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MARINE REVIEW. Vou VIE CLEVELAND, ©. ann GHICAGO, MEL AN Asoc. No. 4. Canadian Turtle Deck Steamer. The drawing herewith shows a new style of turtle deck steamer designed by W. Power, Kingston, Ont., for lake carrying trade. The only departure from the whalebacx or monitor style is the flat, tumble-home, which is increased in width, beginning at the lower load water line. It is possible that a steamer may be built after this plan by one of the Canadian forwarding com- panies. Mr. Power has had an extended experience in design- ing and constructing in both Canada and the United States, and has been connected with some of the best shipbuilding concerns. Several of his designs have received awards at national exposi- tions. He does not claim large carrying capacity for the vessel here shown, but, of course, the design might be altered so as to give increased capacity. Ore Sales Market--Lake Freight Matters. The most important factor in the question of prices on Lake Superior iron ores for 1893 is the position of the lake vessel owner. Again he is master of the situation, to the extent that if sales were to be made at this time he would be warranted in re- fusing to tie up his tonnage in contracts at rates any lower than those of a year ago, which were based on $1.25 from the head of Lake Superior, and which afforded a very fair margin of profit in with the inability of the railways to move much of it, and the in- dications of a very late opening of navigation and large supplies of coal to be handled, on account of the severe winter weather, are all conditions favorable to the vessels. Ore dealers realize, accordingly, the force of the vessel owner's claim for freights: about equal to those of last year, and they cannot attempt nego- tiations with furnace men until there is some prospect of better prices than those now talked of. 'The movement of stocks from Lake Erie docks is very light on account of freezing weather. Owners who have tonnage in Chicago and Milwaukee that is not chartered for grain storage are figuring on improvement in the rates. There are no definite figures as to the amount of tonnage loaded or placed to load in Chicago during the coming month, but estimates are in the neighborhood of 6,000,000 bush- els. This would leave lesst han 3,000,000 bushels available storage at that point, and the fact that one boat, the steamer Morley, was chartered on Monday at 4 cents for corn indicates an advancing tendency in the market. Some Facts About Salvage. According to "Roscoe's Admiralty Law and Practice," the standard English authority, salvage is "the reward which is earned by those who have voluntarily saved or assisted in saving CANADIAN TURTLE DECK STEAMER. 1892. It is doubtful if an offer just now on the part of a pro- ducer or shipper to take tonnage at $1.15 or $1.20 from the head of the lakes would result in anything being covered. Thus the conditions of the past seven years (1891 excepted) are again re- peated in the present situation, and although there has been a marked decline in the value of Lake Superior ores during this period, the ship yards continue turning out big freight carriers by the hundred each year, with business at hand for all of them. 'The time has arrived for contracts covering another sea- son and the vessel owners have the best assurance of a profit in the trade. The effect of new vessels coming on to the market is not referred to with the degree of importance attached to this side of the freight question on the past. Iron ore shippers can not open up sales without first having at least satisfied themselves as to lake ftreights, and hence the opinion expressed during the past few days is that sales may be delayed sixty days or more. Opening sales on a few leading ores early last year were about $4.60 for Norrie, $4.25 for Chapin, $4.80 for Chandler and $4.50 for Aurora and Ashland. Furnace owners who talk of prices around $4 for these ores will readily see how important the outlook in lake freights is to the ore ship- pers, who will undoubtedly hold out along time for develop- ments before submitting to low prices. The enormous stocks of grain in Chicago and Duluth and in farmers' hands, together -a ship or boat, or their apparel or any sort thereof, or the lives of persons at sea, or a ship, cargo, or any part thereof from peril, _ or a wreck from total loss."' It is a curious fact that the law does not permit any salvage for saving life. This is because, under insurance contracts, a_ vessel is not held to have deviated from her course when she goes out of it to save life, while if she goes out of it to save prop- erty her insurance is forfeited, and compensation must be made for its loss. 'here is no law upon the statutes requiring the master of a vessel to heed signals of distress. But there are very. few instances of masters having disobeyed the unwritten law which says that a call for help at sea must be obeyed. The rule is that salvage service can only be rendered by persons not bound by contract to render it. If part of a crew leave their ship and go to save another, and thereby acquire a right to salvage, those who remain share in the reward, though not equally, for. their rights rest mainly on the increased labor or exposure which falls upon them. That the property must be actually saved, and saved by those claiming to be salvors, in order to lay the foun- ; dation for salvage claims in admiralty, is well established, but if the party encounters the danger, and does all he can to save the vessel, and his services tend in some degree to preserve her, com- pensation will be awarded him, although the vessel is mainly preserved by other means...