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THE MARINE RECORD, rd DOUBLE FEED “SAFETY” CRANK PIN OILER. The objection to many of the wrist pin oilers now on the market is that there is only one passageway for the oil, which is liable to become clogged up, and as there is nothing but the gravity of the oil to carry it to the bearing, there is danger of the wrist pin not getiing oil at all times, The accompanying ent represents a pew and novel device in wrist pin oilers, the : invention of 8. Olin Johnson and W. A. Downs, manager and superintendent of the Penberthy Injector Co. Its name, “Sufety,’’ carries with it the claims made for the cup, as there are two distinct feeds, through one of which the oil is forced by means of a plunger, while the other is similar to other flash feed cups. To open oil filling and vent holes turn racket to right with- out lifting, and the cover being concaye, no oil is wasted. To clean, remove screw J by turning ratchet A to left after lift- ing off the square, and a wire will remove any obstructions. E-Scurcneon H-PLUNGER Referring to the cut, the cup is filled through the oil hole in the cover (which is concave), and is covered by the undervalve ) and scutcheon E, operated by thumb nut A. It is mot necessary to remove the cover except to clean the cut. The feed is regulated by the ratchet A, which is raised and lowered, and allows the plunger to raise at every revolution of the engine to any desired height. The oil is conveyed through the passageway around the exterior of the plunger as well as the center of the same, as indicated by arrows. The ratchet A sits on asquare sdmitting of a regulation of 1-4 of a turn on a spindle 27 threads to the inch, To open oil filling aad vent holes turn ratchet to right withont lifting, and the cover being concave, no oil is wasted. To clean, remove serew J by turning racket A to left after lifting off the aquare, and a wire will remove all obstructions These cups, or particulars regarding them, can be had of the manufacfurers, the Penberthy Injector Co., Detroit, Mich. oO WHY SIXTY MINUTES MAKE AN HOUR. Why is the hour divided into sixty minutes, each minute into sixty seconds, etc.? Simply and solely because in Baby- lonia there existed, by the side of the decimal system of na- tions, another system, the sexagesimal, which counted by six- ties, says a writer in the Science Siftings. Why that number should haye been chosen is clear enough, but it speaks well for the practical sense of those ancient Babylonian merchants, There is to number which has so many divisors as 60. The Babylonians divided the sun’s daily journey into 24 parasangs or 720 stadia. Each parasang or hour was sub-divided into 60 minutes, A parasang is about a German mile, and the Baby- Jonian ustronomers compared the progress made by the sun during one hour at the time of the equinox to the progress made by « good walker during the same time, both accom- plishing one ,arasang, The whole course of the sun during the 24 equinoctial hours was fixed at 24 parasangs, or 755 stadia, or 360 degrees, This system was handed on to the Greeks, and Hippalchus, the Greek Philosopher, who lived about 150 B. C., introduced the Babylonian hour in Europe. Piolemy, who wrote about 150 A. D., whose name still lives in the Ptolemaic system of astronomy, gaye still wider cur- rency to the Babylonian way of reckoning time. {t was carried along on the quiet stream of traditional | knowledge through the middle ages, and, strange to say, it sniled down safely over the Niagara of the French revolution. t For the French, when revolutionizing weights, measures, q coins and dates, and subjecting all to the decimal system of : reckoning, were induced, by.come unexplained motive, to re- spect our clocks and watches, and allow dials to remain sexagesi- mal—that is, Babylonian, each hour consisting of 60 miantes, . td The port of Buffalo shipped by lake 2,079,770 tons of coal in 1890, and in 1891 2,365,895 tons, an increase of shipments in this ore industry alone of 286,125 tons, _ The steel steam yacht Evelyn, built by Piepgras for Mr. eman, of New York, will have a Sullivan triple expansion i e and a Roberts Safety Water Tube Boiler, we A UNIFORMITY IN NAMES. Everybody is aware of the rather hit-and-miss way that we have of spelling the names of cities, rivers, and even coun- tries. Each with more or less degree of reason for 30 doing. To secure uniformity and brevity, a government board was appointed by President Harzison about three years ago, charged with the task of finding out the correct pronunciation of all geographical names, and of fixing upon a standard spelling forthem. At the head of the board is Professor Tl, ©. Men- denhall, who is Superintendent of the United States Coast Sur- vey. So far abouttwo thousand changes haye been made, most of them in the line of brevity, and all with the endeavor to secure a greater fidelity of the spelling to the correctly spoken name, Among the most important changes are Bering, for Behring, Chile for Chili, Haiti for Hayti, Colombia for Columbia, (South America) Bermuda for Bermudas, the use of boro for borough in all names ending thus, the dropping of the h trom Pittsburgh Edinburgh, and all similar names, the omission of the words “city’’ and ‘‘town” as parts of names wherever practicable, and the contracting of many two-part names into single words, Of course the authority of this board extends only to the Postal Guide, and all other official publicatlons of the national government, but it is certain to effect, within a few years, desirable changes in the use of the name in newspapers, in books and all other publications. $$$ os A GROSS MIS STATEMENT. A man by the name of C, B. Dudley, who pretends to haye some reputation as a chemist, has recently made some analysis of a uti-friction metals, am: ng which is the Magnolia Metal. ‘There are gross errors in the analysis of Magnolia Metal, and those of other anti-friction metals are incorrect, If these analysis are instances of,his skill as a chemist, it would be well for the public for him to quit the business. Below is a statement of eminent au.hority on anti-friction metals bearing out the above statement. Magworia Anti-Fricrion Mrrat Co, 30 WALL SrrReer, New York, May 1, 1892. ; In the anaiysis of Magnolia Metal Lr. Dudley has overstated one constitutent part, and nas omitted tin, (which it always contains), and other materials. On the same page is givenan analysis of antimonial lead, which may becorrect, but not an ounce of this is ever used in Magnolia Metal, Respectfully Yours, H. G. Torrey. (U.S. Assayer in U. 8, Mint Service, New York.) a+ THE FINE REMITTED., The Cleveland Collector of Customs M. B. Gary, this spring imposed a fine of $500 upon the steambarge Sanilac for leay- ing that port for Canada last fall without aclearence. This is the penalty prescribed by law for the offense of leaving port without a clearance. Upon representations of the owners that the captain had forgotten to clear until after leaving port, and that after getting outside the weather was such that he did not deem it safe to return, Capt. Gary recommended to the Treas- ury Department that the fine be remitted. He has reeeived a letter from Secretary Foster authorizing him to remit all of the fine except $50, and he promptly seat $450 to Farrasey & Marron, the well-known forwarding agents who are also the agents for the owner of the boat. It is noteworthy that the Treasury Department frequently ease up after a proper representation is made of the facts in the case, and it would appear that it was the desire of the De- partment, to enforce the law in these cases without using harsh or arbitrary measures. ree A HEAVY JETTISON. Through the collision of the steamers Russia and Celtic off Rondeau on Lake Erie, during a recent dense fog, the Cel- tic was sent to the bottom, and the Rnssia, after jettisoning a lot of valuable cargo was beached, eventually reaching Buffa- lo where she is now being repaired at a cost of about $12.000, The Russia jettisoned about $42,000 to $45,000 worth of her cargo, damaged cargo to the amount of $3,000. and only $5,000 worth was saved uninjured of her cargo, valued at $55,000. The managing owner of the Russia made an attempt to salve the flotsam, jetsam and lagan, but as the casualty took place in Canadian waters, he found that in order to get it he must pay 20 per cent duty on the first value of the goods and a further ad valorem duty. Before they could be taken care of there was risk of their becoming entirely spoiled, so ha left them to the tender mercies of the Canadian authorities, It would be for the best interests of the lake marine if jettison- ed cargo was embodied in the rulings of free wrecking privi- leges. a a ge REPRESENTATIONS were made to S. I, Kimball, Chief of the Life Boat service, whereby that official ordered the removal of the headquarters of the life saving service at Grand Hayen to St. Joseph, Mich. The Assistant Secretary of the Treas- ury has countermanded this oider. A NuMBER of captains have already sent in to the Weather Bureau their morning and evening weather reports for the month of April. In them are found descripticns of many in- teresting phenomena, and this will doubtless prove the begin- ning of an extensive lakeweather service,—[Cleyeland Leader. Notes. Major Oswald H. Ernst, Corp of Engineers, is detailed as a member of the Lighthouse Board, vice Colonel William P. Craighill, Corp of Engineers, who has been relieved as 2 member of the Board by order of the Secretary of War. THE water at the Soo has been improving for two or three weeks. A fourteen foot draft is now allowed to vessels passing through the canal. This improvement is due undoubtedly to the recent heavy rains, and not to anything done by the Lake : Carriers’ Association investigating committee, which has not yet investigated; and if the water will only come up another six inches as cheerily as the last six has been gained, there won’t be much necessity for investigating. Durie the calendar year 1860, the total arrivals at the port of Chicago by water were 10,507 veusels of ail kinds having an aggregate tonnage of 5,138,253 tons; the number of vessels cleared was 10,547, with a tonnage of 5,150,665, During the same yeur the entrances at New York, from for- eign ports alone, were 5,509 vessels, with a tonnage of 6,472- 053 tons; the clearances for foreign ports consistéd of 5,022 vessels, wita a tonnage of 6,145 No acvount is kept of the number of tonnage of vessels plying between New York and other domestic ports, but the above figures show that the business between New York and foreign ports was larger for the year 1890 than that between Chicago and all other ports combined. From the foregoing the contention ot arrivals and clearances are borne out with a relat ye degree to the truth of Chicago having by fur the largest number of vessels arriving aud clearing, actual tonnage, however, must be conceded to New York. The same distinction exists, or did exist, between the ports of London and Liverpool. SEE cee THE TWENTY-FOOT CHANNEL. < The Lake Carriers’ Association have taken action in regard to the proposed reduction by the U. 8. Senate of the appro- priation forthe twenty-foot channel, and on Friday last the fol- lowing memorial was prepared. To the Honorable, the Senate of the United States. The Lake Carriers’ Association, now including in its mem- bership a great majority of the lake tounage, respectfully asks your consideration of this communication, It has been proposed to the Senate by its committee, to re- duce from $500,000 to $375,000, the appropriation in the river and harbor bill for a ship channel in the shallows of the Great Lakes between Chicago, Duluth and Buffalo. A great gather- ing of representatives from all the States bordering on the lakes met and memorialized Congress for this appropriation, and for the rapid and active accomplishment of the work. It was their judgment, and it is our opinion that the amount of the original appropriation is quite too small, and that every dollar of it and more can be wisely and profitably expended in the prosecution of the work, beginning just as soon as the appropriation is made available. We have four thousand miles of coast line; eight of the most important States of the Union border on the lakes; the vessels employed are alone worth $60,000,00U; one- quarter of the entire tonnage of the United States 1s engaged here; the millions of tons of ore, the flour and grain shipments, and the other products of the Northwest are now brought down and the coal supply is carried on at a cost so low as to be a distinct benetit to the pation. This cost can and will surely be materially reduced when and as a deeper draft can be carried through the present shallow points. We have an abundance of depth throughout the fourteen hundred miles of navigation involved, except in the few places proposed to be improved. This commerce is not the promised after result of having the improved channel, but is a present accomplished fact waiting on the improvement. ‘Weare ready today to use the deep channel by loading our present vessels deeper, and such deepening of the shallow places, if it could be accom- plished in a day, would that insiant increase the carrying ca— pacity of the great luke fleet 25 to 30 per cent, and would at once reduce the cost and the price of transportation besides admitting of the construction of larger vessels in the future. Further than this the improvemeat contemplated is a per- manent one, and each porticn of the work done would be per- manent, practically so, since our waters are not subject togreat spring freshets or to the filllng up or other destructions of sub- marine work, the waters are clear, wich comparatively little sediment or composite, and such work once well done re- mains as a long and serviceable improvement. We feel jus~ tified in claiming that in favor of no other improvement in the list can so much be justly said as of this. ie Not seeking to belittle the necessities of other localities or the measure of resulting good from their improvement, we respectfully admit that it is unwise, and both directly ang relatively unjust, to the commerce of the Great Lakes, an to those dependent upon it for transportation, to reduce ine appropriation. ‘The price of the necessities of life is affect materially by the cost of transportation, «od an in provene so immediately and directly affecting this as does the one under discussion, presents a question which rises above any local or partial interest, touching as it does and must, a vital interest of the whole people. Distinctly and emphatically ean it be said that this improvement is of national character, of general — importance to the country at large, without qualulicath f local improvement or benefit which so generally is in the ue cessity of things an element of more or less distinctness importance in such improvements however much they may — benefit and be necessary to the general good. 2, Spreads Such being its undoubted character, tue need being so great, a the resulting good so certain to follow immediately upon improvement, we of the Jake States and of the Northwest, confidently hope for an increase in this appropriation hands of the Senate, every dollar of which could immediate practical use and could be judiciously the work; and we sincereiy hope that on coi change and increase raey testy rather than duction, spectfully submitt ARRIERS’ A: Tue Lake Carriers’ By M, A. Bradley, President, C.