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MARINE LAW. TREASURY DEPARIMENT April 6, 1883, Foreign vessels proceeding from port to port in the United States to complete their cargo for exportation in the manner spect- fled in the following sections of the Revised Statutes: ‘Src, 4367. ‘The master of every foreign vessel bound from a district in the United States to any other district within the same, shall, in all cases, previous to her departure from such district deliver to the collector of such districts duplicate manifests of the lading on board such vessels if there be any, or, if there be\none, he shall declare that such is the case; and tothe truth of such manifest or declaration he shall swear, and also obtain a permit from the collector, authorizing him to proceed to the place of his destination. ‘Src, 4368. ‘The master of every foreign vessel, on his arrival within any district from any other district, shall, in all cases, within forty-eight hours after his arrival, and previous to the unlading of any goods from on board such vessels, deliver to the collector of the district where he may have arrived manifest of the goods laden on board such vessels, if any there be; or, if in ballast only, he shall so declare; he shall swear to the truth of such manifest or declaration, and shall also swear that such manifest con- tains an account of all the merchandise which was on board such vessel at the time or has been since her departure from whence she shall be reported last to have sailed; and heshall also deliver to such collector the permit which was given him from the -ol- lector of the district trom whence he sailed. “Sec. 4369. Every master of foreign vessel who leglects or refuses to comply with any of the requirements of the two proceed- ing sections shall be liable to a penalty of one hundred dollars. Nothing therein con- tained shall, however, be construed as affect- ing the payment of tonnage, or any other requirements to which such vessels sre sub- ject by law.” 3 . . Upon. the sea-coast the fee tor certifying or receiving the manifest of a foreign vessel - bound coastwise is $2, paragraphs tenth and eleventh, section 4381, Revised Statutes; and upon the frontiers the fee is fixed by paragraphs sixth, seventh, eighth, and ninth, section 4382, Revised Statutes. : Vessels of the United States are not subject to like restrictions, but may pass from port to port in the United States to make up cargo for exportation without entry or clearance, except where required by the coastwise laws, sections 4348 to 4361, Ke- vised Statutes, and sections 3125, Revised Statutes, paying only the usual coastwise tees. Butin acase where cargois raced ona vessel which was imported and is to be ex- ported in her, a bond must be given under the following sections of the Revised Stat- ntes: “Src, 2776. Any vessel may proceed with any merchandise brought in her, and, in the manifest delivered to the collector of the custome, reported as destined for any foreign port from the district within. which such vessels shall first arrive to such foreign port paying or securing the payment of any duties upon such merchandise as shall be actually re-exported in the vessel. But the manifest so declaring to re-export such merck.andise shall be delivered to such col- lector within forty eight hours atter the arrival of the vessel. And the master of such vessel shall give bond as required by the next section. “grec, 2777. The master of any vessel so destined for a foreign port shall give bond, with one or more sureties, in a sum equal 10 the amount of the duties upon the merchan- dise, as the same shall be estimated by the collector and naval officer of the port where the report shall be made, to the satisfaction of the collector, with condition that the merchandise, or any part thereof, shall not be landed within the United States unless due entry. thereof shall have been first made and the duties thereupon paid according to law. Such bond shall be taken for the same period, and canceled in like manner a8 a bond given for obtaining drawback of duties. No such bond shall be required in respect to merchandise on board ot any vessel which has put into the United States as a necessity, shown as prescribed in section twenty-seven hundred and seventy-three.’”’ The fee for taking such a bond is fixed at forty cents by paragraph seventh, section 2654, Revised Statutes, Yn all such cases a foreign clearance will be made only at the last port from which the vessel departs in the United States to proceed directly to her toreign destination. Collectors of customs at the ports of de- parture from which foreign clearance is taken by vessels of the United States which are not required to clear coastwise, will, in such sases, accept from the agents of the vessels such manifests as are required to be filed by section 4200, Revised Statutes. But where vessels of the United States are re- quired to clear constwise, and where the goods are shipped on foreign vessels, said munifests should be filed at the ports where the goods are laden.— Maratime Register. AERIAL NAVIGATION, It is hardly necessary to say that the in- troduction of a locomotive machine which would transport a large number of people through the air in any direection required, would be a startling novelty in our travel- ing arrangements. Let us glance at the ad- vantage it would offer.’ comparing it first with aquatic locomotion, it would be far quicker than any boat hitherto made, vastly less expensive in first outlay and cost of working, would require no. harbors, would produce no sea-sickness, and would escape the greatest dangers inherent in water nav- igation, Viewing it, secondly, as a means of trans- port, it would be quicker than road travel- ing, and would compare favorably with the. ordinary speed on railways, while it would entirely dispense with the enormous and costly provisions requisite for bcth of these modes of getting over the ground, and be free from the multitude of liabilities to acci- dent attending them, Butit may naturally. be objected that such a mode of locomotion would have peculiar dangers of its own. No doubt balloons have hitherto been very subject to accidents,-and the bare idea of anything going wrong at a height of thous- ands of teet above the earth has something in it very appalling. But much of this im- pr3ssion will vanish before common sense reasoning. It must always be borne in mind that for the purpose of locomotion there would be no reason for ascending high in the air; it would only be necessary to keep at a sufficient altitude to clear terrestrial im- pediments, and this would net only do away with much of the terror of the idea, but would greatly increase the probability of a safe escape from accidents of whatever kind. Let us see in what direction danger might, in extreme cases, lie. ‘The loss of gus, by rupture of the envelope or otherwise, Is a remote possibility, but the experience of many actual cases has ‘proved that the resist- ance of the air to the surface exposed has sufficed to prevent any rapid fall; special measures might be easily provided, and at low elevations over land no serious ecatas- trophe need be feared on this ground. In crossing over water precautions would still be possible, and the cause would not be so hopeless as in marine casualties. The dan- ger of fire, if properly guarded against, need not be greater than in a ship at sea. Indeed, it we believe M.. Giffard, who has tried such an experiment, the idea of such a danger is quite an illusion. The accidents that arise to ordinary bal- loons almost always occur in the descent, which, if the wind is high, requires great eare and skillful management. In this case the propelling power would be most espe- cially useful; the aeronaut could choose his place ot landing, with precision, and, by turning his head to the wind, he could avoid the dragging which is so dangerous, and which has so often brought a fatal termina- tion to to balloon voyagers. ‘The worst con- jecture conceivatle would be a break-down of the propelling machinery at a time when it was wanted to aid the descent ina gale. But the risk of such a breakdown could be made very slight by ordinary mechanical precautions. On the whole, there can be no good reason to believe that the dangers would be more formidable with this than with other kinds of locomotion, and when we remember the frightful casualties that so frequently occur in land, river and sea traffic, and consider how many ot their causes would be absent in the free paths of the air, we may proba- bly even venture to assert that balloons would be the safest as well as the pleasant- est mode of traveling. AB a set off against all this, however, there is one great objection to aerial locomotion, the uncertainty it must always be liable to in consequence of the effect of the wind. We must not ignore this; on the contrary, we will endeavor to estimate its exact value, We will assume that we can steam through the air in any direction at the rate of thirty miles an hour; but this will only count for useful locomotion ina dead calm. If there is any wind, by carrying the balloon along with it, it will clearly influence both the ef- fective direction and the effective speed.— Dr. William Pole, in Fortnightly Review. ABOUT PRECIOUS STONES. Professor Eggleston of the Columbia school of mines gives a fine discription. of precious stones: There is in Paris a diamond so hard that the usual process for cutting and polishing made no impression upon it. ‘The black Ciamond is mostly used for tools. In Russia it is broken into flakes polished and worn as court mourning. ‘The historic diamonds have no more luster than a pieze of glass. The sham diamond is mere beautiful than the genuine stone, but it has a tendency to decomposition and does not retain luster. The diamond mines of Brazil were first opened in 1727. It is estimated that since that time they have produced at least two tons of diamonds. In England, a stone weighing one carat snd of the purest water is worth, when cut and polished, about $60. The dealers in rough stones acquire the habit of distinguishing the water of a rough stone by simply breathing upon it. Among the historic diamonds the Rajah weighed 367 carats, and the Great Mogul 282. Be- fore it was cut the later weighed 900 carats. From the composition of the diamonds we see what costly things nature makes trom. common material. All the diamond fields of the world are not worth the arthracite fields of Pennsylvania. A raby of five carats is double the value of a diamond of that size and one of ten carats is worth three times as much asa diamond of corresponding size. A perfect ruby is the rarest of all stones. Rubies are often imitated with real stones the most common beirg spinel. But it is not difficult to distinguish. the imitation, as the ruby is the only stone having a pigeon- blood color. Another precious stone is the sapphire, which is like the ruby. with the exception of the color. ‘here has bean a small stone which was ruby on one side and sapphire on the other. ‘The emerald isa deep green, the deeper the better. It loses no brilliancy in an artificial light, but its color may be dispelled by a geile heat. Most of our emeralds come from New Granada, and will always have flaws. In imitation it Is not the hardness nor the color that issought so muenas the flaws. The first eye glasses were made in England of emeralds. AMERICAN NEWSPAPERS IN 1883. The newspapers and periodicals of all kinds in the United States and ‘Territories now reach the imposing total of 11,196. This is an increase of 585 in twelve months. ‘Taking the States one by one, the newspaper growth is some is very con- siderable. ‘he present total in New York State, for instance, is 1.399—a gain of 80 in the past year. ‘The increase in Pennsylvania is 48, the existing number 943. Nebraska’s total grew from 175 to 201, and Hlinois’ from 890 to 904. A year ago Massachusetts had 420 papers; now the number is 438. In ‘Texas the new paper outnumbered = the suspensions by 8, and Ohio now has 738 papers instead of 692, ‘The most remarkable change has occurred in the ‘Territories, in which the daily papers have grown from 43 to 63, and the weeklies from 169 to 243— Dakota being the chief area of activity. The number of monthlies throughout the country grew from 796 to 1,034 while the dailies leaped from 996 to 1,062. ‘The figures given above are exclusive.of Canada, which possesses a total of 606. It is interesting to note that the newly-settled regions of the Canadian Northern are productive of news- papers as well as of wheat, tor the number of journals issued in Manitoba was nearly doubled during the year. THE KEY ‘tO SUCCESS. In order to have any success in life, or any worthy success; you must resolve to carry into your work a fulness of knowledge —not merley a sufficiency, but more than sufficiency. In this respect follow the rule ot the machinists. If they want a machive todo the work of six horses, they give it nine horse power, so that they may have a reserve of three. ‘l'o carry on the business of life you must have surplus power. Be fit for more than the thing you are now Joing. Let every one know that you have a reserve in yourself; that you have more power than you are now using. If you are not too large for the place you occupy, you are too small for it. How full our country is of bright example, not only of those who occupy some proud eminence in public life, but in every place yon may tind men going on with steady nerve, attracting the atten- tion of their fellow citizens, and carving out for themselves names and fortunes from smalland humble. beginnings and in the face.ot formidable obstacles. Let me cite an example of aman I recently saw in the little village of Norwich, New York. If you wish to know his name, go into any hardware store and ask for the best hammer in the world; and if the sailesman be an in- telligent man, he will bring you a hammer bearing the name of D. Maydole. Young gentlemen, take that hammer in your hand, diive nails with it, and draw Inspiration from it. : Thirty years agoa boy was struggling through the snows at Chenango Valley, try- ing to hire himself, toa blacksmith. He succeeded and Jenrned his trade; but he did more. He took itinto his head that he eauld make a better hammer than any other man had made. He devoted himselt fo the task for more than a quarter of a century. He studied the chemistry of metals, the strength of materials, the philosophy of form. He’ studied failures. Each broken hammer. taught him a lesson. ‘Chere was no part of the process that he did not master. He taxed his wit to invent machines.to per- fect and cheapen his processes. No improve- ment:in working steel or iron escaped his notice. What may not twenty-fiye years of effort accomplish when cencentrated ona single object? He earned success ; and now, when his name.is stamped on a steel. ham- mer, it is his note, his bond, his integrity embodied in steel. ‘Ihe spirit of the man is in such hammer, and the work, like the workman, is unrivaled. Mr. Maydole is now acknowledged to have made the best hammer in the world. Even the sons of Thor, across the sea, admit it.—Ganjield. THE SUN AS A SOURCE OF POWER. Of the enormous power of the stn’s ray few readers have any adequate conception but as the time appears now to be approach ing when they will be capable of being made directly available in place of coal and stea:a for the production of power and light, the question is beginning to assume something nore than a theoretical interest. ‘The French electrician, M. Duprez, in a recent work, makes some calculations which illustrate the enormous fund of force which the sun’s heat is capable of supplying. France, he guys, possesses an area of about half a million square kilometers. In one hour the sun’s heat will absorb or dry up two pounds of water per meter, and so on a fine summer day the quantity of water the sun is capable of absorbing in one hour over the entire area of France is not less than a thousand mil- liards, or a million million of pounds avoirdupois. If we hac to raise this quantity of water toa boiling point in boilers, we should require no less than sixty million tons of coal, which is one fifth of the entire annual production of coal throughout the world, ‘The sun's rays falling on France would be able to turn so much water into steam as would keep going elghty million locomotive engines of collectively forty milliards of horse-puwer.— Builder. : WESTERN LUMBER CUT. The St. Paul Pioneer Press gives a statisti- eal review of the season’s lumbering opera- tionsin the Minnesota and Wisconsin woods. The aggregates reveal the stupendous magnitude of the business. ‘he total cut of the two States exeveds 4,000,000,000 feet. This represents the trees growing on 1,250 square miles. The Chippewa valley region of Wisconsin contributes nearly 1,000,000,000 feet, the Mississippi above Minneapolis nearly 6,000,000,000 feet, the Wisconsin river 441,000,000, the Duluth district 297,000,- 000, and the Black river 228,000,000. ‘The streams on the west shore of Lake Michigan, grouped together for convenience, show a cut of 785,000,000. On the different rail- roads in Wisconsin and Minnesota between 500,000,000 and 600,000,000 feet were cut. The cut is by far the greatest in the history of the northwest.