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HE MARINE RECORD. ESTABLISH ED 1878. Published ae Thursday by THE MARINE RECORD PUBLISHING CO., Incorporated. GEO. L. SMITH, President. C, E, RUSKIN, - - - Manager. CAPT. JOHN SWAINSON, - - - Editor. THOS. WILLIAMS, ee - - Associate. CLEVELAND, Soe CHICAGO. Royal Insurance Building. Western Reserve Building. SUBSCRIPTION. One Copy; one year, postage paid, - - One Copy, one year, to foreign countries. - - Invariably in advance. ADVERTISING. Rates nee on application. $2.00. $3.00. Ail communications should be staeoed to the Cleveland office. THE MARINE RECORD PUBLISHING CO., Western Reserve Building. Cleveland, Ohio. - Entered at Cleveland Post: office as Second Class Mail Matter, CLEVELAND, O., FEBRUARY 25, 1897. nn eee EEUU IE ESSIEN Let us trust that the incoming administration will coun- tenance well advised measures for the rehabilitation of the American Mercantile Marine. We do not wish to see any legislation enacted one year that will require repeal- ing the following. Moreover, anything done in a hurry is seldom done well, hence, the well advised part of it. There is, however, a preliminaty code to be gone through and the earlier steps are taken in that direction the sooner may thoroughly lasting and beneficial legislation be brought before Congress and the country for their ap- proval. oi oO The marine friends of Jared A. Smith, Corps of En- gineers, U. S. A., will be pleased to learn of his being called up this week by the war department, from the ranks of Lieut. Col. to that of Colonel, Corps of Engineers, U.S. A. There are but few officers (if any) in the ser- vice, who is held in the esteem of the marine community in a greater degree than is Col. Smith and we but voice the sentiment of those interested in river and harbor im- provements within his present district in congratulating the worthy colonel on his well-deserved succession to the higher military rank, its title and emoluments. DO Ol ODE Now that all officers licensed by the steamboat inspec- tion service officials are granted a five-year term instead of one as formerly, we would like to impress upon the minds of the heads of departments the absolute necessity of increasing the examiniation work and insist upon all future candidates for licenses undergoing a passable if not a more rigid examination, than has been the custom in ‘the past. Masters, pilots and engineers ought from this time forward be required to show superior qualifications and in this connection we would once more suggest that a new code of questions be issued to each examining dis- trict so that all may be uniform. Furthermore, that some new problems and extra work to test handwriting, spell- ing, etc., be introduced each year. Also, that all examin- ation papers be forwarded to the supervising inspector of the district for his signature before issuing a license. This would not affect in any way the right of appeal that an unsuccessful candidate now has and it would permit the supervising inspector to judge of the relative merits of the examination conducted by the various local in- spectors within his jurisdiction. The charge has often been made that no two local offices examine alike and that failing to procure a license at one office not unfre- quently means success at another, Now let all this style of doing business be wiped out in the future. SOUTHERN EXPORT TRADE. Those interested in the grain carrying trade on the lakes are about to discover a conditon which has been develop- ing for several years. For the past five years a portion of the grain traffic, which formerly went by way of Chicago and the great lakes exclusively, has been dropping down the Mississippi to New Orleans. Since the deep harbor has been completed at Galveston a good deal of grain is also moving that way. It began with the produce of Texas and Kansas, and the gulf trade has been gradually en- croaching upon the territory northward until lake com- merce begins to feel the drain. There are several reasons for the growth of this traffic. The grains and produce of the southwest naturally find their way to the nearest available port because of the shorter railway haul. The great river system which reach- es north, east and west, offers cheap transportation to tide- water, and this is available through many hundreds of miles. Grain transportation by way of the great lakes necessitates a handling at Duluth or Chicago, again at Buffalo and a third time at New York. These handlings are usually accompanied by some delays, and delays are costly to the shipper and carrier, also possibly to the con- signee. It would appear that the Southern competition is serious and likely to hold its own until the deep water- way from the lakes to the coast is an accomplished fact. The recommendation of the deep waterway commission that Congress appropriate $250,000 for a survey to de- termine the most feasible route bears the promise of bet- ter days for lake commerce. ———— or oo or At the last meeting of the Lincoln Club, Chicago, the subject of lake levels occupied the attention of the mem- bers, among whom are some of the representative citizens concerned in marine affairs. It was stated that the Lake Michigan level had receded at least eighteen inches during the past decade, and it was feared that a further shoaling would take place unless immediate steps were taken to minimize the loss in some way. A committee was there- upon appointed to interest other cities in the matter with a view, we presume, to advocate the damming project or process at Niagara and thus prevent so great a waste in the outflow through Niagara River. The question: of maintaining the lake levels coming up as it does at this time would naturally lead one to ask, what will the condi- tions be when the Chicago drainage canal is opened? Per- haps the Lincoln Club is looking a little ahead and would like to see preventive measures taken by general accord before the second sluice gate or another Niagara outlet, situated at the head of Lake Michigan, begins to make its power felt in the lowering of lake levels. If such is the case, it again proves the forehandness of the citizens of Chicago and they should be heartily endorsed in their en- deavors to prevent an evil. The Canadians have long talked of a canal from Georgian Bay to Lake Ontario and they of course have equal rights to construct such a waterway, as Americans had to carry out the enterprise of running lake water to the Mississippi; moreover, the Do- minion government has not uttered a syllable relative or derogatory to the Chicago drainage canal, although their interests stand to be more or less affected if the outflow at that point will tend to lower lake levels generally. The gist of the entire question seems to center on experiments being made relative to the effect of decreasing the outflow at Niagara, after that, and if it proves successful, similar measures can be taken later at other upoints so as to back up and maintain reasonable and proper depths at all points and especially at the connecting links of the lake chain. It would appear that such measures will need to be taken sooner or later, in fact in the near future. Ol Several days ago, the Ann Arbor car ferry winter service found between Sturgeon Bay and Menominee heavy wind- rows of ice, and it was impossible for the powerful ice breaker to crush her way through. The ingenious device of exploding dynamite bombs or cartridges beneath the ice was resorted to and an opening was secured by which the steamer easily threaded her way through the heavy windrows and reached port. This is an excellent way to get out of a frozen difficulty on the lakes, but we can’t help imagining what may become of the finny tribe if dynamite or other explosives are to be used on the lakes whenever ice is met with. Fish are supposed to forsake a regular steamboat route and look for more peaceable waters, but they will be too stunned even to seek that _off. Sabine pass has a depth of 24.1 feet at a low t alternative if they are to be frequently charged dynamite cartridges. However, we can stop in the advancement of commercial bed ieee least not at such trifles as fish life. — i In the eight states bordering on the great — legislation of no two are alike in their code of taxa vessel property. It seems to be a judicial fact that state is in a position to legislate according to its di tion in the matter of taxing floating property, but, from the argument that the state or port a vessel hails renders no equivalent for the taxes thus paid, it is” deplored that no’ uniform law can be framed for the eral lake states in the interests of shipping. The mor shipping is facilitated the more prosperous the port: perhaps abolishing all taxes and exacting port char would accrue to the eventual benefit of the state ado such a meastre. a oo or SC An amendment to the sundry civil bill providi three branch hydrographic offices on the lakes ha reported on favorably. This provision was made in cordance with an urgent request from the Secretary the Navy and from information submitted in the a report of the hydrographer.. Should the appropriat carry, and there is every presnt likelihood of its so doin Buffalo, Sault Ste. Marie and Duluth will be equally well taken care of as Chicago and Cleveland is now. Wi one more branch at a port on Lake Ontario, say Oswe the hydrography of the lakes would soon become knoy << —$—$ oo oar The thanks of the Marine Record are due the Dep ment of State for a copy of the February issue of me sular Reports” showing the present status of foreign co merce, manufactures, etc., as it affects the trade of United States. 2 or The thanks of The Record are due the managemen the Detroit & Cleveland Steam Navigation Co. for speci favors rendered this week. : oe or SEEKING A SOUTHERN OUTLET. R. D- Swain, of Kansas City, a former well-known ve: sel owner and sailmaker of Cleveland, and who is now railway contractor, engaged in completing a portion of Kansas City, Pittsburg & Gulf Railroad, which is “bu with Kansas City and Port Arthur (Tex.) as termina says that the:lake shipping interests have been greatl affected already, and will be affected to a still greater tent by the railroads passing through the western gra belt. “Several years ago,” said Mr. Swain, “all the whe and corn produced for export in Kansas, Nebraska, low Illinois, Missouri, Oklahoma and surrounding distric were shipped to Chicago. At Chicago the product w: put aboard lake vessels and again transferred to railro or canals at lower lake points. Arriving at New Yor was transferred to the ocean steamers and transported { the Liverpool market. os “This method of lake transportation is-very expensi and eats so far into the profits that the price of the produ is necessarily advanced. But the shippers of the West ha‘ changed their tactics and instead of paying railro freightage to New York they are using the several ra roads to the gulf ports, where ocean vessels are load direct and go straight to the Liverpool market. T! Kansas City, Pittsburg & Gulf Road is in the heart of sh ping districts, and very soon it will be able to handle al the grain trade in the states around Kansas. : “Port Arthur is the southern terminus of this road. is a new town situated on Sabine Lake, about twelve mi from the Gulf of Mexico, and about five and a half mil from the head of Sabine Pass, where the deep water lea and to dredge this pass an appropriation of $1,750,0 was made. At Galveston, where an expenditure of 000,000 was made, there is a depth of but 20 feet of wa At Port Arthur large sums will be expended in build docks, warehouses, mills, elevators and to make a chi nel 26 feet deep from Sabine Pass to Port Arthur. dredging will soon begin.” mS __enator Pettigrew’s amendment to the naval appr } tion bill providing for the establishment of branch a graphic offices at Duluth, Sault Ste. Marie and Bu was favorably reported from the Naval Affairs Cor tee of the Senate at Washington.