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14 MARINE REVIEW. 4 S a = DEATH OF WELL KNOWN LAKE CAPTAINS. The death in Cleveland on the 10th inst. of Capt. Dan'l McLeod re- moves one of the best known figures and most popular men in lake ship- ping circles. Capt. McLeod, whose real name was Donald, although he invariably wrote it and was universally known as Dan'l, was born at New Lon- don, Prince Edward island, in 1835. He began sailing as a boy, and continued in the ocean service until 1867 when he came to the great lakes. His first posi- tion was as mate of the schooner St. Lawrence and later he became master of the same vessel. In the period interven- ing between 1870 and 1890 he conducted a ship repair yard at Chicago, and in the latter named year was appointed man- ager of the Inland Lloyds Register, in which position he continued until 1898, since which time he has been engaged in surveying work with an office in Cleveland. It was as manager of the Inland Lloyds that Capt. McLeod be- came most widely known to vessel men everywhere on the great lakes, and he won their respect and admiration by his manifest fairness in all dealings with them. Capt. McLeod had many ex- citing experiences when sailing, not the least of which occurred when at the age of twenty-two years he drifted about for six months in the gulf stream on a dismasted schooner, which was finally towed into Havana. His mother, who is eighty-seven years of age, still resides on the farm on which Capt. McLeod was born. He is also survived by his wife, who was a Miss Palmer of Prince Edward island. He was a thirty-second degree Mason and always took a deep interest in the order. At a meeting of the executive committee of the Lake Carriers' Association resolutions of regret on the death of Capt. McLeod were passed. Another master who had been identified with many lake vessels passed away last week in the person of Capt. J. W. Brett who died at his home at Cleveland aged 82 years. He was well known in Buffalo, Chicago and Milwaukee. LAKE FREIGHT MATTERS. A few owners of lake vessels that are not entirely tied up by ore freight contracts have had some communication with representatives of the ore companies in Cleveland of late on the subject of additional contracts. There was a disposition to more direct dealing in this regard when it was found that nothing could be done through the brokers. It can not be learned, however, that anything has been accomplished in this way, as the ideas of vessel owners regarding freights for the ships that are not under contract engagements are so high that there is little chance of compromise rates. With the first indication of labor trouble in the iron mining region speedily disposed of, there is not now very much fear of disturbance on this score during the season. Although there will be no ore delivered at Lake Erie ports in April of this year, as against unusually large receipts a year ago, the ore shippers may be depended upon to strain every effort to get the business started as early as possible. Both interests--shipper and carrier--have settled down to await the outcome of wild rates. The vessel owner is about ready to take up insurance, but he meets with the disad- vantage of very high rates in all talk thus far, and this is another feature of delay. It is said that the best rate on first-class steel steamers, with the collision feature of the policy decidedly less favorable to the ship than last year, will certainly be 4% per cent., but as definite rates are not being quoted as yet there is no telling what the outcome will be. TRANSFERS OF VESSEL PROPERTY. The Tonawanda Iron & Steel Co., Tonawanda, N. Y., is still figuring on the purchase of two wooden steamers, although it was said, a few days ago, that their purchases for this year were at an end. The vessels which they have already secured are the William H. Gratwick, purchased from Mitchell & Co. and which will tow the Moravia, purchased from Hawgood & Avery; steamer George Spencer which will tow the B. L. Pennington, both purchased from B. L. Pennington and others of Cleveland; steamer Veronica, which will tow the Amboy, both purchased from the Milwaukee Tug Boat Co.; steamer Quito purchased from J. C. Gilchrist, which will tow the whaleback barge No. 101, purchased from the American Steel Barge Co. The Cleveland-Cliffs Iron Co. has purchased for $70,000 the Chatta- nooga, one of the large wooden schooners constructed last year at the yard of Capt. James Davidson, West Bay City, Mich. She will tow this season behind either the Pontiac or Frontenac. The Chattanooga is a sister vessel of the Chicamauga which Capt. Davidson sold a few weeks ago to W. C. Richardson and others of Cleveland. The Spaulding Lumber Co. of Chicago has sold its vessels, Worthing- ton, Wilbor and Martin, the first two to S. R. Chamberlain of Chicago and the Martin to A. M. Elliot, also of Chicago. MR. BOWERS ON ABUSE OF REBATES. Mr. L. M. Bowers, general manager of the Bessemer Steamship Co has received much commendation for the stand which he made against the abuse of 'rebates at the meeting of the executive officers and committees of the Lake Carriers' Association at Cleveland this week "We can operate our little dock at 14 cents a ton," Mr. Bowers said in conclusion, "and make a highly satisfactory profit out of it. No other busi- ness on earth that is managed on right principles would submit for a single day to such a matter as the abuse of rebates in handling ore." Mr. A. A. Schantz, general passenger agent of the Detroit & Cleve- land Navigation Co., has issued his annual pictorial announcement of the opening of navigation, and it is no exaggeration to say that in novelt and artistic claims it is quite the equal of any of its predecessors. 1 FEARLESS AND WALLULA,. TWO MODERN STEEL TUG BOATS, EMBODYING NEW IDEAS IN CONSTRUCTION NOW NEARING COMPLETION AT THE UNION IRON WORKS, SAN FRANOISOGO, A considerable degree of interest was aroused some weeks ago in the simultaneous launch of three steel tug boats at the yard of the Union Iron Works, San Francisco. These vessels are now nearing completion. One of them has been constructed on builders' account and will be used by the Union Iron Works for general towing service. The other two, named respectively Fearless and Wallula, are sister vessels and are building for the J. D. Spreckels & Bros. Co. of San Francisco and for the Oregon Railway & Navigation Co. Both these towing steamers will undergo sea service in all sorts of weather, the Fearless being designed for gen- eral work in the vicinity of San Francisco, while the Wallula will be in service at the mouth of the Columbia river. The exactions of the work in which they will be engaged necessitate, of course, great strength of hull as well as other special qualifications, as will be appreciated by a glance at the accompanying illustrations. The tugs Fearless and Wallula are each 100 feet in length on the water line, 106 feet 10 inches in length over all, 22 feet 6 inches moulded beam, 22 feet 7% inches extreme beam, and 13 feet 10 inches moulded ENGINES OF TUG FEARLESS, DUPLICATE OF WALLULA. depth. They are fitted with two masts, deck houses of steel, iron towing bitts, wrought steel side bitts, steam steering gear, windlass, capstan, wrecking and fire pumps. There is a strong derrick on the foremast of each vessel capable of lifting 7 tons. The guard is of teak, faced with iron bark, and the tugs are equipped with steel bulkheads, the fore and aft compartments being fitted as fresh water tanks. _Engines are of the compound vertical surface condensing type, with cylinders of 20 and 42 inches diameter and 24 inches stroke. There is a piston valve on the high pressure cylinder and a balance slide valve on the low pressure cylinder. Air, feed and bilge pumps are worked from beams on the low pressure engine. Watson's metallic packing is used on rods and stems. The steam reversing gear is located on the upper platform, giving the engineer a view of the tow line through the windows in the after end of the engine room. Other equipment includes an inde- pendent centrifugal pump, an auxiliary steam feed pump of Dow's ver- tical marine type and a Metropolitan injector. The propeller is of Man- ganese bronze and all piping with the exception of that for the fresh water drinking tank is of copper. The boiler is of the Scotch type, 18 feet in diameter by 11 feet 9 inches long, with a working pressure of 130 pounds, and is fitted with three corrugated furnaces of 36 inches diameter. a Eureka Transit Co. is the name of the corporation organized to own and operate the Welland canal size steel steamer building at the works of the Cleveland Ship Building Co., Lorain, for W. A. Hawegood and others of Cleveland, = [April 13, a