The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

Oe TS ee THE MARINE RECORD. 7 _in foreign ships via. the St. Lawrence and discharging at Montreal or Quebec? The goods on these shipments des- tined to points in the United States would come over the , line by rail free of this 10 per cent. tax. So we are to leg- islate to curtail the movement of foreign ships to our own ports, and build up the foreign lines to Canadian ports, and encourage the movement to our own importations a ay way of Canada. Oh, no! Congress will not do at. Again, and along the same line. We shut out foreign steamers at San Francisco and prevent the movement across the continent by our own American railways, and encourage the movement by. foreign vessels via. Van- couver and over the Canadian Pacific railway. Will the American people submit to this? This bill is a boom- erang. It will do far more harm than good. It professes to build up the American merchant marine and destroys it. It is said that our prestige on the high seas in the early days of the Republic was due alone to the discrimi- “nating duty bill passed in 1789. It would be well before committing ourselves to this opinion to look carefully at the facts in the case. True, our commerce increased with marvelous rapidity; but it must be remembered first that it is easy to multiply many hundred fold when one starts with practically nothing to begin with; second, that during the years of the rapid growth of our commerce, say from 1798 to 1815, the nations of Europe were at war; ours was the neutral flag, and it was a golden harvest- time for our ships. They were enabled to carry not only the goods between Europe and America, but between the ports of the warring nations of Europe. Foreign nations had no time to give heed to what our young republic was doing in the way of development; third, if it claimed that discriminating duty was the sole cause of the growth of our commerce, how is it that, when we began to aban- don this principle, in 1815,and the act was repealed in 1828, that American commerce continued to thrive so vigor- ously until the time of the civil war in 1861? Between 1861 and 1865 England had the advantage that we en- joyed between 1789 and 1815, and she made the most of it. In fact, when the war was over, her vast fleet of enormous ~ ships, with the treasury of the United Kingdom behind them, staggered American private enterprise, and our great shipping industry has lain paralyzed and helpless, and to-day appeals to the government for that aid that not only England, France, Italy and last—that New England of Asia—Japan, is extending to their merchant marine in the way of bounty or subsidy; and Congress this time will not disappoint the American people. Call it by whatever name you choose. Relief will be extended that will help the farmer and the miner, the millowner and the operator, the shipbuilder and the shipowner, help that will run up our starry banner to the mizen-peak, not to the fore, as now. When this is accomplished, and “Old Glory” is once more in all harbors of all countries, and on all seas, then let us have “Flag Day” over again, from the Atlantic to the Pacific, and from the Gulf to the Lakes. or or or OBITUARY NOTICE. (Capt. George Warner.) One of the oldest and perhaps most widely known ves- sel men on the lakes, at least among the sailing commun- ity, passed away on Saturday last after an illness of only a few days. Capt. George Warner was bound apprentice to the sea at a very early age, and at a time, too, when boys “got more kicks than halfpence.” After sailing on the Atlantic and New England coast he came with a party of old shipmates to the lakes, mak- ing Cleveland his home, in 1847, or just half a century ago. By dint of steady perseverance he worked his way from cook to captain and in 1868 became broker and owner of vessels, being at the time of his decease harbor- master of Cleveland. Capt. George was an Englishman by birth, but appre- ciating “the bridge that carried him over’ he early be- came a naturalized citizen and always urged others to go and do likewise. He was a highly respected member of the Erie Lodge of Odd Fellows, Pearl Council of the Royal Arcanum, the Sons of St. George, the Anglo- American League, the Tippecanoe Club, and the Chamber of Commerce. His denominational connection was with the Episcopal church. The children who survive him are his son, Mr. John W. _ Warner, a well-known Cleveland vessel owner and broker, also his daughters, Mrs. Ella Leonard, Mrs. Ida Hoffman, Miss Flora Warner, and Mrs. May Ellis. There are but few citizens who could point to such an honorable steady code of life as that pursued by the late Capt. He was upright and just in all his dealings. In business, social and domestic affairs there was no straight- er or purer man, and, according to his best judgment, was always to be found on the side of the right. oe or FORE AND AFT COMPOUND ENGINES. (ILLUSTRATED.) The increasing demand for compound engines has proved that they are entirely satisfactory and considered by some to give better results on a small basis than the triple expansion engine. For steam yachts and tow boats this is especially the case, while even for passenger and freight steamers the compound engine holds its own in popularity. We illustrate herewith a style of compound engine which has proved particularly satisfactory in use, and has been found also splendidly adapted for electrical purposes, which is a considerable desideratum nowadays. This engine is designed and manufactured by the John E. Thropp & Sons’ Co., at Trenton, N. J., a concern which in the past few years has so increased its capacity and out- put as to become a first-class corporation. In the design and style of this fore and aft compound For reversing, the link motion made of steel, fitted: with case-hardened block and pin is used. The crossheads are made of steel, fitted with brass gibbs. The crank shaft is large diameter, made of steel, with large crank pins, which insures a smoooth working engine. Connecting rods, eccentric rods, piston rods and valve stems are made of steel. The valve stem guide is fitted up with brasses, which are adjustable. All wear- ing parts are built so as to take up all lost motion. En- gines are neatly jacketted with Russian iron, accurately fitted, and have all necessary oilers. Each engine is tried and thoroughly adjusted before leaving the works. The Thropp Company at the present time are building several engines for the export trade, and also for orders in this country, and have orders booked which will keep them busy till next autumn. ee EASTERN FREIGHT REPORT. Messrs. Funch, Edye & Co., in their weekly freight report to the Marine Record from New York, Philadel- phia, Baltimore and other eastern coast ports, state that chartering for grain continues active, and a large number of steamers has again been placed at rates unchanged for * SSS = wu RD Uy BUILT BY JOHN E. THROPP & SONS’ CO., TRENTON, N. J. engine, the manufacturers have kept in view the economy of space, strength, proportions and durability for 300 pounds steam pressure, which they have experienced with the various water tube boilers on the market. Their ex- perience and practice in building and remodeling vari- ous kinds of engines for the last twenty-five years have convinced them that the best materials and workmanship are none too good, and “a very highly finished engine is not so important. This engine has, therefore, been made a specialty with them, although they are in a position to make single or triple expansion engines any size their customers desire. A brief description is as follows: The cylinders are supported upon hollow cast-iron hous- ings, which are securely fastened to a substantial bed - plate. The bed plate is constructed so as to catch all the waste oil and grease, which overcomes the saturation of the hull. The housings are bored in the lathe, also bed plate, after being babbitted, making the engine machine lined. All castings are made of the best charcoal iron, hard, close and free from sand holes. The valves are of the balanced piston type, which overcomes the serious objection often encountered in high speed engines, and saves the wear and tear on the link motion and eccentrics. prompt boats, whilst for March and later months, owners appear inclined to make some concession. At the time of writing the demand is evidently slackening off, as evinced by offers of recharter of February boats coming from Baltimore. The feature of the late fixtures is the demand from Philadelphia, under which a greater number of boats has been taken to load there than has been the case for a long time past. The inquiry from Denmark ap- pears to have been filled for the time being, and we are still assured by charterers generally that new business, except for distant months, is not in demand, and, in any event, not practicable under limits sent. The situation of other trades presents very little change from what we last reported. We learn of a boat for February loading, placed from Savannah, but whilst there is still some inquiry at this and other Atlantic cotton ports, charterers appear un- able to meet owners’ demands, in view of the very cheap through rates by coasting steamers and berth boats from the northern range of ports. ee oe or In the case of the Northern Steamship Co. vs. Hackett, which came up at Toronto, Thursday, the solicitor for the plaintiff Murphy, moved for an order canceling the check issued out of court to both plaintiffs and for issue of a new check payable to solicitors. As there was no case shown for the Northern Steamship Co., the order was granted.