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THE MARINE RECORD. 9 THE CANADIAN CRUISERS. Owen Sounp, Onv., April 26, 1892. Edito r of The Marine Record. It is with considerable surprise I notice in your issue of the 2ist inst. an article on the above subject, by a correspondent who signs himself ‘‘Cruiser,” and who pretends to be in the position of being able to give your lake shipbuilders and mariners an interesting history of how the Canadian Gov- ernment is providing for the lake service. Now, his story may be interesting eaongh, but it is far from being correct, and it has evidently been compiled from garbled reports given by the duily press, assisied by the writer’s im- agination; so I would like, with your permission, to have the opportunity of correcting a few of the statements in his cor- respondence in which he errs; of course, we are ull liable to err, but none more so than those who depend on their imagi- nation to supply them with the facts. Taking his statements as they come, and first noting that his letter is dated from Ottawa, P. Q., I think due inquiry would inform him that O.tawa is not in Quebec, but in On- turio, Next, the Constance was not ‘lauached in October last year,” but on the 12th November. Then passing over the evident typographical error, whe:e the vessel is said to have a “raw bow,” instead of ram bow, but which should rather be curved stem, as there is no ram about it, we come to the speed, it may have beeu Cruiser’s expectation that ‘she would do 14 knots easily,’’ but the contract only asks fur 11 knots, and if she does one or one und a-half more, she will do well fora vessel of her dimensions and power, He states further, ‘‘she was built for the Georgian Bay and Lake Huron service,” but the contract clearly states she was to be built for the Bay of Fundy service, and all her arrangements are for salt water service. Again, she has no steel bottom, but is planked right on to the frames in the usual composite manser, and instead of “wth 3-inch elm,’’ is planked with 5-inch elm. “‘miscalcu ation was made in desiguing the boat,” Again, no and instead of being very crank as he says, she is more than ordinarily stable, as was strongly proved at the launch when the vessel fell over on the ways and entered tle water ou her beam ends. But despite this, and the fact that the water was pouring into her open hatehways, no sooner did she get enough of her native element to float her, than she righted on to her keel and shook herself dry like a duck, all of which is clearly shown in the excellent series of photos taken at the time by Bruce, photographer, Toronto. As for ballast, she never had a pound of itin her, and never need have. Again, he says, ‘the draft is specified 8 feet,’’ but I should be pleased to show him the specifications, wherein it is specified 9 ft. 6 in. in salt water, and as she now lies finished, her draft is 9 ft. 8 in, in fresh water. The transfer of the vessel from the Marine to the Customs Department was an ordinary commercial transaction of sale and purchase, and the Marine Department at once ordered a duplicate, (notice no alterations in the dimensions) vessel to replace the Constance for the Bay of Fundy fisheries service. Subsequently a third cruiser was ordered, but as this vessel is for Georgian Bay and Lake Huron fisheries service, and con- sequently to sail in shallower waters, her beam was increased in order to lessen her draft of water. But surely this is enough to show how far your corre spond- ent hascruised astray, without going all through his letter in the same manner, a task which would occupy too much of my time and beatrespass on your. valuable space, as every other line contains some such misstatement as those quoted. In- deed, I would not have taken up the matter at all had it not been for the malignant tone of “Cruiser’s” comments on the design and launch of the vessel, and to expose such ignorant correspondence, Ican now well understand the wisdom of your safeguard in not being responsible for the views of your correspondents, when such as ‘‘Craiser’’ are allowed to disport their fancies in your columns. In conclusion, I would recommend ‘Cruiser’’ to study ‘‘Magnet’s’’ letter from Kingston on the same sub- ject, which is clear and correct. Rozert Loaan, Inspector of the Cruisers- ee eee Tuomas Drein & Son, of Wilmington, Del., have recently received the following orders for patent metallic life boats, life rafts, ete.: Six 22-foot boats and three 20-foot wood clinker- bnilt boats for New Haven steamer; four 22-feet boats, two life rafts, etc., for Captain Al. Foster’s new fishing steamer ; four 20 foot buats for Hollister Bros’ steamer; six 22-foot boats for Northern Steamship Ov., and eight 22-foot boats for whale- backs and straightbacks building on the lakes; four 18-fvot, life rafts and 1,200 cork life-preservers for a Buffalo passenger steamer; one 18-foot boat of their new patent for the Merri- mack Steamboat Cv.; one 12-fooi boat for tug Mather; ca 14-foot boat, one 16-foot boat, and 50 Leduc Tule life- for steamer River Side, built by Jackson & Sharp; S8-foot boat for M. Morau’s new tug built by Neafie & one 14-foot boat for the Albemarle Towing Co.; one boat for the new Macaully steamboat. Messrs Drein & also furnishing the excursion steamers with cork and é preservers and rafts. DUTIES OF A TOWING STEAMER, Another big suit, involving the duties of a steamer to the boat she has in tow, has been instituted at Detroit. In this case, $61,000 is involved. November 26, 1890, the steamer John M. Nicol, with the big barge Wahnapitae, approached Cleveland harbor. There was a brisk wind and a moderate sea running. When within a quarter of a mile of the break water, the steamer threw off the tow- line and the barge struck the breakwater, where she very Soon pounded to pieces, drowning one man of her crew. The case will be fought on the grounds that the steamer should have towed the barge into port. She ran no risk in doing so, and in deserting the barge at the critical mo- ment she rendered herself liable for the loss. The suit is brought by the Loveland Transportation Co. for the loss of the barge and 2,000,000 feet of lumber on board. Orla S.aith, wife of one of the seamen lost from the Wahnapitae, will also institute suit against the Nicol for $5,000 on the ground of negligence in causing the death of her husband. Charles E. Kramer, admiralty lawyer of Chicago, represents both claims. a+ a YEGO SEAMEN’S UNION. Special Correspondence to The Marine Record. Osweeo, N. Y.—The seamen ot this port kick vigorously against W. E.S from Chicago. They held a meeting last Thursday evening, and all preseat, some twenty-seven, decided not to accept Smith as president. They determined to start another branch, but still claim that they belong to the Lake Seamen’s Benevo- lent Association, but will not acknowledge Smith. It is under- stood that the seamen along the chain of lakes who belong to this branch are in sympathy with the work that is being done by the local members, and will support them in their present action. mith, who was sent bere as their president On Monday morning the members in this port wish- ed to procure the furniture which was in the old offices, but Smith opposed the movement. ‘hey got replevin papers and Constable John Garrahan and moved the furniture. Mr. Smith states that he has possession and will remain at this port until the close of navigation, or until he is recalled by the Chicago people. The seamen here would accept any person a their president who is a resident of this city. The yacht Papoose arrived here from Detroit all well last Sunday. Mr. Mott has purchased her solely for cruising pur- poses and will not enter the lists with her asa racer although FLOTSAM JETSAM AND LAGAN. A. R. Boswell, the retiring commodore of the Royal Cana- dian Yacht Clab of Toronto, has been re-elected to the same position for the ensuing year by acclamation. The captain of the Idaho reported that Robert Kerr, look— out, was lost overboard between Buffalo and Cleveland last Monday morning. He was 30 years old and lived in Buffalo. The side wheel tug Arthur of Montreal is 90 ft. long by 19 ft beam. She has a compound engine and a Roberts boiler which supplies all the steam required with natural draft. The fuel is usually slabs from a saw mill, The ten tugs in Toledo have been pooled. LL, S. Sullivan has bought one quarter of the tug Schenk, and Schenk takes one-third of the tugs Dolan and Birckhead. Sullivan and Hubbard will be managers, Tie steam yacht Catherine being built for Mr. M. Cudahy, of Chicago, at the yards of the Davis Boat & Our Co., Detroit, is nearing completion, She was launched last week and is now receiving her finishing touches and is a credit to her builders. George Mason & Son of Geneva, O., are just completing a fine steam yacht, 56 feet in fenktt by 10 feet beam, with a capacity for 100 passengers. The engine is being constructed by Farrar & Davis, Erie, Pa., and the boiler by the Globe Iron Works, Cleveland, O. The yacht is expected to make 12 miles an hour, and will be engaged on the Licking reser- voir. For preserving wire ropes carried under water, or under the earth’s surface, a mixture of 35 parts sluked lime and from 50 to 60 parts of tar is recommended, The compound is boiled and applied to the article hot. For dry-laying cables a thick mixture of graphite boiled in tallow, and one of crude linseed oil and vegetable tar have both baen tried with suc- cess. Here is another tall yara: Last Autumn while the schooner Sir C. I. Van Straubeozie was eailing from Toronto to Ch-r- lotie, light, a sou’ west gale overtook her, Heavy seas broke athwart her deck. Finally a fiercer wave lurched the schooner terribly to starboard and carried the wheelsman overboard. As the vessel rolled away from him to larboard the pilot saw he was in imminent danger of getting left and resolyed on heroic action. The ship canted back again so far that the yard arms were immersed. The drowning sailor seized a main-top gallant stay, scrambled to the mast, slid down to the deck, and resumed his post at the wheel before he was missed. Capt her record stands high. Sade MARKING VESSELS’ NAMEs, There has been considerable dispute among vessel men as to Nearly all steamboat men claim that it is sufficient fur the name and port of hail to be on the stern and the name on each side of the pilot house. There is good reason for believing that such view is not in accordance with the law: In a recent decision the Solicitor of the Treasury says that section 4334, Revised Statutes, was repealed by the act of 1891. Section 4834 provided that the name and home port of each licensed vessel should be put on the stern. The act of 1891 goes farther aud provides that the ‘‘name of every documented vessel shall be marked on each bow and on the stern, and the home port also on the stern.’’ Another section, 4495, provides that in addition to the name on tbe stern, each steamboat shal have her name on each side of the pilot house, and if a side- wheeler, on each side of the wheelhouse. The Act of 189] is the latest regulation on the subject. Accor ding to the solicitor, it repealed section 4334, and left section 4495 undisturbed, It would appear, therefore, that the name of every documented vessel, steam and sail, must be the existing law for marking names on vessels. marked on each bow as well as On each side of the pilot house of steam craft. Owners were giyen until the end of 1891 to have the marking done. The penalty for non—com— pliance is $10 for each name omitted, LAKE SUPERIOR navigation can not nave been said to open previous to April 28th, as it was only on Wednes- day afternoon that the ice jam had been successfully penetrated at Duluth and the large fleet admitted into port. The records show that May Ist is asearly as Lake Superior navigation may be entered upon and there is not much glory or many dollars in sending tonnage to buck away at the ice much if anything before that date. Steamers leaving lower lake ports for Lake Superior on the 25th are no doubt further ahead than those who started out several days prior to that date. The limited sea~ son of navigation calls for as early a start as possible, but there is small satisfaction in consuming coal buck- ing away at an ice jam. ———e a Carr. L, C. CoLE has a record of 12 seasons in the Guiding Star. The rolling stone adage seems to be en- tirely knocked out in this connection, as the captain has rolled lots of ‘moss” around him. a a 6 Michael Evans, a sailor on the schooner Quayle, had his arms and jaw broken by a line parting He was taken sshore at Port Huron, Ben Tripp perhaps will youch for that, The schooner Sophia J. Luff, bound from South Chicago te Collingwood with 32,000 bushels of corn, sprung a leak in Saturday’s gale while on Georgian Buy. To save her from floundering the Luff was run on Beckwith Islend. The crew were taken ashore in safety. The esptain procured a tug and a steam pump at Collingwood, and is now at work trying to save his boat. She lies on a rocky bottom in twelve feet of water, The Luff is owned in Chicago by Capt. Wm, Shanks, who suils her, W. W. Shaw, and others. She was valued at $6,000 and insured for $4,000, The cargo is insured for $3,000. Madge Merton has a trite and true paragraph in the Globe, of Toronto, dealing with ‘‘Those people whose duty bears down the wings of their ambition,’ She says it is hard some- times to subordinate aims and desires to keep grinding away at the ‘small certainties’ with much more that is clever, and has a tone of being experience-born. “But” she adds, taking up a nautical simile, “‘it is not the misery of those other lives that have nothing to be moored to, that drift about with the waves and winds, derelict ships that have no motive power and no destination, a prey to storms, a menace in their useless— ness. They grate against one ship and are the worse as they toss on again, abandoned and doomed.” Aye, and she might | have udded thata water-logged derelict oftener ruins a fine craft; there isno sympathy between them; ten to one the good vessel sinks, unless particularly strong, and the vile derelict floats on to wreck more ‘‘The ships safe in harbor,’ Madge goes on, ‘tug at their anchors and strain at their lines, but the restraint is their salvatiou, their disguised happiness,”’ ee ee ‘ A WEATHER PROGNOSTICATOR, Mr, James Johnson of Buckingham, Kankakee Co,, Ills., has been studying the gyration of winds, temperatures and general weather conditions for some time past, and has no! sent out cards detailing the probable state of weather fo: mouth in advance, his April forecasts have coincided inst and general manager David Carter of the D, &O. Line of | show very favorable results. is. Of course these forecasts must feels oe contain a deal of guess work, but it is nevertheless re! a private individual taking so much interest, in the weather conditions, : past winter will be launched at Ashi was built for Cleyeland parties w! their part of the contract, market. ees