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ESTABLISHED 1878. 4 VOL. XX. No. 25. CLEVELAND-—-JUNE 24, 1897~-CHICAGO. $2.00 Per Year. LAKE CAarriERS’ ASSOCIATION. ‘To consider and take action upon all general questions relating to the navigation and carrying business of the Great Lakes, naintain necessary shipping offices and in general to protect the common interest of Lake Car- tiers,and improve the character of the service rendered to the public. PRESIDENT. Capt, JAMES W. MILLEN, Detroit, Mich. VICE PRESIDENTS. xs. Dunham, Chicago. Howard L. Shaw, Bay City. C. E. Benham, Cleveland. 1 cs Z: 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. KexEp, Buffalo. TREASURER. Grorce P. McKay, Cleveland. COUNSEL. Harvey D. GouLpDErR, Cleveland. COMMITTEE ON LEGISLATION. L. M. Bowers, Cleveland, | Wm. Livingstone, Detroit. E. T. Evans, Buffalo. . 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. If, M. Hanna, Cieveland. F. J. Firth, Philadelphia. James Corrigan, Cleveland. FINANCE AND EXECUTIVE COMMITTEE. ames Corrigan, Cleveland. W.P. Henry, Buffalo. ohn Mitchell, Cleveland. k J. H. Brown, » Buffalo. . A. Hawgood, Cleveland. . 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, Port Huron. Thos. Wilson, Cleveland. M. M. Drake, Buffalo. ae W. Moore, Cleveland. Philip Minch, Cleveland, . A. Livingstone, Detroit. LATE RIVER AND HARBOR IMPROVEMENTS. The new channel through the reef abreast Sailors’ En- campment is almost completed, and will be 300 feet wide and twenty-one feet deep. The shoal above Cherry street bridge, Toledo, has been dredged 400 feet wide to a depth of eighteen feet. The depth of the new straight channlel from Maumee River to deep water of Lake Erie is seventeen feet or more for ~a width of 200 feet. The outer portion will be dredged to a width of 300 feet. The channel between the piers in Black River at Lorain and through the bar, was dredged 150 feet wide to a depth of nineteen feet at mean lake level in) 1896. The channel over the bar at the entrance to Sandusky harbor is from 75 to 200 feet wide, and varies in depth from fifteen to eighteen feet. In January, 1897, the east breakwater at Cleveland had been completed for a distance of 2,500 feet; the depth of the opening between the east and west breakwaters was twenty feet. The channel from the breakwaters to the pier entrance was redredged during the season of 18096 to a depth of nineteen feet for a width of 150 feet. Be- tween the piers there is generally a 17-foot channel from 50 to 100 feet wide, shoaling on either side to fourteen ‘or fifteen feet. The entrance to the west anchorage basin thas shoaled to a depth of 163 feet. - At the mouth of the Grand River, Fairport, a danger- ous bar works across the entrance opposite the piers from the westward, with crest about 150 feet from end of the west pier, and sometimes has less than eleven feet f water over it. There is an outer bar at a distance of to 1,500 feet from the pier ends, and sometimes has less than thirteen feet on its crest. Both bars were dredged to a depth of eighteen feet in 1806. The width of the channel at Ashtabula, from entrance between piers to L. S. & M. S. railroad canal is 213 feet, and 160 feet from the latter place inward. Channel from between piers to drawbridge has been excavated to a depth of twenty feet at mean lake level, except an area 400 feet long by 50 feet wide at inner etsd of west pier; minimum width of the channel is 100 feet. The outer and inner channels of Erie harbor were dredged to a depth of eighteen feet at mean lake level in 1896, and to a width of 300 feet throughout their lengths except across the inner bar at buoys Nos. 3 and 4, where the width is only 250 feet. A temporary crib, known as crib No. 1, was sunk in the approach to Cleveland, on May 27. The crib is lo- cated N. by E. seven-eighths E. (N. 20 degrees 30 minutes E.) from Cleveland west breakwater (E. end) light- house and at a distance of 11,000 feet. At night a single larttern light, white, will be displayed on the crib for the present. : A Canadian government dredge began the removal of several shoals at the entrance to Port Colborne harbor, on May 15, and will continue dredging until the cont templated improvements are completed. Mariners are re- quested to give the dredge boat a good berth, also to slow down in passing her, so that dredging operations may not be interrupted. The charinel through the bar in the St. Clair River be- low the mouth of Black River, in front of the Port Huron wharves, has shoaled to a depth of 14 feet. The improved channel through the bar at the mouth of Detroit River is nearly completed. The cut is 800 feet wide and will be 21 feet deep at mean stage of water. Available depth at the present stage of water is about 183 feet. DOO Ol SS BREAKWATER EXTENSIONS. The Secretary of War has sent to the House a report of a survey of Buffalo entrance to Erie Basin and Black Rock harbor, N. Y. It is recommended that a break- water be constructed as a protection against.storm and sea. The estimated cost is $248,000. In submitting the report of Maj. Symons of the Corps of Engineers, U. S. Army, in charge of the district, with headquarters at Buffalo, upon the proposed improvements to the entrance of the Buffalo Harbor, Maj. John M. Wilson, chief of the Bureau of Engineers, transmitted to the Secretary of War a letter dated May 18, 1897. Maj. Symons says: 5 “The plan of improvement submitted contemplates the construction of a breakwater 2,300 feet in length, consist- ing of a timber curb filled with stone and surmounted with a concrete and stone superstructure, to be located as shown upon the map. “In the opinion of Maj. Symons, this design of break- water is the best suited and the most economical for the purpose proposed. To provide, however, for any change in the type of the structure which might be desirable at the time of beginning construction, he presents four al- ternate designs for a breakwater, whose relative merits are recited in the report.” —— — ————_———— rr ear VESSELS CLASSED. We note that the following vessels have been classed or rated during the last week by the American Ship- masters’ Association in the Record of American and Foreign Shipping: |. American schooner Alice Curtis, barkentine Anita Berwind, British half-brig Edward D. Swedish. bark Augusta and Swedish three-masted schooner Ornen PLAYING AT DRY-DOCK BUILDING. -A special order was adopted in the House, Monday, providing for the consideration of a bill appropriating $100,000 for the repair of dry dock No. 3, at the New York Navy Yard. Mr. Henderson explained the necessity for the appro- priation, saying that leaks had appeared which threaten the collapse of the dock. Immediate measures to repair the damage, he said, were necessary. He read a letter from the Secretary of the Navy in support of that state- ment. The water flowing from dock No. 3 into dock No. 2 threatened it also. In answer to an inquiry by Mr. Sayers, Mr. Henderson said that dock No. 3 had been completed within the last year. The injury proba- bly had been done by powerful dredging machinery or by the prows of vessels.. The accident, he said, should not be made the basis for adverse criticism of the con- struction of the dock. Mr. Cummings said this dock was the only dock on the Atlantic coast where a large battle ship could be re- paired. He thought the trouble had its origin in the fact that it was built of timber instead of stone. Mr. Cannon believed that some one was in fault, either the contractor or the supervising officers. The responsibility for the leak should be fixed. The resolution, however, was almost unanimously adopted. OO OS SALVAGE SERVICES. As an indication of’ how salvage services are appor- tioned by the English courts, we quote the following two recent cases: “The steamer Gulf of Bothnia, one of the Gulf Line, broke down off the coast of Portugal on November 17. She was bound from Australia to London with a general cargo and frozen mutton. The A®olus, of West Hartle- pool, seeing her signals, offered assistance, and it was accepted on the ‘no cure, no pay’ principle, the disabled steamer to be towed into Cascals Bay. This service was duly performed with considerable difficulty, afid after two hawsers had parted. The Admiralty Court have awarded, therefore, a sum) of £1,250—owners, £940; master, £110; and crew, £200.—The same court have awarded to the owners of the Texan (West Indian and Pacific Co.), £1,690; to her captain, £190; and to her crew, £370, for salvage services rendered to the Liverpool steamer In- dralema in mid-Atlantic in January last.” Pak ee es OCEANS Ea gee SY IRON AND STEEL INDUSTRIES. James M. Swank, general manager of the American Iron and Steel Association, has issued his annual report for 1896. The report contains complete statistics of the iron and steel industries of the United States for 1896 and a review of their present condition; also statistics of the iron and steel industries of foreign countries in past years. In 1896 the United States made 8,623,127 tons of pig iron, 3,919,906 tons of Bessemer steel ingots, 1,298,700 tons of. open hearth steel and 5,281,689 tons of steel of all kinds and rolled in all 5,515,841 tons of finished iron and steel including rails. There were also shipped in the same year 8,916,035 gross tons of Lake Superior iron ore and 5,411,602 net tons of Connellsville coke. These figures all show material decrease as compared with the corresponding items of production in 1895. The foreign value of all the iron and steel manufactures imported into the United States in 1896 was $19,506,587, a decrease of $6,265,549.. The exports of iron and steel from the United States for the same period amounted to $48,670,218, an inerease of $13,598,655.