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Table C. (Continued.)

Percentage Reserve Buoyancy to Main Deck-(Winter).

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Corresponding Height of Freeboard Amidships (Winter), Measured from Top of Main Deck at side.

Coefficient of Fineness.

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A. Correction in inches for a change of 10 ft. in the length

B. Deduction in inches for summer voyages.
C. Addition in inches for winter, North Atlantic.
TABLE D.-SAILING VESSELS.
Table of Reserve Buoyancy and Freeboard for First-class Sea-going Iron and Steel Sailing Vessels and Composite and Wood Vessels of the Highest

Class (in Salt Water).

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A. Correction in inches for a change of 10 ft. in the length.

B. Deduction in inches for summer voyages. c. Addition in inches for winter, North Atlantic.

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Coefficient

Corresponding Height of Freeboard Amidships, measured from Top of Deck at Side.

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of Fineness,

Wood.

Com. posite.

Iron.

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A. Correction in inches for a change of 10 ft, in the length.

B. Addition in inches for winter, North Atlantic. TABLE D.-(Continued.) Table of Reserve Buoyancy and Freeboard for First-class Sen-going Iron and

Steel Sailing Vessels (in Salt Water).

Percentage Reserve Buoyancy.
Coefficient at 309 312 314 317 320 326 330
Fineness.

Corresponding Height of Freeboard Amidships,

Measured from Top of Deck at Side.

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PRODUCTION OF OPEN-HEARTH STEEL INGOTS.

UNITED KINGDOM. [From the Annual Report of the British Iron Trade Association.]

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RELIGIOUS DENOMINATIONS AMONG ENGLISH-SPEAKING COMMUNITIES OF THE WORLD.

Episcopalians ............ 21,305,000 | Congregationalists ........ 5,750,005 Methodists. 16,000,000 Unitarians ...

900,000 Roman Catholics

14,600,000
Free Thought ...

.. 1,250,000 Presbyterians ....

10,650,0CO

Minor sects ..... ... 2,500,000 Baptists

8,195,000 Of no particular religion .. 10,000,000 SUPPLEMENTARY REPORT OF THE NON-OFFICIAL MEMBERS OF THE LOADLINE COMMITTEE.

(EXTRACT.] If a compulsory loadline should be resolved upon, it will be necessary to apply the same limitations to vessels under foreign flags as to our own vessels when loading in this country or in the Colonies of Great Britain. We allude to this, which would seem indeed to be an obvious necessity, because it has been brought be: sore us in evidence that foreign vessels are frequently grave offenders in respect to over loading. It will be for your Grace's consideration whether it may be possible to establish an understanding with the leading maritime powers on this subject, but at all events it will, in our opinion, be impossible to enforce compulsory loadlines on the merchant ships of this country without at the same time requiring their application in British and colonial ports to ships under other flags competing with them.

It will be essential, if a compulsory loadline is to be enforced, to constitute a public authority competent to administer such a measure in a manner that will command the fullest confidence. It has been carefully pointed out in the report of the Committee that the tables which are now submitted must be applied with “ very great skill, care, and judgment.” It will therefore be necessary to secure some system of administration capable of giving due and well-considered effect to the principles embodied in these tables, not only by a just application of such principles to the many and various types of ships which at present exist, but also by their adaption to future changes and development which are certain to ensue from the progress of naval architecture.

In our judgment, it would only tend to failure to entrust the task which we describe to any purely official administration, however excellent. The duty of assigning compulsory loadlines, if it is to be undertaken, must, we consider, be entrusted to some body of a more representative character, which should consist not only of officials, but also of gentlemen who as shipowners, naval architects, seamen, and perhaps underwriters would bring to bear on this work great knowledge and experience, and who, by reason of that knowledge and experience, and also of their high standing in their several pro. fessions, would ensure such a fulfilment of the duty confided to them as would command the confidence of the country. We do not intend to imply that the authority or council which we suggest should be independent of the Minister responsible to Parliament. E. J. Reed, F. Elgar, B. Martell, W. Denny, W. Gray, T. B. Royden, R. Duncan, J. Laing, T. Sutherland, J. Dunn.

ANTIQUITY OF THE MARINER'S COMPASS.
The earliest mention of the Compass in Europe is in the work of Guigit de
Povins, a French Poet, written in 1180, and quoted by Claude Fauchet in his
Recuil de l'origine de la langue et poesie Francois."

“Par le virtue de la manete
Ou'il fers volenter se joint,
Quant il nuis est tenebre et brune,
Con ne voit estoile ne lune,
Parce sont il mariner ceinte,

De la droit voit tenir." Which would appear to dispose of the claim of the Venetians-that it was introduced from China by their countryman, Marco Polo, A.D. 1260, and the claims of the Neapolitans, who assert that it was discovered by John de Gioga, of Amalfi, about the year 1302.

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