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

VOL XX. (Né.id: Year. toc. Single Copy $2.00 Per 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.S. 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. GrorGE P. McKay, Cleveland. COUNSEL. Harvey D. GouLDER, Cleveland. COMMITTEE ON LEGISLATION. ~ L. M. Bowers, Cleveland. Wm. Livingstone, Detroit. E. T. Evans, Buffalo. J. S. Dunham, Chicago. P. P. Miller, Buffalo. $.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. : FINANCE AND EXECUTIVE COMMITTEE. ames Corrigan, Cleveland, W.. PHenry, Buffalo, ohn Mitchell, Cleveland. J. 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 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, Pert Huron. Thos. Wilson, Cleveland. M. M. Drake, Buffalo. ohn W., Moore, Cleveland. Philip Minch, Cleveland, . A. Livingstone, Detroit. TREASURY RULINGS. So much of the acts relating to life-saving stations and the Life-Saving Service approved June 20, 1874, June 18, 1878, and May 4, 1882, as provide for the award of life- saving medals shall be construed so as to empower the secretary of the treasury to bestow such medals upon per- sons making signal exertions in rescuing and succoring the shipwrecked and saving persons from drowning in the waters over which the United States has jurisdiction, whether the said persons making such exertions were or were not members of a life-saving crew, or whether or not such exertions were made in the vicinity of a life-sav- ing station. “Yachts, belonging to a regularly organized yacht club of any foreign nation which shall extend like privileges to the yachts of the United States, shall have the privilege of entering or leaving any port of the United States without entering or clearing at the custom-house thereof or paying tonnage tax: Provided, That the privileges of this section shall not extend to any yacht built outside of the United States and owned, chartered or used by a citizen of the United States, unless such ownership or charter was acquired prior to the passage of this act.” é Section 11 of an act, entitled “‘An act to abolish certain fees for official services to American vessels, and to amend the laws relating to shipping commissioners, seamen and owners of vessels, and for other purposes,” approved June 19, 1886, so far as the same exempts any yacht built outside of the United States, and owned, chartered or used by a citizen of the United States, from the payment of tonnage taxes, is hereby repealed. “Sec, 4178. The name of every documented vessel of the United States shall be marked upon each bow and upon > the stern, and the home port shall also be marked upon the stern. These names shall be painted or gilded, or con- sist of cut or carved or cast roman letters in light colors on a dark ground, or in a dark color on a light ground, secured in place, and to be distinctly visible. The smallest letters used shall not be less in size than four inches. If any such vessel shall be found without these names being so marked the owner or owners shall be liable to a penalty of $10 for each name omitted: Provided, however, that the names on each bow may be marked within the year 1897.’ “Every master or other officer of an American vessel on the high seas or on any other waters within the admiralty and maritime jurisdiction of the United States, who, with- out justifiable cause, beats, wounds, or imprisons any of the crew of such vessel or withholds from them suitable food and nourishment, or inflicts upon them any cruel and unusual punishment, shall be punished by a fine of not more than $1,000, or by imprisonment not more than five years, or by both.’”’ Nothing herein contained shall be construed to repeal or modify section 4611 of the Revised ie ee ee The secretary of the treasury shall assign in public build- ings or otherwise suitable offices and rooms for the ship- ment and discharge of seamen, to be known as shipping commissioners’ offices, and shall procure furniture, station- ery, printing, and other requisites for the transaction of the business of such offices.” OO oor NEW TONNAGE. The Bureau of Navigation, Treasury Department, Wash- ington, D. C., issued official numbers during the week end- ing April 24, to the steamers Minneapolis, 2029 gross and 1222 net tons, built at South Chicago and hailing from Cleveland; Prodigy, 107 gross and 64 net tons, built at West Bay City and hailing from Port Huron; St. Paul, 2029 gross and 1222 net tons, built at South Chicago and hailing from Cleveland; schooner S. O. Co. No. 81, 1775 gross and 1402 net tons, built at and hailing from Buffalo. For the week ending May 1, the steamers Industry, 107 gross tons, built at West Bay City, and hailing from Port Huron, and the Elma, of 30 tons, built at Buffalo are re- corded; also the schooner Sydney G. Thomas, of 3200 gross and 2913 net tons, built at Cleveland and hailing from Du- luth. oe or NAVAL RESERVE FUND. The $50,000 appropriation made by Congress for the Naval Militia has been divided by the Secretary of the Navy among the battalions of the various states according to the number of men enrolled, as follows: Massachusetts, 434 men, $5,625; Rhode Island, 158 men, $2,048; Connecti- cut, 135 men, $1,749; New York, 367 men, $4,757; New Jer- sey, 337 men, $4,368; Pennsylvania, 183 men, $2,372; Mary- land, 233 men, $3,020; South Carolina, 165 men, $1,814; North Carolina, 140 men, $2,138; Georgia, 188 men, $2,436; Louisiana, 209 men, $2,079; California, 255 men, $4,601; Illinois, 448 men, $5,807; Ohio, 174 men, $2,255; Michigan, 177 men, $2,204. - a eo Senator Mason is urging the Treasury to raise the port of Chicago to the first class and to station a naval officer there to act with the collector in supervising customs. He claims its collections’ exceed those of Baltimore or New Orleans, and equal those of San Francisco. Chicago leads New York in number of vessels entering and clear- ing in a year. Chicago entered 9,263, cleared 9,424; New York entered 7,174, cleared 6,778; New York customs amount to $108,000,000; Philadelphia, $13,000,000; Boston, $11,000,000; and San Francisco and Chicago, $5,000,000 each. TRANSPORTATION AND THE PACIFIC TRADE. In a recent interview in Washington President James J. Hill, of the Great Northern railroad, who is interested in transportation enterprises in the Orient, stated a number of suggestive facts in regard to business in that section. In trying to establish an outlet for grain across the Pacific, President Hill tumbled over the difficulty which is spurring the friends of America’s shipping industry to ask Congress for a measure of protection for our shipping. He found that we can build ships almost as cheaply as they can be built abroad, but we cannot run them as economically. The: Sailors’ Union fixed the wages of sailors at $30 a month, and the wages of engineers and other ship em- ployes at about twice the wages paid by European steamers. This, of course, made it impossible for Mr. Hill to run steamers under the American flag, and showed clearly why the American shipping industry needs protection. When Japan’s war with China came to an end, she’ de- voted a large portion of her indemnity to subsidizing her shipping industry, which is now assisted, from President Hill’s calculations, to an extent equal to the cost of a steamer’s coal and the wages of her crew. Mr. Hill there- fore contracted with the owners of Japanese ships to carry produce across the Pacific ocean, stipulating that flour should pay only $3 a ton, as against $7 and $8 a ton form- erly charged from West coast ports in the United States: In this way he shipped about 28,000,000 bushels of wheat, or its equivalent in flour, from the last crop. This shows that the trade across the Pacific ocean is destined to de- velop into great proportions. 3 The influence of this opening for produce will be felt throughout the Northwest, but railroad rates and the price of grain will establish varying limits for the sphere of ben- efit from the new course of trade. Speaking of this, Pres- ident Hill said: “It is not outside the range of possibility that we could ship wheat from Devil’s Lake to the Pacific Coast for this trade. We-certainly could at a.55 cents a bushel cost for wheat at’Devil’s Lake or points west, as long as the demand for flour continues to grow as it has for the past six months.” The cost of railroad freighting is high in comparison with water transportation and this necessarily limits the advantages of water routes to points comparatively near. The new railroad across Siberia is liable on this account to be less important as a grain route than is generally expected. a oo on -_PUZZLING THE ROYAL SOCIETY. The proceedings of the Royal Sociéty of London vere not taken so seriously a hundred and fifty years ago as they are now. A sailor who had broken his leg was ad- vised to send to the Royal Society an account of the re- markable manner in which he had healed the fracture. He did so. His story was that, having fractured his leg by falling from the top of a mast, he had dressed it with nothing but tar and oakum, which had proved so wonder- fully efficacious that in three days he was able to walk just as well before the accident. This remarkable story natur- ally caused some excitement among the members of the society. No other one had previously stispectéd tar and oakum of possessing such miraculous healing powers. The society wrote for further particulars, and doubted, in- deed, whether the leg had been really fractured. The truth of this-part of the story, however, was proved beyond the shadow. of a doubt. Several letters passed between the Royal Society and the humble sailor, who continued to as- sert most solemnly that his broken leg had been treated’ with tar and oakum, and with these two applications only. The society might have remained puzzled for an indefinite period had not the honest sailor remarked in a postscript to-his last letter: : “TI forgot to. tell your honors that the leg was a wooden one.” —Harper’s. Round Table.