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ie __ MARINE Death of George C. Finney. ae Announcement of the death of George C. Finney of Chicago, who _-was taken off suddenly by apoplexy last Thursday afternoon, was a sur- prise to vessel men. He had been visiting his farm near Ross, Indiana, and was in a carriage on the way back to the station to take the train for home when stricken. He died ina short time. Up to the time of his death he was around attending to business, apparently hale and hearty. The funeral took place from his late residence, No. 631 Cleveland avenue, Sun- day afternoon at 2 o'clock. An unusually large number of old-time marine men were present to pay the last token of respect to their old friend and - business associate. There were men present who had been prominent in 'developing the lake 'marine from its once insignificant proportions to its present size. The pall-bearers were Calvin Carr, J. S. Dunham, James Mowatt, John Cairns, William G. Keith and John G. Murphy. The in- terment was at Graceland. Mr. Finney left a widow and two sons, Harry - Perkins and George Minot. The elder son, Harry, was the junior partner -in the firm of George C. Finney & Co., while George recently finished an engineering course. : Coming from that group of men that developed a great vessel business on Lake Ontario, Mr. Finney first located at Oswego, N. Y. He was born in Henderson, Jefferson County, N. Y. in 1829, which made his age at the time of his death sixty-eight years. He was raised on a farm, but went to Oswego and started in ship chandlery under the name of Finney & Lyons. This was in 1855. In 1863 Mr, Finney moved to Chicago and opened a store on South Water street. Since that time the firm name has been changed from Finney & Channon, 'and Finney Bros., to the present title, George C. Finney & Co. In 1865 he was married to Sarah Perkins, of Oswego. Six children were born to them, but two only are alive now. Apart from his ship chandlery business, Mr. Finney has always been a vessel owner, and prominently indentified with all the interests of the _ marine business. It is said that his sole aim was to live an honorable life. _ If such was the case, he died with his life's work accomplished. Not only in business dealings was this true, but in private life he was an upright - man. Old acquaintances feelingly speak of him as the poor man's friend, | and relate many kind acts which he did, prompted only 'by a generous spirit. And more frequently in aiding his fellows who were unfortunate, he heeded the injunction: "Let not thy right hand know what thy left hand doeth." i At a meeting on Saturday afternoon in the Arbitration room of the Chicago Board of Trade, called to take action on the death of Mr. Finney, Capt. W. M. Egan presided, and Capt. F. B. Higgie was secretary. The committee on resolutions, of which Capt. James L. Higgie was chairman, reported the following, which was adopted by a standing vote: "Again marine men are called together to pay their final tribute of respect and high esteem for a departed pioneer in lake transportation and ship chandlery.. The generation to which the present is indebted for the magnificent development of lake waterways is slowly passing from the field of their earnest and successful endeavor, but their works live after them. 'George C. Finney, whose death we so deeply deplore, and whose "memory we have gathered to honor, represented in the highest degree all those elements of sterling honesty, great industry and high ability, coupled with a kindliness of heart, which make men both successful in business and beloved by their fellowmen. Thoughtful and considerate at all times of the rights of others, frank and open in his character, time but ripened the friendship of his associates, years but added another bond, and when the time came when nature exacted the penalty of her law of a return to dust, these friends and associates have only loving remembrances of the comrade of a lifetime. In token of the painful regret, we, the old- time associates of Mr. Finney, feel at his sudden demise, be it -_ "Resolved, that we extend to the bereaved family our heartfelt con- dolence in their grief, and express our share in their affliction and that so far as possible the marine men of Chicago here represented attend the final services to the dead." Lake Freight Matters. It is quite evident from strength developed in lake freights generally during the past few days that a settlement of the strike of coal miners in Ohio and Pennsylvania would result in an immediate advance in rates and _a strong market until the close of the season. But in the absence of coal shipments the market is slow of advancement, and the ore dealers, who have been making some new sales from day to day, have managed to cover them by lake freight contracts that do not represent much of an increase over the prevailing low rates. It is now more than probable that the coal shippers will be unable to move sufficient coal to meet the requirements of the northwest, but there seems to be assurance of enough grain to cause a gradual increase in freights from this time on. The general improvement in business has caused some figuring for new vessels, but negotiations as yet are only of a preliminary kind. Building will prob- ably be confined almost entirely to steel barges. Fines for Carrying Passengers. Penliie announcement from the Sault that revenue cutter officials on the Tiver were preparing to take special measures for enforcing the law against passengers on freight vessels was not attended by regrets from vessel own- ers. Notwithstanding the low freights of the present season, the abuse of - passenger privileges has been carried to an extreme unheard of in previous years, and the vessel owners, who have been powerless in their efforts to curb this evil, on account of circumstances that surround requests made upon them, would be pleased to hear of some of the vessels being fined. Managers of the regular passenger lines, whose business is injured on account of the general practice of carrying passengers on the freight steam- ers, are understood to have instituted the complaint that has resulted in the government officials taking up this matter on the St. Mary's river, _ The largest furnace firms in the Pittsburg district were among late buyers of iron ore, a fact which, taken in connection with others, is an indication that the furnace practice of 1897 has tended rather to a smaller than a larger percentage. of Mesabi ores than in 1896. The percentage now generally employed does not go much if any above 40 per cent.--Iron Trade Review. r REVIEW. Welland Canal Rules. Prompted by recent accidents in the Welland canal, the insurance in- terests represented by Geo. L. McCurdy have taken measures to inform vessel masters of the regulations governing the navigation of the canal. In a letter to the Review, Mr. McCurdy says: "I find on investigation that many of the vessels using the Welland canal are without copies of the rules of the Canadian government governing navigation in Canadian canals, and after considering the matter with Captain F. D. Herriman, surveyor-general of Great Lakes Register, we have determined to furnish to every steamer running through the Welland canal-a copy of sections 5, 22 and 25°of the canal rules. These three sections are to be printed on stout cardboard and the masters are requested to hang them up in the pilot-house of the steamer in a conspicuous place." . In the printed cardboard sheets Capt. Herriman says: 'The following "extracts from the Canadian rules governing navigation through the canals are printed at the expense of Great Lakes Register. I would respectfully suggest that these important rules be given a conspicuous place in the pilot-house or office of your steamer." The sections of rules referred to are as follows: Sec. 5. It shall be the duty of all masters or persons in charge of any steamboat or other vessel, or of any raft, on approaching any lock or bridge to ascertain for themselves, by careful observation, whether the lock or bridge is prepared and ready to receive them, or allow them to pass through, and to be careful to stop the speed of any such steamboat or other vessel or raft with lines, and not with the engine wheel, in sufficient time to avoid a collision with the lock or its gates, or the bridges or other works of the canal and harbors, and should such collision take place, the owner, Owners or masters of such steamboat, other vessel or raft; shall be subject to such fine as the superintending engineer may impose, not exceeding $80, and shall also be held liable for any damage to the lock, bridges or other works of the canal that may ensue from such collision, such damage to be estimated by the superintending engineer of the canal, and at once paid over to the collector, paymaster or person appointed to receive it. : Sec. 22. No vessel or boat shall be permitted to pass through any canal at a greater speed than the superintending engineer'may determine, which, as a general rule, may be taken as 4 miles an hour, under a pen- alty, for every such offense, of not less than $20, and subject, further, to be detained at the last lock until the time limited for passing such canal shall have expired. aimee Sec. 25. Every vessel, boat and raft as aforesaid, shall be conducted into, through and out of every lock in a careful manner, so as to do no injury to such lock; and for every neglect of this reguiation the owner or master shall pay a fine not exceeding $20, in addition to'the cost of re- pairing any injury that may be done to the lock or its gates, or other works of the canals. Blue Book of American Shipping on the Coast. The popularity of the 1897 Blue Book on the coast is quite compli- mentary to the publications. In past years considerable advertising was secured from the coast, and Eastern manufacturing concerns subscribed for the book for the names and addresses of ship builders, owners, masters and engineers. But this year it is having a very satisfactory sale among coast vessel owners, ship builders, and ship brokers, on account of the information of value to them which it contains. Alfred Winsor & Son, prominent ship owners and brokers of Boston, Mass. write as follows: "We will take one of your Blue Books, and we are only too glad to be able to help you out in this matter, and trust all the ship brokers and owners will contribute their share to this matter. It is something: we cannot afford to let die out." Pa The coast information department of the book will not die out, for in one mail, recently, there were orders from a vessel owner in Huntsport, N. S., a large ship building concern in Bath, Me., and one from a ship broker in Brunswick, Ga. Orders have come from fifteen members of the Maritime Association of the Port of New York. Three large New Or- leans steamship lines have ordered copies recently, and three orders from the Pacific coast included the owner of a fleet of twenty large coasting steamers, ship builder and an engine builder. An idea of its general coast and river circulation of the book may be had from the following list of places from which orders have been received during the past few weeks: Sag Harbor, N. Y., Mobile, Ala., Handsboro, Miss., Seattle, Wash., Hawesville, Ky., Providence, R. I., Norfolk, Va., Stockton, Cal., Brook- lyn, N. Y., Pittsburg, Pa., Hamilton, O., Louisville, Ky., Wilmington, Del., Washington, D. C., New London, Conn., Madison, Ind., Bangor, Me., Long Island City, N. Y., Gloucester, Mass., Bath, Me., Brunswick, Ga., Handsport, N. S., Waterbury, Conn., Reading, Pa., Cincinnati, O., East Boston, Mass., Newport News, Va., Baltimore, Md., So. Bethlehem, Pa., Cairo, Ill., Philadelphia, Pa., Highland Park, Conn., Holyoke, Mass. Hoboken, N. J., Rondout, N. Y., Perth Amboy, N. J., Tompkins Cave, N. Y., Stamford, Conn., Springfield, Mass. The Blue Book is also, on file at the headquarters of every harbor of the American Association of Masters and Pilots. D. T. Mertvag® Russian nayal attache at Washington, ordered two copies, one for his ow? use and one to be forwarded to headquarters of the Imperial navy. On the big freight steamers of the lakes there is a demand for an in- expensive telephone system that will enable the captain on the bridge to communicate with the after end of the ship when making a dock or when in close quarters at any time. Such a telephone system could, of course, be used also for communication with the engine room, captain's quarters, etc. The Smith Portable Telephone Co. of No. 182 La Salle street, Chi- cago, is now exhibiting in Cleveland a system of telephones which can be applied to five parts of a ship at a cost of less than $100. The outfit seems to be more reliable than anything as yet tried on the lakes. - Ship chandlers, vessel managers or purchasing agents who do a receive the 1897 block catalogue from the Boston & Lockport Co. show! address them at No, 142 Commercial street, Boston, for a copy. Te complete, and all arrangements of blocks are shown. It is said to be the most complete catalogue of its kind in print. ieee pa ele aah i all lee AD atk nl a id a i