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

TOL. XX. No. 10. ESTABLISHED (878. CLEVELAND=---MARCH 11, 1897---CHICAGO. 4 g $2.00 Per Year. 1 . Single Copy, LaKE CARRIERS’ ASSOCIATION. To consider and take action upon all general questions relating to the navigation and carrying business of the Great Lakes, maintain necessary shipping offices and in general to protect the common interest of Lake Car- riers, and improve the character of the service rendered to the public. PRESIDENT. Capt, JAMES W. MILLEN, Detroit, Mich. VICE PRESIDENTS. J. S. Dunham, Chicago, Howard L. Shaw, Bay City. C, E. Benham, Cleveland. F. J. Firth, Philadelphia. David Carter, Detroit. L. 8. Sullivan, Toledo. S. D. Caldwell, _ Buffalo. M. J. Cummings, Oswego. W.H. Wolf, Milwaukee. Geo. Berriman, Erie. W. C. Farrington, Duluth. SECRETARY. CHARLES H. Keep, Buffalo. TREASURER. GzorceE P. McKay, Cleveland. COUNSEL. Harvey D. GouLpDER, Cleveland. FINANCE AND EXECUTIVE COMMITTEE. ames Corrigan, Cleveland. W.P. Henry, Buffalo, ohn Mitchell, Cleveland. . J. H. Brown, Buffalo, . A. Hawgood, Cleveland. R.P. Fitzgerald, Milwaukee, Thos. Wilson, Cleveland. C. W. Elphicke, Chicago. M.A. Bradley, Cleveland. H. G. Dalton, - Cleveland. . C. Gilchrist, Cleveland. W.C. Richardson, Cleveland, ~C. Waldo, Detroit. B.L. Pennington, Cleveland, D.C. Whitney, Detroit. COMMITTEE ON LEGISLATION. L. M. Bowers, Cleveland. Wm. Livingstone, Detroit E, T. Evans, Buffalo. .S. Dunham, Chicago P. P. Miller, Buffalo. S.D Caldwell, Buffalo, H. C., French, Buffalo. Jesse Spaulding, Chicago. Charles Paine, Buffalo. C. A. Eddy, Bay City. Edward Smith, Buffalo. Alex. McDougall, W. Superior. H. M. Hanna, Cleveland. F. J. Firth, Philadelphia. James Corrigan, Cleveland. COMMITTEE ON AIDS TO NAVIGATION. Geo. P. McKay, Cleveland. W.M. Egan, Chicago. W.H. Becker, Cleveland. Frank Owen, Ogdensburg. C. E. Benham, Cleveland. A.W. Colton, Toledo. . G. Keith, Chicago. James Davidson, W. Bay City. . A. Hawgood, Cleveland. Alvin Neal, Port Huron Thos. Wilson, Cleveland. M. M. Drake, Buffalo. jena. W. Moore, Cleveland. Philip Minch, Cleveland, . A. Livingstone, Detroit. CAPT. E. P. CHANCELLOR. Capt. E. P. Chancellor, the present United States Super- vising Inspector of steam vessels for the Seventh District, with headquarters at Cincinnati, Ohio, was reared at Parkersburg, W. Va., and has been identified directly with steamboats and. steamboat interests more or less for a period of over thirty-five years. He has planned and built a number of successful steamers, and has held a mas- ter’s license for over twenty years, and also has his thir- teenth issue as first-class pilot on the Ohio River between Pittsburg and Cincinnati and to the head of navigation on the Great Kanawha River. He was also licensed as an engineer of steam vessels in the year 1862. He has given much time, attention and study to steamboat machinery and is up-to-date on everything pertaining to the same. Of correct habits, intelligent and of good education, with the long and general practical experience which he has had in building, repairing and managing steamboats, he is probably as well yualified for the position he has filled so satisfactorily to all concerned as any one of his numer- ous predecessors. He is always genial and polite and popular to a degree with steamboat men, as well as at home in Parkersburg, where he has held a number of municipal and county ‘places of trust and responsibility, having resigned the office of president of the County Court of Wood County, _W. Va., to accept his present position, that of Supervising Inspector of the Seventh District, to which office he was ppointed by President Cleveland on the first of May, 1894. He was the chief organizer in the year 1876, and presi- dent of the Parkersburg & Ohio River Transportation Co., which owned and operated the steamers Emma Gra- ham, Chesapeake, W. P. Thompson and Katydid; the same company established the first line of stern wheel steamers between Pittsburg and Cincinnati. _In 1880 he established the first packet line running between Pitts- burg and Charleston on the Great Kanawha River. He is a hopeful and enthusiastic advocate of the immediate improvement by the general government of the Ohio River by a continuation of a system of locks and dams similar to the one in successful operation at Davis Island, five miles below Pittsburg, and confidently believes that these improvements completed, would pay. for all ex- penditures for the same in benefits to the people of the United States every ten years, besides enhancing the value of property along its course more than double in the same period. The Seventh District is the most important of any of the Western River Districts, extending from Carrollton CAPT. E. P. CHANCELLOR, U. S. Supervising Inspector of Steamboats. 80 miles below Cincinnati to Pittsburg, including the Ohio and eight navigable tributary rivers, a total length of over 1,200 miles of steamboat water. a TREASURY DECISIONS RELATING TO VESSELS. From and after July rst next the Act including the fol- lowing section goes into effect, approved March 3, 1897. Sec. 9. That fees for the entry direct from a foreign port and for the clearance direct to a foreign port of a vessel navigating the waters of the northern, northeastern and northwestern frontiers of the U. S., otherwise than by sea, prescribed by section forty-three hundred and eighty-two of the Revised Statutes, are abolished. Where stich fees, under existing laws, constitute in whole or in part the compensation of a collector of customs, such officer shall hereafter receive a fixed sum for each year equal to the amount which he would have been entitled to receive as fees for such services during said year. THE GREAT EASTERN TO BE ECLIPSED. The Great Eastern, that majestic failure in marine construction, is at last to be outdone in size. The White Star Line has contracted with Harland & Woff for the construction of a mammoth passenger steamship which is to measure 704 feet in length, or twenty feet longer than the Great Eastern. The new vessel is to be-named Oceanic, after the *pioneer steamship of the company. Work on the Oceanic is to be commenced at once, and it is expected that she will be ready for launching in Janu- ary next. A steamship of such gigantic proportions as the Oceanic will necessarily. require a tremendous engine power. But while a record-breaking pace would be easily possible from an engineering point of view, no such triumph in speed is being contemplated. Profiting by the experience gained from those comparatively slow yet highly economical vessels, the Britannic and Ger- manic, the White Star Line in its new venture will not make any sacrifices to mere speed. In her internal ar- rangement the vessel will be an enlarged reproduction of the Majestic, except in so far as improvements may have suggested themselves in the size and fittings of the rooms, and which. may be rendered practicable by the increased dimensions of the ship itself. It is interesting to compare the length of this new giantess with that of other leviathans now in service or building. For many years the Anchor Line steamship City of Rome outclassed her 561 feet of length over all other vessels in the trans- atlantic service so far as dimensions went. She had .to take second place when the Cunarder Campania came out with her 620 feet of length over all. The Kaiser Wilhelm der Grosse, now in-course of construction for the North German Lloyds, has still greater length, measuring 640.6 feet. The big Hamburg-American freighter Pennsylvania, which recently arrived here on her maiden trip, has a deck measurement of 585 feet in length—American Ship- builder. : 3 so — - EASTERN FREIGHT REPORT. Messrs. Funch, Edye & Co., New York, furnish’ the Record with their usual weekly freight report, as follows: The list of steamers fixed for grain, as per subjoined par- ticulars, must unfortunately be looked at as representing the highest rates of freight likely to rule for some time under the momentary outlook. The fact that several boats, near-by or on the coast, were relet by original char- terers at cost price or below this, would seem to indicate that no pressing prompt demand exists. As a matter of fact,charterers are looking to backward rather than to near boats. A feature of the market, as we find it to-day, is the entire absence of demand of tonnage for the Baltic, a fact most appreciably reflected in the difficulty of securing small parcels for berth boats. The demand for timber boats from the Gulf has slackened off quite considerably, but we find still some inquiry for a boat or two for cotton from South Atlantic ports. Whilst at the moment shippers of case oil for the Far East show no disposition to meet owners’ figures for this cargo, we rather hope that the continued scarcity of sail tonnage will eventually cause an advance for steam tonnage in default of sailers. Settlements of sail tonnage have been. light since our last report, and vessels remain scarce on spot and are but sparsely offered to arrive. Rates of freight consequently remain very firm, with good prospects for the near future. Petroleum in barrels for Europe forms virtually the only exception to the above on this market, being in extremely light demand. Rates for larger-spot vessels are very low, whilst for this tonnage to arrive an acceptable bid is prac- tically unobtainable,