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THE MARINE RECORD. Marcas 8, 1900. ESTABLISHED 1878. Published Every Thursday by THE MARINE RECORD PUBLISHING CO., Incorporated. C. E, RUSKIN, - ~ - - Manager. CAPT. JOHN SWAINSON, - - - Editor. CLEVELAND, CHICAGO, Western Reserve Building. Royal Insurance Building. SUBSCRIPTION. One Copy, one year, postage paid, - - $2.00 One Copy, one year, to foreign countries, - 2 $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., MARCH 8, 1900. ee SUBSCRIBER, Mackinac Island, or any other correspondent must sign his name to communications if he desires to receive attention. ——— oOo a\— CHIcAGo can, of course, use the controlling works at Lock- port, should necessity require, instead of making a coffer- dam by spanning the river with a cargo boat. Even with this knowledge aboard, it would be as well for vessel owners to supply their vessels with a couple of spare tow Hnes when chartering for that ‘‘burg.”’ or oo own ONE of the oldest and most enthusiastic advocates of a ship canal from Georgian Bay to Lake Ontario, HK. A. Mac- Donald, Mayor of Toronto, addressed the Board of Trade of that city recently on the project. He said that the cost would be less than $30,000,000. The distance is about sev- enty miles, and the route is declared easy for construction and plenty of water supply for locks. a or AN expression from the Navigating Committee of the Lake Carriers’ Association, relative to the status of Chicago as a general and deep water trading port, would, about now, be in order. Lake marine underwriters’ are unusually keen business men and they might insert just two words in a sea- son blanket policy that would mean a great deal to owners, shippers and consignees. The new polices are not yet pub- lished, but when they are, if there is a few letters in paren- thesis, slipped in somewhere, reading something like this, (except Chicago) no surprise need be félt by those most nearly interested. There are many lake vessels that could not stand being hung up at both ends and made lock gates of, even in still water, and much less so against a strong current. It is safe to say that underwriters will watch their own best interests, the Chicago capitalists’ sewer to the con- trary, notwithstanding. i oe ‘THE easiest way for Chicago to avoid a host of damage suits this summer will be for that port to charter a small fleet of powerful tugs with full and complete towing and lightering outfits. We would also advise having in stock and at hand, a number of patent flexible steel wire, also coir, manila and hemp tow ropes in addition to the regular equipment. The foregoing, with the addition of plenty of steam power and one or two floating grain elevators, wold no doubt tend to greatly minimize the losses in the earlier part of the season, other measures could then be taken for more adequate and permanent aids to, and for the river traffic— such as lowering the several tunnels now crossing the river, taking away all center pier bridges, widening the river, changing dock lines and rebuilding slips, etc. It is quite certain that all bands will register one grand universal kick _if there is any humbuggery experienced on the opening of _ navigation, and as sure as anything there will be. THAT DAM AT NIAGARA—THE CORLISS BILL. An anonymous, type-written circular letter has been sent out this week from Chicago signed ‘‘A Vesselowner,” and, as it has reached the offices of publishers, some one having an acquaintance with the newspaper directory has no doubt “had a finger in the pie.’’ We quote from a portion of this letter as follows : “T appeal to you to at once write to your Congressman to see the Hon. J. B. Corliss and encourage him in his great work, also the Committee on Rivers and Harbors, and im- press open them the importance of reporting out this bill. * * * Please do not lose one moment in taking this sub- ject up or it will be too late, for if this bill is delayed or dies in the committee, and work is not at once commenced on the proposed dam, I shudder for the consequences.’ It naturally occurs to ask, Why this undue haste? What is there to be shuddered at? How is Chicago so vitally in- terested in the Niagara River dam project? Who is this anonymous protector of the surface levels of the lakes? These and a score of other questions of similar import might be asked with some degree of pertinency at this time. In connection with the work which the RECORD has per formed during the past few months, we may say that there seems to be a misunderstanding in the minds of some people interested in lake navigation in regard to the Corliss bill\for a dam at the foot of Lake Erie. This bill as it was introduced provided for a dam entirely shutting off the navigation of the Niagara River and the ports of Black Rock and the Tonawandas. It made no provision for a canal around the dam. It did not have the sanction and approval of the Deep Waterways Board nor of any member of that board. That it was a very poor and premature bill is shown by the fact that at the hearing in Washiugton, before the River and Harbor Committee, Mr. Corliss himself suggested an amendment to the bill striking out the appropriation for the dam, and providing instead an appropriation of $50,000 for an investigation into the possible and probable effects of building the dam. Mr. Wisner argued in favor of the dam, but coupled with it the necessity of building about it a canal with a lock, which canal would cost. two or three times as much as the dam itself; This is the real project of the Deep Waterways Board of Engineers, and not the Corliss Dam project as exploited in his bill. Maj. Symons argued against the Corliss bill, but as he stated, not from any hostility to the project for regulating lake levels by such a dam, /but’ because the ‘bill was incom- plete in that it did not provide for a canal as well as a dam. He stated that the canal should be built before the dam in order that the navigation of the Niagara River should not be interfered with or interrupted. Major Symons also ob- jected to the bill for the reason that it would change exist- ing conditions at Buffalo, Cleveland, Erie and all other Lake Erie ports, and the people interested had never had an opportunity to study the bill and consider the results of the dam, He stated that he could see many advantages of the regulating dam, but at the same time could see disad- vantages, and thought the matter should be carefully weighed and all interests consulted. Moreover, Maj. Symons thought that as it was of neces- sity an international question, it should be referred to an international board for consideration. At the meeting in Washington no one appeared from the Lake Carriers’ Association in favor of the Corliss bill, and in fact, no oné at all appeared in favor of the bill as it was introduced, not even Mr. Corliss himself. There is a prevailing notion that the building of the dam at the foot of Lake Erie to raise the level of the water two or three feet, would raise the waters in Lakes Michigan and Huron and compensate in some degree for the waters taken out by the Chicago Drainage Canal. There is very little ground for any such opinion, as Lakes Huron and Michi- gan are fully eight feet above Lake Erie, and how a dam which would raise Lake Erie two or three feet could have any appreciable effect on Lakes Huron and Michigan is difficult to understand. The dam may be necessary to com- pensate Lake Erie for the deficiency in the natural flow due to the Chicago Drainage Canal deflection, but it can have no effect on the level of waters of Lakes Michigan and Huron. There is also a notion prevalent to some extent that the low water in Lake Erie during recent years is due to the ex- cavations made inthe channel of the Niagara River. Now, while it is true that some six or eight years ago there was some rock taken out of the channel at the head-of the Niagara River, (just as there was at the Lime-Kiln Crossing) yet this was very small in quantity, and has had but little a effect on the waters of the lake. The real reason for the — low water is the fact that we have been passing through one of the times of low water which occur periodically, which al- — ways have occurred, and which always will occur as long as 3 nature is left to work her will on the lakes. This rock was removed from the upper Niagara River some years before Major Symons went to Buffalo, and it is understood that he has always opposed any more rock being removed from the channel without the proper works being put in’ to compen-— : sate for it in the flow of the river, and, in the same manner y as the late Gen’] O. M. Poe carried on his work at the mouth — of the Detroit River. Let our scientific hydraulic engineering experts prove, what raise, or head of water, would be required at the mouth of Niagara River, to force a raise of even an inch or two at! the Lime-Kiln Crossing, against moderate westerly winds © = and weather, at the only time when the depths are scant ine that vicinity. or oo or Lizur. GELM, U. S. N., in charge of the branch Hydro ik graphic Office in Chicago, expresses the opinion that the : me di et Pe ei ee Re ae current caused by the opening of the drainage canal will not — seriously impair navigation in the Chicago river if the tun- nels are lowered and the center pier bridges removed. This _ is very assuring and gratifying information from the Hydro- graphic Office. By-the-way, it has been widely noised — around this week that the Hydrographic Office would soon ~ have to get out new charts of the Chicago river. Howsfar up the river does the jurisdiction of the Navy Department — extend? 1f Corporation Counsel Walker can get the measure : <> : before the council, an ordinance might be framed requiring the street railroad companies using the tunnels crossing the river to rebuild them, so as to no longer impede navigation ; or rather, to permit sufficient flow of water to supply the drainage canal, but even then, and, whenever the ordinance © is passed, it will take a full year at least to drop the tunnels — a couple of feet. There is the Van Buren, Washington and La Salle street submarine archways to reckon with and the 4 work is one not easily accomplished. + vf —— oe or a Ou, but that ubiquitous Board of Supervising Inspectors te of Steamboats put their feet into it everywhere. Mn) SE) Sete ae eee ae At the last — annual meeting, held a few weeks ago in Washington, they ~ revised an amended amendment, and made themselves, also pe the Secretary of the Treasury, say port when they meant 4 starboard, or vice versa, it matters little which. Then they ; revised the code of signals between the master and engineer ‘ in accordance with the suggestion of a Cleveland vessel — , manager, but they revised it so as to leave out the checking — signal altogether. It was also understood that lake barges a of 700 tons and over, carrying canvas, did not need a licensed — master, but the examination has been put toa couple of them. One of the brilliant constellation of talent, yclept, : the U.S. Board of Supervising Inspectors of Steamboats, ordered his local inspectors to convey information that the MARINE RECORD had written for and worked, up to be given aif to another periodical, thus turning his locals, pro tem, into ie reporters. Then, these little matters are laughed off with — : that idiocy of ignorance as ifto the manor born. A won- a derful bureau, truly!!! a —_— DO Ol —_-, 4 REPRESENTATIVE STEWART, of Wisconsin, has this week — introduced resolutions of the Federated Trades Council of # Milwaukee, Wis., asking for legislation to increase the re- e quirements and qualifications of seamen and firemen onthe Great Lakes. The resolution was referred to the committee _ on the Merchant Marine and Fisheries. The question arises e wherein have lake seamen and firemen been found so gen- — erally deficient in the requirements and qualifications called — for. Perhaps the Federated Trades Council of Milwaukee — would like to see the seamen and firemen undergoing a com-— petitive compulsory examination so as to prove their super- ior attributes, but why for? OO Oe eel THE two problems now agitating the engineering world oft Great Britain and the United States seem to be of the same : tpye, and they relate to the feasibility of petroleum for fuel 4 on the torpedo boat, and the value of the submarine © torpedo boat. Neither question has advanced much be- yond the experimental stage, and the results thus far ar far from satisfactory in either matter. The position of the © submarine torpedo boat has received somewhat of a setback ~ by the lately promulgated adverse report of the Board ap-— pointed by the United States Navy Department, and the ~ future of submarine warfare remains about where it was at — the begining—a matter of opinion. ie me Ree ae pera tS — ei 4 ahae 3%