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- Not the slightest doubt, and it may even go higher. NOVEMBER 29, I900. CLEVELAND. Special Correspondence to The Marine Record. Last year fish to the value of more than a million dollars were obtained on Lake Erie. The contractors who are rebuilding the west arm of the breakwater, the Hunkin Bros , have quit work for the sea- sou. This year they have progressed far enough to warraut the statement that what remains to be done can be finished in another season of navigation. Mr. C. H. Crane of the firm of Lewis & Crane, the Pacific Coast lumber dealers, located at Seattle, Washington, was in the city this week. Mr. Crane reports businessin a very satisfactory state and is well pleased with the outlook. He will visit New York and other eastern ports before returning home. The Cleveland & Buffalo Transit Co. announces its sched- ule for next year. Some big changes will be seen in the regular running time of the boats, occasioned by the heavy business expected from the Pan-American Exposition at Buffalo. The schedule provides that the steamers shall leave Cleveland each night at 8 p. m. and reach Buffalo at 6a,.m. During the months of July and August the trips will be doubled, and the steamers will leave at 8 a. m. and reach Buffaloat6 p.m. During the months of July and August the steamer City of the Straits will leave Cleveland on Tuesdays, Thursdays and Saturdays at 5 p. m. and will arrive at Buffalo at 5:50 a. m. The friendly feeling between Captain Leander Brogan, local manager of the Great Lakes Towing Company, and the men who operate the boats, was shown this week. Captain Brogan has been working with the men for several years, and his kindly treatment of them and consideration for them at alltimes has bound them together with a very strong cord. On Sunday morning wheu Captain Brogan reached the office the men were waiting for him and by a short and well-directed address the leader presented him with a diamond riug, the stone being of the purest and the setting exquisite. The representation was heartily entered into by each individual in the employ of the company. Regarding the story sent out from Chicago that the Rockefeller boats are to run all winter from Chicago to Buf- falo: John A. McGean, local manager of the Bessemer Steam- ship Co., said yesterday afternoon: ‘‘What is expected of us—that we--shall run all through January on a two-cent basis? What we would like to do and what we can do are two entirely different things. The history of the lakes, if one did not know the conditions, would argue against such acourse. Boat property is too valuable nowadays to run it up against a stone wall for two cents a hundred pounds on grain. I don’t believe we want totryit.’? This puts to rest another stirring rumor that has been afloat of late. It was expected that both the Rockefeller and Carnegie fleets would give the all-rail lines competition on grain carrying during the winter by putting a protective armor on their boats and making ice crushers out of them, thus enabling them to break through the lakes at times during the winter. The open winter of last year may have suggested the feasi- bility of such a course, but the boat managers do not take that as a criterion by which all winters may be judged. General Manager James Watlace of the American Ship Building Co., says that officials of the company are now con- sidering plans of a type of very large vessel for salt water service that would be built on the lakes in two parts and be put together at Montreal. Mr. Wallace is of the opinion that if the shipping bill is passed lake shipyards would find opportunity to build at a profit quite a large number of ves- selsin this way. In any event, he says, the lake yards will have considerable to do in building vessels of St. Lawrence canal dimensions for Atlantic coast trade if the stocks are not refilled with lake ordersin the spring. It is the inten- tion of the International Transportation Co., owners of the steamers Paraguay and Asuncion which have just gone to the coast, to build on the lakes a large fleet of such vessels, the keels to be put down as soon as places are found for them. Mr, Wallace and President W. L. Brown of the con- solidated lake yards are interested with Mr. A. B. Wolvin and others in the International company. The Paraguay has reached the works of the Eastern Ship Building Co., New London, Ct., where she is being equipped for Atlantic coast service. The Asuncion willalso be fitted out at the New London works. These vessels will engage in the gener- _ al Coastwise trade. No work was done on the coal or ore docks on Thanks- giving day, and it could not be learned that any chartering was done. All hands seemed to take a rest and considerable turkey was no doubt consumed. Coal carriers are in good demand, and vessels are scarce. Local shippers offered 75 cents freely Wednesday to Lake Michigan ports and as far as known that is the best rate that has been paid, although it is claimed at Detroit that four boats were placed at $1 co. The Milwaukee Evening Wisconsin, Wednesday, said: That the rate for loading next week will be $1.00 per ton sere is ip- pers of soft coal from Ohio ports are at present paying 75 cents per ton to leading Lake Michigan ports, and that they are prepared to pay more was made evident yesterday after- ‘oon by a dispatch to W. H. Mack, one of the owners of le steamer Pascal P. Pratt, offering $1.00 per ton for a eturn trip to Lake Michigan, the steamer to load next week. The Pratt left Milwaukee for Escanaba, where she is to load ore for an Ohio port. With this rate established on bituminous, shippers of anthracite must come up also if ey wish to secure vessel room, and it will not be surpris- THE MARINE RECORD. ee ing if they see fit to go their Ohio brethren one better by boosting the rate a notch higher, or above the $1.00 mark, Local owners are holding for $1.00, and they are quite con- fident that that figure will be paid, but it is a pretty sure thing that the rate was not advanced to that mark Wednes- day. According to a dispatch from Buffalo the hard coal men will ship until the middle of December if the weather is favorable. \ rr DULUTH—SUPERIOR. Special Correspondence to The Marine Record. The cut rates for the transportation of freight for copper country points proves to have been one of the most bitter and consistent fights of rail‘against lake that has ever been known in this section. Last spring the Duluth, Souh Shore &Atlantic road put ina cut rate on grain products and feed to copper country points in northern Michigan, and other commodities were affected also. It was a rate which made the Lake Michigan & Lake Superior Transpor- tation and the Howard Transportation companies feel as if the business was poor, but they had to stand it, and they have doneso. The boat lines put in a porportionally low rate. This was last May. It was said at the time that the rate probably would be advanced to tariff ina few weeks. But the weeks rolled into months and the months have almost counted out the season of 1900, and yet the rate is maintained. There has been no sign of a truce and people interested in the situation are wondering what will happen next year in south shore transportation circles after naviga- tion opens. Upon the decision of the steamboat inspection authorities in the case between Walter W. Wood, mate, and Tracy Warren and Fred Lee, engineers on the tug Castle, hangs the fate of unionism in the Licensed Tugmen’s. Protective Association, which embraces practically all of the tug cap- tains and engineers on the Great Lakes. These men have agreed not to work on boats where the pilots and engineers are not all members of the organization. The local steam- boat inspectors have disagreed over the matter, and it will probably be taken before the higher officials and will most likely end in the office of Inspector General Dumont at Washington. Walter W. Wood was hired as mate and pilot of the tug Castle, and at that time Tracy Warren and Fred Lee were employed in the engine room. When they found that Wood was not a member of the organization and would not join, they refused to work with him. Wood at once charged them with a conspiracy and began proceedings before Local Steamboat Inspectors Monahan and Chalk to have their licenses revoked. The men defended themselves by declar- ing that they could not work with Wood because of their oath of membership in the Licensed Tugmen’s Protective Association. Inspector Monahan decided that signing such an agreement was contrary to the oath on which the engineer’s licenses were issued, and that Warren and Lee were guilty of conspiracy to hinder commerce. Inspector Chalk holds, however, that there has been no showing made that the engineers refused to do their duty and he disagreed entirely with his fellow inspector. The Licensed Tugmen’s Protective Association was organized last winter, and in its ranks are almost all of the tugmen on the lakes, it is claimed. The firemen and linemen organized a similar association and the two have worked together. The principal rule has been the one over which the local in- spectors have differed, that no member of the association will work on a boat, where all members of the crew do not belong to the two organizations. This rule has been strictly carried out up to the present time. The associations have adopted several reforms in the working conditions of the men, and they have been adopted generally along the lakes, making the work uniform in all the ports. Uniform rules as to towing was also put into effect. Duluth was the scene of the only serious dispute over these rules, when Capt. James Davidson last summer objected to paying for two tugs on some of his barges. mised the matter, but it is thought they will not willingly disregard the union rule now up for settlement. ee VESSELS CLASSED. Vessels classed and rated by the American Bureau of Ship- ping in the ‘‘Record of American and Foreign Shipping:”’ Screw, Californian; screw, Sonoma; screw, Sunbeam; ship, W. F. Babcock; bark Mauna Ala; schooners, Eleanor A. Percy, St. Croix, Fannie Palmer, Van Allens Boughton. Fred. A. Small, George H. May, Ulrica R. Smith, Harry W. Lewis, Republic, Isaiah K. Stetson, Luis G. Rabel, Pendle- ton Sisters, Margaret May Riley, S. M. Bird, M. A. Achorn, Melissa A. Willey; British three-mast schooners Canada, Grequeland and Evadne, British half brig Aquila. oo or or MARINE PATENTS. . Patents issued November 20, 1900.. Reported especially for the MARINE RECORD. We furnish complete copies of patents at the rate of Io cents each. 661,986. Combined range finder and turret. Bradley A. Fiske, New York City. 662,067. Serpentine Boat. James Gresham, New Vork City. 662,330. Means for controlling water balast in ships. Geo. B. Willcox, Bay City, Mich. 662,522. Propeller for boats. Philadelphia, Pa. 662,829.. Apparatus for arresting the motion of navigable vessels. Henry Simpsom, Liverpool, England. Samuel H. Butterworth, The men at that time compre- FLOTSAM JETSAM AND LAGAN. Williamson Bros., the well-known builders of steam steer- ers, etc., have recently been incorporated and the house now bears the name Williamson Bros.’ Co. The company has removed from their old place and now occupy new and more commodious quarters at Aramingo avenue and Cumberland street, Philadelphia. This concern has furnished the major- ity of steam steering engines used on vessels in this country and their hoisting engines are celebrated from oné end of the land to the other. They are made with either frictional spur or worm gear of various patterns to suit all purposes. ° Other specialties made by the company are the Williamson straight tube evaporators, ard all classes of auxiliary ship machinery. ig pecaeh The names of four of the men lost on the schooner Mau- mee Valley, which was pounded to pieces on the Pelee mid- dle ground, have been ascertained. They are Capt. Henry | Scanlan, of Toledo; William Smith, mate, of Chicago; Harry Spain, sailor, Toledo; and Jack O’Brien, nowhere. Besides | these she carried three unknown sailors shipped at Toledo. | Capt. Scanlan lived at No. 703 Norwood avenue, Toledo. He bought the schooner a year ago, paying about $4,000. His mother and relatives advised against the step, because. of the great age of the craft, but she had caught his fancy, and nothing could change his purpose. He was unmarried - and lived with his aged mother, of whom he was the sole support. Two weeks ago he wrote a letter home from: Buffalo. He told about getting on the rocks at the mouth of Detroit river, but reached Buffalo all right. would take home a load of coal, ‘‘if I ever get there.”’ He was fifty-five years old, had sailed the lakes thirty years or. more, and had a good name as a careful master. Spain was. a single man and lived with his sister and brother-in-law, Mrs. and Mr. Richard Gibbons, No. 1r5 Millard avenue, Toledo. in Chicago, with but a small property between them and destitution. The announcement of the abandonment of the Stannard « Rock light is a sufficient warning to mariners, to be: very watchful of the welfare of their craft when they are sailing in the vicinity of this rock, particularly if they are outin ~ heavy weather. There could be only one outcome of a dis-. aster on Stannard Rock—complete and utter annihilation. | Capt. Chambers reports that in all his experience on the - lakes he has rarely been through such a protracted spell of _ rough weather as has marked his residence at the light dur- ing the last couple of weeks. Hesays that storms have raged almost incessantly. Anyone acquainted with Stan- nard Rock understands that these conditions mean ice and lots of it. Capt. Chambers and the members of his crew, as well as the tugmen who ran out to the rock on the Theora, assert that they left a wilderness of ice at the light. It was unusual both in extent and weight and the embarking of the crew was attended by no little difficulty. Take it all in all, it was very fortunate that the rock was abandoned, as the chances are that there might have been considerable. delay in getting the men off if the beacon had been con- tinued in operation until the first of themonth. According to Capt. Chambers’ report, the last two or three days of - comparatively calm weather have been in marked contrast to a period of high winds and seas, during which it would have been impossible for the tug to approach the rock. _ ESO OO SSE 3 LETTERS AT DETROIT MARINE POST OFFICE. November 28, 1900. ’ To get any of these letters, addressees or their authorized agents will apply at the general delivery window or write to the postmaster at Detroit, calling for ‘‘advertised” matter, giving the date of this list and paying one cent. Advertised matter is previously held one week awaiting delivery. It is held two weeks before it goes to the Dead Letter Office at Washington, D. C. Ackley G. M., Ericsson Boomer M., Wilhelm Bell Geo. Beauvis Della Kennedy Wm. Lowes S. Merritt Jno., Italia Mitchell Harry Brown Wm. W., Atlantic Mulholland C., 126 Bassett HE. H., Briton Martin T. R. Bradley H. E., T. W. Palmer Moore Willie Collins John McQuarrie Dan, Argo Durfey Samuel, 107 MacKenzie ——, Hamilton Dorland Wm., Tampico McDonald Grafton Edmondson Harry Peaton Wm., German Fauell Jno., German Pipher Annie: Fleming Richard Rose Frank W.;,' Hackett Gracey Annie, Marengo . Riley T. J., Marina Gorman Mary, 2 Radigan Roy Huddle W. R. Spath Jno, Tioga’: Henry W. S., 2, Bermuda Sauve Jos., Livingstone Johnson Martin, Tuxbury Shipley Harry, ‘Pueblo Jewett Ruth Trumble Wm. A. Jones Sherman, German Wilson Geo. B. Kelly Sarah F. B DICKERSON, P. M. oor oir In 1899 the United States made 13,620,703 long tons of pig iron, 7,586,354 tons of Bessemer steel ingots, 2,947,316 tons of open-hearth steel, and 10,639,857 tons of steel of all kinds, and rolled in all 10,357,397 tons of finished iron and steel, including rails; there were also shipped in the same year, 18,251,804 long tons of Lake Superior iron ore and 10,- 129,764 short tons of Connellsyille coke. He said he. : Smith, the mate, left a widow and three children by