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THE MARINE RECORD. AMERICAN HISTORICAL ASSOCIATION. Agreement of 1817—Reduction of Naval Forces Upon the American Lakes.—By J. M. Callahan, of Johns Hop- kins University. (CONCLUDED.) This article can only briefly indicate the later history connected with the agreement. In 1838, the British tem- porarily increased their force on account of threatened in- vasions of unlawfully organized bands of armed men from the United States. The continuation of this force by the British caused Congress to make an appropriation in 1841 for the building of the Michigan, which was put to- gether at Erie in 1844. For nearly half a century, except- ing a brief period in 1864-65 when Confederate attempts from Canada made it necessary to temporarily engage other vessels, this has been the only naval force on the lakes. Since the civil war it appears that there has been no necessity for a greater force. In 1870:when a move- ment for an invasion of Canada from the United States was reported, and when the revenue cutters on the lakes were laid up, the Michigan was the only public vessel that could be put into active service to stop such acts, but fortunately no invasion occurred. In 1878, when the question of the fisheries was prominent, Secretary of the Navy Thompson thought it would be well to sell this vessel and apply the proceeds to building a new ship for special purposes, but his recommendation was not acted upon. There has been some doubt as to whether tide arrange- ment has been in existence since 1865, from the fact that in February of that year both houses of Congress ratified a notice for its termination which had been given some time before by President Lincoln. This notice was after- wards withdrawn through the Department of State, but without any action on the part of Congress. In 1878, Mr. Thompson, Secretary of the Navy, said that “whether the arrangement remains in force since 1865 must rest upon the decision of Congress.” The State Department has considered it as still in force. Congress would probably do the same In 1892 there were very few members of Congress who would have voted for its abrogation. Several points may here be considered in regard to the _ interpretation of the arrangement which secured this sud- den decline and long-continued insignificance in naval armaments: t. At different times questions have arisen in the minds of different persons as to whether it applies to all the Great Lakes; such questions have been asked of different Departments in regard to each of the lakes—Erie, Michi- gan, and Superior. It has not only been treated as apply- ing to all these lakes, but would probably also. be inter- preted as applicable to the streams which flow into the various lakes included in the meaning of it. 2, The arrangement makes no provision in regard to revenue vessels, but both parties seem to consider that these are not a part of the Navy and are not ‘included under the limitations of the agreement.’ The original in- tention of President Madison, however, was to reduce cut- ters to the “minimum of size and force, if allowed at, all.” 3. By the construction placed by the Navy Depart- ment upon the clause “no other vessels of war shall be there built or armed,” the bids upon gunboats by lake builders have been rejected. They could have been ac- cepted under the liberal interpretation that a hull would not be a war vessel until after she had received her armor and guns, but it has not been thought best to give this ‘interpretation. It appears probable that the Navy Depart- ment may have been guided in its action chiefly by the fact that the vessels after being built would have to pass - through a long stretch of exclusively Canadian waters in order to get them to the sea. Permission has been readily obtained at various times to take vessels through these waters, but it has probably been considered a bad policy to ask such a favor of a neighboring nation. The sentiment seems almost unanimous that from the standpoint of international relations, the effect of the agreement has been entirely wholesome. The wisdom of the measure was apparent, and bore fruits from the first. The “era of good feeling’ had now taken the place of - quarrels, oppression, and misunderstanding; and peace _. began to exist in fact, as well as in theory. The prompt orders sent: out by Castlereagh to the naval officers on - the lakes, suspension of constructing vessels in that quar- ter, and finally, the agreement to limit the force of each side on the lakes, increased the confidence of the Ameri- cans in the intentions of their British kin. It was a fortu- nate circumstance that the heads of affairs in both coun- tries were not men with stronger prejudices than they had reason. But time has proven that with the safeguards which the spirit of the fathers provided there has been little danger from that source. That the fathers in this respect “builded even better than they knew” is seen from the fact that the vast extent of commerce which floats upon the bosom of the lakes has been, except at two brief intervals, “as fully protected from violence and wrong as if millions of dollars were spent upon naval armaments upon the water and forts upon the shores.” It is generally conceded that the arrangement has been advantageous in the ‘past, and that the principle of it, at least, should continue—though it might be modified to meet modern conditions, especially as to the size of ves- sels in case they are actually needed upon the lakes. Any attempt to change, however, might meet with serious com- plications. Notwithstanding the immediate advantage which Eng- land would have through the Welland Canal in case of possible future hostilities, it has long been conceded in Parliament that England can not compete with the United States in constructing gunboats upon the lakes. In the long peace that has existed the tendency has been for the two countries to rely upon the good faith of each other. After the precautionary measures on the lakes in 1865, the United States Government expressed its desire to return to that same “full reliance,’ and there appears no reason to believe that either party has violated this spirit with reference to the lake defenses. ——— oO oO oo BIDS ON HARBOR WORK. Abstract of bids opened March 31, 1897, by Major Clinton B. Sears, Corps of Engineers, U.S. A., at Duluth, Minn., for building pier exten- sion at Portage Lake Ship Canals, Mich. Amount proposed to be expended on this work and for which con- tracts have been authorized, about $120,000.00. If small : 2,800 feet stones are Pier Extension. ies 5 as (more or less). Hech mattress. ~9 ae A : NAME AND ADDRESS abused 3 0 8 Be: - OF BIDDER. you Ets ets ben | bes | os ly ae 8 aed 5 | ¥ 8 ho Hod Ss. gee ace |S lek ie % a qt Q Per lineal Per lineal foot. foot. zy | Samuel Meniece, Duluth, Minn. . 50 B50: Jere 1.00 2 | Porter Bros., Duluth, Minn. ..... ‘ res : reae see -40 3 King & Steele, Duluth, Minn.. BOO Laat et ccarcisis a" pee e anal pe ete . Powell & Mitchell, Marquette, } Al MAOH, accrues. ree a ce 5 EE egal sealiee sar ra “4 5 | Winston Bros., Minneapolis,Minn 52.40 .80 fe) -70 Eslow & Munroe, Charlevoix, of q z Ot aeMaoht..§ f\ tite inbeea ae 59-39 SIDE | seein “5° 7 | James Pryor, Houghton, Mich.. 00 92 4 8 ‘Chicago Star Construction and) x 449 sod Dredging Co., Chicago, Il. . #05. 62.05 | ..+.: Hebei 9g | Heldmaier & Neu, Chicago, Til. 46.34 1 Roy Wiel cee mee) ei ee to | McArthur Bros. Co., Chicago, Til. 65-79 66°79 ies 2.00 Lipsett & Gregg, Sault Ste uss Marie; Mich: ane 91.25 BROT Sb Sa bike ate James Sullivan and Wm. W. 12 o Lavaniway, Duluth, Minn. 4847.61 4998.62 |...... 51 . E. Mitchell Co., Luding- 13! ington, Mich........ res ares g ; 66.50 66.50 J-+-se0] vere wm. Mecordy, Houghton, Mich. 14 nd 50.70 IGA ee sae 72 ohlex Mecurdy, Duluth, Minn. reen & Anderson, Green Bay, PSO Nee Wig tar NEE Tyr N Cc a 2 56.09 56.96 Deals ames A. sie deep West Super- {16 i LOT OWGRE ER HB 88 i eae pee 51-736 51.886 |..... -80 17 Butler-Ryan Co., ‘St. Paul, Minn.. 56.25 CV Ay sot aster ele re eae 18 | P. McDonnell, Duluth, Minn.. 46.10 ATTN GH cisco legos. 19 | A. & D. sang, Duluth, Minn...... 59.85 62. Ee loon ace 75 CLINTON B. SEARS, Major, Corps of Engineers, U.S. A. ee TO REDUCE ORE HANDLING CHARGES. The proposition of the Lake Carriers’ Association to reduce ore unloading and ore trimming charges is being submitted to dock managers. The resolution proposing this action which received the endorsement of the vessel- owners was sent out this week. The lake carriers are not in a hurry to carry out the work which they have under- taken, as it will be useless to force matters. Unloading charges are now i6 cents per ton and trimming charges 2% cents. The vesselmen in their resolution advocated a reduction to 12 cents and 2 cents respectively, The question rests with the dock managers, who are expected to act favorably regarding the request of vessel owners. EXTRACT FROM A REPORT ON COMMER AND INDUSTRIES OF JAPAN. By Robert P. Porter. Japan has taken practical steps for the develop her merchant marine, and in this the United Stat find a useful lesson. Two bills passed the Japane right of requisition of tins Government, carriage oh training of apprentices, etc., a subsidy shall be give t the space of five years, from the date of construction, every iron steamship of over 700 tons burden at thy lowing rates: Twenty-five cents per ton for every miles run at a maximum speed of ten knots; an ad of ten per cent. to be made for every 500; tons incr displacement over 1,000 tons and up to 6,000 tons; ane knot in speed up to seventeen knots; after the ee five years a continuing annual reduction of five ae in these amounts is to be made. The second provides that a subsidy of $12 per ton she be granted to every Japanese subject building in Ja é an iron or steel steamship of 700 tons and over but und 1,000, and of $20, per ton for one of 1,000 tons and over, — with an additional $5 for each unit of horse-power. B th hull and engines must be built under the supervision ¢ the Department of Communications, and no foreign’ ma- terial is to be employed unless specified by that dene ment. Both these measures came into operation October 1896, and are to continue in force for fifteen years. oo —__—— OBITUARY. (Capt. Harbottle.) Capt. James Harbottle, for the past four years in dome mand of the Niagara Line steamer Chicora, died last Thursday morning of gastric catarrh of the stomach. was 38 years old, and prior to taking command of. the Chicora, was for years well known on the upper lakes « a filled various positions of responsibility. He was a son of the late Capt. Harbottle, for many years inspector fo} hulls at Toronto, Ont. (Capt. Little.) Capt. Albert Little, one of the best known and oldes i residents of Tonawanda, died at his home on Grove street last week, of Bright’s disease. Capt. Little was born a Wilson, N. Y., and had been a resident of Tonawanda fo! 4o years. He was formerly a fresh and salt water sailor. but had been engaged with the Cataract Construction Co for a number of years, and was more or less prominently identified with the work of constructing the tunnel anc wheel pits for the Niagara Falls Power Co. He was also at one time a ship builder, and was widely and favorabl known among the people of the Tonawandas. Capt. Littl was a member of Tonawanda Lodge No. 247, F. & A. M. and the Masonic fraternity took charge of his funeral. He leaves two daughters, one who married Edward Hardlebe and Miss Maud Little. NOT NON-SUITED. Detroit, Mich. Editor the Marine Record: Your report, in your issue of April 1st, “In Litigation,’ with reference to the Ogdensburg Line vs. B. W. Blanch-_ ard, litigation, is wrong and misleading. Some one, wh seems to have “been born that way,’ who evidently i familiar with the subject matter, don’t tell the truth abou it. The case referred to was regularly tried before the ref eree, who heard all the testimony and the arguments ° counsel, and took the case under advisement. Louis Hasbrouck, of Ogdensburg, and H. C. Wistier of Detroit, represented the Ogdensburg Line. Harvey D. Goulder, of Cleveland, the B. W. Blanchard. When the referee was about to file his report, but be- fore he had filed it, Parker & Millen, owners of the Blanchard, claimed the right to withdraw from the ref- erence, under a rule of practice established by the statute of New York for the state courts. The referee, however, proceeded with the case and reported in favor of the Og- : densburg Line a judgment of about $12,000. : Parker & Millen appealed to the U. S. Court of Ap peals, which held that the state statute applied, and. th withdrawal took the casé from: the referee, and sent i back to the lower court for trial. aC: WISNER