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PUBLISHED EvERY THURSDAY BY ‘THE MARINE RECORD PUBLISHING CO,, [INCORPORATED. ] - GEORGE L. SMITH, President, C. E. Ruskin, |. j ‘ x MANAGER. + WL: McCormick, , - set EDITOR. Tuomas WILLIAMS, Chicago, . 3 ASSOCIATE. CLEVELAND, CHICAGO, WESTERN RESERVE BUILDING, ROYAL INSURANCE BUILDING, 6 FOURTH FLOOR, ~ _ Room 308. SUBSCRIPTION. One copy, ne year, postage paid, $2.00. One copy, one year, to foreign countries, $3.00. Invariably :n advance. ADVERTISING. Rates given on application. > All communications should be addressed to the Cleveland office. Sos THE MARINE RECORD PUBLISHING Co., FOURTH FLOOR, WESTERN RESERVE BUILDING, : CLEVELAND. Entered at Cleveland Postoffice as Second-Class Mail Matter. a CLEVELAND, O., NOVEMBER 5, 1896. NY Caprain George A. Quinn, Corps of Engineers; U.S. ., A., in charge at Milwaukee for the rivers and harbors _. of that district, advertises for bids in the current issue of _ Te Record for pier building at several ports on the west shore of Lake Michigan., Bids will be received up .to-noon on Nov. 27. 3 % , z —_ + <+- n “rp catch of fish on Lake Erie, especially in the local- ity of Toledo, has been much larger upto the present time than it was last year. The fish hatcheries and the commissioners in charge of propagating the spawn are to be commended from the standpoint of furnishing to the public a healthy and excellent article of diet ata “moderate cost, and this feattire is equally true of all the states bordering on the lakes. It is beyond question, but that the fishing seasons would long ago have proved failures if the several species had not been propagated by the fish hatcheries and the careful distribution of - same by the government employes. rr 0 ee 2 a __ In addition to a large amount of government work at ports on Lake Michigan looking towards the improve- _. ment and conservancy of harbors, there is also a con- e siderable share of work to be given out by private firms. The Chicago & Pacific Elevator Co. will rebuild the. elevators on Goose Island, Chicago, at a cost of $300,000. _. The Armour Elevator Co. intend building an annex to _ its Minnesota elevator. It will have a capacity of 2,000,- 000 bushels, and will cost $400,000, to be completed by January 1. The basin opposite the elevator at St. 2 Joseph, Mich., is to be dredged, also the Benton Harbor ., canal for a distance of 2,000 feet. There are also a num- “a. ber of other important deals to go through ready for a _.» . the opening of navigation next season in wharf building A at * -w, . and fueling docks. eg : as - » “»'’ We are pained to record the death of Mr. Washington, > Bullard; general manager of the Union Line, at Buffalo .2..0n Friday last. Mr. Bullard had been connected with lake transportation interests all ot his active life. For »many years-he represented his line in Chicago, taking _ up the general management some twenty odd years ago. He leaves a host of friends among vessel owners all over _ the lakes. THH RECORD also numbered him among its friends. President J. J. H. Brown, of the Lake Carriers’ .~ Association, called -a meeting ofthe association so that, due and appropriate action might be taken on the loss of, a valued member who was:one of its organizers and its first president before the consolidation of all interests formed the present association. - friendless and poor, and birds of passage at the best. THE MARINE RECORD. j BAD TREATMENT OF SAILORS. .. We are accustomed to hear of all kinds of treatment which ‘:Jack ashore”’ receives in the larger seaports of the world. Liverpool, with its Dennison street and Waterloo Road localities; London, and its Tower Hill, _ Radcliffe Highway episodes; New York, Cherry street and Fourth Ward drugging tactics on the simple- hearted, deep-water sailor, not to mention the shang- haeing, crimping, and blood-money notoriety of "Frisco, or, in fact, a number of other large ports, as the books say, ‘‘too numerous to mention.”? Being an every-day occurrence, drugging, robbing, assaulting, maltreating, or shanghaeing and crimping sailors is only noticed by the police, religious and philosophical circles. The ordinary citizen hears of such cases and immediately proceeds to ignore and forget anything, especially if of an unpleasant nature, about the fellows who are usually We are therefore somewhat surprised at this date to. learn that a great deal of the seaport tactics are being pursued.on the lakes, though, of course, Chicago, some years ago, and even Buffalo, and perhaps in a lesser de- gree, Cleveland, often startled us with isolated cases of g extreme depravity and brutality, which happily are now more noticeable, by their absence than frequency. Moreover, as we have said, the depravity exists, and it is a question if Jack.can be picked up and put into a glass case or Sunday school the moment that he puts his foot ashore, and until something of this sort can be done, he is generally bound to wander into trouble by, or through mixing with strange company and folks, who are simply. his friends pro tem, to become his enemy, robber or assailant, when opportunity offers. The foregoing is preliminary to an article published in a Toledo daily this week, as follows: “Ror several months the police’ of Toledo have been greatly annoyed by continual complaints from sailors who have been lured to low'dives by unprincipled land lubbers, and robbed of their hard earned wages. There have been, pérhaps, thirty or forty coniplaints of this character during the present year, but it is very seldom an arrest is made, for the reason that the sailor is usually unfamiliar with the city or its tough dives and tough people, and he is generally made beastly drunk- in the ordinary way, or administered a knock-out blow, which will effectually lay out the toughest and most hardened old salt that sails on fresh water. It.is then but the work of a moment to go through his pockets, and leave him in some secluded spot to waken several hours later, minus cash or other articles of value. : He goes to the police station, or accepts the situation philosphically, and says nothing. But usually he goes to the station and makesa “‘holler.’’ A man is detailed to go with him, but he cannot tell where he was the night before, and doesn’t know who were with him. The result is that he either gets a trip to the works for begging, or gets drunk again on the funds of some boon companion, or strikes a boat and sails for some other port, only to return to Toledo perhaps a few months thereafter. Several instances can be called to mind,. and every once in a while the body of a sailor is found in the river with the marks of a blow on the head, but always without anything in his pockets. Twice this week have complaints of this kind been made; one man lost $7.50, and the other $17. Another recent instance is cited where $31 was lost, and another $28; still another man lost $46. The solution of this problem and how to remedy this matter, isa difficult one’ indeed for the police. They know that a class of toughs hang about the docks and dock resorts, and are satisfied they are the fellows who do this work. .They never work, but always have money. Yet they operate shrewdly, in pairs or trios, and always at night.” The Toledo article is no doubt correct to the letter, and it is most difficult to point out the proper means to be used towards eradicating the evil. Certainly it ‘ought not to be allowed to increase or grow at other ports, at present more law-abiding in this connection than Toledo is. The only, or rather the first steps should be taken by the police, aud where a sailor is seen in the company of well known local crooks or suspicious strangers, he should, at least, be warned of his danger, and as early as possible placed out of harm’s way until capable of again navigating among the shoals and’ quicksands of a strange city. This the port should at least do for its own reputation, if not for the sake of common humanity, or we are afraid the evil will grow and spread to all lake ports, and “Jack ashore’ be no better off on the lakes than he was a quarter or half a century ago at the large European, British and Ameri- can seaports. -plished and a five thousand ton cargo will soon b ‘(Hay Take) cut. - feet as formerly and sometimes toa neat 14 feet. of lowering freight or cargo rates and this in for by the general government, to the. derogatiot ~ on and they possibly would not object. to taking chan . gape DEEPER CHANNELS AND A CHANGE OF oF: RATES. whee’ The twenty-twenty-one-foot channel over thes spcts connecting the chain of lakes is fast | to an actuality. What could not have been cr even thought of a few years ago is now almost come a common cargo OF load, as it is now « There is one thing more, however, to be desired, that is a double track or waterway Over the narr¢ and shoalest connecting spots on the lakes. A po of this idea has already been made possible in the d by the completion of the second chan: More especially, perhaps, | vessels’ interests be gratified at the opening of the cut at Sailors’ Encampment, whereby, vessels n now load to a draft of 16% feet instead of the scant River an The deeper channels will, of course, have the eé: Ef means a benefit to the farmers of the West and: No west with a corresponding degree of prosperity to— owners of large modern steel steamers. There is arguing against the cheapening of transportation rat It is for the universal benefit of mankind-and from producer to the consumer, hence, white there are kickers against Federal improvements, or those small and medium sized tonnage, the fact remains the deepening of lake waterways is of general and t versal benefit to the citizens at large. Steamers now afloat and others fitting out and building, whic! when the twenty-foot channel is completed, can carr 5,000 ton cargo as opposed to the paltry 500 tons o a few years ago, and it should also be considered t the freight charges will be correspondingly reduc all commodities water-borne over the Great’ LU without any deductions from the earnings of thé ves asit is generally admitted that the daily disbursemen a ship averaging, say, one thousand tons, is ‘almost a par with that of a four or five thousand ‘ton’ sh that owners of large tonnage, as well as the gener public, stand an equal chance of being benefited by deepening of lake channels and the consequent chan and cheapening of lake freight rates. — anes ie : WE have been often amused in the past by otherw underwriters known as Lloyds, London. : writers, whom we refer to have been journalists, shi ping people of various sorts or contributors to magazi or daily newspapers. Charges have been’ made more or less substantiated at least to the satisfaction of the writers, that Lloyds discriminated in accepting ris’ on nationalitonnage, cargo, or freights;evefi the types construction, builder and the ownership has been said to draw the line in» underwriting at Lloyds. Sich asse - tions’are utterly baseless, containing neither rhyme ni reason. ‘Lloyds as individuals will take any risk whe they think there is a fair chance of earning a premi nor do they look for too long-a chance either, they out for and after the dollars, and, judging from the vival, prosperity and wealth of the descendants of th old coffee-house clique, they, as a rule, generally kno where they are at! Lloyds, instead of narrowly discrir inating, accept risks on the successful launching ship or a baby, in the former case, whether side or end ona vertical dip, in the latter case, time; sex or numb is immaterial so long as the premium’ is ‘forthcomi Even further may we go, or rather do they go, for the have been easing the consciences of American: cit recently by taking premiumsand issuing policies aga: ot to cover the election or non-election of the late pr dential candidate on the Democratic ticket, as for stance, large business houses figuring on the basis’ 50 per cent. depression, if the Democrats elected president, a firm doing a yearly business of $1 thought that they stood to Idse $50;000. By payin premium of 9 per cent. to the Lloyds companies th sured against this conjectural loss. McKinley b elected, the firm of course got no insurance against lo: and loses the 9 percent. premium. Now, we must say the underwriters who tadkle a problem like the for going are not the people to discriminate in the ord affairs of every day business, nor do they do it.