—I have your note of yesterday covering a letter addressed to me and have absorbed the surprising con- tents of the enclosure. Some people sre born to honors, some achieve honor, and some have honors thrust upon them—ap- parently I belong to the latter class, If the good people of Khinelander have without my knowledge or consent, elected me to such a responsible and laborious position as Secretary of the Recorp I must beg to tender my resignation to take effect at once, as it takes more gray matter than [ possess to run a “‘newspaper’’ and the wear andstear, not only upon my nervous system, but upon my moral sensibililies (‘7 cannot tell a lie,”) would be fatal to both my temporal and spiritual welfare, _ { have had some modest hope that when my summons came to join the innumerable caravan that moves to the pale realms of shade, I might “wrap the drapery of my couch about me and lie down to pleasant dreams’? but, if [ am to become the official of a marine journal, I might as weli at once hang up the sign which Dante saw at the gates of Hades. “All who enter here leave hope behind.” Awaiting with some trepidation the outcome of this newly acquired misery, i am Very truly yours, And now if ever the ancestor of an albatross felt tangled up in the two ends and the bight of a jumble eye the purser of this ere craft is the man, for the ‘‘long green’’ is held under the signature of an official who voluatary abdicates his authority while Wanamaker’s myrmidons won’t part without the wily Secretary’s signature, _—_-— 2 LAKE CARRIERS’ ASSOCIATION, President S. D. Caldwell, in his recent annual address ad- vocates the larger lake ports being represented in the Associa- tion by permanent committees in the following order: First—A committee on finance, to consist of seven mem- bers, to whom shall be referred all matters relating to the rais- ing of money, and allother matters not falling within the juris- diction of any other committee hereinafter named. Srconp—A committee on rivers, harbors and channels, to consist of five members, to whom shall be referred all matters relating to rivers, harbors and channels, legislation relating thereto, end rules and regulations governing the use thereof: TuirD—A committee on aids to navigation, to consist o five members, to whom shall be referred all matters relatin to lights, signals, buoys, and other aids to navigation. FourrH—A committee on miscellaneous legislation, to con sist of five members, to whom shall be referred all matters re- ferring to bills, measures, or regulations proposed, enacted or made by Congress or any governmental board or officer, not falling within the jurisdiction of the committee on rivers and harbors, or the committee on aids to navigation. --— ee ALIEN LABOR ON THE HIGH SEAS. The lines of the alien labor law is being drawn tighter than ever, and it is now announced by the Treasury Department to all the immigration inspectors along the Canadian border, that the shipping of Canadian seamen in United States vessels is a violation of the laws of 1885 and 1891 to employ alien sailors, (Canadian or other nationalities) on American vessels sailing between ports of the United States and Canada, seamen it is stated, must be American citizens prior to such employment, Formerly it was universally understood that only a portion of the crew need to be American citizens, A penalty of $1,000 aud imprisonment for not more than one year for each offense is prescribed for a violation of this provision. While able seamen require only a residence in this country, captains, mates, etc. must possess citizenship; the revised sta‘- utes providing that officers of vessels of the United States shall in all cases be citizens of the United States, and on the strict rendering of this clause alone has the navigation of United States tonnage been practically carried on heretofore. i A feature of the law concerning the employment of alien sailors, that may be of particular interest to vessel-own— ers and officers, is in the provision that in case a United States vessel bound for a Cunadian §port should be deserted by her American, crew on asriving at that port, the master may ship a crew of Canadians or other foreigners to bring her back to her home port, without any violation of the law. The Canadians so employed, would, of course, have to pay their paasage back. Atleast they could not legally ship in an American vessel to work their way back, or to go to. any other port. . $$$ Durixe 1891 there was manufactured in Michigan 3,599,- 532,000 feet of lumber and 1,826,,874,00) shingles. Tais shows a decrease from 1890 of 486,236,00) feet of lumber and 643,705,000 shingles.