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Moa RR. FY Ne R EF V Ak © DOMINION MARINE ASSOCIATION Ottawa, March 28--The annual meeting of the Dominion Marine association, the most important marine body in Can- ada, has just closed here. Representatives of transportation and passenger lines from all parts of Canada attended, among the number being: President J. A. Cuttle, Montreal Trans- portation Co., Montreal; vice president, H. C. Hammond, Northern Navigation Co., Toronto; C. F. Gildersleeve, Bay of Quinte Navigation Co., Kingston; J. H. Hall, Ottawa For- warding Co., Ottawa; W. H. Richardson, Richardson & Son, grain handlers, "Kingston; Charles R. Smith, Richelieu & On- tario Navigation Co., Montreal; R. O. Mackay, Hamilton & Fort William Navigation Co., Hamilton; D. Murphy, Ottawa; Capt. Thomas Donnelly, Kingston; Frank Plummer, Canadian Lake & Ocean Navigation Co., Toronto; S.° Crangle, St. Lawrence.& Chicago Steam Navigation Co., H. H..Gilder- sleeve, Northern Navigation Co.; H. S. Folger, St. Lawrence River Steamboat Co., Kingston; B. W. Folger, Niagara River Steamboat Co., Toronto; R. W. Shepheard, Ottawa River Navigation Co., Montreal; R. T. Holcomb, Ottawa Forward- ing Co., Ottawa; G. B. Greene, The Upper Ottawa Improve- ment Co.; Mr. Wiley, Port Arthur; D. F. McIntosh, Niagara, St. Catharines. & Toronto Navigation Co.: J. Hanna, J) P: Kavanagh, Ogdensburg; G. P. Murphy, Ottawa Transporta- tion Co., Ottawa. The most important matters dealt with by the association were in reference to arranging for committees to wait on the government to obtain legislation in the interests of mariners. Francis King, Kingston, the secretary, read a report of the work of the executive for the year 1904. 'It referred to the doing away of the canal tolls by the gov- ernment for two years and as the time was nearly up the government was to be asked to have it continued. The asso- ciation advocated the improvement of the all-water route: to Montreal and that the government should operate the Lachine canal gates by electricity as this would save four or five min- utes for vessels passing each lock gate. Inspection fees were referred to and it was proposed that the association endeavor to get the United States government to do away with ton- nage fees. Reference was made to opposing the bill to do away with the exemption of tugs and freight carriers from the steamboat in- spection act and the opinion was expressed that the bill would not and should not pass. The report also referred in detail to changes in rules, the charges at government wharves, hos- pital dues, aids to navigation, irregularities in the weighing of grain at grain elevators, trimming charges and methods at elevators, harbors at Fort William and Port Arthur and lake traffic generally. The membership of the association remains as it was during 1903 and 1904 with the exception of three or four new com- panies having joined. The total tonnage represented is 112,- 297, of which 79,349 tons is steam and 32,948 other vessel property. The association represents practically the leading freight and passenger lines on the great lakes and St. Law- rence. All the Canadian vessels carrying grain'upon the lakes have come into the association with the exception of what are called the Clergue boats at the Sault, and the Canada Atlantic and the Canadian Pacific steamers. A deputation from the association waited on the Hon. Ray- mond Prefontaine, minister of marine, and asked that rules with regard to the inspection of Canadian steamboats on the great lakes be made to correspond with the American rules, particularly as regards the size and capacity of life preservers. They also asked that sick mariners dues be abolished and a bond substituted by which it would be agreed to pay for the sick without creating a special fund. The "rules of the road" of the Canadian and United States waters are now practically similar, this being arrived at by mutual consent and it prevents a lot of trouble because mari- ners of both countries frequently find themselves first in Canadian and then in American waters. ENGINE AND BOAT MANUFACTURERS A meeting of the executive committee of the National Asso- ciation of Engine and Boat Manufacturers was held at their office, room 14, 314 Madison avenue, New York city, March 24, at 8:30 p.m. The meeting was largely attended. Matters of considerable interest were discussed and after the routine busi- ness had been disposed of the committee proceeded to the election of officers for the ensuing year. The following will be the officers: President, John J. Amory; first vice president, Mr. H. A. Lozier, Jr.; second vice president, Mr. Charles A. Strelinger; third vice president, Henry R. Sutphen; treasurer, Mr. J. 5. Bunting and secretary, Mr. Hugh S. Gambel. The executive committee is composed as follows: Mr. John J. Amory, chairman; class of 1908, Messrs. J. B. Smalley, James Craig, Jr., C. L. Snyder, Eugene A. Riotte and A. Massenat. Class of 1907, Messrs. John J. Amory, H. A. Lozier, Jr., J. S. Bunting, H. N. Whittelsey and Charles A. Strelinger. Class of 1906, Messrs. S. J. Matthews, A. Snyder, H. H. Brautigam, Albert E. Eldridge and Henry R. Sutphen. The various com- mittees are made up as follows: Legislation: Mr. J. S. Bun- ting, chairman; A. Snyder, Eugene A. Riotte and J. M. Tru- scott, Transportation: Hf. A, Lozier, Jr. chairman: © 1. Snyder, H. N. Whittelsey and J. B. Smalley. Exhibitions: Henry R. Sutphen, chairman; J. S. Bunting, A. Massenat and S. J. Matthews. Agencies: the executive committee as a whole. Advertising: Mr. H. N. Whittelsey, chairman; Henry R. Sutphen and A. Massenat. Technical: Mr. Charles A, Strelinger, chairman; A. Snyder and H. N. Whittelsey. The following were elected to active membership in the association: H: C. Fairbanks; representing the Fairbanks- Grant Mfg. Co., and John V. Rice, Jr., representing John V. Rice, Jr., & Co. While not in existence a year this association has more than doubled its membership and now comprises in membership the leading manufacturers of motors and builders of boats throughout the United States, as well as those en- gaged in the manufacture of all accessories. The interest tak- en in motor boats proves conclusively that the motor boat both for pleasure and as a sport is here to stay. SEA TRIAL OF CHINA SQUADRON One hears so much in disparagement of the performance of naval ships that it is well, once in a way, to show how the vessels of a squadron succeed in their sea trials. The report of the British China Squadron is just to hand, and on the eight hours' run every ship did well, exceeding the official con- tract speeds, although most of the vessels have been three or four years in commission. The best cruiser speed was got with the Amphitrite, built by Vickers, which attained a mean on her eight hours' sea trial of 21.39 knots, as compared with the designed speed of 20.75 knots. Next comes the Andro- meda, a Dockyard-built ship, engined by Hawthorn, Leslie & Co., which steamed 20.01 knots, only 0.15 miles below the con- - tract rate. Of battleships, the Vengeance, also a Vickers ship, takes first place, with a speed on the eight hours' sea trial now of 19.10 knots, against the designed speed of 18.25 knots. The other ships are the Albion, by Thames Iron Works, which steamed 18.7 knots; the Glory, by Laird, which got 18.6 knots; and the Ocean, engined by Hawthorn, Leslie & Co., which got 18.83 knots. The designed speed in these three cases was 1814 knots. Practically all of these ships have the Belleville boiler. Steam Navigation Around New York in Early Days. Major J. C. Sanford, government engineer at Philadelphia, has been ordered to prepare plant for the resumption of work on the 30-ft. channel in the Delaware.