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mG | MARINE REVIEW. CHICAGO LAKE INTERESTS. No 1 We eee tion Cancaae, ii, duly ¢ Be it said to the credit of the Lake Carriers' local executive committee-- Capt. J. L. Higgie, Capt. John G. Keith, and W. R. Owen--that no half- hearted efforts were put forward to capture the murderer of R. J. Walker, the mate of the Middlesex, who was knocked into the river by a Seamen's Union delegate and drowned. The committee laid the case before the police within two hours from the time that deed was committed, and steadily spurred the detectives up in their endeavors to capture Walker's assailant. While this union delegate undoubtedly did not intend to murder the man by knocking him into the river, as sailors are supposed to be able to swim, a murder was nevertheless committed. Walker was the ward, so to speak, of the Lake Car- riers' Association, and it was its duty to see that proper punishment was meted out to the man who had caused his death. It would have been very easy to haye let the matter go, but the local committee did not seek the easier way. Full duty was done toward the man who had placed himself under the protec- tion of the lake carriers. When the Seamen's Union fully comprehends that in assaulting crews on the vessels of the association they are not fighting with friendless and helpless non-union men, but are assailing the organization of owners, these assaults will be less frequent. It is the bounden duty of, the lake carriers to protect every man sailing in their vessels, and the full powers of the association ought to be put forward in their defense. The most significant event in the lake front fight for the week was the let- ter from Capt. John G. Keith in last Sunday's papers, in which Capt. Keith said the whaleback people are indifferent as to whether the Henry contract is maintained or not. The position of the whaleback people seems to be that their boat will be largest and most attractive running between the world's fair and the lake front, and that she is certain to get her full share of the business in any event. If she runs in a pool with the other boats of the syndicate, she will have to divide up her profits with smaller and less attractive boats. There is a good deal in this, and it is no wonder that the whaleback people would be pleased to have its arrangement with the syndicate overturned. The bill at- tacking the Henry contract will be filed by Col. Robert Rae this week. The excursion boats made enough money by their benefit last Saturday to defray all the expenses of the suit. The position of the Henry syndicate is said to be that it has nothing to do with the suit. It has a contract with the world's - fair directly, and is waiting for them to deliver the goods. The world's fair directors, however, have enough trouble on their hands already, and are not taking kindly to the idea of a big lawsuit. First they have a very hot fight among themselves for and against President Baker. Then they have almost the certainty of not getting the full appropriation from congress, and expenses must be cut to the bone. It may be doubtful if they will feel disposed toward putting several hundred thousand dollars into piers for the benefit of lake - transportation to the fair, if they can not see where the money is coming from. All in all, the prospect is not bright for either the syndicate or anti-monopoly, which a few weeks ago were figuring on so big a bonanza out of the world's fair transportation. One hears constant talk of dull times in the grain trade, but as a matter of fact the traffic is about up to the normal standard at this time of year. Of course there will be a boom in grain freights as there generally is in midsum- mer, but the grain movement as it runs along from day to day has been about~ all vessel men had a right to expect. If people will persist in building boats at the present pace they must expect low rates, such as have prevailed all this season. What would have been brisk times with high rates a few years ago, has been considered dull this year, and yet as much grain has been moved week in and week out as then. Official Trial of a Storage Battery Yacht. Special Correspondence to the MARINE REVIEW. WASHINGTON, D. C., July 21.--An official trial of the new yacht Elec- tric, mentioned in this correspondence last week, was successfully made on the Potomac river a day or two ago. A party consisting of officials from the war and navy departments were passengers, and bear testimony to the efficiency of the machinery. The Electric passed over a one-mile course in 8:20, making the return trip with favorable wind and tide in 6:40, or an average rate of nearly 8 miles an hour. During this trip, Gen- eral Williamson and Lieutenant McFarland, both electrical experts, took observation of the action of the machinery. They found that the motor made 440 revolutions per minute, which is geared down to about half that rate in the propeller. This speed is obtained at the expenditure of about 2% horse-power. Hlectricians all over the country are taking an interest in this experiment, and Maj, Frank Aldrich, of the Hanson Battery Light and Power Company, who designed and successfully operated the yacht, is delighted with the success of his venture. He proposes to at once build a larger yacht, 20 by 5 feet, designed especially for speed. With in- creased storage power, he expects to be able to make 12 miles an hour easily. On the receipt of a favorable report of Messrs. Cramp & Son, on the 3erdan iron-clad destroyer, with proposition to construct one and give a guarantee that it will fill the conditions provided for in the bill now before congress, the chairman of the coast defense committee in the senate and -- the chairman of the committee on naval affairs in the house of represent-_ atives requested the secretary of the interior to have Gen. Berdan's appli- cation for patent made special, and two patents have been issued on the destroyer. Lake Matters in Canada. Special Correspondence to the MARINE REVIEW. KINGSTON, ON'., July 20.--Quite a flutter of excitement was caused in marine circles a few days ago when it was announced that the govern- ment was about to abolish the canal toll rebate. The cabinet met and made a change that leaves the law about the same as it was. The order- -- in-council read that a rebate would be allowed on all grain shipped at Can- adian lake Ontario ports for Montreal. The word "Canadian" was struck out, which makes the order include American ports. As little or no grain is shipped from American ports on Lake Ontario, for Montreal, the change is immaterial in so far as the main question is concerned. One mariner, however, claimed that Ogdensburg was a Lake Ontario port, and in conse- quence stated his intention of applying for the rebate on grain shipped there. If he can show that the grain did not come through the Welland canal, he will be allowed a rebate on the lower canals, but as all the grain . at Ogdensburg is simply stored there it is safe to say that the old law will | cover the case. One American city that will get a benefit will be Oswego, -- It now has its choice between the Erie and St. Lawrence routes in for- warding grain. A large deputation, comprised of members of the board of trade, are now at Montreal interviewing the officers of the Montreal Transportation Company, with regard to the erection of an elevator here during the winter. A new lake barge for the Kingston & Montreal Forwarding Company was launched at Garden Island on Saturday. She is 180 feet over all, and will carry grain between Fort William and Montreal. Word has been received in Ottawa that the American bill granting Canada reciprocity in wrecking and salvage, is now ready for the presi- dent's signature, which awaits the proclamation of the governor-in-coun- cil at Ottawa, bringing the Canadian act into operation. Official Numbers and Tonnage. The bureau of navigation, William W. Bates, commissioner, assigned official numbers to the following lake vessels during the week ending Saturday, -- July 16: Steam--C. F. Bieleman, Detroit, 2,056.20 tons gross, 1,709.16 net, No. 126,887 ; Comanche, Cleveland, 357.21 tons gross, 190.01 net, No. 126,888; Valley City, Grand Haven, 263.86 tons gross, 220.66 net, No. 161,693; Liberty, Milwaukee, 42.96 tons gross, 27/37 net, No. 141,214; Gadabout, Oswego, 13.61 tons gross, 6.81 net, No. 86,220. Sail--Hattie Bradwell, Chicago, 24.01 tons gross, 24.71 net, No. 96,186. é In General. Up to 1828 all steamers built in the United States were furnished with copper boilers. When the Constitution and her mate the Constellation were built for the day line to run to Al- bany, they were the first steamboats furnished with iron boilers. The first iron steamboat ever built in the United States was constructed in New York City by the West Point Iron Works in December, 1838, for the Lake Pontchartrain route and named the United States. The second iron steamboat was built at Pittsburgh for the Ohio river trade in December, 1839, and named the Valley Forge. Capt. Alex McDougall said when in Cleveland a few days ago that the English company, in which the Johnson line of trans-Atlantic freight steamers are interested, will begin the con- struction in England of whaleback vessels for ocean service as soon as plans are prepared and forwarded from the West Supe- rior yard of the American Steel Barge Company. Foreigners do not believe that steamships equal in every respect to the crack British ocean 'greyhounds' can be built in this country. The Cramps of Philadelphia are about to upset this belief. They showed that Americans can build war vessels of the best kind. And they will show that what it is possible to do with one class of vessels here, it is possible to do with all kinds.--Maritime Register. Coan Following are some of the principal dimensions of the es- tablishment of the Newport News Ship Building and Dry Dock Company at Newport News, Va.: Shipyard contains 75 acres of land; frontage on the water, : acres; dry dock, length on top, 600 feet; width on top, 130 feet; width on bottom, 50 feet; width at entrance, 93 feet; draught of water over sill, 25 feet; ship ways, No. 1, 400 feet; No. 2, 400 feet; No. 3, 450 feet; No. a 4s0 feet: : h 500 feet. 4, 450 feet; Nos. 5, 6, 7 and 8 eac 2,600 feet; buildings covema tie