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10 THE MARINE RECORD. ESTABLISHED 1878. Published Every Thursday by THE MARINE RECORD PUBLISHING CO., Incorporated. C. E. RUSKIN, - - - - Manager. CAPT. JOHN SWAINSON,~ - - - Editor. THOS. WILLIAMS, Chicago, - - Associate. CLEVELAND, CHICAGO, Western Reserve Building. Royal Insurance Building. SUBSCRIPTION. One Copy, one year, postage paid, - - $2.00 One Copy, one year, to foreign countries, - - $3.00 Invariably in advance. ADVERTISING. Rates given on application. All communications should be addressed to the Cleveland office. THE MARINE RECORD PUBLISHING CO., Western Reserve Building, Cleveland, O. Entered at Cleveland Postoffice as second-class mail matter. CLEVELAND, O., AUGUST 10, 1899. PARTICULAR attention is directed to the views expressed on page 5 of this issue of the RECORD, by Major Symons, Corps of Engineer, U. S. A., and Mr. Geo. Y. Wisner, C. E., Detroit. The subject is worthy of the closest study and ad- equate consideration by every member of the Lake Carriers’ Association, and other interested persons, industries, etc. OO Oe EVERYONE who gives good advice earnestly, likes to see his counsel carried out in earnest. Apropos, an amphibious kind of a journal has been branding itself as a trade paper. We advised that it should travel under the cognomen of class organ, This week it has found out or discovered, that a better quoted mask to sail under, is, perhaps, marine publi- cation. Once more, trades should never be mixed promiscu- ously with professions, nor vice versa. CES eee Au lake ports can, and do, dump their refuse in the lake. A repetition of this work from Duluth to Ogdensburg gives an economy in sanitary arrangements unknown to any other part of the world. Chicago, though, is rather checkmated, as it is located at the head of Lake Michigan and its refuse returns to the dumping place. Talk of taking back water. There is hardly a port along the chain of lakes but takes a share of the refuse of its neighbor, some, more than others. or oe A veERY foolish and unbusinesslike report was sent out from Chicagoa fews days ago to the effect that under- writer’s agents here are shaking hands with themselves at the lack of casualties and the consequent pocketing of heavy premiums. Letus say that if there were no claims made there would be a dimunition of premiums, also, that under- writers carrying risks may not holler until they are out of the woods. The ‘‘Soo’’ river collisions of today may have the effect of these agents making a different representation * to their principals than their tune of last week’s warblings indicated. em UntTiL, a fair guess at the area of watershed contributing to the maintenance of lake levels can be made, all the evaporometers and every other kind of measure supplied as equipment to the Weather Bureau will be found of little avail in summing up the rain-fall and run-off or take-off of the lakes. It is barely possible that Prof. Stupart, of the Dominion Meteorological Office, may have the watershed area of the north shores of Lakes Superior, Erie and Ontario, also of the east shore of Lake Huron and Georgian Bay, but we very much doubtit. There is also quite a span from Sarnia to Amherstburg through the rivers. It will be too late if we wait until there isa permanent lowering of lake levels before ascertaining just where we are at on the ques- tion of the maintenance of lake levels, AN APPARENTLY UNSEAWORTHY CRAFT. A circumstance occurred on Lake Michigan last Sunday which reflected in anything but a pleasant manner upon the licensed officers of the steamer City of Grand Rapids, her owners, the surveyors who inspected, and the association that classed and rated her, as well as upon the local officers of the U. S. Steamboat Inspection Service. In this instance a great wrong was done to the traveling public, shippers and underwriters (if any), also was there a whole raft of laws, bearing upon the subject, kicked overboard, rendered null, defunct, void. It is only by plain speaking and writing that scandalous atrocities can be rectified. Virulent diseases calls for radical cures. The RECORD notes this case in as mild terms as possible, although the careless ignorance, or penuriousness of one owner reflects on many, and it is to be hoped that the case of the City of Grand Rapids is an isolated one. It is peculiarly within the province of the RECORD to animadvert upon the apparently loose observance of the laws which will permit a passenger steamer of questionable seaworthiness to ply on the waters of the lakes. Daily news- papers, while not loaded down to the scuppers with marine lore, practice or customs, easily recognize that there is some- thing radically wrong when a steamer is allowed to take a crowd of passengers on the lake, and usurp the privilege of drowning them. The entire marine fraternity, as well as the traveling public, will no donbt join the MaRINE RECORD in applaud- ing the editorial candor of the Detroit Journal of Monday last, in enunciating the following sentiment : ‘“The perils of both land and water travel were illustrated yesterday, and the death list of victims is unusually long. But Michigan is particularly interested in the experience of the passenger steamer, City of Grand Rapids, which went thirty-five miles into the lake to find her hull leaking like a sieve, while her pumps would not work. This looks like inspection by the United States officialgsthat did not inspect, and the matter demands a thorough investigation. The public relies, as it has a right to, on the assurance that passenger steamers in particular are not allowed out of port unless seaworthy. That a steamer may fail in a gale is something within the probabilities, despite the utmost care and the most rigid inspection ; but that one should threaten the lives of all on board when the lake is calm calls for an explanation.”’ In stating that it was our province to call attention to such cases as the foregoing quotation succinctly amplifies, it is also our bounden duty to resent any unjust imputations which might tend to reflect in a derogatory manner on the lake marine, including those who are actively engaged in that service, and, it is a pleasure to state that an exceptional instance, such as in the case of the City of Grand Rapids, goes but to prove the rule of exceptions, and gives us the opportunity of stating at this time that there is no tonnage on the face of the earth, or rather, the waters thereof, that is any better built, found, equipped and kept up, than is the majority of tonnage on the Great Lakes. —— OOO Oe WirH the advent of large cargo steamers, such as are now being put afloat and contracted for, it would be markedly in order for those building new docks, wharves, grain elevators coal trestles, etc., to see that their plans were such as to ac- commodate the largest class of vessels. The same applies to river and harbor improvements, also dredging and tow- ing, as well as wrecking and salvage equipment and ap- pliances. Where the volume of trade is immensely increas- ing, as it is on the lakes, large vessels are found to be far and away more profitable than the medium sized craft. Hence, the ports that are safe, easy of access, and facilitates the loading and discharging of cargoes, will always be given the preference, even at the cost of slightly reduced freight rates. Attention turned in this direction now will prove of inestimable value to all general interests in the future. OO Oe In THE formation of an international commission to deal with subjects relating exclusively to the lakes, the engineer- ing talent must, perforce, be reckoned upon as one of, if not the strongest and most prominent feature in such a body. To the several district officers of the Corps of Engineers, U.S. 4., in whose charge the conservancy and improve- ment of rivers and harbors are placed, too much praise can not be awarded. Representing the Federal Government, they have withstood the attacks of private interests, in their recommendations for annual improvements, and, under the chief engineer, as empowered by act of Congress, govern- ment work has been entered upon and carried to comple- tion ina more expert, scientific and economical manner than could be encompassed by any other means, Avucust? Io, 1899. Ir the Harlem floats off Isle Royale it will no doubt be with the addition of a couple of hundred tons of cement in her bottom. Cement, is to the damaged metal hull, what pitch and oakum is to the wooden vessel. By the way, it will be quite a novel experience to drydock the Harlem if the whole bottom shell plating is bent, punctured, twisted and broken, as is now anticipated, An experience just gone through with on the other side of the Atlantic in dry docking the Peninsular and Oriental line steamer China may have to be repeated on this side in the case of the large cargo steamer Harlem. In the case of the China, large sticks of timber were rove through her bilges, and she was partly shored up from the ends of these supports. -_—————oqewe oe, From some figures, just to hand, we learn that the cost of repairs to the Holyhead (stone) breakwater only amounts to 30 cents per lineal foot per annum. Its original cost was $815 per foot and its construction was spread over a period of 27 years. Other British works are Portland, Plymouth and Alderney, the former costing $2.34 per foot for its up- keep, Plymouth costing $2.16 and Alderney has averaged during eight years no less than $10.85. The latter work is, however, exposed to the full sweep of the Atlantic, as its volume is forced up the English channel to the Islands. ——$— rr eS Tux thanks of the RECORD are due to the Commissioner of Navigation, Hon. E. T. Chamberlain, for a copy of the ‘Navigation Laws of the United States,’’ revised edition, The RECORD had worked consistently and persistently for a codification of marine enactments up to date, and, the Com- missioner of Navigation, evidently recognizing the utility of such a departure being taken, as well as the discretion of our advocacy, determined upon issuing in concrete form, a much deserved publication, which, with great pleasure, we place on file. iOS DAMAGED CARGO. Canadian vessels must be classed up and kept up if they want to enter into the lake trade, and deliver their cargoes in good order and condition. In the case of the Myles ar- rived at Kingston from Duluth, Lloyd’s agent examined the cargo of the steamer, which consisted of 50,000 bushels of corn, and found it was all damaged. The corn was shipped from Duluth by Lohrke & Co., of New York, and Lloyd’s agent is quoted as saying that the corn was damaged when it was shipped from Duiuth, and expresses the opinion that owing to rains in the Western States, the corn was damp and soggy when stored. The cargo in question was shipped by the Barnum Grain Co., Duluth, which says that the grain was in no such condition as described when shipped. The company says that the corn was No. 3 and No. 4 and no grade mixed, and was of fair quality and condition for these grades. Lloyd’s agent held that the steamer was not respon- sible, and the corn was ordered sold. Whichever way the case is ultimately determined, no good comes from landing damaged cargo, especially if received in good order and condition, as per bill of lading. The Myles is a good vessel, and the survey of Lloyd’s agent is, no doubt, in accordance with his certificate, at the same time, better care should have been exercised in receipting for the con- signment. Se DETROIT RIVER MAIL SERVICE. That the United States marine mail service at Detroit is an important adjunct of lake traffic is shown by the report of the business transacted at the Detroit marine postoffice during the month of July, 1899. The growth of the service is shown by a comparison with the same month in 1898. There were received from passing vessels in July 12,161 letters, and in the same time a year ago 8,525. This shows an increase of 42.65 per cent. The July, 1899, deliveries were 30,106 letters and packages, as compared with 25,740 in 1898, an increase of 16.95 per cent. The up-river, or ‘Flats,’ service handled 24,446 pieces this July, and 19,067 last year during the same period, making an increase of 28 per cent. rrr i A CANADIAN STEAMSHIP LINE. Application has been made to the Canadian government for a charter for the Quebec, Hamilton and Fort William Navigation Co., with a capital stock of $1,000,000. The company will commence building two steamships at Hamil- ton this year and construct others later on. They propose to engage in both freight and passenger business.